MSRP: $19,245

If the Chevy Cruze reminds you of what a Chevy Cobalt could have been if they had tried harder, it’s because it is the Cobalt’s replacement.  GM made this car from 2008-2011 for international use, and called it the Daewoo Lacetti or the Holden Cruze.  It was introduced in the US for the 2011 model year.  Daewoo and Opel did most of the engineering for this car.

The 2011 Chevy Cruze Eco is a compact sedan.  The Eco is the third of five trim levels, and it is the only one out of the five that has everything about it tweaked for maximum fuel efficiency.  It has a turbocharged 1.4 liter inline 4-cylinder engine that produces 138 horsepower.  It has 17-inch polished alloy wheels, front-wheel drive, and a 6-speed manual transmission.  It is rated at 28 mpg in the city and 42 mpg on the highway.

The Cruze Eco comes with a leather and simulated alloy, tilt-telescope steering wheel, height-adjustable front bucket seats, a 60/40 split-folding rear seat, cloth upholstery, keyless entry, cruise control, full-power accessories, air conditioning, simulated alloy trim on the dash and doors, 12-volt outlets in the front and rear seats, a rear spoiler, a rear defogger, automatic headlights, and a trip computer.  The audio system has 6 speakers, AM/FM/satellite radio, a CD/MP3 player, an audio jack, a USB/iPod input, and Bluetooth.

The Cruze Eco also comes with side front airbags, side curtain airbags, side rear airbags, antilock brakes, stability control, traction control, and the patented GM OnStar emergency communication system.  According to GM, the Cruze is made of 65 percent high-strength steel.  That may account for its crash test scores.  It got perfect scores of 5 stars from the US government for side and front impact protection, and perfect scores of “good” from the Insurance Institute for Highway Safety on their side and front impact tests.

Conclusions and driver feedback:

The interior is better than one would expect from a lower-level, small Chevy.  The design is attractive, with an almost European charm to it.  The two-tone color schemes are very tasteful, and the materials are both high-quality and soft-touch.  The front seats are a bit narrow for wider drivers and passengers, but there is plenty of headroom and legroom in the front.  Also, the seats are very comfortable and supportive, making the Cruze a great car for long trips of one or two people.

The rear seats, though, need more space.  They sit too low to the ground, and it decreases the legroom.  There is enough headroom, but adults probably won’t like sitting in the back seat for more than short hops.  There is plenty of trunk space, though: 15.4 cubic feet.

Both the drive and ride are very nice for this market segment.  The engine, even though tweaked for maximum mileage, can still accelerate well enough to keep one from becoming frustrated, and there is enough power to run smoothly and comfortably at highway speeds.

The steering is pretty responsive, and the suspension is about average.  There is a bit of body roll, but it is still tight enough to acquit itself admirably when cornering or maneuvering through traffic.  The ride is pretty compliant and smooth.  It is above average for a compact.  You won’t mistake it for luxury, but you won’t get any “surprises” when going over bumps, either.

The Eco is made to get the best mileage out of the car.  This means you sacrifice raw power for less money at the pump.  If you do any highway driving at all, this is the best trim level.  If all of your driving is in the city, you still get better mileage, but more of the Eco’s benefits play out during highway driving.

The Eco has a smaller gas tank to help shave weight, and has a few aerodynamic adjustments to increase mileage.  It also has lighter rims and low-resistance tires.  The transmission is also adjusted for less acceleration and more use of higher gear ratios.  This makes the Eco less able to take advantage of engine torque and slower to accelerate, but it does save fuel.

Basically, the Eco is a nice car for a single or couple who do a lot of driving, whether it’s trips or a long commute.  A young family could use this car, too, but the rear seats are too uncomfortable for teens or adults to take long trips.

The verdict: the Eco is a de facto two-seater, but it is a good buy for a single or couple.

Options and Other Trim Levels

The Cruze comes in five other trim levels.  The base trim, the LS, has a larger engine that puts out slightly less horsepower and less torque.  It also has less conveniences than the others.

The 1LT, which is the trim level below the Eco, has the 1.4 liter engine, as do the rest of the trim levels, and is like the Eco, but without the mileage tweaks.

The 2LT adds remote start, a sport-tuned suspension, leather upholstery, and a 6-way power driver’s seat.

The LTZ adds rear park assist, keyless ignition, an auto-dimming rearview mirror, and automatic climate control.

There are some nice options available on the upper trim levels.  There is a HD navigation system, which is self-explanatory.  You can also add a Pioneer audio system that has 9 speakers and considerably more power.  There is also the RS Appearance Package, which consists of a rear spoiler, foglights, a front fascia, and a rear fascia.

If you value performance over mileage, we heartily recommend either of the two highest trims.  They are both tuned for sporty performance.  This gives more response to the steering, more agility for cornering or navigating through traffic, and a little more punch as the transmission takes full advantage of the low-end torque.  The ride is a bit firmer, but it still isn’t bad by any means.

All in all, Chevy has done a fine job of serving both the mileage crowd and the people who want to have fun behind the wheel.

The Chevy Malibu has been around a long time.  From 1964-1977, it was a trim level of the Chevelle.  In 1978, it became its own model.  Sometimes, it has been a very successful model, and sometimes it has gotten stale, but it has always been good enough to keep around.

The 2012 model year is the last year of the seventh generation, with the first year of the eighth generation being the 2013 model year.  Consequently, there aren’t any major changes this year from last year.  Since the Malibu was the tenth-best selling vehicle on the market during the first half of 2011, that isn’t necessarily a bad thing.

The 2012 Chevy Malibu 1LT is a midsize sedan.  It is the first sublevel of the second of three trim levels.  It comes with a 2.4 liter, inline 4-cylinder engine that produces 169 horsepower.  It has 17-inch alloy wheels, front-wheel drive, and a 6-speed shiftable automatic transmission.  It is rated at 22 mpg in the city and 33 mpg on the highway.  It goes from zero to sixty in 9.1 seconds.

The Malibu 1LT comes with a tilt-telescope steering wheel that has audio and cruise controls on it, a 2-way power driver’s seat with height adjustment and lumbar support, a fold-flat front passenger seat, a 60/40 split-folding rear seat, cloth upholstery, keyless entry, full-power accessories, electric-assisted speed-variable power steering, 12-volt outlets in the front and rear, standard air conditioning, a rear defogger, automatic headlights, and a trip computer.  The audio system has 6 speakers, AM/FM/satellite radio, a CD/MP3 player, an audio jack, a USB/iPod port, and you can add Bluetooth as an option.

The Malibu 1LT also comes with side front airbags, side curtain airbags, stability control, traction control, antilock brakes, and the GM OnStar emergency communication system.  In the recently-toughened government tests, the Malibu received 4 stars for front impact protection, a perfect 5 stars for side impact protection, and 4 stars overall.  The Insurance Institute for Highway Safety gave it their highest scores of “good” for all side and front impact tests.

Conclusions and driver feedback:

The interior is practical, but still reasonably attractive.  The gauges and controls are easy to reach, understand, and use, and the overall look is a positive.  The materials are mostly high-quality, but a few cheaper materials are interspersed within the design.

There is a reasonable amount of cabin space in both the front and rear for four people.  Headroom and legroom are great in both the front and rear.  The seats are comfortable and supportive.  The only quibble some may have is that the cabin isn’t as wide as that of other midsize sedans.  Even as a midsize, the Malibu is a 4-seater unless one of your rear passengers is small, in which case you can squeeze five people into the car.  There is plenty of cargo space in the trunk, though: 15.1 cubic feet.

The Malibu drives and rides like a family sedan.  There is no sport option here; the Malibu is made for passenger comfort and conservative driving.  The 2.4 liter engine, while powerful for its size, provides no more than adequate acceleration.  It is enough to power the car smoothly at highway speeds, though, and it doesn’t labor or make undue noise.

The steering is very responsive due to the electric assist, but this still won’t be mistaken for a sport car, and you won’t really feel a lot of the road in your hands, either.  The end result, though, is steering that is one step better than most comfort-tweaked midsize sedans.  The suspension is able to take reasonable cornering, but will give some body roll.  Basically, this car is meant to be driven by someone who is patient and safe.

The good news is that the ride is very nice for its class, bordering on luxury.  The cabin is very quiet, also, with almost no road, engine, or wind noise.  The Malibu is very easy to drive in a professional manner, and provides passengers with a very gentle ride.

All in all, the Malibu 1LT is a nice car for a single, couple, or small family.  It will get you from point A to point B safely and comfortably, and can be taken on long trips with confidence.

The verdict: the Malibu is Chevy’s third-best selling vehicle and second-best selling car.  We’re going with the public on this one.

Options and other trim levels:

If you want a little zip in your Malibu, and want to pretend it is the old Chevelle model, you can buy an LTZ and spring for the optional 3.6 liter V6 engine that produces 252 horsepower.  It will get from zero to sixty in 6.7 seconds, or 2.4 seconds faster than the trims with the base engine.  Unfortunately, there is no sport suspension to add to it, so you will have to drive it more like a luxury sedan than a sport sedan.  The only bad part is that fuel mileage decreases to 17 mpg in the city and 20 mpg on the highway.

The LTZ, however, as the highest trim level, will get you a few more nice options.  In addition to what the LT trims have, the LTZ also gets you leather upholstery, automatic climate control, a sunroof, foglights, heated mirrors, some great-looking LED taillights, 18-inch alloy wheels, instrument upgrades, and an 8-speaker Bose audio system that will have your teenagers begging to borrow the car.

The second trim level, the LT, is split into three sublevels: the 1LT, 2LT, and 3LT.  The 2LT and 3LT get mostly superficial upgrades.  The first trim level, the base, is called the LS.  It saves $1,400 and you get a few less goodies.  The main downgrades are the lack of Bluetooth as an option, painted steel wheels instead of alloy, a donut instead of a spare tire, no USB connection, and the lack of the following options packages: Power Package, Power Convenience Package, and the  availability of a sunroof with either package.

Really, you can’t go wrong with any of the trims here, but we hear some great improvements are on tap for 2013.

To be blunt, the Chevy HHR was an imitation PT Cruiser built on a platform shared with the Cobalt, the Saturn Ion, and the Pontiac G5.  The HHR stood for Heritage High Roof.  It had a lot of potential: Chevy’s take on what was a very popular model.  Sadly, the PT Cruiser’s magic wore off, and the HHR was destined to become an obscure historical footnote.  Ironically, it probably hastened the demise of the PT Cruiser.

The 2010 Chevy HHR SS is a retro-styled Wagon, and the highest of five trim levels.  It has a 2.0 liter, turbocharged inline 4-cylinder engine that produces 260 horsepower and 260 foot-pounds of torque.  It has 18-inch polished alloy wheels, front-wheel drive, and a 5-speed manual transmission.  It is rated at 21 mpg in the city and 29 mpg on the highway.

The HHR SS comes with a leather-wrapped, tilt-only steering wheel that houses audio and cruise controls, a 6-way sport power driver’s seat with height adjustment, a passenger sport seat that folds flat, a 60/40 split-folding rear seat, premium cloth upholstery, full-power accessories, keyless entry, 12-volt power outlets in the front and rear seat, a power sunroof, a rear spoiler, rear wiper, and rear defogger, automatic headlights, foglights, and a trip computer.  The audio system has 6 speakers, AM/FM/satellite radio, a CD/MP3 player, a USB/iPod input, and an audio jack.

The HHR also comes with side curtain airbags, stability control, traction control, antilock brakes, and the GM OnStar emergency communication system.  In government tests, the HHR received perfect scores of 5 stars in front and side impact protection.  The Insurance Institute for Highway Safety, who deducts points for the absence of a side front airbags, only gave the HHR its second-best rating of “acceptable” for side impacts, while giving it their highest rating of “good” for front-offset impacts.

Conclusions and driver feedback:

The HHR is a small step away from having a great interior.  The design is very nicely done, and the controls and gauges are easy to use and understand.  The only quibble is the use of too many cheaper materials.  There is plenty of cabin space, though.  There is more than enough headroom and legroom in both the front and rear seats, and the seats themselves are comfortable.

There are 25.2 cubic feet of cargo space behind the seats, and a total of 63.1 cubic feet if you fold the rear seat and the front passenger seat down.  They are also designed to give a totally flat cargo surface.

The drive and ride are pure sport wagon.  The steering and suspension are adjusted for sport, which means they are both very tight.  They give responsive steering and a car that holds the road very nicely, even while navigating tight, curvy roads.  The turbocharged engine has enough kick in it to make driving a lot of fun.  The ride is a bit stiff, but you probably won’t care.

The verdict: this is an underrated and fun car in its sport trim.  Its market value may be less than its intrinsic worth, making it a good buy if you can get it cheap.

The 2010 Chevy Traverse LS is a large crossover SUV.  It is the first of four trim levels.  As gas prices have skyrocketed in the US, drivers have stepped down from full-size SUV’s to large crossovers.  You still get the truck frame, and you still have the option to seat up to eight people, but you get a bit better gas mileage.  It ends up having almost as much in common with a minivan as it does a full-size SUV, though.

The 2010 Chevy Traverse LS comes with a 3.6 liter V6 engine that produces 281 horsepower and 266 pound-feet of torque.  It has 17-inch steel wheels, front-wheel drive, and a 6-speed automatic transmission with a manual shifter.  It is rated at 17 mpg in the city, 24 mpg on the highway, and can tow as much as 5,200 pounds.

It also comes with a tilt-telescope steering wheel, front bucket seats with lumbar support, split-folding seats in the second and third rows, full power accessories, three 12V power outlets, air conditioning, cruise control, and automatic headlights.  The audio system has 6 speakers, AM/FM radio, a CD/MP3 player, satellite radio, an audio jack, and a USB/iPod port.

The Traverse also has side front airbags, side curtain airbags for all three rows, antilock brakes, stability control, traction control, and GM’s patented OnStar emergency communications system.  In tests by the US government and the Insurance Institute for Highway Safety, the Traverse got perfect scores in front and side impact tests.

Conclusions and driver feedback:

The interior is very nice for its market segment.  It has trim made of chrome and brushed aluminum, and the materials are mostly high-quality and soft-touch, with a two-tone color scheme.  There is more room in the seats than in most large crossovers.  The front and second rows have a lot of headroom and legroom, while the third row is actually big enough for adults to sit for more than five minutes.  There are 24 cubic feet of cargo space behind the seating area, and you can get as much as 117 cubic feet by folding the second and third row seats down.

The drive and ride are what you would expect from a large crossover.  It is made to be driven like a bus, with a bit of steering lag and plenty of body roll.  As you may expect, the ride is quite comfortable.  The engine is enough to do the job here, but don’t expect to beat very many other cars off the line.  It is smooth on the highway, though, and there isn’t a lot of road or wind noise.

The verdict: this is a great vehicle for lugging a larger or older family around.

Market Price from: $21,460

As we know, 2010 was the last year for the Chevy Cobalt.  It would be replaced and updated by the Cruze.  The Cobalt was an economy car in the lower trims, but when you get to the SS, which is the highest trim, it is almost a different vehicle altogether.  The safety features that are missing from the lower trims are included on the SS.  It also has a much better engine.

The 2010 Chevy Cobalt SS has a 2.0 liter turbocharged inline 4-cylinder engine that produces 260 horsepower.  It has 18-inch alloy wheels, front-wheel drive, and a 5-speed manual transmission.  It is rate at 22 mpg in the city and 30 mpg on the highway, and goes from zero to sixty in 5.8 seconds.

The Cobalt SS comes with a leather-wrapped, tilt-only steering wheel, front sport seats, driver height adjustment and lumbar support, a split-folding rear seat, full power accessories, cruise control, standard air conditioning, cloth upholstery, a trip computer, and foglights.  The audio system has Bluetooth, 7 Pioneer speakers, AM/FM/satellite radio, a CD/MP3 player, an audio jack, and a USB/iPod input.

The SS also has ventilated antilock brakes, side front airbags, side curtain airbags, stability control, traction control, and the GM OnStar emergency communication system.  In government tests, the Cobalt got 5 stars out of 5 for rear passenger side impact, 3 stars for front passenger side impact, 5 stars for front passenger front impact, and 4 stars for rear passenger front impact.

Conclusions and driver feedback:

This really shouldn’t have been called a Cobalt.  Even the interior is different.  The materials are still of mediocre quality, but the design is quite fetching.  There is plenty of both headroom and legroom in the front seat, but the rear seat leaves a lot to be desired.  It’s OK for kids, but adults probably won’t want to sit there for any great period of time.  Cargo space is OK, but nothing special.

The SS is a lot of fun to drive.  The suspension and steering are tuned tight for high performance, and can handle anything you want to give it.  The engine is more than enough for entertaining acceleration and smooth operation at highway speeds.

As always, we must caution that any front-wheel drive performance car is going to have torque steer once the acceleration gets past a certain threshold.  It’s unavoidable and directly proportional to the amount of acceleration.  It isn’t all that bad, though.  The SS accelerates very well, but doesn’t quite make it into the heavy torque-steer zone.

Despite the tight sport tuning, the ride is still very nice.  You will feel the road, but most bumps and imperfections don’t result in unpleasant jolts.  All in all, this is a very nice two-seat car.  The fact that it has all five of the essential modern safety features differentiates it from the other Cobalts.

The verdict: the SS is proof that, despite the old adage, you CAN make a silk purse out of a sow’s ear.

MSRP: $16,470

The 2010 Chevy Cobalt LT is the third-highest of four trim levels, but is only $1,480 more than the lowest trim.  The next jump is over $8,000, so we see the LT as the most “bang for your buck” of the 2010 Cobalt trim levels.  The Cobalt is a compact sedan, and is also available as a coupe.

The Cobalt LT has a 2.2 inline 4-cylinder engine that produces 155 horsepower.  It has 15-inch wheels, front-wheel drive, and a 5-speed automatic transmission with manual overdrive.  It is rated at 25 mpg in the city and 37 mpg on the highway, and goes from zero to sixty in 7.62 seconds.

The Cobalt LT comes with keyless entry, full-power accessories, a tilt-only steering wheel, standard air conditioning, 6-way front driver’s seat with lumbar support, 4-way front passenger seat, a split-folding 60/40 rear bench seat, premium cloth upholstery, and a trip computer.  The audio system has AM/FM radio, a CD/MP3 player, satellite radio, and 4 speakers.

The Cobalt LT also has traction control, anti-lock brakes, side front airbags, side curtain airbags, and the GM OnStar emergency communications system.  In government tests, the Cobalt got a perfect 5 stars out of 5 for front passenger, front impact protection.  It got 4 stars in everything else.  The Insurance Institute for Highway Safety gave it their high rating of good for frontal impacts, but second-highest of acceptable for side impacts.

Conclusions and driver feedback:

The interior of the Cobalt is legendary for its Spartan leanings.  The materials are inexpensive and a bit hard to the touch, and the design is much more practical than ornate.  The front seats are comfortable, though, and there is plenty of headroom all around for a compact.  The front seats also have decent legroom, while the rear seats are probably better for shorter passengers or shorter commutes.

The performance and handling are average.  The steering gives accurate response, but a bit of lag.  The suspension handles bumps and surface imperfections quite well, but there is a bit too much body roll for a small car.  The acceleration is decent for its market segment, but won’t really inspire anyone.  It does manage to cruise very nicely at highway speeds, though, and the ride is quite smooth.

All in all, this car is a nice car for someone who drives conservatively to take from point A to point B on a daily basis.  We see two main negatives.  First, the car just isn’t the least bit exciting to get into or to drive.  This is probably a deal-breaker for at least half of its potential customers.

The other thing we don’t like is that it doesn’t have ESC, or Electronic Stability Control.  If you drive slowly, conservatively, and usually in a straight line, this won’t be a problem.  If you drive with a bit of attitude, though, you had better be very good behind the wheel.  Even though the 4-star side impact rating was OK, the combination of a compact car, no ESC, and aggressive driving is asking for trouble.

The verdict: conservative drivers only.

In the US, the Corvette is an icon.  The first Corvette was built in 1953.  Since then, there have been a total of five reworkings for a total of six different Corvettes.  They are unofficially classified as generations C1-C6.  Yesterday, Chevy announced that the C7 would start production within two years.

The Corvette is no stranger to innovation.  It was the first car to use a fiberglass body in 1953.  But their new announcement smacks of imitation.  To make a long story short, Chevy is going to try and turn one of the oldest icons in the automotive industry into an imitation Porsche.

Instead of the traditional 6.2 liter, 43―horsepower V8 base engine, they are changing to a European-style engine barely over 3 liters.  It will be turbocharged, is targeted to produce up to 10,000 RPM, and barely over 400 horsepower.  Basically, Chevy wants the Corvette to sound and drive more like a European sport car than an American icon.  The overall size will decrease.

They have said they will keep the larger engines available, but if the compartments are only built to hold an engine barely over 3 liters, how will they hold, for example, the 6.2 liter, 638 horsepower V8 that is currently in the ZR1?

There is an old American saying: “dance with the girl that brung ya.”  Chevy is in danger of losing that girl while chasing one who may or may not be out of reach.  Chevy marketing executives believe their market is getting too old, and that they need a more European style to attract younger buyers.

If they are right, they may open up a new market.  If they are wrong, though, they are in danger of alienating their current buyer and fanbase while getting nothing in return.  Competing with European cars is somewhat of a folly.  American buyers still prefer American icons, while European buyers still prefer European icons.  Chevy is in danger of learning a lesson the hard way.

Chevy and the buying public would be better-served if Chevy simply put out a special edition with the smaller engine first.  That would allow the public to “vote with their feet.”  Or, in this case, with their money.  They could put a limited run into the market and see if the new version had the potential to be successful.  That way, they could venture into a new buyer base without alienating their loyal customer base they have been building for more than fifty years.

In today’s market, nothing is a “given,” but the closest thing to a sure thing is an industry icon.  Icons are unique entities.  In a changing world, people often find comfort in knowing that some things don’t change a lot, and that if they do, it’s always for the better.  Chevy has no way of knowing if their projected changes for the Corvette are for the better.

I guess they’ll find out soon enough.

May 5: A tire was developed for the Chevy Cruze that is estimated to save 3 miles per gallon.  That works out to 38 more miles on one tank of fuel.

May 5:  Rick Hendrick, owner of NASCAR giant Hendrick Motorsports, is building his own engine for a Corvette Z06.  It is part of the Corvette Engine Build Experience, which is available for $5,800 when purchasing a Corvette Z06 or a ZR1.  Customers actually are allowed to go the the plant in Wixom, Michigan, and “supervise” the building of his or her own engine.

May 11:  The GM Detroit-Hamtramck plant, which builds the Chevy Volt, will now depend on solar power for much of its electricity.  They are building a large array of solar cells that will provide 516 kilowatts and 54,570 volts, or enough to power 150 Chevy Volt Extended Range cars for a year.

GM is a leader in the automobile industry, with 1.4 percent of its power coming from renewable sources.  It may not sound like much, but it is a step in the right direction, and demonstrates GM’s mission of finding ways to power cars cleanly and cheaply.

In further news about the Volt and the Detroit-Hamtramck plant, GM announced on May 18 that it is shutting down for four weeks to prepare for a large increase in the production of the 2012 Chevy Volt, the export version for Europe called the Opel Ampera, and the 2013 Chevy Malibu.  As we mentioned briefly in a piece on Electric Cars, GM expects to produce 16,000 Volts this year, and is projecting a global capacity of 60,000 for next year, with 45,000 of those being sold in the United States.  Exports of the Volt and Ampera will begin later this year.

The Volt is an electric car that works by allowing you to drive on the battery for the first 35 miles, with a gasoline-powered generator then supplying power to the battery and extending the range 344 miles for a total of 379 miles on one tank.

May 20:  The Chevy Cruze Eco has gotten rid of its spare tire, replacing it with an inflation kit.  The tires are monitored for changes in tire pressure, allowing the driver to act before tire damage occurs.  The kit contains an electric pump that plugs into a 12-volt outlet, allowing you to inflate your tire and inject a sealant that can plug holes up to a quarter of an inch in diameter.

If the tire is too severely damaged, you can always use the OnStar system to call for assistance.

On Wednesday, May, 18, GM announced that it plans on increasing production of the Chevy Volt in the Hamtramck plant, just outside of Detroit.  This will create as many as 2,500 new jobs in an area that has been ravaged by a slow economy and the exodus of assembly jobs to places with lower labor costs.

The Chevy Volt is an extended-range electric car.  It runs the first 25-50 miles on an electric engine with a lithium-ion battery.  If you want to go further, a gasoline powered generator kicks in and powers the electric engine.  A person who uses the Volt for a short commute to work can drive it solely on the battery, and never use an ounce of gas.  Once the generator does kick in, though, the Volt still gets a respectable 37 mpg.  It must be noted here that the Volt also uses regenerative braking, in which the power from braking is recycled into the battery.

Many people are waiting for a more efficient and cost-effective “green” car, but the demand for the Volt has surprised even GM.  Gas prices, along with ill will toward oil companies, have become so high that many people have decided not to wait for the price to go down or the quality to go up, and the Volt is currently sold out in dealerships across the US.

This year, GM plans on building 12,500 Volts and 3,500 of the Opel Ampera, the European version of the Volt, for a total of 16,000.  2,500 Volts will be used as demo models, but the rest will be sold.  Next year, GM plans on building 60,000 Volts in the Hamtramck plant.

These numbers represent a lot of increases: 1,000 extra Volts will be sent overseas this year, and 15,000 more than originally planned will be built next year.  These numbers, though, might not represent the final tally.  CEO Dan Akerson wants as many as 25,000 Volts built this year alone, and as many as 100,000 a year as soon as it is logistically feasible.

The Hamtramck plant will close during June for a retooling.  When it reopens, the plant will no longer make the Cadillac DTS or the Buick Lucerne, concentrating solely on the Volt.  The plant will add up to 2,500 employees to the 1,100 who already work there.  They will add a night shift, and possibly a third shift to accomplish production targets.

If you are waiting for a lower price, you probably have a lot of waiting to do, because it looks like the Volt will stay at $41,000 for the immediate future.  GM says it is “losing money” on every Volt it sells for that price, and plans to eventually profit with increased efficiency.  At current gas prices, though, a savings of 10 gallons of gas a week will more than make up the difference in your car payment.

Maybe that $41,000 price tag isn’t so high after all.

The 2011 Chevy Silverado Hybrid is the most unlikely of parings: a full size hybrid pickup. Most of the pickup-buying market is people who don’t care about a few extra gallons of gas. The segment of the market who would probably be the most open to something like this should be organic farmers concerned about their “carbon footprint.” But, as the backers of theatrical plays have asked for almost a hundred years now, “will it play in Peoria?”

The 2011 Chevy Silverado Hybrid comes in one trim level. It has a 6.0 liter V8 engine and two 60-kilowatt electric motors. The motors are powered by a nickel-hydride battery pack that sits under the back seat. The V8 provides 332 horsepower and 367 pound-feet of torque, and the combined output with the electric motors is 379 horsepower. It has 18-inch wheels, rear wheel drive, and an electronic hybrid of a continuously variable transmission and an automatic transmission. An upgrade to 4-wheel drive is available.

The Silverado Hybrid gets great mileage in the city, but the hybrid doesn’t make much difference on the highway. This is because the electric motors do most of the work in city driving, while the V8 does most of the work on the highway. If you do most of your driving in city or slow driving situations, though, you will love the mileage. It gets 20 mpg in the city and 23 on the highway.

It comes with a crew cab, a 40/20/40 split bench front seat, cruise control, full power accessories, 2-zone automatic climate control, a leather-wrapped steering wheel, and a soft tonneau bed cover. The audio system has controls on the steering wheel, 6 speakers, CD/MP3 player, satellite radio, Bluetooth, and an audio jack. There is a “2HY” upgrade package available for those who require more conveniences.

The Silverado Hybrid comes with the modern safety essentials: anti-lock brakes, traction control, stability control, side front airbags, side curtain airbags. It also has the patented OnStar emergency communications system. The Silverado aced government testing under 2010 standards with perfect scores of 5 stars all around. The Insurance Institute for Highway Safety gave it their best score of good for frontal impacts, and their second-best score of acceptable for side impacts.

Conclusions and driver feedback:

The interior is classic pickup. The Sliverado doesn’t pretend to be a luxury car disguised as a truck. The design is unpretentious and the materials are stark and hard. The seats are quite roomy. Even the back seat is comfortable.

Sadly, both the drive and the ride fall into the “negative” category. The Silverado doesn’t transition smoothly from the electric motors to the V8 during acceleration. The result is a ride that can put your coffee in your lap in a heartbeat. The steering is OK, and the suspension is still the great Chevy truck suspension you are used to, but they haven’t gotten the hybrid part correct yet.

The verdict: no, thanks.