The Chevrolet Spark is a utility of 3.64 m long with five-door body. It replaces the Chevrolet Matiz , which was sold in 1998, with updates mechanical and appearance, in 2000, 2005 and 2007.  It is on sale from € 7,700 ( all prices ) and only three cars five doors and five seats, which are those that have this Chevrolet, which cost less: the TATA Indica , the Dacia Sandero and the Kia Picanto . Another interesting point is that the Chevrolet Spark has a very wide safety equipment. All versions have six standard airbags and optional stability control at an affordable price, 250euros. This element of security is very important and they can not have all utilities.

The Spark may have, depending on the version, air conditioning  or conditioner, electric windows and mirrors, sensors, rear parking aid or a stereo mini-USB connection and auxiliary among other things. It is available with two petrol engines: 1.0 and 1.2 68 81 CV CV. Both engines are coupled to a manual gearbox five relationships. No commercialization is planned versions with automatic transmission. Perhaps the most appropriate variant of Spark is the 81 hp, but we can not ensure that it is much faster than the 68 hp because we have not measured its performance.

The C6 got quite much modifications compared to its predecessors, larger passenger compartment, new bodywork and for first time from 1962 it has exposed headlights. The engine is 6.2 L (380 cu in).Overall the C6 is shorter and narrower compared to the C5. The C6 comes close to relatively good fuel economy due to its low drag coefficient it reaches 16/26 mpg (city/highway).The new Corvette is fitted with Computer Aided Gear Selection (CAGS) to further improve the economy of the car.

The sport version of the car Corvette Z06 is equipped with a 7.0L version of the small block engine codenamed LS7.The output of the engine is 505 break horsepower (377 kW) and reaches 0-60 in 3.8 seconds. For even more performance in 2007 was announced the ZR1 model with a supercharged  6.2 L engine producing 638 break horsepower .The price of the super sport model starts from $ 105,000 with the standard interior to $ 115,000 with the leather saloon. The ZR1 has the most powerful engine ever put in a GM production sports car, reaching over 205 mph.

You are looking at the Cruze’s not-so-secret weapon: an interior that represents a Clover field-sized leap past the competition. It’s part Cadillac CTS, part Buick LaCrosse, part Chevrolet Malibu, and unmistakably GM in the way the exterior does not quite manage to be. Forget the Civic or Corolla. From the touchable dash panels to the big, comfy seats, the Cruze is fitted-out to compare directly with Accords and Maximas. The interior is spacious. Visibility is outstanding. On the road, the Cruze is genuinely quiet — not from an overabundance of insulation, but from thoughtful design. The harsh, annoying frequencies disappear, allowing the stereo to shine even at low volume. Never before has a car of this size been so relaxing to run down the freeway for four adult passengers.

The most interesting of the model variants is the mid-range “Eco”, which pairs the turbo 1.4 with a host of weight-saving and aero mods, including aerodynamic shutters behind the grille that close to optimize freeway fuel economy. Priced at $18,895, it is projected to clock 40mpg with the six-speed manual. We see no reason to disbelieve this claim. It may not be a Prius killer, but it takes the fight directly to the Civic Hybrid and carries the now-mandatory set of green-ish badges.

The third generation of the Corvette didn’t get a very good reception when it was launched in 1968. The pundits were unimpressed with the new flamboyant styling, inspired by the Marko Shark show car of 1966. With its aggressive pointed noise, flying buttresses flanking the rear window (on the coupe) and the sharply cut off tail featuring pseudo Ferrari round tail lights, it seemingly failed to please. Although Chevrolet advertised the car as ‘all new all over’, in fact the 1968 car was little different from its predecessors, retaining the same separate chassis and a crude but fairly effective, form of independent rear suspension first in 1963. The fact that it drew so heavily from its predecessors was the main strength of the car. It certainly helped to keep it strong with the public in terms of popularity, sales and performance. Disc brakes were at least standard across the board now. The car was also offered with a range of V8 engines that give it the performance to live up to its aggressive look. The basic 5.4 liter small block was good for 300bhp and 0-60mph (96km/h) in 8.4 seconds, even with automatic transmission. If you opted for one of the big block 427 units, you had a truly awesome machine. The tri Carb delivered 435bhp.

If the critics didn’t like the Corvette at first, then the buyers certainly did. That was why the car became the most long lived and successful of the marque, lasting in production until 1984. Basically, the real reason why the critics were holding back on praise for the new Corvette was because it was replacing a generation of Corvette that had won a place in almost everyone’s hearts.

Based on Chevrolet’s basic ‘senior compact’ sedan developed from the Chevy II line of the early 1960s, the Nova SS was a miniature muscle car built for body racers with a restricted budget and a passion for large amounts of power. Although they were big cars by European standards, in their humble six cylinder form the Nova SS provided everyday transport for thousands of American who regarded cars as mere domestic appliances. With the V8 engines fitted, however, the Nova took on a new personality; it became one of the most respected off the shelf hot rods around. The SS package offered small and big block V8s, the latter delivering up to 375 bhp in solid lifter L-38 form. These cars available only by special order and not always officially catalogued could complete a quarter mile (400 m) dash in 14 seconds and top 120 mph (192 km/h). There were three and four speed manual and three speed automatic transmission options. The SS package also included special decals, sports wheels and hood ornaments to let other drivers know what they were dealing with. It has an awesome engine of 5737 cc equipped with Monocoque chassis with independent suspension.

Other options included significantly beefed up suspension and front disc brakes. Power steering was an option the steering was very heavy without it, but despite this the Nova SS was well regarded for its handling. Hot rod like the Nova became less socially acceptable as the 1970s dawned, and after the 1972 no more up rated SS versions were offered. This helped to make it a highly collectable vehicle.

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The SS was a new package on Chevrolet’s aggressive looking Impala line for 1961. Although no body knew it at the time, it was really one of the first ‘muscle cars’ produced and this has helped earn it a place in auto history. Presenting a slimmer profile with a large glass area and virtually no rear fins, the Impala was a sub series of the basic Biscayne and Bel Air models that formed the backbone of the Chevrolet range, yet it was a very different type of car. The shape dated back to the sea gull wing 1959 design. The SS, a dealer fitted option package, featured leather grained vinyl upholstery, bucket seats, swirl pattern instrument panel inserts, a silver anodized rear panel and special wheel trims. Power came from a choice of the five V8s, ranging in size from a relatively ‘soft’ hydraulic lifter 283 cu.in. (4639cc) unit 230 bhp, to a wild solid lifter 360 bhp 409 cu.in (6704cc) limp.Thus equipped, the Impala was a real brute, capable of 0-60 mph (96 km/h) in 7.8 seconds. SS models came with power brakes and steering, and had their suspension up rated with heavy duty shock absorbers and springs.

The drum brakes came with sintered metallic linings in an attempt to address the problem of fade during high speed use. The Impala spear head a brief American domination of saloon car racing in Europe where, driven by such legendary talents as Graham Hill and Dan Gurney, the Impala showed it could keep up with, and sometimes even beat, the MK II Jaguars who had grown used to having it all their own way in European competitors.

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The even out of the all-new Chevrolet Traverse crossover efficacy vehicles is approaching, and the 1st vehicles are now being weathered at General Motors Corp.’s Milford Proving Grounds. Under the Traverse’s lid is a 3.6-liter V-6 with direct fuel injection to accomplish to some extent enhanced power and gas mileage than the engines in the variants Outlook, Acadia and Enclave. 3-row curtain airbags and an electronic solidity system are customary, and all-wheel drive is discretionary. The Traverse goes on trade in early October with an opening price of $28,990 (counting freight) for the base, 2-wheel-drive LS variant. 3 other trim levels will be proffered: 1LT, 2LT and top-of-the-line LTZ.

The Traverse sports the identical stacked grille as the revamped Chevy Malibu. The elevated beltline and soaring roof are archetypal of the majority of the large crossovers, while the taillights evoke Chevy’s Camaro model. A panoramic moon roof is elective. 17-inch steel wheels are customary, while up level variants have 18- or 20-inch alloys. Like practically all crossovers, the Traverse has a 4-wheel-independent suspension that augurs well for on-road soothe, if not off-road capability. Chevrolet reveals the Traverse’s suspension tweaking is the sportiest of its siblings. Frontage, side-impact and elevation curtain airbags are customary. The curtains wrap all 3 rows of seats. All-wheel disc antilock brakes and an electronic solidity system are also customary.

The Chevrolet Malibu nameplate has been hanging around for quiet some time, long time, in all sorts of shapes and sizes. Once a full-size car, the Malibu has in modern years been Chevrolet’s bread-and-butter sedan, fitting in the elite spruced up linage placed just below the larger Impala, which is itself a downsized variant of the elderly full-size Impala.

Chevrolet says it has customized the platform with some superfluous strength and additional steel right in the central tunnel area and on the body sides to assist quiet the car and enhance its collided performance. More steel was boosted with amalgamated inner fenders, thicker glass, and sprayed-on sound wadding throughout the body cavity. It’s a larger car inside than the preceding variant, but it’s less significant on the exterior, even further the design speculates that it looks even lengthier than the outgoing car.

We initiate that the Malibu to be a silky, comfy sedan with plethora of power and receptive. It smacks a nice sense of balance between well-controlled behavior and a silky ride. Overall, the novel Malibu feels silky, sophisticated and pleasing to drive. The cabin is adequately designed, gorgeous, and the whole lot is easy to maneuver, and the seats are comfy. In short, we believe that the Chevy Malibu strands up well when competed against the likes of Toyota Camry and Honda Accord gold standards.

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