Now that the Spark hatchback has shuffled off this mortal coil, the Trax serves as Chevy’s lowest-priced vehicle. For 2024, the bowtie brand is giving it an overhaul by binning its awkward appearance and overhauling the drivetrain. Will better looks and lower price but less power and half the driven wheels prove a winning formula?
Just a year after a massive recall that impacted tens of thousands of Chevrolet Bolt EVs, General Motors is expanding production of the electric hatchback and other models. The Bolt and Bolt EUV saw record-high sales through the third quarter, but the rising tide of GM’s production boost will lift several other models, too.
A couple’s recent experience in Florida highlighted an issue that’s bound to become more prevalent as the motoring world leans into its EV future. After experiencing some issues they took their Chevrolet Volt to a dealer in Cape Coral, Florida. It turned out the Volt had a battery issue, and it could be fixed for $29,842. Welcome to the future.
General Motors has no shortage of off-road trims in its truck lineup, ranging from Z71 to ZR2 on the Chevy side and all the way up to AT4X over at GMC. Now, the bowtie brigade is borrowing the Bison suffix from its Colorado midsizer and applying it to big-bro Silverado.
Oh – and this tidbit before the jump: Its silky inline-six diesel is set to make more power in 2023.
With the Chevrolet Colorado being revealed a couple of weeks ago, you knew it wouldn’t be long before the crew at GMC rolled out their variation on a similar theme. Re-upping for 2023 in the once-again competitive midsize truck segment, the Canyon will apparently be focusing on its high-level (and high profit) trims.
With the Chevrolet Bolt gradually losing its competitive edge as more all-electric vehicles take the field, and the car on the hook for a high-profile recall relating to battery fires, General Motors opted to reduce its price by six grand this year in a bid to make the 2023 model year more appetizing to consumers. Prior to the Biden administration pushing to renew EV tax credits as part of the "Inflation Reduction Act of 2022" (basically a tweaked version of Build Back Better), GM had little hope of its vehicles benefiting from continued government incentives that it had already exceeded its sales quota for and needed a remedy. However the sudden price cut didn't sit well with customers who had just purchased a Bolt EV (or EUV) at the earlier price point, so the automaker attempted to cut them a semi-Faustian bargain.
Over my years in the auto industry, one thing has been made abundantly clear: Truck buyers are loyal. Sure, the occasional fluctuation will occur, but for the most part, Ford buyers will buy another Ford when the time comes, and the same with Chevy, GMC, Ram, and Toyota.
Why, then, do the truck makers keep redesigning? Beyond incorporating new technologies for improved performance, safety, and efficiency, there’s always a risk of alienating their base customers when reaching for conquest sales. Chevrolet did that a few years ago with the Silverado, revealing a truck with an interior that was not nearly as nice as the rest of the industry. The good ship Bowtie has been righted with the 2022 Chevrolet Silverado, thankfully, as even on this LT trim the passenger accommodations have been vastly improved.
Detroit’s truck makers love beating each other over the head. Witness the power wars happening at one end of the table, endless innovations in the cargo box at the other, plus the current obsession with off-road one-upmanship. And that’s even before all hands start cranking out electric trucks packing a bazillion horsepower.
The midsize segment is not immune. Chevrolet has introduced the ’23 Colorado, a truck with upgrades suitable for keeping up with (and passing) the Joneses. Oh – and they also pulled a trick taken from the Book of Detroit: Take the engine from a larger machine and stuff it up the nose of a smaller one.
Ah, the Chevrolet Corvair. Easily the most controversial American car ever made, nearly two million examples were sold during the 1960 through 1969 model years. It remains one of the most common 1960s Detroit cars in Ewe Pullet-style car graveyards to this day. I found this sporty 1962 Monza Club Coupe in a Denver-area yard last month.
We return to the Turbo-Hydramatic once more today, and our third installment sees us at a critical point in the timeline of the automatic transmission. Fuel economy pressure from the government and performance demands of the consumer increased considerably in the intervening years since the THM’s debut in 1964. That meant the creation of lighter, more compact, and cheaper versions of the Turbo-Hydramatic compared to its flagship shifter, the THM400. GM branched out into the likes of the THM350, THM250, and the very problematic THM200.
In 1987, GM stepped away from the traditional THM naming scheme and switched to a new combination of letters and numbers. Number of gears, layout, and strength combined to turn the THM400 into the 3L80. But the hefty gearbox was already limited by then to heavier truck applications; passenger cars moved on to four forward gears after the dawn of the Eighties.
Our Abandoned History coverage of the Turbo-Hydramatic transmission series continues today. The THM was a singular solution to two different automatic transmissions in use by Oldsmobile, Cadillac, and Buick in 1963. Turbo-Hydramatic arrived at a time of modernization for the automatic, which prior to the mid-Sixties was regarded as inefficient and less than smooth.
The THM400 was the 1964 replacement for the Hydra-Matic and Buick’s Dynaflow and established itself as a smooth and reliable gearbox. It proved useful in a variety of luxury and heavy-duty applications and shrugged off weight and torque easily. In short order, it took off as the transmission of choice for various small manufacturers outside of GM. However, no matter how excellent the THM400 was, it found itself squeezed by a drive toward greater fuel efficiency. It was also a bit hefty to be of broad use in smaller or lighter passenger cars. GM needed more Turbo-Hydramatics!
A few weeks ago, we concluded Abandoned History’s two-part coverage of the Chrysler UltraDrive transmission. Within the comments was a request for more transmission coverage of an equally abandoned nature. Let it be so! Come along as we discuss the vast automatically shifted expanse that was the Turbo-Hydramatic transmission family, by General Motors.
On Monday, General Motors’ added a second shift for Heavy Duty variants of the Chevrolet Silverado at Oshawa Assembly to ensure the automaker can meet demand. There are also plans to launch a third shift to spur production of light-duty pickups after GM spent the last two years struggling to deliver vehicles in a timely manner.
GM Canada recently representatives from the Canadian federal government, eager to show that its $2 billion investment into Ontario manufacturing (specifically at Oshawa and CAMI Assembly) had already borne fruit. While this is said to eventually include the production of BrightDrop’s all-electric and perpetually connected Zevo vans, GM is presently focused on swelling production on some of its most valuable products.
Ford Motor Co and General Motors will be individually suspending production in Michigan next week due to supply chain constraints. However, it’s difficult not to notice that the chosen facilities are responsible for lower-volume models they could probably afford to idle.
GM is stalling Lansing Grand River Assembly and Stamping, citing a parts shortage it said had nothing to do with the ongoing deficit of semiconductor chips. The company later stated that the Russo-Ukrainian war had not played a factor, abandoning the two most popular excuses for why something isn’t being done in 2022. Meanwhile, Ford has said the chip shortage has everything to do with its temporary closure of Flat Rock Assembly.
We return to the saga of GM’s High Technology engine today, after taking a diesel detour in our last entry. Concurrent in the High Technology engine’s timeline, the Oldsmobile diesel’s failure was quick, but certainly not painless. It put the majority of American consumers off the idea of a passenger car equipped with a diesel engine. And by the time GM pulled the diesel from its various brand lineups, there was a strategy change over in HT4100 land: Not calling the engine HT anymore.
In today’s edition of Abandoned History, we return once more to the late Seventies engines of General Motors. After the disaster which was the V8-6-4 and the subsequent release of the quite flawed HT4100 V8, we take a sidestep today into diesel. Time for a turn with the cost-cut cast iron Oldsmobile oil burner that accompanied the troubled gasoline engines at GM dealerships across the country.
I took a few days off in December for a vacation, flying out to New Mexico just in the nick of time to avoid the rise of the Omicron variant of COVID. I’d need a rental car to get from the airport in El Paso, Texas, to Las Cruces – and to tool around town a bit, maybe.
Being on an automotive journalist’s salary and knowing I’d likely never have more than one passenger at a time, I decided to go the least-expensive route and get a compact – “compact” by the rental-car company’s definition, but subcompact per the EPA.
“Nissan Versa” or similar, the Web site said. Not great, but something I could live with for a few days. I didn’t need a lot of space or comfort.
Chevrolet built Cavaliers for close to a quarter-century, selling something like five million units. If you count the all the other J-body siblings sold around the world (including some really weird stuff), the extended Cavalier family is one of the largest in automotive history. Somehow, though, the once-ubiquitous 1982-1987 first-generation Cavaliers have all but disappeared from North American car graveyards; I’ve documented plenty of later Cavaliers during my junkyard travels, sure, but the early ones seem to have been crushed decades ago. Finally, here’s a reasonably straight ’85 wagon in a northeastern Colorado yard.
Today’s Rare Ride will upset some of you. It’s one of those cars that was very common in its day, entirely disposable, and a prime example of the characterless econobox. Yet because it was such a throwaway, nobody ever saved one – except this one.
Visiting us from 21 years ago, it’s a Chevy Metro with 400 miles.
The Rare Rides series is a friend to the General Motors J-body. In 2018 we featured a 2000 Sunbird from ’83, in 2020 there was the ’84 Oldsmobile Firenza Cruiser, and earlier this year a ’91 Cavalier wagon.
But we’ve never featured the OG J-body main event, a first-gen Cavalier. Let’s go.
All-electric pickup trucks are easily one of the strangest new vehicle segments of the day. Designed to appeal to a demographic of American motorists that normally wouldn’t give EVs a second glance, they’ve probably managed to get more tech nerds interested in pickups than anything else. Leathery dudes who have labored outdoors their entire lives remain dubious that fuel-deprived products will make ideal working vehicles. But there are outliers and their younger (or wealthier) counterparts seem much more willing to entertain the marketing push behind the sudden onslaught of bedded electrics. And one wonders where these trucks are supposed to belong.
On Thursday, General Motors announced that the Chevrolet Silverado EV will be making its official debut at CES 2022 — a venue that has become synonymous with highfalutin electrics both real and imagined. With traditional automotive trade shows being canceled left-and-right over pandemic fears, the event formerly known as the Consumer Electronics Show may have been Chevy’s best option. But it also opens up questions about what kind of customer is being targeted by the manufacturer.
Today’s Rare Ride coverage was prompted when your author saw an unusual pickup truck on the roads of Cincinnati. The truck in question was a black Sierra Denali from the early 2000s, with a telltale feature on its rear fenders: little lights on either side. Let’s talk Quadrasteer.
In 1996, General Motors unveiled the first modern electric car: The EV1. Built to prove that GM could satisfy California’s then-new zero-emissions regulations, the EV1 was a quick, efficient, electric two-seater that could be plugged into a standard 110 outlet. By all accounts, the car was well-loved by its owners lessors, but wasn’t profitable enough for GM to make a business case for the development of an EV2. GM halted production after the 1999 model year.
What if they hadn’t stopped there, though? What if, instead of cancelling the EV1, GM had decided to build on everything they’d learned about EVs and doubled down on it, using economies of scale to drive down costs to a level that could have been profitable? What if they had a platform that they already knew they were going to make hundreds of thousands of, every year, standing by at the ready? And, finally, what if that platform had been sturdy enough to carry around an extra thousand pounds of battery without breaking a sweat?
They did, and the 1999 Chevrolet Silverado EV2 is the story of GM dominance that never was.
The Chevrolet Bolt has evolved from being General Motors’ superstar EV, radiating optimism for the company’s ambitious electrification strategy, to a public relations nightmare in relatively short order. While sales of the hatchback (and EUV) actually skyrocketed in Q2 of 2021, thanks largely to a diminished production output from the same period in 2020, shoppers are becoming aware of the fire reports and prolonged recall campaign that followed.
Another chapter has been added to that story, with GM now convinced that this will be the conclusion of the dejected tale. On Monday, the manufacturer issued an announcement that batteries for the Bolt had resumed production. But they won’t be coming out of the South Korean facility owned by LG Chem that’s been alleged as ground zero for the relevant defects. GM has instead elected to source the units from Michigan while LG improves quality assurance with the automaker peering over its shoulder, hopeful that customers will someday be able to use their car normally. Sadly, that moment still looks to be several months away.
The full-size truck race is competitive, and one can’t afford to fall too far behind.
After a few years of hearing criticisms concerning the Silverado, and how it’s not as stylish as the Ram 1500 or well-done as the Ford F-150, Chevrolet has unveiled an updated truck, with the intent of blunting those critiques and getting back in the game.
Our recent Rare Rides coverage of the Chevrolet Citation made one thing very clear: We need more Citation content. Today’s 1982 Buy/Drive/Burn lineup was suggested by commenter eng_alvarado90, who would like to see all of you struggle. Citation, Aries, Escort, all in their most utilitarian formats. Let’s go.
We continue our Chevrolet Citation coverage today, just after the economy car’s 1980 introduction to critical acclaim and huge sales figures. Unfortunately for GM, the Citation’s true personality was quickly exposed, and things were entirely downhill from there.
Born at the turn of the Eighties during a very lackluster period in the American automotive landscape, the Chevrolet Citation was a successful entry into the hot compact segment. It debuted to immediate sales success as a budget used car buy and won a major award. Could it be the ultimate economy car for the Eighties?
It’s Citation time.
You have to feel for the people in charge of marketing the Chevy Bolt. After months of news stories about the company’s first mainstream EV bursting into flames in customers’ garages and various statements blaming everyone from the battery manufacturer to the charging stations to the owners themselves for failing to stick to the NHTSA safety recommendations, General Motors launched a massive recall.
On Friday, General Motors announced that its recall of the Chevrolet Bolt would result in a loss of $1 billion. But only after it expanded the campaign to encompass every electric vehicle it has produced. Rather than a single $800-million defect requiring fire-prone models to come back for repairs, GM is now confronting two problems and including Bolts (and Bolt EUVs) from 2019 onwards. The automaker has said this will necessitate an additional billion-dollar financial setback.
Keen to avoid being the recipient of the swelling public outrage, the manufacturer has been trying to shift criticism onto battery supplier LG Chem. The South Korean firm has been involved in numerous fire-related recalls pertaining to electric vehicles and GM would very much like to remind you of that, rather than take the blame for building and selling EVs that it’s advising customers not to charge too much or park anywhere near their home.
The Chevrolet Bolt has become the focus of negative attention following some fire incidents that were believed to be related to battery components. After two recalls, General Motors has decided to replace the battery modules of every model that could be impacted — rather than focusing on units with proven defects.
While it’s undoubtedly going to cost the company a fortune, this is probably the correct move. The implications of negative publicity stemming from repeat vehicle fires have a tendency to linger and be blown up to larger-than-life proportions. This is especially true if an automaker rushed that vehicle to market to better wrangle the segment. Just ask Ford about the Pinto if you’ve any doubts.
With Ford currently enjoying the brunt of the all-electric pickup coverage, General Motors needed to something to help highlight its Silverado EV and come up with rear-wheel steering. It’s something the upcoming electric F-150 will lack and could give the Chevy some advantages when moseying around a cluttered construction site or tight urban landscape.
In addition to a tighter turning radius, rear-wheel steering should also help the Silverado EV tackle trailers with a more ease. There are few things more terrifying than feeling the load you’re pulling start trying to have its way with the back half of your vehicle. Having the back wheels pivot to account for sway could be another big advantage Chevrolet could lean on once its electric pickup is going head-to-head with Ford’s.
We continue our 1990s-then-2000s series today, following up the last post that featured compact American two-doors from 1998. By the late 2000s, the Escort, Neon, and Cavalier were all dead. In their place were the Focus, Caliber, and Cobalt, and not all of those had a two-door variant. That means we focus on four-doors today. Let’s go.
With reports coming out everywhere that American muscle cars will be revised into electrified sedans or crossover vehicles, you might find yourself in the market for the biggest V8 you can find before they’re made intentionally scarce. But perhaps you’re keen to enter the drag-racing scene and find the Dodge Demon’s supercharged 6.2-liter insufficient for what could be the last gasp of petroleum-powered insanity.
Chevrolet believes it has you covered with the 2022 COPO Camaro, which can be ordered with an enormous 572-cubic-inch (9.4-liter) motor or a couple of LS-based, small-block alternatives.
The Buy/Drive/Burn series has taken on a late Nineties theme lately: Our last two entries represented midsize sedans from 1997. Based upon a suggestion in the comments, we return once more to the period. On offer today are three very basic American compact coupes from 1998.
Back in the days before smartphones and cheap tablet computers, parents planning to take some screaming ankle-biters on a long road trip needed some means of hypnotizing the little darlings into submission, something that didn’t involve extreme measures such as tranquilizer dart guns or child literacy. Minivan makers began installing airliner-style flip-down video displays in the 1990s, enabling The Slime to ooze out of tiny flat screens on the road. The General took this idea one step further, partnering with Warner Brothers to issue a special-edition Chevy Venture packed with Looney Tunes goodies and branding. I spent years trying to find one of these rare vans in the U-Wrench-It yards I frequent, and I hit pay dirt last month in Denver.
Chevrolet has issued a statement to owners of Bolt EVs that could be subject to surprise fires while charging, offering more tips on how to avoid burning down their homes while it preps another recall. General Motors and supplier LG Chem have identified “two rare manufacturing defects” that they believe are causing the fires and are suggesting avoid charging their vehicles in an extremely specific manner until after the secondary recall has been conducted.
The Chevrolet Blazer will be dumping its base engine for the 2022 model year. The naturally-aspirated, 2.5-liter motor always felt as though it would have been more at home in a vintage Plymouth Acclaim or original S-10 Blazer, however. Removing the 193-horsepower unit from the modern crossover, which can be optioned to weigh in excess of two tons, probably isn’t going to make anyone’s eyes well up.
In exchange, the manufacturer has seen fit to expand the color palette.
In our last edition of Buy/Drive/Burn, we looked at some midsize V6 sedans of Japanese origin from 2007. In the comments most of you decided the Accord was worth a Buy, but complained that you’d rather spend $28,000 on a V6 Altima than the larger and nicer $28,000 V6 Maxima. Go figure.
Anyway, on to the American midsize sedan triumvirate of 2007!
We featured the predecessor to General Motors’ J-body last week in the Pontiac Sunbird, which was replaced by the J-body J2000 in 1982. But the Cavalier was always the star of the J-body show; the one everyone thought to buy.
Today we feature an immaculate wagon from Cavalier’s second generation.
I was cruising along Interstate 55 somewhere southwest of Chicago when I came upon a Mercedes SUV that was continually adjusting speed. Annoyed by someone who couldn’t maintain a constant speed in the passing lane, I dipped the 2020 Chevrolet Corvette I was driving into the right lane and tried to carefully weave my way through scattered traffic and work my way past the schlub.
It was only as I leisurely passed by that I saw the raised smartphone camera. Even in the dark of night, the C8 Corvette stands out, and I was now a temporary celebrity, about to be put into someone’s camera roll – or posted to their social-media accounts – whether I liked it or not.
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- MelanieRichardson GOOD
- El scotto @jwee; Sir, a great many of us believe that Musk is somewhere (pretty high) on the spectrum and move on.I work on the fringes of IT. Most of my presentations get picked over extensively and intensely at meetings. I'm smart enough to know I'm not that smart and willingly take advice from the IT crew. I bring them Duck Doughnuts too. We also keep a box of Crayolas in the meeting room.At one meeting an IT guy got way into the details of my presentation, the meeting went long as we discussed my target audience. Same IT guy insisted it was a disaster and would fail miserable and that I was stupid. Yeah, F-boms get dropped at our meetings. I finally had enough and asked if he was such an expert, did he want to stand up in front of 30 senior executives and give the presentation? His response was a flat "NO". He got the box of Crayolas. For you non-military types that means shut up and color. Musk is the same as that IT guy, lots of gyrations but not much on follow-through. Someone just needs to hand him a box of Crayolas.
- FreedMike The FJ Cruiser would be a better comeback candidate. The gang back at Toyota HQ must be looking at all those Broncos flying off Ford lots and kicking themselves.
- Tassos 2015 was only 7 years ago. $58k is still a whole lot of $ to pay for a vehicle. FOrtunately one can buy a flagship vehicle with great active and passive safety for half this amount, if one does the SMART thing and buys a pre-owned luxury flagship vehicle. they have historically been SCREAMING BARGAINS. A breadvan on stilts SUV, wether the more compact Macan or the more bloated Cayenne will never pass as a Flagship Vehicle. No matter how well it drives or how reliable it suprisingly is. It still is a breadvan on stilts.
- Sean Ohsee Bring back the 100 series and its I6 diesel.