At roughly 17 feet long, the Lego model was created by students from the Detroit community in conjunction with student outreach organizations A World in Motion and First Lego League.
Chevrolet even generated an entire website devoted to an imagined life-sized Lego Batmobile that includes all the specs you’d find on a real car.
The fictitious Lego Batmobile details list the car as use rocket fuel, having the ability to tow up to 120,000 pounds, and including Wi-Fi connectivity, driver-centric bulletproof glass and high-tensile, projectile-proof armored side panels.
The detailed breakdown even presents an image demonstrating Apple CarPlay functionality.
All that crime-fighting power is priced at just $48 million and includes the promotional reminder, “Fit for a loner vigilante and average citizen alike, from its stud shooters to its standard roof ‘ejection’ function, the Lego Batmobile has something to handle any situation.”
Sure, it will never actually go on sale( according to Chevy ), but as a lead-in to the upcoming cinema, it’s a great “what-if” look at what might actually be a pretty cool automobile for Lego fanatics.
Chevrolet has introduced the 2017 Corvette Grand Sport at the Geneva Motor Show. Part Corvette Stingray, proportion Corvette Z0 6, it may be more appealing than both.
The middle child of the Vette lineup combines the Stingrays 460 hp naturally-aspirated 6.2 -liter V8 powertrain with body and chassis refinements cribbed from the top-of-the-line, somewhat over-the-top 650 hp supercharged Z06. These include its grille, wide rear fenders, high performance Brembo brakes, standard magnetic ride control suspension and computer-controlled limited slip differential.
The Z0 6s track-ready Z07 package is also available, which adds carbon ceramic brakes, sticker tires, and carbon ceramic spoilers and splitters for improved downforce. The extras give the Grand Sport enough grip to take turns at an astonishing 1.2 g, allowing it to lap Chevys test track nearly as fast as the last $120,000 Corvette ZR1.
The Grand Sport will offer a selection of seven-speed manual and eight-speed automatic transmissions, and there will also be a convertible version when it goes on sale the summer months. Pricing has not been announced, but with the Stingray and Z06 starting at $56,395 and $80,395, respectively, figure something around $68,395.
Sounds like just the thing a home-invading, porridge-eating, chair-breaking, sleepy-head looking to make a quick getaway.
Chevrolet Corvette Z0 6 Test Drive 😛 TAGEND Watch the most recent video at video.foxnews.com
Honda is jumping into the steel vs. aluminum pickup bed debate with a third party candidate: plastic.
In response to a new Chevrolet advertisement that aims to demonstrate how a Silverados steel bed can better handle having a load of landscaping stones dropped into it than a Ford F-150s aluminum one can, Honda has recreated the test with its new midsize Ridgeline pickup, which features a composite bed.
Since Honda posted the video, you wont be surprised to hear that the bed held up well. There were no dents, cracks or punctures, just a few scratches that are hard to see since the new Ridgelines bed plastic is black all the way through. This wasnt case with the model it replaces, which was infamous for getting unsightly white scratches.
And it cant just take a punch. With a payload rating of 1,580 pounds, the Ridgeline can haul nearly as much as the midsize Chevrolet Colorado, which has a steel bed thats rated at a maximum of 1620 pounds.
Incidentally, many observers of the Chevy vs. Ford test suggested that they both would have fared better if they had plastic or spray-in bedliners. But they still wouldnt rock as hard as the Ridgeline.
Thats because its bed has sound exciters built into its walls that turn the entire thing into a giant speaker for the audio system, a feature unique to the Ridgeline, along with the cargo compartment hidden under its floor.
Youre either a Camaro guy or a Mustang guy. General Motors or Ford.
Whichever your allegiance, though, investing in those old Camaro IROC-Zs may be a smart-alecky move. These mass-produced, special-edition versions of the Z28 Camaro Chevrolet, constructed from 1985 to 1990, have ensure huge gains over the past five years, with the best examples up 50 percentage in value since 2011, according to vehicle insurer Hagerty. Comparable Ford Mustang GTs have increased simply 39 percent in value.
Thats because most of those Camaro IROC-Zs were used as God intendedmodified and drag-raced to deathand its rare to find an impeccable example, pristine in body, and with all component numbers matching. So when collectors do find such a vehicle, theyre willing to pay as much for it as if it actually had been rare to start with.
In fact, that investor patience to wait for perfect examples of dedicated models and then pay high premiums for them describes the current auction marketplace at large.
History was made at the 2017 Detroit Auto Show where the Chevrolet Bolt EV won the show’s awarding for North American Car of the Year, stimulating it the first time an all-electric vehicle has taken the top prize.
With this new title, the Bolt continues to build on the buzz that has surrounded it since its official unveiling at CES 2016 as arguably the first mass-market friendly, fully electric car. It has also made news as being both Steve Wozniak’s new car of option and GM’s autonomous guinea pig for logging self-driving miles in San Francisco and Michigan.
Along with the Bolt’s win in the Car category, the Chrysler Pacifica and Honda Ridgeline were named the top vehicles in the Utility and Truck categories, respectively.
In addition to its on-road performance, the Bolt is so lauded because of its unmatched combination of range and value. With a 238-mile scope on a single charge, its only peer in the electric vehicle space is the Tesla Model S and its 208 -mile range.
But the Bolt’s starting price tag weighs in at around $30,000 after tax credits, well below the premium cost of the Tesla Model S, which starts at $66,000.
The Bolt EV fulfills Chevrolets promise to offer an affordable, long-range electric, Mark Reuss, GM’s executive VP of Global Product Development said in a statement after receiving the awarding. It is a game-changer that is not only a great electric vehicle; its a great vehicle period.
Mashable ‘s Chris Taylor concurred after taking his own 250 -mile jaunt in the Bolt back in September, calling it a “genuinely game-changing car.” With the Bolt set to be released nationwide by mid-2 017( it went on sale in California and Oregon at the end of 2016 ), this could be the year that GM starts to rewrite the rules of the road.
Cruise’s autonomous Chevrolet Bolt EV in Scottsdale, AZ
Image: Cruise Automation
Cruise Automation, the autonomous driving systems company recently acquired by General Motor, is wasting no time, expanding the testing of its latest self-driving automobile, the long-range Chevy Bolt EV.
In May, Cruise revealed that just two short months after being brought under the GM umbrella, it uncovered it was already testing autonomous Bolts in San Francisco.
Though this is an impressive ramping up of testing locales, Cruise has a long way to go to match the scope of Google’s self-driving cars. The tech giant has autonomous vehicles in Mountain View, California, Austin, Texas, Kirkland, Washington and most recently Phoenix, Arizona.
While it’s unclear exactly what Google plans to do with its self-driving tech, it’s a bit more obvious what GM has in store for Cruise.
GM lately partnered with ride-sharing company Lyft as a part of GM’s Maven mobility brand. Along with offering inexpensive SUV rentals to would-be Lyft drivers, GM presumably will one day expand into driverless ride-sharing in addition to adding autonomous tech to its consumer cars.
And although that day might be still be a bit off in the distance, it’s closer than you might think.
The groundbreaking Chevy Bolt EV hits its first ever diner stop in Oceano, California
Image: mashable/ chris taylor
Last week I was one of the first journalists in the world to take the Chevrolet Bolt EV on a road trip-up. Unaccompanied, hewing vaguely to a road prescribed by General Motors reps, I drove the electric car through thick soups of fog and oases of sunshine on the most beautiful chunk of the California coast.
The route between Monterey and Santa Barbara was designed not just to be photogenic, but also difficult, curvy and with plenty of mounds in the way. I drove the first part of the journey at tremendous range-slashing speed, and used all the AC I wanted on the second, sunnier chunk. I wasn’t a cold air hog, but nor was I trying to sip electricity.
Nevertheless, I ended my 242.2 -mile trip with more than a few electrons to spare. The automobile practically laughter as it told me it could have traveled at least another 16 miles on its giant LG-built battery, which takes up the entire undercarriage of the car, before it even thought about choking.
The official EPA estimate of 238 miles, which we reported earlier but learned about off the record that day, actually seemed somewhat conservative in that moment. The dashboard screen had shown its first warning, but it wasn’t flashing red yet. Maybe we could go another 20 miles, the so-called confidence gauge indicated archly.
And maybe, only maybe, another 23.
I started to feel like I was in a 21 st century version of the Seinfeld episode where Kramer test-drives a automobile and sucks the salesman into a game of find just how far they can drive the ga gauge into the red.
“Let’s just go for it, like Thelma and Louise! ” the supposedly sensible Bolt EV seemed to scream.
This is a big deal. When an electric car can go a total of 265 not-very-carefully-driven miles without needing so much as a gulp from the grid, tectonic plates have shifted in the auto industry.
The Bolt has passed an important middle-class milestone: you can drive for a full and harried run week, at the distance of the average American commute, with miles to spare for evening jaunts, and you won’t have to think about plugging in until Saturday.
More than merely early adopters will likely consider Chevy’s new car, which should expense no more than $30,000 after tax deductions. The torque-filled thrill of near-silent electric driving is not just for elites any more.
( And the relatively quiet facet of it genuinely hits you when you spend hours hearing it, or rather not hearing it the strange is a lack of internal combustion voices on a long road trip .)
If Elon Musk isn’t shaking his Iron Man fist at the sky today, he ought to be.
Moreover, this is a General Motors automobile. Guess about that. This is GM. This is supposedly staid, old-school Motor City. This company is the answer to the question posed by the award-winning 2006 documentary Who Killed the Electric Car ?
Now, in the space of a decade , not only has the automobile giant made up for its gaffe in pulping the EV1 all those years ago, it has leapfrogged Tesla in brisk and thoughtful way. If Elon Musk isn’t shaking his Iron Man fist at the sky today, he ought to be.
In fact, the Bolt ought to send a jolt of worry through any EV automaker who assumed the lumbering giants of Detroit were too slow, too entrenched in gasland to properly play the planet-saving game. It’s no longer true. The automobile that simply overtook you is a Chevy.
Take a seat
Is it perfect? Does it have the tact of a Tesla Model S? Certainly not. This is still a mass-produced vehicle, a mid-9 0s Windows PC to Apple’s mid-9 0s Macintosh. Not that the metaphor works, precisely, since the Bolt has Apple CarPlay, but you get the idea. It was perfectly acceptable to favor the mass-market Windows 95 to the overly exclusive, then-hard-to-find Mac system, despite its design advantages.
The technologists ran under the handgun here, and the creative constriction seems to have sharpened their humors. I found no trace of the aerodynamic problems the car was rumored to have. It handled much better than the Chevy Volt, the confusingly, similarly named hybrid vehicle. Compare the Volt to the Bolt and you have a quantum leap in evolution.
Take the seat, an often underestimated function of driving. Because the car needed to be as lighting as possible in every area, the seat was redesigned from the ground up. “This is the most highly engineered seat we’ve ever done at GM, ” Bolt EV Chief Engineer Josh Tavel said before the drive, boasting in detail of the eight strategically placed springs.
He was right; it was a significantly more comfortable auto to plant yourself in than the Volt, in which I’d driven to the start of the test drive. It may not seem that much different at first, but after a few hundred miles your ass will thank the engineers.
Tavel was also responsible for the confidence gauge. This was designed to avoid the problem in other electric cars, such as the otherwise wonderful and zippy little Fiat 500 e my wife rentals, where the number of miles in the car’s current range maintains bouncing around during driving, attaining it a useless metric.
There’s a reason for that: how you drive keeps changing, what kind of terrain you drive holds changing, and the algorithm is constantly changing to keep up with your new reality. Still, “it freaks people out, ” Tavel concluded.
Hence the best case scenario miles, the worst case scenario miles, and the middle example that the confidence gauge offers. It’s the fuzzy logic of an algorithm turned into a game, a test. Who doesn’t want to win, to pass, to aim for the best case scenario?
Even with range anxiety effectively removed from the equation by the car’s massive scope it feels like it’s never going to run out I felt my driving style shift subtly, virtually subconsciously on the second half of the trip. I wanted to hit the high end of that scope. I wanted to reward the confidence gauge’s confidence.
I wasn’t too much of a fan of the car’s second driving mode, “Low, ” which effectively grinds the brakes a bit any time you’re not accelerating. Braking is essential to recuperating battery charge and hitting the high calculate, but Low was a bit much; it spoiled the blissful quiet.
I did enjoy the paddle, round the back on the left of the steering wheel. Pump it gently and you get a little braking impact; enough tiny staccato taps and a please green line appears under the confidence gauge, while a battery symbol pops up to tell you the car is regenerating.
( Turns out you don’t actually need to brake with your foot. If GM wanted to go all Apple on us, it could withdraw existing brake pedal altogether in a future iteration .)
All in all, it was a very pleasant drive in a very pleasant, genuinely game-changing car. It may not look like much on the outside, but on the inside, believe the hype. Well, don’t believe all the hype. I didn’t use all the Bolt’s bells and whistles, likely to be used in pricier trims, and didn’t need them.
For example, the rear-view mirror turns into a wider-angle rearview screen when you’re reversing if you flip a button. Which is high-tech as heck and clever and all, but who needs it when you’ve got the exact same reversal position on the car’s 12 -inch main screen?
But on the whole, here I was in a auto that I could drive long distances without feeling as fatigued as normal, and surely not as guilty from gas expenditure. In fact, it felt so good I just wanted to keep going, past Santa Barbara, past the gas car capital of Los Angeles, all the way down to the border.
Ralph Nader published his auto-safety takedown Unsafe at Any Speed 51 years ago.
Since then, the bestselling book has become synonymous with national crash-protection standards and GMs uncommonly dangerous (as Nader saw it) Chevrolet Corvair.
The notorious compact car saw two generations of production from 1960 to 1969; it had an air-cooled flat-six engine placed in the rear, rather than under the hood, which made it susceptible to spin-outs, and it lacked a simple roll-bar to protect passengers in the event of a flip. Its single-piece steering column would impale a driver upon impact, Nader said.
But descriptions of its lethal design were overblown. In 1972, the National Highway Traffic Safety Administration issued a 134-page report clearing the Corvair of Naders accusations. (The 196063 Corvair compares favorably with contemporary vehicles used in the tests … and is at least as good as the performance of some contemporary vehicles both foreign and domestic,” it said.) GM also redesigned the suspension in 1965 models. In recent years, the average prices for Corvairs from any year have reached an all-time high.
What Nader did was start an era during which there was more awareness of safety and the manufacturers. The product itself almost became irrelevant at that point, said Tom Libby, an automotive analyst for IHS. The book was the major pivot point for the industry.
Corvair enthusiasts love their cars, said Jonathan Klinger, a spokesman for Hagerty, a Michigan-based company that insures collectible and vintage cars. Part of it is probably they have always been in defense mode, having to explain that the car isn’t as dangerous to the general public as it is made out to be, because the Corvair is certainly not the death-trap that Mr. Nader was trying to illustrate.
In fact, Naders book contained just one chapter that discussed the Corvair. And numerous vehicles throughout automotive history were similarly configured and potentially dangerous to drive. Mercedes-Benz, Volkswagen, Porsche, and Triumph used similar swing-axel designs in their cars at the time, for instance; if you dont know what youre doing, a 1970s-era Porsche 911 Turbo can be extremely unsettling to drive.
The focus on the Corvair was a way to expose the manufacturers in general about things the public had not been aware of, Libby said. If it wasnt that car, it would have been another.
And, thanks to the passage of decades of road time, Corvairs are better understood now than they ever have been in the past.
When they first came out, the service stations didn’t know how to work on them, and now after all this time you’ve got this tremendous dedicated group of Corvair people, and any quirk the car may have is fully understood, Klinger said. They are a very easy vehicle to work on. Thats what makes them beautiful and fun to drive.
Chevy made the first Corvairs as simple, four-door sedans (in 500 and 700 trim levels) with a three-speed manual transmission that came standard. A two-speed automatic was optional. Soon after, two-door coupe versions arrived, plus a 900-series Monza edition that had sportier seats and a more athletic, four-speed, manual transmission. By the end of its run, the series included coupe, convertible, sedan, and four-door station wagon body styles, plus even a van and pickup truck variant.
Americans bought them as fun drivers that had a particular style behind the wheel, because of their independent suspension and a rear engine configuration that was unique for an American car. They cost well under $3,000 brand-new. They even earned the nickname the poor mans Porsche.
The Corvairs looked different from anything on the market at the time, too. They didnt have the pony-muscle curves and powerful V8 engine of the popular Mustang, and they were smaller than the heavy, cruiser sedans that GM and Ford were making otherwise. Plus, the turbo-charged engines in later models and compact bodies made them seem faintly foreign, more like something from Wolfsburg, Germany, than from Motown.
There were valid complaints about the cars: The heating system would sometimes leak noxious fumes into the cabin; the cars would leak oil like sieves; the tires were often overinflated in order to compensate for dicey handling; and the polished metal dashboards would blind drivers when the sun hit them. Those idiosyncrasies have failed to deter modern buyers.
This is a wonderful road car, Jay Leno said on his YouTube show about his 66 Corvair Yenko Stinger. A lot of people put down the Corvair, but I consider it one of the 10 best General Motors cars of all time because it was just so different from anything else they built. They really handle. Theyre built nicely. Theyre a lot of fun.
Affordable and Aplenty
I first became aware of the obsession while talking to Brandon Pendleton, a DJ friend who lives in Miami. The guy owns a caf racer motorcycle, runs his own music production studio, and rides expensive fixie bicycles. He could afford to own plenty of vintage cars, but the Corvair seeped into his veins before anything else.
Pendleton paid $6,500 for his 1961 900 Monza five years ago. He loved the pristine white exterior and scarlet interior, plus it had only 90,000 original miles when he bought it.
I dont drive too fastits just a cruiser, Pendleton told me. But his care for the car pays off: So far, hes not had to deal with any big maintenance problems on it.
According to Hagerty, the average price of a mid-level Corvair in satisfactory and drivable condition today is $6,600, with later models of the 500 line averaging closer to $9,700. Examples in mint condition can run to $20,000 or even, very rarely, $30,000.
Values have leveled a bit in recent years, but Klinger doesnt expect a plunge. The best idea is to buy one, work on it, have fun with it for a year or two, then sell it for as much or a little more than you paid for it. Despite a slight dip in value for earlier models, Corvairs made from 1965 to 1969 have risen nearly 12 percent in value, on average, since 2011. Corvairs from 1968 are up 23.78 percent over the same period, with models from 1966 and 1967 up in value nearly as much.
More important, now is the time to buy. (I like this red, 102-horsepower soft top with chrome and a new stereo that will go on sale in Mississippi in October.) Car prices are generally higher in the spring, when people are thinking of road trips and summer rallies; early autumn leaves many collectible owners debating whether to pack their vintage babies up for winter or just sell them before the cold comes, in order to avoid the hassle and expense of storage.
For someone looking for a very reasonably priced collector vehicle a little different than what you typically see, the Corvair is an excellent candidate, Klinger said. It’s not a vehicle that you would want to buy in hopes of tremendous price appreciation, but its a fun, honest, simple collector car. I hope to own one myself some day.
Last week, Chevrolet revealed a new V6 engine and 8-speed automatic transmission for the 2017 Colorado mid-size pickup. Apparently, that’s not the only powertrain for the Colorado it’s been working on.
On Tuesday, General Motor and the U.S. Army Tank Automotive Research, Development and Engineering Center( TARDEC) announced they would disclose a fuel cell electric vehicle on the basis of the Chevy Colorado on Oct. 3, 2016.
The hydrogen fuel cell-powered truck is the result of a development arrangement signed by GM and TARDEC in 2015.
With the truck, TARDEC aims to utilize consumer-driven automotive technology. In return, it will provide GM with feedback on non-standard gasoline cell technology applications.
Essentially, this route, TARDEC doesn’t have to pay to develop its own hydrogen fuel cell power plant. And GM gets to learn how much of a beating the fuel cell can handle saving the company both time and money.
It’s no wonder TARDEC is interested in hydrogen fuel cell-powered trucks. They’re essentially EVs that can be refilled in a matter of minutes. What’s more, they can also operate as remote power plants. Plus, they only emit water vapor from the tailpipe just another benefit of the tech.
That means Army personnel can use the truck to quietly and efficiently get to the mission, then use it to power the mission. Plus, once all the kinks have been worked out, you might get the chance to buy a hydrogen fuel cell vehicle powered by the same stuff used by the U.S. Army. Voices like a pretty sweet bargain all-round, if you ask me.
GM and TARDEC was formally unveil the truck at the fall session of the Association of the United States Army( AUSA) in Washington , D.C. Based on the provided teaser image above, it looks like it will be an impressive sight to behold.
For nearly two years, General Motors has promised that the Chevrolet Bolt, its affordable, long-range electric car, would deliver at least 200 miles on a charge and cost no more than $30,000 after the requisite federal tax credit.
Those two numbers are in many ways the Bolt’sraison d’tre,because they are widely seen as the key to overcoming range anxiety—the fear of beingstranded with a dead battery—and pushing electric vehiclesinto the mainstream. “The 200-mile mark is huge, it’s a huge thing in customers’ minds,” says Josh Tavel, the Bolt’s chief engineer. “They believe they need it. So we gave it to ’em, in surplus.”
Indeed. The EPA pegs the Bolt’s range at 238 miles, General Motors announced today. I saw even more drivinga pre-production Bolt downthe California coast from Monterey to Santa Barbara. I put the car in park having added 239.9 miles to the odometer, and the range indicator said the battery had another 23 miles to go.
What’s really remarkable about the bowtie-badged hatchback is it also topsTesla’s entry-level Model S 60 sedan, which delivers208 miles and goes for $50,000. (TheModel S P100Dflagshipoffers 315 miles and costs $134,500.)
Granted, it was a warm day, and General Motors mapped thetest route I followed, which started with a 100-mile cruise down the coast on Highway 1, where I averaged about 40 mph. Then I spent an hour on Highway 101, zipping along at my typical freeway speed of 70 mph. I had no trouble keeping up with traffic making a 2,000-foot climb through Los Padres National Forest. At no point during the day did I feel I had to back off to save the battery.
The Bolt’s computer told me I averaged 4.5 miles per kilowatt-hour (the electric equivalentto mpg) and that I drained 53.9 kWh from the 60-kWh pack built by LG Chem.
Although excellent range and a reasonable price are the car’s big selling points, the Bolt has other attributes. It hits 60 mph from a standstill in a respectable 6.5 seconds. The styling is sleek, and the car is attractive if not sexy. It does everything you’d expect of a compact car.
The car is remarkably spacious. The wheels are at the corners and the drivetrain is down low, maximizing space. Clever engineering created roomin unexpected places. The front seats, for example, are half as thick as conventional seats, improving rear passenger space without sacrificing comfort. “You’re sitting on springs, instead of a pillow,” Tavel says. The car is so roomy that Tavel lobbied the marketing department to use Usain Bolt—who stands 6 feet, 5 inches tall—in advertisements, but apparently Olympic legends are expensive pitchmen.
Still, the Bolt isn’t quite finished, and Tavel picks the tiniest of nits. He’d like to see a tighter tolerance in the gap between the dash and doors, a space I’d peg at about a quarter of an inch. He wants a faster response from the infotainment system when opening Apple CarPlay (the Bolt also supports Android Auto). And he’s got his team tinkering with manufacturing dies to rounding off some of the car’s corners.
But these are finishing touches on what strikes me as an excellent car. GM hasn’t said just what the car will cost, nor has it said how many it might build. The Model 3 is Tesla’s volume play, the car that Elon Musk hopes makes his company more than a niche player. Tesla already has 400,000 orders for the car.
The Bolt is GM’s fine china, brought out to impress the increasingly important millenials.
GM, on the other hand, sees the Bolt as a “strategic asset,” says Steve Majoros, Chevrolet’s head of marketing for cars and crossovers, like the hybrid electric Volt and musclebound Camaro. (GM has sold 100,000 Volts since 2010, and sells 80,000 to 90,000 Camaros annually.) Obviously the company wants to sell as many Bolts as possible—and will offer them in dealerships nationwide—but it’s not gonna make or break the company.The Bolt is what the industry calls a halo car, a vehicle meant to show that GM can innovate.