OK, we’re going to get straight to the point here. The 2010 Chevrolet Camaro rocks. After years of anticipation, Chevy’s new Camaro not only lives up to the hype but also redefines what a muscle car can be. The traditional stereotype goes something like this — the affordable base model looks fast but goes slow due to a lumpy V6, while the V8-powered model will do apocalyptic burnouts in the high school parking lot but can’t corner to save its (or your) life. The latest Dodge Challenger comes uncomfortably close to this archetype, and the Ford Mustang is at least guilty on the V6 front. But this new Camaro, well, it’s an altogether different beast.

Impressively, the new Chevy Camaro is an excellent performance-car value whether it’s equipped with the base direct-injected V6 or the optional V8. The V6-powered base Camaro can sprint to 60 mph in 6.0 seconds, thanks to 300 horsepower, yet it costs the same as competitors like the considerably slower Hyundai Genesis Coupe 2.0T. Heck, even the V6’s fuel economy is impressive compared to its competition. The V8-powered Camaro SS with the manual transmission dispenses with 60 mph in a blistering 5.0 seconds — 426 hp will do that for you — yet it’s considerably cheaper than cars like the BMW 135i and Challenger SRT8 and outperforms the slightly more affordable Mustang GT. The Camaro handles smartly, too, with even the base car surpassing the rarefied 68 mph mark on our slalom course.

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Riding on a shortened and reworked version of GM’s Zeta platform, which it shares with the Pontiac G8 sport sedan, the Camaro boasts an independent rear suspension and refined handling characteristics. The base direct-injected 3.6-liter V6 is the same sophisticated engine that’s an extra-cost option on the Cadillac CTS luxury sedan, while the 6.2-liter V8 in the manual-transmission Camaro SS is essentially borrowed from the base Corvette (automatic SS models get a slightly less powerful V8 variant). This is some serious hardware, and as our tests have shown, it really delivers the performance goods.

This isn’t to say that Chevrolet has somehow spawned the perfect performance coupe. While appealingly styled, the car’s retro-themed exterior and high beltline leave little room for glass, and the resulting gun-slit-like windshield and windows compromise outward visibility to the point that it can be difficult to place the car in tight corners (and parking spots). Another knock against the Camaro is its lackluster interior materials — they’re better than the old Camaro’s, for sure, but a couple competing models do it better. There’s also the comically small trunk opening (meaning it’s hard to load large items into the trunk) and the lack of a factory navigation system.

But will you care? Probably not. In the final analysis, the 2010 Chevrolet Camaro is a car that’s no-excuses good. Even the Camaro in V6 automatic trim is no longer something that enthusiasts will snicker at. And with the chest-pounding V8, the Camaro will have the muscle car gods gazing down and beaming. You also get capable handling abilities, retro-cool styling and impossible-to-ignore pricing. The wait is over; the Camaro is here. And yes, it rocks.

The new 2011 Silverado HD will offer an available Duramax 6.6L Turbo-Diesel V8 with a maximum 397 horsepower and 765 lb.-ft. of torque, making it the most powerful heavy duty available.  The amazing feat with the new Silverado is, it’s more fuel-efficient  than The truck will use a heavy duty and strong transmission – the legendary Allison six-speed automatic. The ‘11 Silverado will feature an all new chassis – giving an improved ride and payload and towing capabilities that rank with its competition. Plus, innovative trailering features like Trailer Sway Control (SRW only) and StabiliTrak help keep you on track. Silverado. The 2011 SilveradoHD will arrive at dealerships summer 2010.

The Silverado 2500 and 3500 HD look very much like the 2010 models with only a new grille, bumper and hood to distinguish them—normally, you’d expect a complete restyle, but this modest approach was a cost-saving measure taken in light of GM’s bankruptcy. Expect a more thorough restyling in two or three years, after the company repays its government loans and issues stock in the new GM, but the new front end does give the 2011 truck a less pouty look. Underneath the familiar Silverado sheetmetal, though, is an all-new truck, starting with a new frame. The frame is now fully boxed end-to-end and boasts uprated crossmembers to achieve a 92 percent improvement in bending stiffness, a 20 percent gain in torsional rigidity. A new independent front suspension attaches to the hydroformed front segment and this forward portion of the structure is 125 percent stiffer, which let the engineers improve the ride quality and steering feel. Plus, all 4×4 permutations of the HD trucks are now capable of carrying the load of a snow plow thanks to an uprated front axle rating of 6000 lbs.

The Jaguar XJ was redesigned for 2010, and has been hailed as the new era of Jaguar. The XJ, along with the 2010 Jaguar XK, and Jaguar XF are the remaining models in the Jaguar lineup. In keeping with Ian Callum’s new design direction for Jaguar, the new XJ is an all-new exterior design and a break from the XJ series mould carried over on all previous generations. It is a longer, wider car that looks much bigger than its predecessor. The front has clear links with the executive car XF, although with slimmer, sleeker lights and a larger, squarer grille and more aggressive appearance. The rear is the contentious part, like nothing Jaguar has shown before. The upright, swooping taillights, nicknamed ‘cat’s claws’, and black roof panels each side of the rear screen, which aim to hide the XJ’s width, are the most striking aspects. There is also a standard full, length sunroof, which extends all the way back with just a single body-coloured roof panel that the designer likens to bridges on yachts.

But where did the XJ begin? Back in 1968 the original model was released as the Series I  XJ6. Power assisted steering and leather upholstery were standard on the 2.8 L ‘De Luxe’ and 4.2 L models and air conditioning was offered as an optional extra on the 4.2 L. Daimler versions were launched in October 1969, in a series of television advertisements featuring Sir William. In these spots, he referred to the car as “the finest Jaguar ever”. An unusual feature, inherited from the Jaguar Mark X, was the provision of twin fuel tanks, positioned on each side of the boot / trunk, and filled using two separately lockable filler caps: one on the top of each wing above the rear wheel arches.

The XJ12 version, featuring simplified grille treatment, and powered by a 5.3 L V12 engine (coupled to a Borg Warner Model 12), was announced in July 1972:[1] the car was presented at that time as the world’s only 12-cylinder four door car. 3,235 of these first generation XJ12s were built. Again, an upmarket version, this time called the Daimler Double-Six, was available, reviving the Daimler model name of 1926-1938. Since the sixties the famed model has gone through many changes, been offered in many forms, and at times has even been questioned. But Jaguar has managed to keep the XJ, in one form or another, alive all these years. Today, it is the future of Jaguar.

Good news for the auto industry has finally come in the last month of 2009. December is the U.S.’s industry’s strongest year-over-year sales increase of what’s been a dismal 2009. A 15 percent spike in new vehicle sales has been predicted in December. December would be just the third month of 2009 with a sales increase. The others, in August and in November, had tiny gains. The August advance stemmed from the U.S. cash-for-clunkers incentive program. November and December benefited from comparisons to a market that collapsed at the end of 2008. Total December sales are projected at 1.03 million vehicles, up from 895,152 a year earlier. J.D. Power expects December retail sales to jump 20 percent to 839,600. Fleet sales should drop by 2.5 percent, or 5,000 vehicles. That is higher than November’s rate of 10.5 million and it would be third highest of the year, according to the Automotive News Data Center. Total light-vehicle sales in November were 747,086. J.D. Power based its forecast on sales activity during the first 17 days of the month. During the first 11 months of the year, U.S. light vehicle sales plunged 24 percent to 9.4 million. Subaru, Hyundai and Kia are the only brands to advance this year.

Happy Thanksgiving! For those traveling during the Thanksgiving holiday more of us — nearly nine in 10 — will drive to our destination. That decision makes sense when you look at current numbers. Flights cost travelers 8% more than last year — an average of $201 each way. There also are 6% fewer seats available. The Wednesday before Thanksgiving is the busiest travel day of the year, as everyone tries to get home for Thanksgiving. Those numbers are more or less inevitable. Twenty-seven million passengers will fly from Nov. 23 through Nov. 27. Car travel is a great alternative. Its cheaper and sometimes less of a hassle. The economy is without a doubt effecting Thanksgiving travelers, but after a sharp drop last year, AAA expects more people will head out of town this year. About 38 million domestic travelers are expected to go somewhere this holiday – still a far cry from the roughly 58 million who made holiday journeys in 2005 when the economy was better. Many Americans are forgoing air travel for Thanksgiving and opting for cheaper alternatives because of economic pressures.

The majority of holiday travelers will be crowding the roads and driving 50+ miles or more to see relatives and enjoy some good food and hopefully good football. Its important to keep in mind when returning home a few safety tips. Many drivers are tires at the end of the long holiday, if you are at the wheel be aware if you are feeling sleepy. And to avoid this altogether make sure you get plenty of sleep the night before you are to travel.  Also, whether you are driving an sc used car or a beand new one,  keep your temper in check when it comes to rude motorist or traffic jams. Plan your trip ahead of time, pack plenty of snacks and entertainment for the kids, and just remember to be thankful for a great holiday and focus on getting home safely to everyone! We wish you a safe and happy holiday week.

Throughout the automakers history, Mazda has used the rotary engine in various models. Today, Mazda is the only automaker to use this type of engine in a production vehicle.  The Wankel (or rotary) engine currently resides in the Mazda RX-8 sports coupe, and previously was found powering the Mazda RX-7. The Wankel engine is a type of internal combustion engine which uses a rotary design to convert pressure into a rotating motion instead of using reciprocating pistons. Its four-stroke cycle takes place in a space between the inside of an oval-like epitrochoid-shaped housing and a rotor that is similar in shape to a Reuleaux triangle. This design delivers smooth high-rpm power, from a compact size. Since its introduction the engine has been commonly referred to as the rotary engine, though this name is also applied to several completely different designs. The engine was invented by German engineer Felix Wankel. He began its development in the early 1950s at NSU Motorenwerke AG (NSU) before completing a working, running prototype in 1957. NSU then licensed the concept to companies around the world, who have continued to improve the design.

Because of their compact design, Wankel rotary engines have been installed in a variety of vehicles and devices such as automobiles including racing cars, along with aircraft, go-karts, personal water craft, chain saws, and auxiliary power units. The most extensive automotive use of the Wankel engine has been by Mazda. In the Wankel engine, the four strokes of a typical Otto cycle occur in the space between a three-sided symmetric rotor and the inside of a housing. In the basic single-rotor Wankel engine, the oval-like epitrochoid-shaped housing surrounds a rotor which is triangular with bow-shaped flanks, a three-pointed curve of constant width, but with the bulge in the middle of each side a bit more flattened. From a theoretical perspective, the chosen shape of the rotor between the fixed apexes is basically the result of a minimization of the volume of the geometric combustion chamber and a maximization of the compression ratio, respectively. Thus, the symmetric curve connecting two arbitrary apexes of the rotor is maximized in the direction of the inner housing shape with the constraint not to touch the housing at any angle of rotation.

Despite poorer fuel economy there are some advantages of rotary engines. They are considerably simpler, lighter, and contain far fewer moving parts than piston engines of equivalent power output. For instance, because valving is accomplished by simple ports cut into the walls of the rotor housing, they have no valves or complex valve trains; in addition, since the rotor rides directly on a large bearing on the output shaft, there are no connecting rods and no crankshaft. The elimination of reciprocating mass and the elimination of the most highly stressed and failure prone parts of piston engines gives the Wankel engine high reliability, a smoother flow of power, and a high power to weight ratio. Because of the quasi-overlap of the power strokes that cause the smoothness of the engine, and the avoidance of the 4-stroke cycle in a reciprocating engine, the Wankel engine is very quick to react to throttle changes and is able to quickly deliver a surge of power when the demand arises, especially at higher rpms. This difference is more pronounced when compared to 4 cylinder reciprocating engines and less pronounced when compared to higher cylinder counts. In addition to the removal of internal reciprocating stresses by virtue of the complete removal of its reciprocating internal parts typically found in a piston engine, the engine is constructed with an iron rotor within a housing made of aluminium, which has a greater coefficient of thermal expansion. This ensures that even a severely overheated Wankel engine cannot seize, as would likely occur in an overheated piston engine.

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