Auto Trend and Auto Insurance News

by: Kathy Austin
Don’t forget you’re the owner of that wonderful Chevrolet Venture; so get a nice grip on the only thing that would get it moving – your key. I am a proud owner of this great model, and this Chevrolet Venture keychain is a perfect companion reminding me constantly the answer to the question “Which one is yours in this sea of parked cars?”

Keys are designed to keep our valuables safe. But losing our key is as annoying as having our stuff stolen sometimes. Owning a Chevy Venture makes me proud with this badge – a leather keychain with a round silver plate engraved with the model name. It reflects my car’s personality (and my own, too!). When this treasured possession got lost, I felt like I went to hell in a week.

Before, I had no trouble explaining to a car park attendant which car is mine because my keychain has the exact model of my car engraved in it. By just a mention of the approximate location, like “It is parked in the second row next to the south entrance” and I am pretty sure he would find it very quickly. Within that week, I had this bad experience giving the car attendant my duplicate key attached to a Mitsubishi keychain. The parking attendant gave me a sharp, suspicious look. I nearly lost my cool to tell him, “Don’t look at me like that! I have all the registrations papers here!”

When the thought of finding a replacement came to me, I Google-searched the item and my eyes immediately caught the image of a fine black leather keychain featuring my Chevy Venture. It’s a not-so-exact replica of the one I’ve lost, it being slightly smaller at three inches tall and 1 1/4 inches wide. It still features the Chevrolet logo and the model name “Venture” highlighted atop a silver round plate with a shiny white plastic backdrop.

Every time I remember my experience which the car park attendant, my hands are moving involuntarily to tap my pockets. I am glad my new keychain is still there.

Here’s another funny anecdote to make you value your keychain more: I had a dinner with my boss in restaurant downtown when it rained like Noah’s time. We parked his car right in front of the restaurant. Trapped in the rain after the sumptuous meal, we were forced to wait at the already jam-packed lobby for about an hour. We do not have umbrellas because these were left inside the car. My poor boss is already fuming mad, ran to his car with a plastic folder on top of his head. He was already soaking wet, and yet he can’t open the door. When he came back to where I was waiting, he was laughing loudly and I thought he had gone crazy. He whispered to me, “Oh my God! What would have happened if the owner of that car saw me? I might have spent the night in jail. Our ride is behind the car I was trying to open like a thief.”

The Chevrolet’s Astro has an amazing pulling power of 5,500 lb. Now that is the strength of Chevy’s Astro.

Introduced in 1985, Chevy’s Astro is a multi-purpose van that effectively competed with rival Dodge’s Plymouth Voyager and various van models of the Japanese manufacturer Toyata. It is a versatile van and could be used as a standard passenger van or a cargo van. The Astro is also used as the base for ‘converted vans’ designed for a variety of uses. General Motor’s Safari, a truck-based platform, is the sibling of the hardworking Astro.

Astro’s body belongs to the M-Van class and is much like its predecessors, the F-Body and X-Body types manufactured by General Motors.

In its article about Chevy Astro, Wikipedia featured an image of this model of a Coca-Cola delivery van. The impression given is that it is for a targeted group of people. That is why people who drive this van are noticeably hardworking folks or at least that’s what the manufacturers want to convey. And there is way to commend them in a very special way – give them a stylish Chevy Astro Keychains.

Compared to Chrysler minivans, the Astro offers much room. General motors marketed this model using the tagline “life is too big for a minivan.” Astro takes pride in accommodating large numbers of people, more than an ordinary car (up to eight (8) passengers). This makes the model ideal for a mini-school bus, tour van, or a family vacation companion.

The Chevy Astro is undoubtedly a durable model, just what hardworking people are looking for in a multi-purpose van. There is this story about one of the eight Special Edition Astro vans manufactured at the Arlington, Texas plant in 1986. According to Wikipedia, the unit spent 20 years in Belton, Texas and is now an ice cream van in Mexico. Uh! That ice man must be a proud owner of a Chevy Astro! He deserves a fine top grain black leather keychain sporting the Chevy Logo and the model name “Astro”.

And mind you, Astro was also a hit in Japan even if the model is only available in left-hand drive units! Japanese converters must have found its genuine power and durability to be above the class its “own” brands. So our keychain manufacturers must take note. Maybe a keychain featuring the Chevy logo and the name “Astro” in Japanese script could be a hit in Japan.

The last of the Astro and Safari models came out just before May 14, 2005 - the day when its manufacturers decided to take it out of production. Two years had passed since then; and there are still a good number of people still driving this hardy vehicle. There are many loyal fans for the Chevy Astro.

This reliable vehicle deserves an honor badge. So what are you waiting for? Give your hardworking friends a great gift to make them value their fellowship with their own great, reliable vehicle. It is a perfect gift for birthdays or this coming Christmas season.

Something that also brought a bright future for Chevrolet is the Chevrolet Suburban keychain. This is a keychain range which consists of seven extremely well crafted designs. The ranges offer two colors. Both the colors are universally liked by Car and speed lover i.e. black and silver.

Chevrolet Suburban is the largest Sport Utility Vehicle (SUV) from Chevrolet. This company has been there in United States since 1935. Chevrolet Suburban was first introduced as the Chevrolet Suburban Carryall in 1935. Suburban has been produced under this name for a most anticipated and bright future for Chevrolet.

If you are not too much into style and want something simple you can go for the Chevrolet Suburban leather silver keychain or for the Chevrolet Suburban leather gold keychain. Both the keychains are set in absolute black leather of the best quality and gives you that posh look.

If you are someone, who wants to look different you can go for the Chevrolet Suburban metal oval keychain. This has a mosaic look at the base and a black circle on top, which makes it unique.

If black is not the color of your choice then this range has three silver keychains. These three keychains are very different from each other and each has an appeal of its own. The Chevrolet Suburban valet key chain and the Chevrolet Suburban teardrop key chain have that perfect look for those, who like to leave their keychains hanging from pockets, or who like to use them as zipper accessory.

The best of the lot and the most unique is the Chevrolet Suburban Steering wheel keychain. This looks like a real steering wheel and is tiny and yet is very attractive. For people who love to sport that speed look, this is a great accessory to have.

The Chevrolet Suburban Chrome circle keychain is another design which is there for those who love simplicity and black. All the keychains can be engraved with anything that you want.

The key chains are ones with novelty that will keep the keys in order and in style. They are beautiful pieces of art. The silver key chains have a solid ring with the logo and Suburban written on it. The name and logo is a perfect harmony with the Chevrolet Suburban keychain. The key ring is made of extraordinary quality of stainless steel. It is definitely an excellent piece of accessory that should be bought.

Chevrolet Suburban key chains make a wonderful gift to the guests and friends. It is unique and people can use and take them wherever they go. You can get anything you want engraved on this and give it that personal touch. If you own a Chevrolet car, this makes your car and your look complete. It gives you the custom made finish with all that you want engraved behind it, and all this for a cost of just a few dollars.

Confused about what to present your son, neighbor, husband or boss, give them one of these key chains and you are sure to make their day.

Overview

The Chevy Avalanche has been redesigned and re-engineered for 2007 and the new version is vastly superior to its predecessor. The new Avalanche rewards its driver with taut handling. It’s well designed throughout with impressive attention to detail. The previous-generation Avalanche was good. This new one is better.

The Avalanche is and always has been one of a kind. It successfully combines the hauling capacity of a long-bed pickup with the comfort of a five-passenger sport utility vehicle. It switches between these roles using its ingenious Midgate, a removable rear bulkhead between the passenger compartment and the pickup bed. Along with a hard, tonneau-like bed cover, the Midgate allows the Avalanche to be configured as a Tahoe-sized sport utility with a short bed. Fold down the rear seats and open the Midgate and it’s like a pickup with an enclosed eight-foot bed, capable of securing valuable gear from thieves or shielding drywall from weather. Remove the rear glass and the tonneau panels and it’s a sporty, open-air truck capable of hauling an ATV.

For 2007, none of this practicality changes, including, for the most part, its workhorse capabilities. The Avalanche offers an 8,000-pound towing capacity, making it an excellent choice for towing an enclosed car trailer or a fairly big boat. It’s as long as a Chevy Suburban and can haul a lot of stuff, with payloads over 1,300 pounds and a bed designed for abuse.

Handling and ride quality are greatly improved, thanks to updated underpinnings. The previous-generation Avalanche handled well for a truck its size, but this new one handles much better.

A major redesign gives the cab a more car-like look and feel, with a classier dash and more comfortable seats. Combined with better-integrated driver-assist and entertainment features, the creature comfort upgrades are as welcome as the modernized mechanicals. Also, the Midgate, removable rear window, tonneau covers and other features seem to snap together even better than before and everything appears to be of high quality.

Finally, there’s the facelift. This cleaner, quieter, more mature look says as much as any of the other updates, upgrades and new technology about the vision Chevy has for its future. It’s a vision with high promise. We like what we’re seeing here.

Model Lineup

The 2007 Chevy Avalanche comes in one configuration, a half-ton, full-size pickup with four doors, room for up to six passengers and outfitted with a unique, fold-down rear bulkhead accessing an enclosed bed.

Three engines are offered, two 5.3-liter V8s, one making 320 horsepower in the two-wheel drive version, another 310 horsepower in the four-wheel drive model, and a 355-hp, 6.0-liter V8 scheduled to appear later in the model run. The transmission is a four-speed automatic, mated to an electronic transfer case in four-wheel-drive models. The heavy-duty Avalanche 2500 has been discontinued and is no longer available.

The LS 2WD ($31,790) is the entry-level Avalanche, along with the LS 4WD ($34,790). Seats are cloth covered benches, front and rear; the front splits 40/20/40 with a six-way power driver’s seat and manual recline on both driver and passenger seat, the rear 60/40. Standard features include dual-zone air conditioning, the usual array of powered utilities including the tailgate lock, multi-media stereo radio, leather-wrapped tilt steering wheel, front and rear seat carpeted floor mats, two auxiliary power outlets, ready-to-tow trailer setup and P265/70R17 all-season tires on aluminum wheels. Notable options include a stereo upgrade adding an in-dash, six-CD changer ($300); XM satellite radio with pre-paid, three-month trial subscription ($199); power adjustable pedals ($120) with rear park assist ($245); luggage rack ($195) and cross rails ($45); auto-lock rear differential ($295); and white-letter highlighted tires ($125). Also, but only on the LS, is a delete-option (-$600) soft cargo cover in place of the standard three-piece, hard cover.

The LT 2WD ($32,490) and 4WD ($35,490) feature an upgraded interior with cloth bucket seats, six-way power adjustments for the driver’s seat, manual recline on both seats, a center console, and rear-seat audio controls with dual headphone jacks. Halogen fog lamps are standard. A front bench seat is a no-cost option. Options in addition to those for the LS include: automatic, dual-zone climate control ($195); DVD-based rear-seat entertainment system with remote and wireless headphones ($1295); touch-screen, DVD-based navigation system with voice recognition ($2250); Bose premium speaker system ($495); power, tilt-and-slide sunroof ($995); universal remote transmitter ($105); and P275/55R20 blackwall tires on polished aluminum wheels ($1795).

Option packages for the LT include 2LT ($2,040) with automatic climate control system, the universal remote, the six-CD stereo, leather upholstery, power adjustable pedals, rear parking assist and remote vehicle starter. In addition, a rear-view camera system ($250) is available with the 2LT package. The 3LT package ($3,650) includes 2LT plus 12-way power, heated front bucket seats with two-setting driver memory; outside mirrors with dip-to-park, integrated turn signals, driver-side auto-dim and ground courtesy lighting; the Bose premium speakers; and XM satellite radio. Rain-sensing windshield wipers ($95) and a heated wiper washer fluid system ($85) can be ordered with the 3LT package.

The LTZ 2WD ($39,225) and 4WD ($42,225) come standard with most of the equipment that’s optional on the other two models. Also standard is a premium suspension package with variable shock damping and air-assisted rear load leveling. Power retractable running boards ($1,095) are optional. The luggage rack crossrails are optional, along with the rear-view camera system, the sunroof, the rear-seat entertainment system and the navigation system.

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Safety features that come standard on all models include the required front-seat airbags and LATCH rear-seat child safety seat anchors. The OnStar crash-notification system is standard. Full-coverage, side-curtain airbags that protect against head injuries in side impacts and rollovers are optional ($350) on the LS and the LT, including the 2LT treatment, and standard on the 3LT and LTZ. Active safety features that come standard include antilock brakes, electronic stability control, all-speed traction control and tire-pressure monitors
www.nctd.com

Overview

Never mind the NASCAR association; or the bad-boy reputation. Never mind that the Chevrolet Monte Carlo is as quick as it looks, with a 303-horsepower, variable-displacement small-block V8 as its top engine choice. Never mind the neo-muscle-car image the Monte Carlo carries. The Monte is primarily about style. Always has been. Always will be.

The Monte Carlo was born in 1970 as a high-style variant on a more mundane mid-size sedan, and as a high-value alternative to more expensive personal luxury coupes. Its mission, at which it succeeded brilliantly, was to deliver a lot of visual importance for relatively small monthly payments. A big-bore SS version was there from the start, but initially the SS sold at a trickle compared to a torrent of base-model coupes with all the luxury options.

The Monte quickly developed a dual personality: Although conceived originally for visual effect, its unusual proportions seemed to give it an edge in handling balance at medium-length NASCAR oval tracks. By the late 1970s, the Monte Carlo was Chevrolet’s standard-bearer in stock-car competition. Then with each successive generation, Chevrolet refined the Monte’s shape to improve its high-speed performance. The Monte Carlo is now the winningest nameplate in the history of NASCAR, which is certainly something to crow about.

Something comes over us when we’re in a Chevy Monte Carlo. It’s hard not to fantasize we’re rocketing down the front straight at Talladega with 42 stock cars glued to our rear bumper. Or maybe we’re going through the inner loop at Watkins Glen, bounding off the curbs as we go through the big chicane. The Monte just has that look about it. It has that feel about it, too, making it an enjoyable and appropriate car for winding down a rural road in the South with the windows down. It still draws admiring looks in these parts.

Like we said, it’s all about style.

Last year, 2006, Chevrolet face-lifted the Monte Carlo. The new look is smoother, more mature, more sophisticated. At the same time, a V8 engine became available, for the first time in a Monte Carlo since 1987. Changes for 2007 are relatively minor.

We always bond with the Monte Carlo whenever we drive one. It’s roomy and comfortable and easy to operate. Despite its race-track breeding, the Monte Carlo offers more interior volume than any of its non-GM competition. It’s fast and fun to drive. It’s stable at high speeds for long runs down the interstate and it’s great fun on back roads, the same kind of roads that form the roots of stock car racing. The SS promises the kind of performance that Monte Carlo buyers haven’t seen in a long time, along with a chance to feel connected to a winning tradition.

We’re expecting this to be the last year for the Monte Carlo, with production ending in August 2007. So act now if you want to buy a new one.

Model Lineup

The 2007 Chevrolet Monte Carlo comes in three trim levels: LS and LT are powered by a 211-hp 3.5-liter V6. The top-performance SS comes with a 303-hp 5.3-liter V8. All come with a four-speed automatic transmission. (The 3.9-liter V6 offered for 2006 is no longer available.)

The Monte Carlo LS ($21,015) comes with air conditioning; cruise control; power windows, mirrors, and programmable door locks; six-speaker AM/FM/CD/MP3 stereo with speed-sensing volume and auxiliary digital media jack; front bucket seats and floor console; six-way power driver’s seat with manual lumbar adjustment; split-folding rear seat; tilt steering; metallic interior trim; automatic headlamps; 225/60 all-season radials on 16-inch steel wheels; 7.0 Generation OnStar with a one-year subscription; and a Passlock security system. A recent upgrade to the standard remote keyless entry allows drivers to use the red panic button to locate a car misplaced in Lowe’s vast lot without activating the alarm. ABS with traction control is available ($600); as are 16-inch aluminum wheels ($350) and carpeted floor mats ($80).

The Monte Carlo LT ($22,625) adds dual-zone automatic climate control; Radio Data System (RDS); leather-wrapped steering wheel with audio controls; carpeted floor mats; ABS with traction control and Electronic Brake-force Distribution (EBD); a tire-pressure monitor; and 225/55 touring tires on 17-inch machined aluminum wheels. Powertrain dampening is upgraded for quieter running. LT is available with more options, too, including a power tilt-and-slide sunroof ($900); leather seats ($795); six-disc CD changer ($295); XM Satellite Radio ($199); eight-speaker premium sound system ($250); and universal remote ($100).

The Monte Carlo SS ($27,740) comes with leather upholstery, heated front seats, XM Satellite Radio (with a three-month trial subscription); and 235/50 W-rated Goodyear Eagle RS-A tires on 18-inch machined aluminum wheels. Also standard is a stiffer suspension that GM calls FE4. A Convenience Package ($240) for SS adds a universal remote, auto-dimming inside rearview mirror, and heated exterior mirrors. Also available are polished aluminum wheels ($350) and a new Rally Stripe package ($395) in black or silver. Cloth upholstery can be substituted for credit. Otherwise SS offers the same options as LT.

Optional on all Monte Carlos are an engine block heater ($50); remote starter preparation ($30); and seat-mounted side-impact airbags ($350). New last year, the dual seat-mounted bags replaced a single door-mounted bag on the driver’s side only, and help optimize head and torso protection for the driver and front passenger.

Dual-stage frontal airbags are standard on all models, as are front seat belt pretensioners, three-point seat belts in all seating positions, LATCH child-seat anchors in all rear-seat positions, strategically padded interior roof rails, and a strengthened front seat structure.

The addition of GM’s 5.3L V8 to the HUMMER H3 Alpha for 2008 has resulted in some trickle-down goodness for the SUV’s pickup truck platform-mate, the Chevy Colorado. PickupTruck.com is reporting that the smaller Chevy truck will indeed receive the same infusion of V8 power in 2008. We’ve driven both the Silverado and the GMC Sierra with that engine, and we liked it a lot in the big trucks. Imagining it in the Colorado has grins spreading across our faces, as it will certainly add a good amount of pop, and with the 5.3’s cylinder deactivation system, it should also be respectable at the pump, considering it’ll have a lot less truck to move around than with the GMT900.

The addition of the 295-horse V8 will catapult the Colorado to the top of the heap in the midsize pickup segment in terms of power, edging the new Dodge Dakota (290 hp), and putting it well beyond the Toyota Tacoma and Ford Ranger (numbers 1 & 2 respectively on the sales charts). GM’s been teasing everyone with V8-powered small concept pickups for a while now, and though it won’t officially confirm or deny the report (a spokesman only says, “stay tuned”), it sure looks like the General’s finally decided to give us the real thing. Good.

Chevy’s mad scientists have been hard at work tweaking the C6 Corvette for its fourth model year, and the results are finally in. The most important figures: 6.2 liters of displacement, 430 hp, and 424 lb-ft of torque from its V-8 engine, which now carries the LS3 moniker. (For those without Corvette statistics tattooed to their brains, the C6’s previous LS2 V-8 displaced 6.0 liters and pumped out 400 ponies and 400 lb-ft of twist.)

Besides the bump in displacement—achieved through increasing the bore from 101.62mm to 103.25mm—the aluminum-block LS3 gets better-flowing, LS7-style heads; new cam and camshaft timing; and an easier-breathing intake. Updates to the valvetrain (bigger cylinders mean bigger valves), fuel injectors swiped directly from the 505-hp LS7 V-8, and revisions to the block for more strength round out the changes between the Vette’s shapely front fenders.

The LS3’s power and torque curves faithfully mirror those of the LS2, so power delivery is not much different, just more urgent. This is an engine that feels every bit like it has more torque at idle than many motors manage at their peaks. Chevy is predicting a drop from 12.6 seconds in the quarter-mile to 12.4, and we see no reason to disagree. 0-60 times should likewise drop from the LS2’s, but only a tenth or so. The best we’ve managed in a base C6 was 4.1 seconds. Could the LS3 propel the Vette into the threes? You’re dog gone right it’s a beautiful day, Bono.

Like before, you’ll get the same power figures from both coupe and convertible, but an extra 6 hp and 4 lb-ft can now be ordered up right from the factory in the form of the new, optional dual-mode exhaust. It’s a smaller-diameter version of the system bolted to the beastly Z06; where the hair-on-your-chest Vette is endowed with three-inch pipes, the “regular” models will make do with 2.5-inch-wide openings.

It works like this: Vacuum-controlled valves in the mufflers stay shut at lower rpm, limiting noise. Drop the hammer and they flip open, the resulting sonic mayhem scaring the crap out of small children—kids are sissies, after all—knocking birds from trees, and cracking the earth’s crust. (In what is undoubtedly one of mankind’s greatest achievements—ever—some owners have jerry-rigged switches to their Z06 to leave the valves open all the time.)

We’ve always liked the smooth, tympanic sound of the C6, so we were surprised when Chevrolet told us the exhaust tweaks were in direct response to customer requests. Of course, if you can pair a subdued cruising murmur with a trumpeting wide-open throttle roar, you might as well. And roar she does, a harsh, animal yowl at full throttle very different than the guttural hum of the 2007. Chalk us up as converts.

The rest of the ’08 mechanical updates are intended to make the Corvette better to drive. The standard six-speed manual has been fiddled with to deliver “more positive and direct feel,” according to Chevy. On our short drive, we only drove the six-speed automatic, which speeds up gear swaps through a host of software and hardware improvements. Even so, the Corvette’s tranny still lags behind the top sporting automatics out there.

Tolerances in the steering linkage have been tightened up to provide better feel, too. The new car is slightly more direct, but the improvement is very subtle, and really only noticeable in back-to-back driving with an ’07 car.

There are also some interior trim changes, and—aw, screw it. Who are we kidding? Forget some namby-pamby “Linen”-colored leather and frou-frou jetstream blue paint; the power’s where it’s at, baby, and the 2008 Vette’s got plenty. Who’s up for a burnout? (And maybe scaring the bejeezus out of a neighborhood kid or two?)

VEHICLE TYPE: front-engine, rear-wheel-drive, 2-passenger, 2-door coupe or roadster
ESTIMATED BASE PRICE: $44,500-$52,840
ENGINE TYPE: pushrod 16-valve V-8, aluminum block and heads, port fuel injection
Displacement: 376 cu in, 6162 cc
Power (SAE net): 430 bhp @ 5900 rpm
Torque (SAE net): 424 lb-ft @ 4600 rpm

TRANSMISSIONS: 6-speed manual, 6-speed automatic with manumatic shifting

DIMENSIONS:
Wheelbase: 105.7 in
Length: 174.6 in
Width: 72.6 in
Height: 49.0 in
Curb weight: 3250–3300 lb

Small cars have been with us for five decades. But sooner or later - more likely sooner, if California and the greens have their way - we’ll all be driving smaller, more fuel-efficient cars, whether we like them or not.

Fortunately, we’re more enthusiastic about small cars at TheCarConnection.com than we have been in a long time, and that’s thanks to a host of new vehicles in the class - vehicles from the MINI Cooper to the Chevrolet Aveo.

After a week of trying out a stick-shift Aveo four-door sedan for some 400 miles over every kind of driving Southern California offers, I came to a few conclusions - mostly Aveo-centered, since the MINI has a cultish following and the Aveo is arrowed right at the mainstream, nearly all cuteness excised.

My conclusions? Ford, which has announced it will offer a B-car in the U.S. within the next year, will have to hustle to come up with a car as good as the Aveo. If Chrysler expects to have a credible B-car entry here, it better work fast - and well.

That’s because though not flawless, Chevrolet’s Aveo is well-appointed, quiet, smooth riding, handles nimbly and most of all is fun to drive. Heck, its trunk can even swallow two and possibly four golf bags without indigestion. The Aveo is an incredible improvement over the three-cylinder Suzuki-supplied Chevy Metro of a few years ago, before GM took over the South Korean automaker Daewoo.

What’s a B?

First, a little primer if you’re still unsure as to what a B-car is. In the segment so far this year, Aveo sales of 19,944 are an uncontested second only to 26,418 for the Toyota Yaris. But you could argue that the Yaris is really is a “C-car” entry with its wheelbase slightly over 100 inches, and thusly that the Aveo is really the segment sales champ. That would make the second and third best sellers the Honda Fit at 12,795, and the Hyundai Accent at 11,190.

The top three sellers in the compact “C” segment are the Toyota Corolla (120,484), the Honda Civic (99,295), and the Ford Focus (56,463) with the Chevrolet Cobalt a hair behind in fourth place at 56,448. In any event, you can see that B-cars are puny sellers in the U.S. , in a total market of 5.2 million light vehicles for the first four months of 2007.

Regardless of the numbers, Americans have nothing to fear in “moving down” to a B-car except the sneers of their neighbors. Most of the rest of the world drive primarily B-cars and thrive on them. Yes, you could argue the laws of physics dictate that a 2500-pound car is less safe in a population of 3500-pound or more vehicles, but today’s American-market Bs like the Aveo also are loaded with such amenities as front and side airbags, anti-lock brakes, and good crash-test “star” ratings from the NHTSA.

A far cry from the Beetles

B-car sedans carry base price stickers generally ranging from $11,000 to $13,000, while Cs typically run from $13,000 to $15,000. The Aveo is well-positioned at $11,950. Our test vehicle was stickered at $14,775 with options and delivery.

Unlike stripped entry-level cars of the past, you can get a lot for your money now - the Aveo has standard air conditioning, power steering, intermittent wipers, reclining seats, tilt column, and a remote trunk release. Optional on our test car were anti-lock brakes, cruise control, AM/FM/CD, remote-entry power locks, and aluminum wheels.

The Aveo trim level was noticeably high. Seats are upholstered in a hard-surface fabric that you can slide across as easily as over leather. Front seats sit high for excellent vision and caused not a crick on our road trip described below.

This is a far cry from the barren Beetles, Pintos, and Vegas that really got the subcompact market in the U.S. going some 37 years ago.
No complaints

Aside from buzzing happily around San Diego , a typical daily driving routine at which the canary yellow (labeled “summer yellow”) Aveo excelled, a 250-mile mountain-and-desert road trip in this little car was noteworthy.

For my birthday, son Matt (a Navy doc recently returned from deployment with the Marines in Iraq ) presented me with a training lesson in a glider. The glider port is located at Warner Springs , some 60 miles northeast of San Diego over largely two-lane roads gradually climbing from sea level to 3000 feet. The Aveo’s 1.6-liter 103-hp four-banger gobbled up this route with minimum downshifting.

I had an exhilarating glider ride on thermals up another 3000 feet to just below the cumulus puffs - you could almost reach out and touch them - and the first stick-and-rudder time I’d experienced in many years. Then we hit the road again, over the high desert east into the mountains and wound steeply down to the desert floor at Borego Springs, west of the below-sea-level Salton Sea . Needless to say, this was a great workout for the Aveo’s civilized handling, but nothing to compare with the way back up the mountains on the return half of our loop. We ate up the 1750-ft Yaqui Pass , twisted through the Cuyumaca Rancho Park area ravaged by forest fires a few years ago, and ended our journey with a 40-mile stretch of Interstate 8.

This leg made me wish for a few more squirrels, or at least more energetic critters, to supplement the drop-downs from 5th to 4th to 3rd and even 2nd in order to maintain speed on the essing back-and-forth climb. In dashing commuter traffic, the 1.6-liter is fine, but it won’t shine in drag racing or minimal-shift mountain climbs. But that’s part of its fun. In an automatic or CVT, all this shifting would have been unnecessary - and the driving more boring.

Still, the Aveo handles in an entertaining way. Its shift lever is nicely positioned so that gears can be changed with a flick of the wrist while the driver’s forearm rests on his right-side armrest. However, I confess to having some problems finding 3rd on downshifting, forcing a 4-2 shift two or three times in the mountains to avoid losing momentum.

My only other complaint about the Aveo is, for gosh sakes (as Rummy would say), the paucity and inadequacy of the cupholders. In the front compartment, there are only two flimsy holders which aren’t deep enough to clutch a medium-sized water bottle safely, and too close to the instrument panel to hold a fat cup. And there are no bottle-slots in the front side-door map pockets, fairly common in American cars these days. Given the remake of the Aveo for ‘07, I was surprised at this apparent oversight.

This is perhaps a trivial gripe, but it’s the “tremendous trifles” which can kill a sale and Americans are finicky about such things. Luckily, we can’t find many of those in the well-executed Aveo, which goes to show you that Americans aren’t by nature averse to a competent B-car. We just haven’t had many to consider - or many reasons to consider them again - until now.

2007 Chevrolet Aveo

Base price: $11,950; as tested, $14,775
Engine: 1.6-liter four-cylinder, 103 hp/107 lb-ft
Transmission: Five-speed manual, front-wheel drive
Length x width x height: 169.7 x 67.3 x 59.2 in
Wheelbase: 97.6 in
Curb weight: 2531 lb
Fuel economy (EPA city/hwy): 27/35 mpg
Major standard features: Air conditioning; AM/FM stereo with auxiliary jack; tilt steering; 60/40 split rear seat
Safety features: Six airbags
Warranty: Three years/36,000 miles