2024 Chevrolet Silverado EV Interior Review: Inside the Newest Electric Pickup


Name aside, the Silverado EV interior shares almost nothing with the Silverado's.

In many ways, the 2024 Chevy Silverado EV can be considered a fresh look at what it could mean to be a truck going forward. Developed as an EV from the ground up and not constrained by a traditional pickup truck design that separates the cab from the bed, Chevy envisioned new ways to package the people and the utility in the all-new Silverado EV. This new pickup sits somewhere between the redesigned 2022 Chevrolet Silverado and the GMC Hummer EV in terms of looks and function but also delivers its own take on a highly functional and modular experience wrapped in high style. You can read all about the exciting new 2024 Chevrolet Silverado EV here.


Chevrolet Bolt EUV First Test: An Electric Crossover for the Rest of Us

The every-person’s crossover EV has its strengths, but could still use refinement.

When Chevrolet first introduced the Bolt EV, it sent shockwaves through the automotive industry as the first properly affordable mainstream electric car. More than half a decade later, Chevy has taken its award-winning hatchback  and spun off a second model, the stretched Bolt EUV crossover. We put the 2022 Chevrolet Bolt EUV to the test to see if it could recapture the original's magic.

Disappointing Dynamics 

At a glance the Bolt EUV doesn't look all that different from its smaller sibling, though it drives like an entirely different vehicle. It wears a similar grille and retains the Bolt EV's egglike styling. However, the 2022 Chevy Bolt EUV is 0.2 inch taller and wider and 6.3 inches longer than the regular Bolt. It's 90 pounds heavier, too.

The Bolt EUV develops 200 hp and 266 lb-ft of torque, which it sends through the front wheels. Range is 247 miles on a full charge, 12 miles less than the Bolt EV. Chevy claims the Bolt EUV can regain 95 miles of range in 30 minutes depending on how much charge is already in its 65-kWh battery, which seemed to be a realistic assertion based on our lunchtime top-off after three laps of our Car of the Year test loop.

Although the Bolt EUV's throttle mapping is good, it's easy to roast the tires at a whim, as its economy-minded rubber provides little grip off the line or even at moderate speeds if the driver dabs the accelerator too hard. We managed a 0-60-mph sprint of 6.7 seconds, which is quick but not as quick as the car feels from the driver's seat. Brake pedal tuning is excellent for an electric vehicle, as it feels completely natural and predictable. However, despite having a lot of the ingredients that make a car fun to drive, they don't come together in a cohesive way.

2022 Chevrolet Bolt EUV 14

On our test route, we found the Bolt EUV to have substandard body control and rough suspension tuning. In fact, the rear torsion bar banged so hard over train tracks that it sounded like something broke (it didn't). "This was one of the most poorly behaved vehicles driven over these surfaces," MotorTrend technical director Frank Markus said. "Lots of harshness, lots of bottoming and topping of the suspension." It's not all bad news, however, as the Chevy's steering stood out as one of the car's best aspects; it offered good engagement and ample feedback.

On open stretches of highway and around town, the 2022 Chevrolet Bolt EUV was a bit more pleasant due to its low-end torque and excellent battery-regeneration features. The EV offers one-pedal driving with the push of a button, allowing it to use regenerative braking. It's a remarkably intuitive system and brings the Bolt EUV down from speed with firm stopping power without jarring the vehicle's occupants. The neat regeneration paddle on the steering wheel is still present, allowing for firm but controlled deceleration that feeds electricity back into the battery. Although it's not the most entertaining car to drive on back roads, these features are as amusing as they are useful.

Creature Comforts

The interior, though an improvement over the original Bolt EV's cockpit in terms of materials and layout, still feels at least half a decade old. It also looks like it's at least half a generation older than the other electric crossovers it competes with. That's because of Chevy's pervasive use of hard plastics throughout the cabin, though our test car featured sweet-looking blue seats and door pocket inserts that made it appear a bit more premium. Ventilated seats were also a huge win, seeing as we conducted our testing under the hot desert sun.

2022 Chevrolet Bolt EUV 19

There's plenty of space up front with 44.3 inches of legroom, and most rear passengers will have room to stretch out a bit with 39.2 inches. Although the Bolt EUV is a wagonoid crossover, its trunk space is limited with just 16.3 cubic feet of capacity behind the rear seats. That's pitiful compared to the Ford Mustang Mach-E's 29.7 cubes. Chevy makes the storage area a bit more flexible with a removable floorboard, but it helps demonstrate this vehicle is more of a spruced-up hatchback than a full-on crossover.

Is The Bolt EUV Safe?

Although the 2022 Chevrolet Bolt EUV isn't the sleekest package, it comes equipped with an impressive suite of driver assistance features, including automatic emergency braking, forward collision alert, lane keeping assist with lane departure warning, following distance indicator, automatic high-beams, and front pedestrian braking.

GM's Super Cruise semi-autonomous system, an available feature on the Bolt EUV, came equipped on our test car. It's the first Chevy to offer this system; the package costs $2,200 and adds hands-free driving on roads included within GM's software. We've been impressed with Super Cruise before, and it continues to work exceptionally well on the Bolt EUV. The car kept its place in the lane without error so long as there were lines on either side of the vehicle, and it controlled its speed well and hustled up the hills on our test route without slowing down. Buyers shopping for a mainstream EV with a system that bests Tesla's Autopilot may want to consider purchasing the Bolt EUV with Super Cruise.

Tech Talk

Chevrolet did a great job integrating the 10.2-inch infotainment display into the center stack. The Infotainment 3 Plus with Navigation is easy to operate and quick to respond to inputs. It isn't standard; however, it comes as part of the $2,495 Sun and Sound package, which also adds a Bose seven-speaker audio system and a sunroof.

The front USB ports are difficult to access; they're wedged deep in the cellphone cubby. It's tough to dig a mobile device out of the compartment, too, leading to some awkward maneuvering in the cabin when it's time to hop out of the car. There isn't much going on in terms of tech in the back seat; passengers have access to just one USB-A and one USB-C port.

2022 Chevrolet Bolt EUV 16

Pricing And Value

At an as-tested price of $43,685, this 2022 Chevrolet Bolt EUV Premier jolted us with sticker shock. That's $5,190 more than the Premier trim package and $9,690 above the EUV's $33,995 base price. Chevy is asking a lot of money for a new model that feels a lot more like a refreshed 5-year-old car, but we concede the entry-level model represents a much better deal than the example we evaluated here.

Simply put, where the Chevy Bolt once stood out as an isolated example of a well-executed and affordable EV, the EUV model lacks the polish we now expect from an electric car. During our SUV of the Year testing, the Bolt EUV had below-average range compared to the other EVs we tested, and our judges were unimpressed by its handling and ride composition. Prospective buyers might want to opt for a lesser trim level to improve the bang-for-buck ratio.

2022 Chevrolet Bolt EUV 2

The Verdict

Chevrolet should have taken extra measures to button up this new model, a vehicle that represents the company's next step toward total electrification. The 2022 Chevrolet Bolt EUV would have been a spectacular car five years ago, but EVs have progressed so much that this represents a mid-segment offering at best. For many, it will deliver ample capability for daily driving, but shoppers should consider other "every-person" electric crossovers such as the Ford Mustang Mach-E and Volkswagen ID4, as well, for more modern approaches to mainstream EVs.


Chevrolet S10 Max based on the Chinese Maxus T70

From the second quarter of next year, Chevrolet will offer a new pick-up model S10 Max in some markets (such as Mexico).

However, this is not a complete novelty because the Chinese Maxus T70 served as the base for the S10 Max.

The Maxus brand belongs to the Chinese company SAIC, which has been cooperating with General Motors for a long time and successfully, so this S10 Max is not a big surprise.

However, the Chevrolet S10 Max differs from the Chinese original in the front grill with the Chevrolet logo, refined lights and a more modern media system.

The S10 Max has a payload of just over one tonne and will be available in single cab, double cab and chassis versions.

There will be two petrol engines in the range, namely a 2.4-liter naturally aspirated unit with 160 hp and a 2.0-liter turbo with 213 hp.

The manual transmission and 8-speed automatic are mentioned, and in addition to the rear-wheel drive versions, customers will also be able to get 4x4 variants.

The equipment includes air conditioning, six airbags, media system with 10.0-inch screen, keyless entry system, rear camera, cruise control ...

New Chevrolet Corvette Z06

Chevrolet announced even earlier that it will present the new Corvette Z06 model year 2023 on October 26, which has now happened.

For starters, the 2023 Chevrolet Corvette Z06 got a 5.5-liter atmospheric V8 engine with 670hp and 623Nm of torque, along with rear-wheel drive and an 8-speed dual-clutch transmission.

The package also includes front and rear, wider fenders, 20 and 21 inch wheels, 275 / 30ZR20 and 345 / 25ZR21 tires, modified suspension and braking system (discs of 370 and 380 mm), Launch control, Traction control, electronic LSD differential, as well as digital instruments, carbon fiber elements and leather interior (including the new optional Adrenaline Red leather interior) ...

A Z07 performance package is also available, along with a carbon fiber rear spoiler, specific suspension tuning, Michelin Cup 2 R ZP tires, Brembo carbon-ceramic brakes and optional lightweight carbon wheels.

The car will also be offered in a version with a folding roof, there are 12 colors in the palette, and production will start in the summer of next year.

New Chevrolet Corvette Z06 coming soon

It has been known for some time that Chevrolet will present the new Corvette Z06 model year 2023 on October 26, but one official picture is already in front of us.

Not all details are known yet, but a 5.5-liter V8 engine with about 625hp and 657 Nm is expected, with rear-wheel drive and an 8-speed automatic or dual-clutch automatic transmission.

The package also includes wider rear fenders, 345 mm rear tires, modified suspension and braking system, digital instruments, carbon fiber elements in the interior ...

Chevrolet Camaro now with a 9.4-liter engine

The Chevrolet Camaro has often been the subject of writing by the American automotive media in recent weeks. Unfortunately, the news was not of a positive nature, as it is quite certain that this muscular four-wheeler will retire, after 2024, due to extremely poor sales, which we wrote about earlier this week. But until that happens, the Camaro is still among us, which tells us that we will see a large number of special versions in the next few years.

One of them is the so-called version of COPO, which is an abbreviation for Central Office Production Orders, and it is a division of General Motors that has been operating since the 1960s, with the goal of offering some of the most powerful engines for amateur and professional motor sports.

Such mechanics are not allowed for road use but only for tracks, and now the Camaro COPO for 2022 is ahead of us. Its volume is as much as 572 cubic inches or translated into some modern language - as much as 9.4 liters.

If you are wondering, and you are probably wondering, how such an engine can debut during today's strict laws regarding exhaust emissions, the answer lies in the story already described, ie that it is intended only for amateur and professional racing.

The so-called "Super Stock" class of the American Hot Rod Championship (NHRA) exists for models such as the COPO, and it also competes with the Ford Mustang Cobra Jet and Dodge Challenger DragPak. We don't know how much power the novelty develops, but in the past, Chevrolet would usually keep the figure very low (at least in terms of volume), all in order to preserve longevity and enable additional tuning.

We will mention that the company also offers the same engine as a separate item where it is very popular in the segment of classic restoration, and in that case, the power is 727 "horsepower" and a maximum of 922 Nm of torque. Of course, the potential is far greater since a separate item is legal for street use, and since COPO is not, it means that owners can tune it to several thousand "heads" without major problems.

The only transmission in the choice is an automatic with three gears, and here too there is a good explanation why such "prehistoric" technology goes into a car for 2022. Namely, COPO will mostly race in the direction in the discipline of a quarter of a mile (402 meters), where a higher number of speeds would probably not come to the fore.

According to some announcements, it will take him less than eight seconds to cover such a distance, but we will get a definite answer when we see him on the tracks during the next year.

For those for whom all this is too much, Chevrolet also offers two more engines as part of the COPO offering. The base one with a volume of 427 cubic inches (7.0 liters) develops 470 horsepower, and the choice also includes the famous V8 with a volume of 350 cubic inches (5.7 liters) with a compressor, which boasts (ordinary world) more than enough 580 " throat ”.

This kind of pleasure is by no means cheap and will cost you as much as 105 thousand US dollars, while the production is limited to only 69 units per year, speaking about the period from when the first COPO saw the light of day, until today. The Camaro is likely to disappear from the market in an invasion of electric vehicles, but versions such as the COPO will ensure that its legend lives on forever.

Chevrolet Silverado 1500 RST First Test: It's So, So Close

How does America’s second-best-selling pickup satisfy in Rally Sport Truck guise?

Chevrolet sold 594,094 Silverado pickup trucks in America last year. Again, that's last year—you know, the bad one with the global pandemic. Also, General Motors will hate me for mentioning this, but since the two vehicles are virtually identical, we really ought to toss in the 253,016 Sierras GMC managed to move in 2020. Grand total: 847,110 trucks. I mention these massive sales figures because I always get a bit nervous when reviewing a product that sells in such bulk. Porsche sold 8,839 examples of the 911 last year. That's a number I can wrap my head around, and maybe say something that will affect the numbers. One man's opinion about the second-best-selling vehicle (Ford's F-Series total in 2020 was 787,372 units) in the United States of America? I'm throwing a pebble into the proverbial ocean. You know what? I'm still gonna try, dammit.

2021 Chevrolet Silverado 1500 4×4 RST 6 2L 30

Materials And Design

This Chevy is a handsome fellow. Our test truck's black paint with red accents (the latter being part of the $3,280 Redline Edition option package) seriously pops. Full-size trucks are massive these days, and most of the visual mass is concentrated on their grilles. The Silverado RST wears this facial weight well, managing to look aggressively thick yet sporty. The Ram 1500 looks downright dowdy by comparison, whereas the Ford F-150 is just plain. Sure, the Chevy has strange, sideways-U daytime running lights, but the rest of its front-end styling is solid, especially the black bowtie badge smartly framed in chrome trim. There's little to note on the rest of the Silverado's exterior except for the crucial fact that the steps cut into the rear bumper are still the smartest, best way to access the bed of these hulking half-ton trucks. Yes, even better than Chevy's overly complex transforming tailgate.

 Inside the Silverado, everything comes crashing to a halt. Look, the competition sells trucks with nicer interiors. That's just the way it is. What angers and upsets me about that fact is that it's no secret! Ford and Ram combined deliver more than one million pickup trucks a year with better interiors. Everyone knows this to be the case, and yet GM does little about it. Being even more frank, I'm a perennial MotorTrend Truck of the Year judge. I can attest to the fact that the Chevy Silverado's substandard interior has knocked it out of contention for the golden calipers. Twice.

The problem is twofold: design and materials. From a design point of view, the Chevy appears to be two generations behind the more upscale innards found in the competition. The screen is nice, and it's similar to what you'd find in a Corvette, but there's creativity or visual interest in the cabin. And then there are the materials; nearly everything in the interior looks and feels chintzy. Bits of plasti-chrome brightwork has been applied to some of the buttons, but it's maquillage on swine chops, if you know what I'm saying. I sat in the passenger seat for a few minutes and examined the plastics used for the dual glove boxes and the surrounding structure, and my kid pulls nicer-looking and -feeling stuff out of his Happy Meals. Moving on.

What's Under The Hood?

The mechanicals are better, and the Silverado sure has a great engine. We all know EVs are the future of not just General Motors, but pickup trucks, too. But, man, this V-8 is a honey. It's big, at 6.2 liters of displacement, and delivers 420 eager horsepower and 460 lb-ft of torque. Cylinder deactivation means that the pushrod small-block can run around as a 3.1-liter four-banger part of the time, as well, in a nod toward efficiency. I've probably used the following quote from Bob Lutz more than any other in my career but, "Americans buy horsepower but drive torque." Chevy has done such a masterful job coupling this mighty V-8 to the jointly developed Ford/GM 10-speed automatic transmission. There are certain cars where it just feels good when you push down on the go pedal. This truck, with this powertrain, is one such vehicle.

2021 Chevrolet Silverado 1500 4x4 RST 6 2L 6

 Interestingly, the 3.5-liter twin-turbo V-6 in the Ford F-150 makes 500 lb-ft of torque (and 400 hp), but because of both a touch of turbo lag and the fact that Chevy is better at programming the 10-speed, the Blue Oval truck doesn't feel as quick nor as powerful. Also, the big 6.2-liter beats up on the numbers put out by Ram's 5.7-liter Hemi V-8, which pips out "just" 395 horsepower and 410 lb-ft of torque. Even though the American wing of Stellantis has shoved its 6.4-liter V-8 into everything from the Dodge Chargers to Keurig coffee pod machines, it's not available on a 1500 pickup. (That said, there is an eTorque version of the Hemi that adds a supplemental 130 lb-ft of electric torque.) One more thing about GM's 6.2-liter: It sounds phenomenal. 

 The Driving Experience

Looking at the test numbers, the 5,420-pound Chevy is pretty quick. It pulls from 0 to 60 mph in 5.5 seconds and covers the quarter mile in 14 seconds flat at 99.5 mph. I used to own a Subaru WRX that was slower than that. If you're a pickup-truck-drag-racing kind of person, know that the lighter, 5,340-pound Ford is a touch quicker, hitting 60 mph in 5.3 seconds and dusting off the quarter in 13.9 seconds at 99.8 mph. Not much, but quicker is quicker. The big-boned Ram (5,960 pounds) truly lags, needing 6.6 seconds to hit 60 mph and a full 15 seconds to do the quarter mile, travelling at 93.4 mph. The Silverado definitively loses the braking contest, requiring a longish 133 feet to come to a stop from 60 mph. The Ford uses 123 feet, whereas the Ram needs just 121. I'm not sure what we gain from putting full-size pickup trucks around our figure eight handling course (they all do poorly while killing their front tires), but the Chevy was the fleetest at 27.5 seconds, beating the F-150 by 0.1 second. The Ram was a distant third, requiring 28.8 seconds.

 Subjectively, I liked how the Silverado drove when tackling twisty canyon roads. Dare I call it sporty? I dare. Would I—could I—use the word sporty to describe either the Ford or the Ram? No. However, that's not the common use case for a pickup, and the Chevy's ride quality trailed that of the excellently tuned Ram. When unloaded, you were fully aware there was nothing in the bed. The same is true of a Ford F-150, and both the Ford and the Chevy use leaf springs to suspend the live rear axle, whereas the superior-riding Ram has coil springs. Of the two with the old-school tech, the Chevy's ride is a bit more pleasant than the Ford's.

2021 Chevrolet Silverado 1500 4x4 RST 6 2L 38

 One of the reasons given for sticking with seemingly ancient suspension technology is that leaf springs are better for towing. Fair play, if you're actually purchasing the truck to do some work—or at least tow your party boat—as you want as much capability as possible. The Chevy can tow quite a bit, 9,300 pounds, which is more than the similarly equipped competitors. On paper, at least. With a 7,600-pound loaded horse trailer hanging off the hitch (that's 82 percent of the RST's capacity), the reality was quite different. 

 The big V-8 and its hill of lag-free torque had no problem moving the horse-laden trailer. However, as experienced horse hauler and senior editor Aaron Gold explained, "Unfortunately, the Chevy isn't as stable as other trucks I've towed with. I could feel the horses moving and the trailer trying to shove the truck around on steep downgrades, and the brakes felt severely taxed. The Chevrolet is a reminder there's more to towing ability than power. "

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Where does this leave us? The 2021 Chevy Silverado 1500 RST is a good-looking full-size pickup truck with a great engine and some decent performance chops. Towing horses isn't the truck's forte, but despite what decades of marketing has told us, plenty of people buy trucks simply because they like driving trucks. If you're one of those people, I'd almost recommend you buy yourself a Chevy truck similar to this one. Why almost? That interior is just a drag, especially if you're not explicitly buying the Silverado as a work truck. Chevy comes close to delivering a satisfying pickup with this RST, but that's the same story it's been for far too long.


Chevrolet Camaro Turbo 1LE First Test: Its Own Thing

The four-cylinder 1LE delivers amazing handling and no messy tire smoke.

It seems that nearly every review of the Chevrolet Camaro compares it to the Ford Mustang and Dodge Challenger, and with good reason—these three nameplates are historic foes going back 50 years. Well, Constant Reader, that won't happen today, because the subject of this test is the four-cylinder 2021 Chevrolet Camaro Turbo 1LE, an endangered species that combines the Camaro's smallest engine with the SS model's suspension.

Truth be told, a read of the spec sheet had us thinking that this Camaro's natural enemies might be sport compacts like the Hyundai Veloster N and Volkswagen Golf R. Its 275-hp 2.0-liter turbo I-4, six-speed manual, and emphasis on handling over tire-smoking power would put it in the ballpark, we thought, but a couple weeks of real-world driving disavowed us of this notion. The Camaro 1LE has a very different character than a hot hatch. But it also has a very different character than the brawnier Camaros we've driven. We came away with likes, dislikes, a lot of respect—and a newfound notion that a Camaro equipped like this one really is its own unique thing.

First, a little more about the Camaro 1LE. This is a track performance package that combines FE3 suspension components from the V-8-powered SS with four-piston Brembo front brakes, a mechanical limited-slip differential, a 3.27:1 final drive ratio, a short-throw shifter, and coolers for the engine oil, transmission, and rear differential. The V-6 Camaro 1LE also gets an extended engine cooling system and dual-mode exhaust. The 1LE's exterior elements include a black hood, black lightweight wheels, Goodyear Eagle F1 run-flat summer tires, and (strangely) RS badging.

Turbo Four Is Small But Potent

As mentioned, our Camaro 1LE had the 2.0-liter turbo engine, which is the Camaro's smallest but not exactly its least potent. Although the 3.6 liter V-6 beats it on horsepower, with 335 to the 2.0T's 275, the four-cylinder's 295 lb-ft out-torques the six by 11 lb-ft. That said, the 2.0T is slower to 60 mph than either the V-8 (4.1 seconds with an automatic transmission) or the V-6 (5.0 flat with a manual). But a 5.6-second 0-60 time means the 2.0T hardly needs to apologize for its small displacement.

We found we could get quicker acceleration times by launching ourselves (revving to 4,000 rpm before dropping the clutch) rather than using launch mode. The no-lift-shift feature—in which you can keep the accelerator pinned to the floor while you shift gears, and the ECU will keep the revs where they need to be—proved to be a big help, as did the racing-style shift indicator on the head-up display.

One quirk of the four-cylinder Camaro 1LE is its ridiculously tall gearing. Sixth gear is so high that it literally lugs the engine at 65 mph. Short of investing in a new gearbox, we suppose Chevrolet could fit a shorter final drive and improve the Camaro's sprinting ability, but then you'd run out of revs in first gear way too quickly. The gear spread and speed ranges feel perfect just the way they are, so we can live with a sixth gear that is only for cruising on superhighways. We rarely shifted above fifth and still managed better than 20 mpg.

1LE Means This Camaro Can Handle

But the 1LE is all about handling, and it was out on our favorite twisty roads that our affection for this particular Camaro really blossomed—and the differences between it and our favorite hot hatchbacks started to emerge. A good sport compact attacks the curves with a big, stupid grin, but the Camaro wears the concentrated grimace of a professional. It's not joyless, just focused.

Like a good hot hatch, the Camaro's limits are high but accessible. It grips with heroic tenacity, though we were amused to note that on the skidpad, it was grippier in right turns (1.03 g average) than left turns (0.98 g average), something left-to-right weight distribution (49.9/50.1 percent) doesn't seem to explain—especially with the driver further loading the left side. Out on the open road, if you get cute and try to provoke the Camaro 1LE, it'll let go in an instant, especially if the tires are cold—but the telepathic connection between driver and car is so good that you'll likely have it gathered up just as quickly.

One of the key arguments in favor of the four-cylinder 1LE over other Camaro models is reduced weight on the nose, though we're not sure there's much real-world difference. Our test car weighed precisely 100 pounds less than the last V-6 manual Camaro we tested, but front/rear weight distribution was identical at 52%/48%. It's a different story compared to the V-8, which carries 54 percent of its weight on the front wheels.

But whatever conversations are happening between the Camaro 1LE and Sir Isaac Newton, what the driver experiences is some kind of magic. Turn-in is buttery-smooth, and once in the curves the feedback from the steering is wonderful, with the front tires serving as your eyes and ears on the road surface. Rolling out of a turn, the steering does its best to guide you back to straight and true as you experience another benefit of the four-cylinder engine: You can open the throttle wide with no worries of the rear tires breaking loose and introducing an unwanted variable into your driving equation. Drag race with the V-8, but if your ideal road is curvy rather than straight, the 2.0T is the engine you want.

That is, most of the time.

Here's the problem: As much as we enjoyed, liked, and admired the four-cylinder Camaro 1LE on the curvy roads, it wasn't the fun-loving daily driver we were hoping for.

We all know the Camaro's built-in foibles: terrible outward visibility, awkward ingress and egress (exacerbated by our test car's $1,595 Recaro bucket seats), a strictly theoretical back seat, and a pint-sized trunk. That's not what we're talking about. And although it's easy to bag on the Camaro's cabin, we can't fault the ergonomics, driving position, or control layout. The touchscreen infotainment system is straightforward and easy to learn, and we love the climate controls—the idea of turning the chrome rings surrounding the vents into temperature controls is pure Joe Cool genius.

Our problem is that, unlike our favorite hot hatchbacks, the day-to-day driving experience is a bit, well, bleak. The 1LE isn't offered with an automatic transmission, which we love—but even for die-hard stick-shifters like us, the Camaro's heavy clutch and intractable shifter crowd the line between cheer and chore.

Sound, Or Lack Thereof
But the turbo Camaro's worst sin is its awful engine note. We know that a four-cylinder engine can't generate the deep rumble of a V-8, but with this 2.0T, it's as if GM's engineers didn't even try to make it sound good. Below 4,500 rpm all it can manage is an insipid, uninspired buzz that is too characterless to be called flatulent. Seriously, we cannot overstate how awful this engine sounds. We attempted to convey this to a car-enthusiast friend who expressed disbelief that any engine could sound as bad as we described—until we took him for a ride.

It's only in the top 1,000 rpm or so of its rev range that the Camaro's engine shows some aural promise, but given the flat torque characteristics and tall gearing, there's rarely any reason to rev it into the stratosphere. Come on, Chevrolet—Honda has been building awesome-sounding four-cylinders for decades. Even the Hyundai Veloster N makes better noises. We're giving you detention until you can work out how to make this thing sound like what it is—an honest-to-goodness performance engine.

Herein lies our one major issue with the four-cylinder Camaro 1LE: Not to keep dragging Hyundai into this, but the Veloster N is good fun whether you're tearing up the curves or running your kids to school. The Camaro is great when it's running hard, but we want it to be that much fun all of the time.

Would that make it a better car? It would be a more engaging one, to be sure, but perhaps that isn't what Chevrolet had in mind. The 1LE is, after all, meant to be a track package. What the four-cylinder Camaro 1LE does best is prove that the Camaro is truly a multitalented vehicle. It's not just a muscle car, and it's not quite a sport compact. Instead, the 2021 Chevrolet Camaro 1LE Turbo is truly its own thing—and that thing is pretty darn talented.


Chevrolet Silverado 1500 Review: Few Wows but Plenty of Good

The verdict: The 2021 Chevrolet Silverado 1500 full-size pickup truck is refined, capable and offers an impressive turbo-diesel engine option, but its primary competitors offer more luxury and innovation.

Versus the competition: Certain trim levels of the Ram 1500 are more luxurious than the Silverado 1500, and the redesigned 2021 Ford F-150 has more powertrain choices, including a hybrid that can also run high-draw power tools, but the Silverado nails the fundamentals with an unruffled driving experience and functional interior.

The Chevrolet Silverado 1500 was last redesigned for the 2019 model year, and the 2021 model offers a choice of three cabs, three bed lengths, five engines and eight trim levels. Now available is a new Multi-Flex Tailgate similar to the GMC Sierra’s MultiPro Tailgate, which can transform into a bed extender, assist step and more. Also available are additional camera technology for safer trailering and wireless Apple CarPlay and Android Auto smartphone connectivity.

Our test truck was a crew-cab, short-bed LTZ trim with the optional turbo-diesel 3.0-liter Duramax inline-six engine. With optional features and packages, the as-tested price was $60,265, including destination.

Diesel Drivability
The Silverado 1500’s available diesel engine is an impressive performer, delivering smooth power that moves the truck with ease. The engine is rated at 277 horsepower and 460 pounds-feet of torque, and it works with a responsive 10-speed automatic transmission that quickly kicks down when you need more power. Acceleration from a stop is smooth and predictable, and the diesel has adequate power reserves for high-speed passing.

While diesels have a reputation for being loud and unrefined, the Silverado’s diesel engine is nothing like that. There are some characteristic diesel noises, but they’re more of an underlying soundtrack rather than an overwhelming racket. There’s also no excess vibration; it’s as smooth as a gas engine in everyday driving.

The diesel engine also makes the rear-wheel-drive 2021 Silverado 1500 the most efficient full-size truck you can buy; 4×2 versions are EPA-rated at 23/33/27 mpg city/highway/combined, while four-wheel-drive models are rated 22/26/24 mpg. The next closest competitors are the 2021 Ram 1500 diesel and 2021 Ford F-150 hybrid (see their estimated gas mileage).

The Silverado’s focus on refinement extends to other aspects of the driving experience. Steering response and precision are good, making it easy to place the truck where you want, and the Silverado cruises comfortably at highway speeds with the truck’s tall ride height providing commanding forward views. Unladen ride quality can get a bit bumpy on rougher roads, but the truck’s lack of squeaks or rattles on broken pavement is a testament to its stiff chassis.

Brake-pedal feel isn’t typically a full-size truck highlight, and the Silverado is no exception; the pedal has a numb, spongy feel that makes it seem like you’re stepping on a block of foam.

A Functional but Spartan Interior
Chevrolet took an evolutionary approach when it redesigned the Silverado’s interior a few years back. Ram, meanwhile, chose to create “wow”-inducing cabins in uplevel versions of its 1500, and this dichotomy is evident in the LTZ trim we tested. The LTZ is one of the Silverado’s higher trims, but with average-looking materials and design details, it lacks the level of luxury you get in the Ram 1500 Laramie Longhorn and Limited. Even the Silverado’s top-of-the-line trim, the High Country, isn’t as nice as a high-end Ram.

That said, the Silverado LTZ interior is functional overall with easy-to-use controls and an intuitive 8-inch touchscreen multimedia system featuring wireless Apple CarPlay and Android Auto (corded CarPlay and Android Auto are standard). Some buttons, though — such as those for the driver’s memory feature and heated and ventilated front seats — are unnecessarily small.

The driver and front passenger are separated by a wide center console with two cupholders and a bin with an available wireless charging pad. There’s also a big storage bin under the front center armrest.

Like crew-cab versions of the Ram 1500 and Ford F-150, the Silverado’s rear seating area is spacious. Three passengers can ride comfortably thanks to stretch-out levels of legroom, plenty of headroom and large side windows that provide good outward views. Unlike certain Ram 1500 trims, however, the Silverado’s rear bench seat doesn’t recline. The Chevy’s seat cushion flips up for extra in-cab storage, revealing a mostly flat floor, and there are also available concealed storage compartments in the backrest.

Crew-cab Silverados come with a 5-foot-8-inch or 6-foot-6-inch cargo box. The tall stance of our LTZ test truck resulted in a nearly waist-high box floor, which made the standard integrated bumper steps all the more useful for getting in and out of the bed. A power tailgate is available, but the tailgate is easy to close manually.

A base regular-cab Silverado with the standard 4.3-liter V-6 engine can tow 7,900 pounds when properly equipped, but certain more expensive models are actually rated to tow less; the V-6-powered crew-cab Trail Boss with a regular cargo box has a 7,200-pound towing capacity, the Silverado’s lowest.

The truck’s highest, 13,300-pound towing capacity is achieved with a double-cab RST trim level with the optional 6.2-liter V-8 and the Max Trailering Package. Towing capacities vary significantly between these extremes — our diesel test truck, for instance, was rated to tow 9,000 pounds — but each Silverado includes a sticker with truck-specific ratings so it’s easier to know its limits.

The Silverado’s optional camera technology also lets you monitor a connected trailer from the truck’s dashboard touchscreen. The system uses auxiliary cameras to show what’s behind a connected trailer when driving or reversing as well as conditions inside the trailer. You can also use truck-mounted cameras to monitor the cargo box or make hitching a trailer easier. There’s also a new view for 2021 trucks that shows whether there’s enough space to change lanes when towing.

Crash Tests, Safety and Assist Features
The crew-cab Silverado 1500 received good ratings (on a scale of good, acceptable, marginal or poor) in all Insurance Institute for Highway Safety crashworthiness tests except the passenger-side small overlap test, where the truck rated marginal. All other large pickups evaluated by the IIHS performed better than the Silverado and its GMC Sierra sibling in this test except for the 2021 Toyota Tundra, which is soon to be replaced by a redesign. (Notably, the redesigned 2021 Ford F-150 had not been tested as of publication, but its results will appear on the organization’s Large Pickups page once completed.) The Silverado’s optional automatic emergency braking system earned a superior score (on a scale of superior, advanced or basic), but the available LED reflector headlights, which go in LTZ models, received a poor rating.

Other optional safety features include blind spot warning with rear cross-traffic alert, lane-keeping assist, a 360-degree camera system, and front and rear parking sensors.

Value in Its Class
You can spend luxury-vehicle money on a Silverado, as the as-tested price of our truck attests, but the same is true for high-end versions of the Ram 1500 and Ford F-150. However, the things that separate the Silverado from its competitors — precise steering and impressive overall driving refinement — don’t require a top trim if one of those isn’t in your price range. The nicest Silverado isn’t in the same league as a top-of-the-line Ram 1500 or Ford F-150, though, so if luxury is what you want, one of those trucks might better meet your needs.


Chevrolet Bolt EV

2020 Chevrolet Bolt EV

The new 2020 Chevrolet Bolt EV is affordable little hatchback that doesn't stick out like the i3 and today, it packs plenty of all-electric range at 259 miles -- a nice increase over its initial 236-mile range. With a starting price of just $36,620, the Bolt has positioned itself as the perfect alternative to the impossible-to-spec $35,000 Model 3 from Tesla.

The 2020 Chevy Bolt is an all-electric hatchback with a long driving range, spacious cabin, and affordable price tag. Capable of traveling up to 259 miles on a single charge and starting at less than $40,000, the Bolt attempts to make EVs more accessible to everyone. Its electric motor provides almost-instant acceleration. So this model is truly fun to drive.

2020 Chevrolet Bolt EV Price

The Chevrolet will offer two models: LT and Premier. The LT model will have a price of $37,495, and Premier model will have a price of $41,895.

For customers who ask more, the fancier Premier model adds more desirable features (including wireless phone charging, two more USB ports, and an upgraded Bose audio system) but it costs about $4000 more. While the Premier has other exclusive content such as ambient interior lighting, leather seats, heated rear seats, and more, they don't justify the added cost. We'd stick with the more affordable LT trim, which is still stocked with standard features. We'd also add the Comfort and Convenience package (heated front seats, heated steering wheel, leather-wrapped steering wheel) and the Driver Confidence package (blind-spot monitor, rear cross-traffic alert, and rear parking sensors).

2020 Chevrolet Bolt EV Engine

The Bolt's electric motor provides instantaneous response to accelerator inputs and ample low-end torque that lets you scoot ahead when the light turns green. Responses are less immediate at highway speeds, but the electric Chevy still makes passing and merging on the highway a cinch. With a composed ride and plenty of power.

Bolt’s drawing provide harsh impacts into the cabin. Steering is quick and accurate, but we'd prefer more feedback from the road. The brake pedal is firm and provides above-average stopping power, but the regenerative braking system that recharges the battery when you lift off the accelerator means you can drive in most scenarios without ever touching the brake pedal. A paddle on the left side of the steering wheel allows for increased on-demand regenerative braking and can stop the car completely.

2020 Chevrolet Bolt EV Battery Life

While it takes about nine hours to fully charge the Bolt's battery using a 240-volt outlet, the fast-charging option can add roughly 90 miles of range every 30 minutes when using a Level 3 charging station.

The 2020 Chevrolet Bolt boasts an EPA-rated range of 259 miles (versus the previous 238 miles) on a full charge—more than twice the range of other similarly priced electric vehicles such as the VW eGolf. While the Tesla Model 3 Long Range can travel up to 310 miles on one charge, it costs considerably more.

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