The most important changes are the turbocharger and intercooler that reside under its hood. That’s because they boost power and torque from the 2.0-liter direct-injection Ecotec four to a stratospheric 260 horses and 260 pound-feet, as seen in the Pontiac Solstice GXP and Saturn Sky Red Line, all running through the front wheels.

This is a huge boost over the regular HHR’s 143-hp or 171-hp naturally aspirated four-cylinders and should keep the HHR SS very competitive with the upcoming 280-hp Dodge Caliber SRT4 in straight-line performance, once either vehicle manages to find traction through the fog of wheelspin and torque steer.

Once it gets a grip, though, GM says the HHR SS should be able to achieve a 0-to-60-mph sprint in 6.3 seconds or so, and the company is claiming a 150-plus-mph top speed when equipped with the five-speed manual transmission. There’s also a four-speed auto, but overall power drops to 235 horsepower if it’s fitted. So not only do you get the boring transmission, but you also get a horsepower penalty.

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The Captiva 2.0d LTX looks fresh, muscular and compact for a seven-seat, four-wheel-drive soft-roader. This is Chevrolet’s first ever diesel and is one of the least industrial-sounding diesel engines on the market. The 1991cc common-rail unit hits all the right buttons. It’s turbocharged, as you’d expect given the Captiva’s load-lugging brief, and a Bosch direct injection system helps it to produce 147bhp at 4000rpm and a promising 236lb ft at just 2000rpm.

It is not particularly quick, the auto’ version takes 12.2 seconds to reach 60 mph (not 62 mph, note), but it is extremely refined, and at open-road speeds, the sound signature is no more obtrusive than that of a petrol engine.

Power is channelled to all four wheels on a part-time basis via a five-speed automatic gearbox, but a manual is also available for £1180 less. In normal running the Captiva is front-wheel drive, but when the car’s On Demand All-Wheel Drive system detects any slip whatsoever, the rear axle is deployed and it automatically becomes 4wd.

Driven within sensible restraints it is smooth, comfortable and light to the touch. Where it perhaps fails in terms of ‘driveability’ is in its tendency to roll on corners; not to a pronounced degree but clearly the suspension is biased in favour of ride-quality rather than handling.

The Captiva is clearly a vehicle for the large families. It may look like an SUV, but in a sense it works like an MPV. The good thing about this SUV though is that it doesn’t eat gas up like crazy. That is definitely a plus in my book!

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The base models are powered by a 2.9-liter four-cylinder engine offering 185 horsepower (vs. 2.8 liters and 175 horsepower previously) while the optional in-line five-cylinder engine grows to 3.9 liters (from 3.5 liters) and now delivers 242 horsepower (vs. 220 previously).

Otherwise, the Canyon,which shares platforms and components with both the GMC Canyon pickup and the HUMMER H3 SUV, is a carryover for 2007. It is available in either rear, or four-wheel drive, in short-wheelbase regular-cab and long-wheelbase extended- and four-door crew-cab versions.

Three different suspension packages are offered, along with a long list of options that allows for maximum customization. An “Xtreme” appearance package includes unique styling cues, a lowered stance and exclusive wheels. A Sun and Sound package, available for LT models, includes a six-disc in-dash CD stereo and a power sunroof.

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At the same time, the market has become more segmented. General consumers demand better performance, fuel-efficiency, quality and safety. In addressing these issues, GM has designed its new full-size truck platform with the stability and versatility required to serve its broad market area.

The new Silverado lineup encompasses three cab styles, three bed lengths, two distinct interior designs, five engine sizes and five suspension choices. In addition to new choices, the Silverado also has been refined from top to bottom in an attempt to keep GM the best-selling full-size truck.

To begin, the Silverado has taken on a functional appearance. Rather than appoint the truck with swooping lines or unnecessary curves, the new shape reflects the size, form and function of a full-size truck. The bulging fenders contain the widest track in the industry, a full 3.2-inches wider in front than the previous generation. Its broad face, bold lines and confident stance reflect the strength and reliability that lies beneath.

Inside the Silverado you will find two new interior designs, with distinct dash styling, instrument panels, seats and consoles. The WT and LT trim levels feature a cockpit-style instrument panel, with gauges and controls set high and within easy reach of the driver. Pull handles and release levers are larger, and on the passenger side there are two separate glove boxes. The upscale LTZ contains a luxury-styled interior, with instruments set lower and closer to the driver, woodgrain trim, and a lower center stack that houses radio and climate controls.

Underneath the new body lies a redesigned frame and suspension. The new frame is stronger and stiffer and features fully boxed frame rails with a hydroformed front section. The front employs a new coil over shock front suspension, as well as a new rack and pinion steering system. The rear suspension features new shocks, angled outboard and positioned more upright to better control axle and vehicle motion.

Powertrain choices range from a 195-hp 4.3L V6 to a 367-hp 6.0L V8. The 5.3L adds Active Fuel Management, which can shut down half of the cylinders to save on fuel under certain driving conditions, as well as E85 ethanol capability. When equipped with the 5.3L in 2WD form, the new Silverado is reportedly capable of 16 mpg in the city, and 22 mpg on the highway.

The new Silverado would not be complete without its numerous safety enhancements, which include 5-star NCAP safety ratings for both driver and passenger, dual stage front, and head curtain side airbags, and rear parking assist. StabiliTrak is now standard on crew cab models, and optional on extended cabs.

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The new front-end appearance is unique to Silverado, including the grille, front fenders, headlights, bumpers, power-dome hood, taillights, box design and flared rear fenders. The grille is wider and taller with a prominent gold bow tie. Large headlights are stacked vertically and pushed to the outer edges of the body. The Silverado was introduced in 1999 as a replacement for the C/K with all-new styling and new V8 engines.

The 2007 Chevrolet Silverado is offered in three different trim levels, Work Truck, LT and LTZ. The Work Truck and LT have a more traditional pickup interior with larger controls and standard cloth seats, while the LTZ features the same luxury interior as Chevrolet’s full-size SUVs. A lockable storage bin large enough for a laptop computer is built into the 40/20/40 split bench seat.

The LTZ interior includes a unique instrument panel, door panels and other trim, and a heated 12-way power driver’s seat is standard. Rear seats for crew cab and extended cab versions are improved and the extended cab offers more leg room and better access with rear doors that open 170 degrees and include power windows that lower completely. The 2007 Silverado features available towing capacity of 10,500 pounds, up to 367 horsepower and a maximum payload capacity of 2,160 pounds.

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Short gearing helps the sturdy fuel-injected 1.7-liter four’s 95 horses simulate brisk acceleration off the line, but overall performance is best described as deliberate. Average fuel economy on the Euro cycles is almost 23 mpg, which gives drivers about 350 miles to find the next gas stop. A high steering ratio with plenty of turns lock-to-lock minimizes kickback on rocky roads, and the brake pedal travels rather far before any retardation is felt.

Yet, for the money (a loaded one with power front windows, air-conditioning, and heated seats front and rear tops out just under $14,000), its popularity is understandable. Not only are 35,000 of them bought and paid for each year, but almost six percent of those wind up stolen.

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The base LS model offers a high level of standard equipment, including a subscription to GM’s OnStar tele-aid service. Uplander also offers the unique PhatNoize removable hard drive, which allows its onboard entertainment system to play or display everything from MP3 music files to family photos to video games to the latest movie releases.

For 2006, Chevy will address one of this minivan’s most glaring shortcomings as it introduces a new 3.9-liter V6. This optional engine is the world’s first cam-in-block V6 with variable valve timing, and delivers 22 percent more horsepower (240) than the Uplander’s standard 3.5-liter V6. That quickly, the Uplander will change from one of the least powerful minivans on the market into one of the most powerful. The 2006 Uplander also offers the availability of side-impact airbags for second-row passengers for the first time.

Uplander’s real strength lies in its value. Comparably equipped, it sells for thousands less than class standards such as the Honda Odyssey and Toyota Sienna. Chevrolet says Uplander’s long-nose, truck-type styling conjures up images of an SUV more than a minivan.

We say no one will mistake the Uplander for anything but what it is: a minivan with the flexibility features and family friendly conveniences buyers expect. Our test vehicle’s finish and build quality matched the best in the class.

Uplander offers all-wheel drive, a great feature in the snow country. GM’s VersaTrak system adds relatively little weight to the vehicle, and it can do things some similar systems can’t. In short, if you need all-wheel drive, you’ve come to the right place. With the optional towing package, the Uplander is rated to pull up to 3,500 pounds.

The base Uplander has been dropped for 2006, making the well-equipped Uplander LS ($26,995) the entry level model. The LS comes standard with air conditioning, power windows and locks, tilt steering column, cruise control, a rear-window defroster and wiper, dark-tinted rear glass, remote keyless entry, power rear vent windows and a decent stereo with a single CD player and MP3 capability.

The Uplander LT ($29,385) is more elaborately equipped, with a power driver’s seat, second-row captain’s chairs with a folding utility table between them, a power rear sliding door on the passenger side, brushed aluminum roof rails and a single-screen DVD entertainment system with two infrared headphone sets.

Our favorite option is the remote starter ($175), which allows the Uplander to be started from inside the house or across a parking lot. The aftermarket has made a mint with remote starters for years, and it’s a welcome feature when it’s cold. Other stand-alone options include rear Cargo Convenience storage bins ($285), XM Satellite Radio ($325), traction control ($195), roof rails ($50) and the towing package ($170).

Popular option groups include a Premium Seating Package ($1,350) with leather surfaces for the first and second row, power front passenger seat and front seat heaters, a six-CD changer with XM ($620), and a Convenience Package with a power sliding rear door on the driver’s side and rear parking assist ($545).[NewCars]

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This engine will likely use an integrated intake-manifold intercooler and should sprint from 0 to 60 mph in less than 3.4 seconds. And, with the addition of more carbon fiber in the body and expanded use of polycarbonates, this super Vette could weigh less than the current Z06.

GM’s Performance Center in Wixom, Michigan will likely produce the powerplant, but expect only about 1500–2000 copies annually. Initially called the Blue Devil, there has been much speculation in the past several months about the name for this super Z06.

Recently we hear that GM has scrapped the Blue Devil name in favor of Corvette SS (we hope not), Z07, or even reviving the Stingray nameplate. Whatever the name may be, expect this beast to carry a sticker around the $100,000 mark, which is by far the cheapest way to get 650 hp in a production car.

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The new race car is the most technically advanced sports car ever developed by General Motors, culling years of experience from the dominant Corvette C5-R as well as the advancements brought forth from the next-generation Corvette C6 and Z06 production models.

Like the C5-R before it, the Corvette C6-R starts from production roots: the same hydroformed frame rails that roll down the assembly line at the Corvette plant in Bowling Green , Kentucky are sourced for the structure of the race car. With the new C6 production model measuring shorter in overall length (but with a longer wheelbase), race car engineers faced a new set of numbers in which to achieve their goals to make the car faster on the 180-mph Mulsanne Straight at Le Mans and other high-speed circuits.

Adding a rear wing and a front splitter enabled the team to develop a package that achieves a lift-to-drag ratio better than that of the C5-R. Through a combination of Computational Fluid Dynamic studies and on-track testing, the end result will be an aerodynamically balanced package, tunable to the low drag demands of Le Mans or the high downforce requirements of Mosport.

The phrase “technology transfer” has never been more appropriate than when used to describe the matched set of Corvette C6-R and Corvette Z06. Lessons learned on the track have benefited the Z06, just as GM’s vast resources have enriched the C6-R race car.

Both cars are powered by 7-liter small-block V-8 engines with dry-sump lubrication systems, CNC-ported cylinder heads, titanium valves and connecting rods, forged steel crankshafts, and plate-honed cylinder bores. While the components and specifications of the street and competition engines are tailored to their specific environments, the thought process behind them is identical.

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Why so much? Because they’re 2005 models! The third vehicle on the list, however, is the most appealing to us. Saab wants to get rid of the last remaining 9-2X models and is offering $5,000 off of the car’s base MSRP, which amounts to a substantial 21.75% discount on what is essentially a more luxurious Subaru WRX. The rest of the list is as follows.

• 2005 Kia Sorento – $5,000 (26.32%) exp. 1/2/07
• 2005 Kia Sedona – $5,000 (23.87%) exp. 1/2/07
• 2006 Saab 9-2X – $5,000 (21.75%) exp. 10/2/06
• 2006 Chevrolet Silverado 1500 Extended Cab – $4,500 (21.31%) exp. 10/2/06
• 2006 Dodge Ram 1500 Regular Cab (excl. SRT10) – $4,500 (21.28%) exp. 10/2/06
• 2006 Ford Freestar – $5,000 (21.14%) exp. 10/2/06
• 2006 Lincoln LS – $8,000 (20.36%) exp. 10/2/06
• 2006 Mercury Grand Marquis – $5,000 (20.18%) exp. 10/2/06
• 2005 Kia Spectra – $2,500 (19.46%) exp. 1/2/07
• 2006 Ford F-150 SuperCab – $4,500 (18.66%) exp. 10/2/06

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