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Canadian Auto News Watch - Friday January 30, 2015
General Motors Corporate News
Decision on Oshawa GM investment won't come until 2016: GM Canada president
Page: 1, Edition: Final
Oshawa This Week - Thu Jan 29 2015
Oshawa Plant Future May Depend Upon Union Concessions - Autos.ca
Permalink: www.autos.ca...
autos.ca - Fri Jan 30 2015
GM must decide plant's fate now: union
Permalink: www.msn.com...
msn.com - Fri Jan 30 2015
GMC still considering adding Jeep Wrangler rival to lineup | Driving
Permalink: driving.ca...
driving.ca - Fri Jan 30 2015
Cars are getting safer: study
Byline: Charles Fleming, Source: Los Angeles Times, Page: C9, Edition: First
Waterloo Region Record - Fri Jan 30 2015
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General Motors Product News
Tacoma's got company; Chevy offers up a mid-sized pickup alternative
Byline: Derek McNaughton, Source: Driving, Page: DT11, Edition: National
National Post - Fri Jan 30 2015
GM'S colorado takes on toyota's Tacoma; Mid-size truck segment finally gets some new
players
Byline: Derek McNaughton, Source: Calgary Herald, Page: DR1 / Front, Edition: Early
Calgary Herald - Fri Jan 30 2015
2015 Chevrolet Colorado
Permalink: www.autogo.ca...
autogo.ca - Fri Jan 30 2015
New 'Vette is eye-blink quick; It blasts forward with a force that pins driver into his
seat
Byline: Terry Box, Source: The Dallas Morning News, Page: E7, Edition: Final
Times Colonist (Victoria) - Fri Jan 30 2015
2015 Buick Enclave AWD Premium | Driving
Permalink: driving.ca...
driving.ca - Fri Jan 30 2015
Mississauga News Wheels - Mississauga Wheels Jan 29-30 digital edition
Permalink: edition.pagesuite-professional.co.uk...
edition.pagesuite-professional.co.uk - Fri Jan 30 2015
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General Motors Corporate News
Decision on Oshawa GM investment won't come until 2016: GM
Canada president
Oshawa This Week
Thu Jan 29 2015
Page: 1
Section: News
OSHAWA -- General Motors won't make a decision about new investment in its Oshawa plant until 2016, the
company's Canadian president said in a recent statement.
GM Canada president Stephen Carlisle issued a statement called "Planning GM Oshawa's Future Together" on
Jan. 28. In it he says GM has begun the process of considering future investments for the Oshawa plant and
says the process will go into 2016.
He says GM will pay attention to a number of variables including economic factors.
"We are doubling down on efforts to find efficiencies and we will be working with all our partners to address
issues and build on our strengths," he said. "We have a good relationship with our union Unifor and have every
faith that their leadership understands the central role they will play as we move forward. One key milestone is
that we must complete our 2016 union contract negotiations before we can make any final decisions.
"In short, we want our community to understand the timing for this next round of decisions," he says. "We are
going to be careful and are not expecting to be deciding on any major new mandates or investments in Oshawa
until well into 2016."
Unifor Local 222 president Ron Svajlenko said the union remains focused on bringing new product to Oshawa.
"I think it's fair to say we have to have a discussion and with that discussion we want to look at the ways we
can get that product allocation, the most encouraging thing here is they are engaging us and they are talking to
us," he said.
The union has had meetings with high level GM executives and will soon meet with GM CEO Mary Barra.
"We don't expect a resolution out of those meetings, but we do want to start a process and conversation about
how we get to that allocation," said Mr. Svajlenko.
He said he believes the Oshawa plant offers unique advantages, including the retirement eligibility of a large
group of workers, and said he doesn't believe General Motors needs more concessions from the union to
allocate more product.
Oshawa Mayor John Henry said he feels "a bit more comfortable" after reading the statement. Mayor Henry
and Regional Chairman Roger Anderson recently met with Mr. Carlisle. "GM's been quiet for a long time, we
haven't heard anything, they put something out there giving a little bit more clarity of what's going on, the
dialogue with all levels of government from municipal to federal is there, I'm still concerned but I'm glad that
we're talking," Mayor Henry said.
© 2015 Metroland Printing, Publishing & Distributing
Edition: Final
Length: 422 words
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Oshawa Plant Future May Depend Upon Union Concessions Autos.ca
autos.ca
Fri Jan 30 2015
View original item at www.autos.ca...»
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GM must decide plant's fate now: union
msn.com
Fri Jan 30 2015
View original item at www.msn.com...»
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GMC still considering adding Jeep Wrangler rival to lineup | Driving
driving.ca
Fri Jan 30 2015
View original item at driving.ca...»
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Cars are getting safer: study
Waterloo Region Record
Fri Jan 30 2015
Page: C9
Section: BUSINESS
Byline: Charles Fleming
Source: Los Angeles Times
When it comes to auto safety, bigger is still better. A record number of large and midsize cars have scored
precedent-setting zero driver death rates in a new study in the United States.
Large and midsize vehicles had vastly fewer driver deaths than compact and subcompact cars, according to a
comprehensive study just released by the Insurance Institute for Highway Safety.
The Audi A4, Kia Sorento, Lexus RX 350, Subaru Legacy, Toyota Highlander and Volvo XC90, among midsize
vehicles, scored an overall death rate of zero for the years examined by the study.
The Honda Odyssey, Toyota Sequoia and Mercedes-Benz GL class were the large or very large vehicles that
also had zero deaths during the study period.
Small cars were far more deadly.
The Kia Rio, a four-door car in the institute's "mini" class, experienced an overall driver death per million
registered vehicle years rate of 149 - the highest of the vehicles studied. (A registered vehicle year is the
equivalent of one vehicle, registered for one year.) The Nissan Versa sedan, a four-door car in the "small" car
category, was just behind, with 130 overall driver deaths per million. The Versa also had the highest "single
vehicle rollover rate" of any car studied.
Also in the mini category, with overall driver death rates per million of more than 60, were the Hyundai Accent
four-door, Hyundai Accent two-door, and Chevrolet Aveo. Joining the Versas in the small sedan category were
the Honda Civic, Nissan Versa Hatchback, Ford Focus, Nissan Cube, and Chevrolet HHR.
Chevrolet also scored black eyes in the large category, with its Camaro sports car and Silverado 1500 Crew
pickup truck. The Camaro had the dubious distinction of leading the league in single-vehicle crash rates.
The study focused on 2011 model year vehicles, and only those with widespread use. The results, IIHS said,
showed that overall driver deaths were almost half what they were at the time of the last IIHS study in 2008 - 28
driver deaths per million registered vehicle years, down from 48 in 2008.
Overall, the study concluded, the chances of dying in a car crash are falling because of improvements in auto
safety technology. Eight years ago, for example, the IIHS found no vehicles with driver death rates of zero. In
this study, the institute found nine vehicles that had no driver deaths during the years studied.
"The complete elimination of traffic deaths is still many decades away," said David Zuby, IIHS executive vice
president and chief research officer. "Still, the rise in the number of vehicles with zero driver deaths shows
what's possible."
Zuby's research concluded that "mini cars and small cars dominate" the list of worst vehicles. "With some
exceptions," the study said, "death rates tend to go down as size goes up."
© 2015 Torstar Corporation
Edition: First
Length: 453 words
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General Motors Product News
Tacoma's got company; Chevy offers up a mid-sized pickup
alternative
National Post
Fri Jan 30 2015
Page: DT11
Section: Post Driving
Byline: Derek McNaughton
Source: Driving
Overview Four-door truck with longbox and 4WD that's easy to drive Pros Smaller than a full-sized light duty
truck but still capable Cons No big price advantage or substantial fuel economy gain What would I change?
Interior How would I spec it? Z71 Crewcab with shortbox
For too long, the mid-sized truck market has been dominated by one player - the Toyota Tacoma. Despite its
pathetic fuel economy and glacial pace of innovation, the Tacoma collected the most likes in part because of
Toyota's strong record for reliability. It also didn't hurt that precious else was offered in this class: the Ford
Ranger sauntered off to pasture long ago, the Nissan Frontier mostly withered on the vine, and the too-small
GMC Canyon and Chevy Colorado retired in 2012.
What was a mid-sized truck buyer to do? To be sure, not everyone who needs a truck wants a full-sized truck.
They're big, cumbersome and mostly thirsty - like wearing a pair of heavy, steel-toed boots everyday. So, with
limited competition and a pentup demand, GM has returned to the segment with its 2015 Chevrolet Colorado
and GMC Canyon siblings - and none too soon because the next generation Tacoma and Frontier are already
on the horizon.
The Colorado, first and foremost, is not a Silverado that spent too long on tumble dry. Oh, sure, there are
identical interior components, most notably the colour touchscreen centre infotainment system; and I'd swear
the Colorado's box and bumpers were derived directly from its big brother. The "cornersteps" in the bumper
work better in the Colorado, though, because the truck sits lower than a Silverado, something that also helps
when reaching into the Colorado's box: unlike a full-sized truck, a ladder or step isn't necessary. And, at under
six-feet tall, this truck will fit in most underground parking garages. Another upside to mid-sized.
More pleasing, the Colorado drives like an SUV, perhaps even a little like a CUV. Visibility is good, urban
driving is simple. It steers well and feels almost nimble. And yet for all its demure drivability, it remains capable.
A fully-boxed frame supports either an extended cab, or a crew cab with seating for five. The crew cab can be
had with either a 5-foot-2-inch short bed, or 6-foot-2-inch long bed. Carrying 8-foot lumber in the long box with
the tailgate down means nothing hangs over. The tailgate on our Z71-packaged truck was damped too, so it
dropped gently, though it does not unlock and open with the key fob. The width of the bed is 44.4 inches
between the wheel housings and 57.8 at the floor.
Unfortunately, the nifty LED box lighting seen in the full-sized trucks is not available on the Colorado, the only
cargo light being the high mount attached to the cab, and it's not the brighter and whiter LED. Same applies for
the interior lighting, which is stuck in the past decade with filament bulbs.
Fully in the current decade, however, are the Colorado's engine choices, either a standard 2.5-litre with 200
horsepower or a new, optional 3.6L V6 with 305 hp and 269 pound-feet of torque. The 3.6L is standard on crew
cab long-box models and crew cab short-box with 4x4. With this engine, the Colorado is rated to tow 7,000 lbs.
Power is ample enough when empty, and 100 km/h can be reached in about 7.5 seconds. The sixspeed
automatic shifts smartly (a six-speed manual is available on base models) and the four-wheel discs (with
Duralife rotors) rein in speed abruptly. Engine vibration is mostly controlled and full-throttle acceleration feels
brisk. Under a heavy load, the Colorado may find it has its work cut out for it, though, since peak torque arrives
at 4,000 rpm. Wind noise at speed is not intrusive.
Observed fuel economy was higher than the official rating for the V6, with an overall average of 13.5 litres per
100 kilometres. Our city economy, however, did exceed 20 L/100 km on several occasions (with some idling)
but rang in with a low of 10.5 highway when travelling at a steady 100 km/h. At 120 km/h, fuel economy
climbed closer to 12. While good, these gains, courtesy of variable valve timing and direct fuel injection, aren't
a compelling enough set of figures to lure buyers away from full-sized trucks. The coming turbo diesel, however
- a 2.9L Duramax set to appear next year - will be a different story altogether.
What will entice buyers to the Colorado is the ride quality. Never harsh or bucky like a regular truck, the tuning
of the truck's double wishbones and coil-over shocks up front and the solid axle and twostage leaf springs out
back in the Z71 package delivered a firm but forgiving ride that felt more like driving a family SUV. The Z71
package, aside from adding some graphics, also gets front recovery hooks, a transfer case shield, hill-descent
control and an automatic locking rear differential, as well as a suite of nice upgrades that would be options on
an LT or other trim level.
In 4x4 mode, the truck does behave differently. The electric power steering feels heavy when negotiating tight
turns at slow speed, even in the snow.
Oddly, there is no light on the dash to remind the driver 4x4-mode is engaged; and the button to engage the
electronic two-speed transfer case is poorly located next to an identical button for the lights, and it can't be
seen while driving without hunting for it. More bothersome was the gas pedal that is positioned so far to the
right that my foot was always rubbing against the transmission tunnel.
Indeed, the outside of the truck is nailed down with a smart appearance (though the long box does look
awkward on 17-inch wheels). The mechanicals and bones are strong. But the interior left me wanting. The
seats are so firm they border on being hard. My right knee would bump against the gear shift when, in cruise
control, I lifted my foot off the gas pedal. That gear shift itself looked as though it came from a Sunfire. The
elbow rests on the door and centre bin are as hard as maple. The fan was noisy. The wipers chattered.
The centre bin is also small for a work truck, able to swallow my Nikon SLR but not much more. Sure, the many
USB and power outlets are a plus, and the eight-inch colour touchscreen lifted from the Silverado is intuitive
and capable; but the interior's uneven quality is not mitigated by 4G LTE hotspot capability. The rear window
does not open without spending $85 for a manual slider, and a sunroof is not an option, nor are heated side
mirrors despite the Z71 getting a self-dimming rear-view mirror.
While the heated seats are excellent - offering controls for the bum and back, or the back only (love this), the
interior and fuel economy fall short of what I'd expect from a midsized truck costing $41,065 with freight and
delivery.
The rest of it will appeal to anyone who wants or needs a pickup but doesn't want the bulk of one - and prefers
something other than a Tacoma.
The specs
Type of vehicle Midsize 4WD pickup truck Seats Five Engine 3.6L direct-injection V6 Power 305 hp @6,800
rpm, 269 lb.-ft.of torque @4,000 rpm Transmission Six-speed automatic Brakes Four-wheel disc with ABS,
panic and hill start assist Tires P255/65R17 AT Natural Resources Canada Fuel economy (L/100 km) 13.5 city,
9.8 highway, 11.8 combined Price $39,370 Freight $1,695 Standard Features (Z71) OnStar with 4G LTE Wifi
hotspot, mylink radio with 8-inch colour touch screen, Bluetooth, remote start, hill-descent control, transfer case
shield, rearview camera, EZ-lift and lower tailgate, fog lamps, auto headlamps, recovery hooks, air
conditioning, cruise, power windows and locks, tilt and tele steering, leather-wrapped wheel, auto-dim mirror.
Notable options Eight-inch colour nav, off-road steps, Bose audio, spray-in bedliner, trailer towing pkg, block
heater
© 2015 Postmedia Network Inc. All rights reserved.
Illustration:
• Photos: Derek McNaughton, Driving / The outside of the Chevrolet Colorado is nailed down with a smart appearance - the
mechanicals and bones are strong.
• Photos: Derek McNaughton, Driving /
• Derek McNaughton, Driving / The interior of the Chevy Colorado could use some work. Under a heavy load, the Colorado has its
work cut out for it.
• Photos: Derek McNaughton, Driving /
Edition: National
Story Type: News
Length: 1300 words
Return to top
GM'S colorado takes on toyota's Tacoma; Mid-size truck segment
finally gets some new players
Calgary Herald
Fri Jan 30 2015
Page: DR1 / Front
Section: Driving
Byline: Derek McNaughton
Source: Calgary Herald
For too long, the mid-size truck market has been dominated by one player: the Toyota Tacoma.
Despite its pathetic fuel economy and glacial pace of innovation, the Tacoma collected the most likes in part
because of Toyota's strong record for reliability. It also didn't hurt that precious little else was offered in this
class - the Ford Ranger sauntered off to pasture long ago, the Nissan Frontier mostly withered on the vine, and
the too-small GMC Canyon and Chevrolet Colorado retired in 2012.
What was a mid-size truck buyer to do? To be sure, not everyone who needs a truck wants a full-size vehicle.
They're big, cumbersome and mostly thirsty - like wearing a pair of heavy, steel-toed boots every day. So, with
limited competition and a pent-up demand, GM has returned to the segment with its 2015 Chevrolet Colorado
and GMC Canyon siblings - and none too soon, because the nextgeneration Tacoma and Frontier are already
on the horizon.
The Colorado, first and foremost, is not a Silverado that spent too long on tumble dry. Oh, sure, there are
identical interior components, most notably the colour touchscreen centre infotainment system; and I'd swear
the Colorado's box and bumpers were derived directly from its big brother.
The "cornersteps" in the bumper work better in the Colorado, though, because the truck sits lower than a
Silverado, something that also helps when reaching into the Colorado's box: unlike a full-size truck, a ladder or
step isn't necessary. And, at under six-feet tall, this truck will fit in most underground parking garages. Another
upside to mid-size.
More pleasing, the Colorado drives like an SUV, perhaps a little like a CUV even. Visibility is good, urban
driving is simple. It steers well and feels almost nimble. And yet for all its demure drivability, it remains capable.
A fully boxed frame supports either an extended cab, or a crew cab with seating for five. The crew cab can be
had with either a fivefoot-two-inch short bed, or sixfoot-two-inch long bed. Carrying eight-foot lumber in the long
box with the tailgate down means nothing hangs over. The tailgate on our Z71-packaged truck was damped,
too, so it dropped gently, though it does not unlock and open with the key fob. The width of the bed is 44.4
inches between the wheel housings and 57.8 at the floor.
Unfortunately, the nifty LED box lighting seen in the full-size trucks is not available on the Colorado, the only
cargo light being the high mount attached to the cab, and it's not the brighter and whiter LED. Same applies for
the interior lighting, which is stuck in the past decade with filament bulbs.
Fully in the current decade, however, are the Colorado's engine choices, either a standard 2.5-litre with 200
horsepower or a new, optional 3.6L V6 with 305 hp and 269 pound-feet of torque.
The 3.6L is standard on crew cab long-box models and crew cab short-box with 4x4. With this engine, the
Colorado is rated to tow 7,000 lbs. Power is ample enough when empty, and 100 km/h can be reached in about
7.5 seconds. The six-speed automatic shifts smartly (a six-speed manual is available on base models) and the
four-wheel discs (with Duralife rotors) rein in speed abruptly. Observed fuel economy was higher than the
official rating for the V6, with an overall average of 13.5 litres per 100 kilometres. Our city economy, however,
did exceed 20 L/100 km on several occasions (with some idling) but rang in with a low of 10.5 highway when
travelling at a steady 100 km/h. At 120 km/h, fuel economy climbed closer to 12. While good, these gains,
courtesy of variable valve timing and direct fuel injection, aren't a compelling enough set of figures to lure
buyers away from full-size trucks.
What will entice buyers to the Colorado is the ride quality. Never harsh or bucky like a regular truck, the tuning
of the truck's double wishbones and coil-over shocks up front and the solid axle and two-stage leaf springs out
back in the Z71 package delivered a firm but forgiving ride that felt more like driving a family SUV.
In 4x4 mode, the truck does behave differently. The electric power steering feels heavy when negotiating tight
turns at slow speed, even in the snow. Oddly, there is no light on the dash to remind the driver 4x4-mode is
engaged; and the button to engage the electronic two-speed transfer case is poorly located next to an identical
button for the lights, and it can't be seen while driving without hunting for it. More bothersome was the gas
pedal that is positioned so far to the right that my foot was always rubbing against the transmission tunnel.
The outside of the truck is nailed down with a smart appearance (though the long box does look awkward on
17-inch wheels). The mechanicals and bones are strong. But the interior left me wanting. The seats are so firm
they border on being hard. My right knee would bump against the gear shift when, in cruise control, I lifted my
foot offthe gas pedal. That gear shift itself looked as though it came from a Sunfire. The elbow rests on the door
and centre bin are as hard as maple. The fan was noisy. The wipers chattered.
While the heated seats are excellent - offering controls for the bum and back, or the back only (love this) - the
interior and fuel economy fall short of what I'd expect from a mid-size truck costing $41,065 with freight and
delivery. The rest of it will appeal to anyone who wants or needs a pickup but doesn't want the bulk of one and prefers something other than a Tacoma.
THE SPECS
Type of vehicle: Midsize 4WD pickup truck Seats: Five Engine: 3.6L direct-injection V6
Power: 305 hp at 6,800 rpm, 269 lb.-ft. of torque at 4,000 rpm
Transmission: Six-speed automatic Brakes: Four-wheel disc with ABS, panic and hill start Tires: P255/65R17
AT Natural Resources Canada fuel economy (L/100 km): 13.5 city, 9.8 highway, 11.8 combined Price: $39,370
($30,300 for base 4x4 Crew) Freight: $1,695
Standard features: (Z71) OnStar with 4G LTE Wifi hot spot, mylink radio with 8-inch colour touchscreen,
Bluetooth, remote start, hill-descent control, transfer case shield, rear-view camera, EZ-lift and lower tailgate,
fog lamps, auto headlamps, recovery hooks, air conditioning, cruise, power windows and locks, tilt and tele
steering, leather-wrapped wheel, auto-dim mirror.
Notable options: 8-inch colour nav, off-road steps, Bose audio, spray-in bedliner, trailer towing package, block
heater
OVERVIEW Four-door truck with longbox and 4WD that's easy to drive Pros: Smaller than a full-sized lightduty truck but still capable Cons: No big price advantage or substantial fuel economy gain What I would
change: Make the interior feel more highend
How I would spec it: Z71 Crewcab with shortbox
© 2015 Postmedia Network Inc. All rights reserved.
Illustration:
• Driving / The mid-size Chevrolet Colorado is not a full-size Silverado that spent too long on tumble dry, although some components
are identical.
Edition: Early
Story Type: News
Length: 1115 words
Return to top
2015 Chevrolet Colorado
autogo.ca
Fri Jan 30 2015
View original item at www.autogo.ca...»
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New 'Vette is eye-blink quick; It blasts forward with a force that pins
driver into his seat
Times Colonist (Victoria)
Fri Jan 30 2015
Page: E7
Section: Driving
Byline: Terry Box
Source: The Dallas Morning News
Every slinky Stingray at the local Chevy dealership bore my sweaty teenage imprints.
As a car-dazzled dreamer, I'd go to check out Corvettes, pressing against their windows to make sure they all
had stick shifts and clutch pedals.
No snorting, self-respecting 'Vette should ever be emasculated by some sissy slush-box automatic, I
harrumphed.
Real Corvettes required strong arms and legs, demanding that drivers wrestle them down the road stabbing
clutches as stiff as a leg press at the gym.
Those days left deep marks. My semi-senior feet still dance daily across three pedals, moving to a faint melody
I learned decades ago.
But in the push-button 21st century - when some folks view lifting a fork as aerobic exercise - automatics
absolutely rule.
I knew the end was near for us left-legged drivers when Lamborghini and Ferrari quit offering manual
transmissions. Then, Porsche began building its road-ripping 911 GT3 and 911 Turbo in automatic only.
And now, my thundering Corvettes. Sure, you can still order a seven-speed manual in the 2015 Stingray. But
the heavily redesigned 'Vette is also available with a new eight-speed automatic that most buyers will surely
select.
Just go ahead and put me out to pasture - but leave the gate open.
Because here's the deal: Like most modern, highly computerized vehicles, the new Corvette with the eightspeed automatic is slightly quicker than the manual-transmission cars.
Drat. Another illusion evaporates. The screaming yellow 2015 Stingray I had recently with the optional eightspeed automatic certainly didn't look short of snort.
Every line on the car cut like a laser. Radical, vertical-shaped headlamps - vaguely reminiscent of some
Ferraris - lay atop chiselled fenders.
A long, hard-looking hood with a power dome in its centre stretched to a seriously laid-back windshield and
hatchback top.
Naturally, in a road racer like the new Stingray, the car's black 19-inch wheels up front and 20-inchers on back
were pushed to the corners.
The fronts wore 245/35 tires and the rears spun meaty 285/30s.
The 3,500-pound coupe's razor-slash styling looked especially strong on the sides, with two character lines
providing all sorts of edginess, as well as broad shoulders over the rear wheels.
Four exhaust pipes in the rear, each big enough to swallow the Soul's dancing rodents, left little doubt about
the 'Vette's extra-legal intentions.
And the 6.2-litre, 460-horsepower V-8 beneath its radioactive-yellow hood could certainly fill those big pipes
with real street music.
Mine was a Z51 model, equipped with a tighter suspension and the so-called multimode exhaust system - a
nice way of saying it absolutely thundered beyond 4,000 r.p.m. with a roar that sounded pretty much unmuffled.
In sport mode, the engine had a slightly lumpy, old-school growl at idle that sounded like a loosely leashed
Rottweiler. Any sudden shoves on the accelerator produced immediate wheel spin that often kicked the rear
end out a bit.
Hit the loud pedal hard and the car squirmed against its traction control before blasting forward with a roaring
force that pinned driver and passenger deeply into their seats and threatened to stretch necks.
Sixty flashes by in 3.7 seconds, according to Car and Driver, with the new slush-box clicking off tight 6,000r.p.m. shifts.
Moreover, it automatically downshifted heading into corners as I eased up on the gas, holding the 'Vette in gear
through curves.
By the way, the car also has a top speed of 180. But new Corvettes are just as amazing in curves as they are
on straights.
As I've mentioned previously, General Motors is now among the best in the industry at tuning electric powersteering units - a true black art.
Right from the first roll, the wheel felt alive in my hands, twitching slightly with the pitch and surface of the road.
It was also eye-blink quick, darting into corners with sweet aggression.
The body never moved in the high-speed corners I, uh, carefully tested, ripping through them flatly with
seemingly unflappable grip.
Between the 'Vette's natural athletic grace and all of its various electronic handling-nannies, the car could be
pitched hard into curves and drift lightly through them with little sweat.
The coal-black interior in the car I had featured a cockpit-style layout and a swoopy dashboard that tumbled
down to a broad console.
While the plastic was plentiful, it looked upscale, with decent texture and tone.
But I was slightly baffled by the instrument panel, which offered traditional analog gauges for the speedometer,
fuel and heat gauges. Right in the centre of the IP was a large digital tachometer that looked as if it belonged in
some tacky computer game.
Why? It felt even more conflicted than me, veering from the 20th to 21st century in a matter of inches.
I didn't get too worked up about it, though, because I rode in black-leather seats that provided good lateral
support and had perforated suede centres.
Enjoy the seats, because the Stingray in sport setting had only two modes of sailing down the road - stiff and
light beating.
On the moderately smooth pavement, the Stingray's ride was resolutely firm but did not blur the view of a rich
array of billboards - thankfully.
The ride is a small price to pay, I say. The new automatic Stingray just seems too easy, combining smoking
acceleration with organ-displacing handling in a package that anyone can drive.
Illustration:
• General Motors / A 6.2-litre, 460-horsepower V-8 beneath that radioactive-yellow hood could certainly make those four exhaust
pipes growl.
Edition: Final
Story Type: News
Length: 885 words
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2015 Buick Enclave AWD Premium | Driving
driving.ca
Fri Jan 30 2015
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Mississauga News Wheels - Mississauga Wheels Jan 29-30 digital
edition
edition.pagesuite-professional.co.uk
Fri Jan 30 2015
View original item at edition.pagesuite-professional.co.uk...»
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