1965 Chevrolet C10 Custom Cab Swb Fleetside Pickup-nice Driver-needs Very Little on 2040-cars

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Cruze Diesel Road Trip reveals the good and bad, but no ugly

Most of us have strong opinions on diesel-powered cars based on our perceptions of and experience with them. I used to thoroughly dislike oil burners for their noise, smoke and lackluster performance, and the fact that they ran on greasy, smelly stuff that was more expensive than gasoline, could be hard to find and was nasty to get on your hands when refueling. Those negatives, for me, trumped diesel's major positives of big torque for strong acceleration and better fuel economy. Are any of those knocks on diesel still valid today? I'm not talking semis, which continue to annoy me when their operators for some reason almost never shut them down. At any busy truck stop, the air seems always filled with the sound – and sometimes smell – of dozens of big-rig diesels idling endlessly and mindlessly. Or diesel heavy-duty pickups. Those muscular workhorses are far more refined than they once were and burn much less fuel than their gasoline counterparts. But good luck arriving home late at night, or departing early morning, without waking your housemates and neighbors with their clattery racket. No, I'm talking diesel-powered passenger cars, which account for more than half the market in Europe (diesel fuel is cheaper there) yet still barely bump the sales charts in North America. Diesel fuel remains more expensive here, too few stations carry it, and too many Americans remember when diesel cars were noisy, smelly slugs. Also, US emissions requirements make them substantially more expensive to certify, and therefore to buy. But put aside (if you can) higher vehicle purchase and fuel prices, and today's diesel cars can be delightful to drive while delivering much better fuel efficiency than gas-powered versions. So far in the US, all except Chevrolet's compact Cruze Diesel come from German brands, and all are amazingly quiet, visually clean (no smoke) and can be torquey-fun to drive. When a GM Powertrain engineering team set out to modify a tried-and-true GM of Europe turbodiesel four for North American Chevy Cruze compacts, says assistant chief engineer Mike Siegrist, it had a clear target in mind: the Volkswagen Jetta TDI 2.0-liter diesel. And they'll tell you that they beat it in nearly every way. "I believe we have a superior product," he says. "It's powerful, efficient and clean, and it will change perceptions of what a diesel car can be." The 2.0L Cruze turbodiesel pumps out 151 SAE certified horses and 264 pound-feet of torque (at just 2,000 rpm) vs.

Our favorite mid-engine Corvette theories and rumors

The mid-engine Corvette! We just saw blurry photos through the foliage, and are hearts are all aflutter because it means that this car is real. And it's the most " never before" Corvette since 1984. Which leads us to all kinds of wacky theories and speculation. Everybody knows something or heard from a guy. None of those guys (or gals) from GM are talking to Autoblog, to be clear. But that won't stop us from stirring the pot. Let's go over a few point-by-point. The pushrod engine will be replaced by an overhead-cam V8 Car and Driver has repeatedly reported that an overhead-cam engine will come after the mid-engine Corvette's debut with an old-school pushrod. We've heard the same thing firsthand, albeit from a source with no connection to the development of the Corvette or powertrain. "At some point two valves can't pass future emissions regulations," said the guy we know. While the pushrod engine is compact, the design makes it difficult - if not impossible - for sophisticated variable valve timing (and lift) systems that control combustion with more precision. Hasty conclusion: The pushrod engine has a finite life in front of it. This one's a lock, it's a just a matter of when. Bowling Green's new paint shop is really the mid-engine assembly line Credit to Reddit for this one. Like we said, everybody knows a guy. But let's look deeper. The new paint facility costs $439 million dollars and adds 450,000 square feet, almost half the size of the existing plant. Plus GM announced another $290 million in upgrades at Bowling Green Assembly. That sure sounds like a lot of money, but you can actually spend that much on a paint booth. Porsche spent 500 million Euros (about $561 million dollars) to add the Macan assembly to its Leipzig, Germany plant in 2014. Chrysler shelled out $850 million for a paint shop in Sterling Heights, Michigan. GM spent $600 million for a new paint shop at the Fairfax (Kansas City) plant. Honda, on the other hand, is working on a thrifty $210 million project in Marysville, Ohio that includes a 300,000 square foot expansion, and the low-volume Acura NSX facility only cost $70 million. Hasty conclusion: The square footage and cost could easily mean a new assembly line instead of (or in addition to) a paint line. And if the NSX plant was really that cheap, GM could have hidden a similar sum in its existing announcements.

2014 Chevy Silverado priced from *$24,585, V8 gets better economy than Ford EcoBoost V6

Chevrolet has thrown down the next hand in the pickup truck poker wars and revealed at least a couple of potential aces - depending on which numbers matter most to you. The 2014 2014 Silverado 1500 with its 5.3-liter EcoTec3 V8 gets 335 horsepower and 383 pound-feet of torque, is mated to a six-speed automatic, can tow 11,500 pounds with the optional Max Trailer Package and costs the same as the outgoing Silverado, $24,585 (*including $995 destination fee). Chevy says the Silverado also stands atop the fuel economy charts when comparing any competitor with a V8 engine - and some competitors with V6 engines. The two-wheel drive model returns 16 miles per gallon city, 23 mpg highway, 19 mpg combined in two-wheel drive guise and 16 mpg city, 22 mpg highway and 18 mpg combined as a four-wheel drive.
For context around those numbers, the most fuel efficient V8-powered 2013 Ford F-150 pickups lose about two mpg in every metric compared to the Silverado, the 3.5-liter V6 EcoBoost returning 16 city, 18 highway and 22 combined in two-wheel drive. However, that EcoBoost does have 365 hp and 420 lb-ft of torque. You can get a Ram 1500 with a 3.6-liter V6 that gets 25 mpg highway, but it has 305 hp and 269 lb-ft of torque. The 2013 Ram with the 5.7-liter Hemi V8 and its 395 hp and 407 lb-ft drops one mpg in every category to the Silverado. Its tow rating is 200 pounds beyond its nearest competitor, the F-150 with the Max Trailer Tow Package.
Elsewhere, the new Silverado gets a quieter cab with a redesigned interior, a new bed with improved load-management possibilities, disc brakes all around, tweaked steering and suspension, along with free standard scheduled maintenance for two years or 24,000 miles.