Cincinnati, OH-based AMP Electric Vehicles – an Automotive X-Prize contestant best-known for their Pontiac Solstice/Saturn Sky electric plug-in conversions – has turned their attention to the highly-popular Chevy Equinox. We took a ride in AMP’s electric Equinox with AMP CEO Stephen Burns at the 2010 New York Auto Show.

The rear-wheel-drive AMP Electric Equinox uses a pair of electric motors to achieve sub-eight second 0-60 MPH times. Driving range is estimated at 150 miles, with a four hour 220V recharge time. All of the amenities and features of the Equinox are preserved. Cabin heat is provided via the electric motors’ water-cooling system.

The 2010 Chevy Camaro LS and LT are fitted with a direct-injected 3.6-liter V6 engine that can be mated to either a six-speed manual or automatic transmission. The V6 engine produces 304 horsepower (HP) and 273 foot pounds of torque. While some might scoff at the though of anything less than a V8 under the hood of a Camaro, it’s worth noting that the base 1968 Camaro’s inline six produced roughly half the amount of horsepower and the highest output small block V8s of the period were rated at slightly less than today’s V6.

The EPA’s fuel economy estimates for the 2010 Chevy Camaro V6 are 17 city / 29 highway miles per gallon (MPG) with the manual transmission and 18 city / 29 highway with the automatic.

The V6 Camaro lives up to its fuel economy ratings. We put nearly nine hundred miles on the odometer of our automatic-equipped 2LT Red Jewel Tintcoat review unit and hit the official mileage estimates with an average of 30.2 MPG on the Interstate highway and 23.8 MPG combined. All while resisting the urge to drive the Camaro like we did, back in the day.

Overall test period temperatures ranged from the seventies to eighties, with Interstate highway testing temperatures in the mid-seventy degree range.

Interstate Mileage Testing:
Cruise control set to 68 MPH, A/C off, windows up (1-inch gap): 29.4 MPG
Cruise control off, target speed 60-72 MPH, A/C off, windows up (1-inch gap): 31.1 MPG

With just over 3700 pounds to move (3719 for the automatic and 3722 for the manual, before options) the 3.6-liter engine has its work cut out for it. Although the V6 does an admirable job with regard to fuel economy and provides plenty of punch on the roll, our automatic-equipped car was a bit soft off the line.

It should be noted that while the Camaro LT is fitted with 18-inch wheels as standard equipment, our test vehicle was equipped with the optional (and quite expensive) #2 21-inch tire and wheel package. It’s unclear how the significantly larger (and heavier) wheels might effect mileage and straight-line performance. While our test car had a bit of heavy feel, it rode and handled well.

The six-speed automatic transmission’s manual mode allows the driver to manually shift gears via the steering wheel mounted TapShift buttons. We appreciate the feature, and hope that future Camaro models will offer steering column-mounted paddle-shifters akin to those found in the Mitsubishi Evo.

The 2010 Camaro’s Driver’s Information Center provides an Average Fuel Economy display, tire pressure data, oil life, coolant temperature, two trip meters, fuel range, and a compass, as well as turn-by-turn OnStar directions. Unfortunately, it lacks an Instantaneous Fuel Economy feature. Although Chevy chose to include a real-time mileage function in the 2010 Equinox, this feature was left out of the Camaro.

The conscientious use of a real-time fuel economy display can significantly improve average gas mileage. Mileage-minded 2010 Camaro owners would do well to add an aftermarket unit, such as the ScanGaugeII or AutoMeter EcoMeter.

The Camaro is road-trip ready, with a 19.0 gallon gas tank that allows for a generous highway range. The V6 engine is designed to run on regular unleaded fuel.

Our review unit was also equipped with both the ground effects and RS packages. The RS package includes high-intesity headlamps (complete with halo ring), a tasteful rear spoiler, and unique RS tail lights.

Although rearward and side visibility are limited with the new Camaro, GM could alleviate some of the issues by dipping into the parts bin for future model years. A backup camera option using the rear view mirror from the 2010 Equinox would be the first step. Borrowing the right side mirror backup/tilt feature from the Traverse might be slick and the Side Blind Zone Alert system from the Buick Lucerne could be welcome, as well.

Although the Camaro LT’s leather appointed and heated front bucket seats lack lumbar support, they have power recline. Rear seating is snug; anyone larger than five foot, nine inches (or so) will be cramped. Rear leg room is nearly non-existant with the front seats pushed back.

The Camaro’s design may be retro, but there’s plenty of tech on board. The four-gauge Rally Pack strikes a chord with old schoolers. Hands-free Bluetooth phone support and OnStar are standard in the 2LT, as is a center console USB port for the 9-speaker, 245-watt Boston Acoustics audio system. iPod support is up to snuff, providing access to playlists from the dash and steering wheel controls. There are two power outlets, one at the base of the dash and one inside the center console.

The Camaro’s trunk opening is high and tight. The official cargo area is rated at 11.3 cubic feet. Thankfully, the rear seat folds down, allowing for more flexible cargo arrangement. We had no problem loading a couple of boogie boards and beach chairs. (It helps to fold the rear seat down to ease loading chores.)

Where ever we drove, the Camaro drew a crowd. No question about it, this car’s a rock star.

All-in-all, the 2010 Chevy Camaro V6 reignites an American icon, with unmistakable style, solid fuel economy and respectable performance. While there are nits to be picked and flaws to be fixed with future models, seeing the Camaro back on the street is like catching up with an old friend you haven’t seen in years.

The 2010 Chevy Equinox is available in both front-wheel (FWD) and all-wheel-drive (AWD) configurations, and can be fitted with a 2.4-liter inline four or 3.0-liter V6 engine. A six-speed automatic transmission is used exclusively. The four cylinder engine produces 182 horsepower (HP) and 172 foot pounds of torque, while the V6 delivers 260 HP and 222 foot pounds of torque.

The EPA’s fuel economy estimates for the four-cylinder equipped FWD 2010 Chevy Equinox are 22 city / 32 highway miles per gallon (MPG). The AWD Equinox is rated at 20 city / 29 highway MPG.

The Equinox delivers. We rolled up more than five hundred miles on the odometer of our Navy Blue Metallic AWD review unit and nailed the official mileage estimates with an average of 29.6 MPG on the Interstate highway and 25.4 MPG combined.

Overall test period temperatures ranged from the low seventies to low eighties. Interstate highway testing temperatures ranged from the mid seventies to eighty degrees. It’s worth noting that our test vehicle had just hundreds of miles on the odometer when delivered. We’d expect the fuel efficiency to rise once the engine is run through its break in period. Our highway testing showed little impact when running the A/C (the tenth a mile difference was due to road conditions during the A/C off cycle).

Interstate Mileage Testing:
Cruise control set to 68 MPH, A/C off, windows up (1-inch gap): 28.6 MPG
Cruise control off, target speed 60-72 MPH, A/C off, windows up (1-inch gap): 30.6 MPG
Cruise control set to 68 MPH, A/C on, windows up: 28.7 MPG

While the fuel-efficient inline four’s acceleration isn’t blistering, it’s adequate for the Equinox 2LT’s 3770 pound curb weight.

As always, we recommend driving with the instantaneous fuel economy display active, in order to achieve the best gas mileage with a light-footed driving technique.

In addition to the real-time fuel economy display, the 2010 Equinox’s Driver’s Information Center provides tire pressure data, oil life, average fuel economy, two trip meters, and fuel range, among other statistics.

An 18.0 gallon gas tank provides for a chart-topping highway range. Both the I4 and V6 engines are designed to run on regular unleaded fuel.

The 2010 Equinox is decidedly car-like as it delivers a comfortable and quiet ride.

Whether you’re headed to a soccer tournament across the state or to the mountains a day away, the five-passenger Equinox’s ride, fuel-efficiency and interior capacities and amenities are most welcome.

An 8-way power driver’s seat with lumbar support is standard on the Equinox 2LT, as is Bluetooth phone support. Leather appointed seats with heated front buckets are optional in the 2LT (and standard in the LTZ).

Climate control is single-zone and seat memory is available only in the LTZ (as standard equipment). OnStar is included.

When you shift the Equinox into reverse, the Equinox 2LT’s standard rearview mirror-based Rear Camera display activates, making backing chores less difficult.

The eight-speaker XM Satellite-equipped Pioneer audio system includes both auxiliary and USB inputs. iPod support is quite good, with access to playlists from the dash and steering wheel controls.

Our Equinox review unit was outfitted with the optional Audio System and dual screen DVD Rear Seat Entertainment package, complete with remote control and two headsets.

There are power outlet at the base of the dash, inside the center console, at the back of the console (along with A/V inputs for the game console), and in the cargo area.

Rear seat leg and headroom are abundant. The 60/40 split MultiFlex rear seat slides forward and backward to accommodate passengers and cargo. A power liftgate is optional on the 2LT and standard on the LTZ. The 2010 Equinox provides plenty of space for to haul your stuff home from Costco, with 63.7 cubic feet of cargo volume.

All-in-all, the 2010 Chevy Equinox has the potential to shake up the crowded five-seat crossover segment with its combination of ride, quiet, comfort, and fuel economy.

Available in both front-wheel (FWD) and all-wheel-drive (AWD) configurations, the top-of-the-line Traverse LTZ is fitted with a 3.6-liter V6 and Hydra-Matic six-speed automatic transmission. The V6 produces 288 horsepower (HP) and 270 foot pounds of torque. (The Traverse LS and LT use a slightly less powerful, but similarly sized V6, with ratings of 281 HP and 266 foot pounds of torque.)

The EPA’s fuel economy estimates for the 2009 Chevy Traverse FWD LTZ are 17 city / 24 highway miles per gallon (MPG). The AWD Traverse is rated at 16 city 23 highway.

We put well over five hundred miles on the odometer of our Dark Cherry Metallic FWD review unit and eased past the official mileage estimates with an average of 25.6 MPG on the Interstate highway and 21.9 MPG combined.

Overall test period temperatures were in the upper sixties to low eighties. Interstate highway testing temperatures ranged from the high seventies to eighty degrees.

Interstate

• Cruise control set to 68 MPH, A/C off, windows up: 25.6 MPG
• Cruise control off, target speed 60-72 MPH, A/C off, windows up: 27.1 MPG
• Cruise control set to 68 MPH, A/C on, windows up: 24.0 MPG

Two-Lane County Highway

• Cruise control off, target speed 55-62 MPH, windows down, A/C & DVD on, 6 passengers: 22.4 MPG
• Cruise control off, target speed 55-62 MPH, windows up, A/C off, 6 passengers: 26.3 MPG

The seven-passenger Traverse provides a solid combination of fuel-efficiency and performance. The 22.0 gallon gas tank allows a generous amount of range on the open road, while the V6 is designed to run on regular unleaded fuel.

The Driver’s Information Center provides two trip meters, average fuel economy, instant fuel economy, and tire pressure data, among other stats.

As always, we recommend driving with the instant fuel economy display active, in order to achieve the best gas mileage with a light-footed driving technique.

While maneuvering a seven-passenger crossover can be a chore in tight spaces, the Traverse LTZ provides a trio of helpful features. These are especially welcome, given the vehicle’s rearward visibility.

When you drop the Traverse into reverse, the Ultrasonic Rear Parking Assist and Navigation System-based Rear Camera are invaluable. But our favorite of the trio is the passenger side rearview mirror that automatically tilts to show the road surface as you back up. This aids in parking by helping to avoid those pesky clipped curbs. The side mirrors are also outfitted with blind spot helpers.

The Traverse LTZ cabin is extra kind to the captain and first mate. An 8-way power driver’s seat is standard, as is lumbar support, and extensive automatic settings. The leather-trimmed front seats aren’t just heated, they’re air-conditioned, as well. (This just might be our favorite feature on a hot sticky summer day.) The climate controls are tri-zone, with rear ceiling vents.

Our test unit was decked out with the optional Dual Skyscape Sunroof and DVD Rear Seat Entertainment package.

There’s a 12-volt outlet at the base of the dash, 12-volt and 115-volt outlets at the back of the center console, and another 12-volt outlet in the cargo area.

While we were disappointed that digital audio system lacked USB input and was limited to simple auxiliary jacks, there are two – one on the dash, and the other in the second row, where you’ll also find A/V inputs.

The audio systems touch screen controls make it easy to find the right station for the times when your eyes needn’t be on the road. And for those that do, the steering wheel puts it at your fingertips. Both Bluetooth support and OnStar are standard issue.

All-in-all, we found the Traverse LTZ to be a feature-packed family cruiser, with plenty of space and all the amenities, whether you’re running the local route or on a long-distance road trip. This modern crossover is well-worth a look for folks ready to swap out of a more thirsty conventional full-size SUV.

In the meantime, you might enjoy Jay Leno’s review of the new Camaro SS. Jay lays out the facts, delivers insight on the reborn Camaro as only he can, and tears up the street with his share of obligatory smoky burnouts. Jay’s the man. We stand by our suggestion that he be named CEO of the new General Motors, once it too is relaunched.

Watch closely as Jay hits it on the the head … the new Camaro is real competition for the imports and it’s not just about the big V8. With the fuel-efficient (17 city/29 highway) and powerful V6, there’s a whole lot of performance and potential in the entry-level model.

Make no mistake about it. The 2009 Chevy Tahoe Hybrid is a great big truck that integrates some innovative technology. With room for eight and plenty of hauling power, the traditional Tahoe has been a popular choice for large active families. The new two-mode hybrid system provides considerable benefits in lower-speed operation – whether you’re cruising through town or crawling through the parking lot at the local sports complex.

The Tahoe Hybrid’s 6.0-liter V8 engine produces 332 horsepower (HP) and 367 foot pounds of torque. The big V8 is mated to a two-mode continuous electric ratio hybrid transmission with four fixed gears.

While the Tahoe is traditionally quite thirsty, the Hybrid version uses its 300 volts of energy storage and Active Fuel Management on the V8, to good effect. The official mileage estimates for the 2009 Tahoe Hybrid are 21 city / 22 highway miles per gallon (MPG) for the two-wheel-drive (2WD) version and 20/20 for the all-wheel-drive (4WD) version.

We put nearly 600 miles on our 4WD Blue Granite Metallic Tahoe Hybrid review unit and were able to squeak by the official estimates, with an average of 22.1 MPG on the Interstate highway and 22.5 MPG combined.

Overall test period temperatures ranged in the thirties through fifties, with freeway speeds between 60 and 72 miles per hour (MPH). Highway testing temperatures were in the forties.

4WD Tahoe Hybrid Highway MPG Testing
Cruise control on @ 68 MPH – 21.5 MPG
Cruise control off, target speed between 60-72 MPH – 22.7

Outside of the big front air dam and badges, most folks won’t know you’re driving a hybrid.

The Tahoe Hybrid will crawl under electric power at speeds under 30 miles per hour (MPH) or so, but you need to have a very light foot to take full advantage of the hybrid system. After a day or so of training yourself, you’ll be able to achieve the maximum MPGs from the vehicle.

You’ll use three information displays in your quest for maximum mileage. The first is the Economy gauge. It’ll swing to the right under acceleration, and back to center when you lift off the gas.

The Driver’s Information Center provides a host of data, including our favorite: Instant Fuel Economy. This is the tool you’ll use to fine-tune your driving style.

The Tahoe Hybrid will shut its gasoline engine off at a full stop. As you gently pull away from a stop, the Hybrid Power Flow display will show that you’re moving under electric power. As you gain speed and press harder on the accelerator pedal, the gasoline engine will kick in. (When you begin to experiment with this, make sure there’s no one behind you in traffic, lest you infuriate other drivers.)

Once you lighten up on the throttle, the V8 engine can kick down to just four cylinders via Active Fuel Management. It really pays to keep an eye on the Instant Fuel Economy display and use a light foot.

While the MPG numbers might not seem overwhelming, this is a big heavy (4WD: 5835 pounds/2WD: 5617 pounds) vehicle, and the Two-Mode Hybrid system represents a significant first step. We expect to see dramatic gains when Chevy adopts larger capacity Lithium Ion batteries, and plug-in technology.

Tahoe Hybrid Interior Features (video):

A quick trip to eBay is an indicator of the current level of discounting. At least one dealer was slashing seven thousand dollars off the Tahoe Hybrid’s MSRP. Buyers can also expect another $2,200 off for the federal hybrid tax credit.

It can take a while to get accustomed to driving the Tahoe Hybrid. Stomping on the accelerator pedal from a standing start is an interesting experience, to say the least. In this video, the system is in Auto Stop mode, with the engine off, as it launches.

Over our week of testing, the 2-mode hybrid system switched flawlessly between modes. With a 300 watt battery pack, two sixty kilowatt electric motors, and active fuel management on the 6.0 liter V8, we had no problem exceeding the official estimates of 20 city / 20 highway. (While those numbers might not seem all that large, keep in mind that the 4WD Tahoe Hybrid weighs in at 5835 pounds.)

This MPGomatic exclusive segment from SEMA 2008 with Joel McGuire from GM provides a bit of detail on how the Tahoe’s 2-mode hybrid system works …

Getting the most out of the system can take some patience. We rolled through a good bit of tape this week and have some sifting to do, so it might take a day or two to post the video(s) for our full Tahoe Hybrid review. Stay tuned!

Not finding the elusive big screen, I trekked down to the show floor only to find an empty space where the Chevy Volt prototype had sat the previous day. With the coffee kicking in, I recalled an email tip. The Volt was over on Capitol Hill, waiting for the cameras and throngs.

So I hopped in a cab with my video gear and headed over to Capitol Hill, not knowing exactly where the cars might be found. A kindly Supreme Court police officer pointed me in the direction of a Senate police outpost, where I was steered to the exact location on the corner of Delaware Avenue and 3rd Street.

As I approached the corner I could see the bow tie on the grille. There it was: the ultra-clean Volt prototype, fresh off the EDTA show floor, along with a generic Malibu and a stickered-up E85 Escape Hybrid, sitting next to the Jeep EV and Dodge EV ENVI cars.

Hardly anyone was around when I got there. I stood there for quite some time, my jaw no doubt agape.

Although I’d shot the Volt earlier in the week inside the Washington Convention Center, seeing it on the street, and seeing it move under its own power, was a very cool experience … it was one of those days where I felt truly blessed to have had my camera and gear with me and to be able to do what I’m doing.

It went from great to outrageous. Seeing the Volt was one thing. Riding in the Dodge EV was something else, altogether.

While I was only witness to a few brief bursts of EV acceleration, I have to say it was nothing like anything I’ve experienced in a motor vehicle. With no wait for the power band to kick in, the delivery of high-powered electric propulsion is nothing short of amazing. It’s all about immediate torque. If you love driving diesels, think about 480 foot pounds of instant (and silent) thrust.

Many thanks to the wonderful folks at GM and Chrysler for allowing me to shoot this video with remarkable access, and for the friendliness of the officers in the District. Lou, I owe you one.

The technology in these cars represent the future of the American automobile industry and show, without a doubt, that the electric motor can earn a place in the hearts of all, from those whose interest in cars is purely for transportation to full-bore life long automotive enthusiasts.

The future is electric.

While most folks associate the Chevy Camaro with a V-8 engine, the base model has come with a range of lesser engines, starting with the inline six cylinder that was fitted beneath the hood of the ‘67 and ‘68 models. With variations of the straight six running all the way through the ‘79 model year, 1980 saw the introduction of the 3.8 liter V-6.

The third generation base Camaro was fitted with the four-cylinder engine in 1982. It was all about fuel economy in those days, for many folks. I speak first hand when I say that the Iron Duke four-banger had just enough ooomph to get the Camaro up to highway speed, but not much more. I remember that car and engine quite well – as I’ve mentioned before – my wife, for better or for worse, ordered a base model ‘82 Iron Duke Camaro, complete with pie-tin hubcaps. While it might have been good on gas, it was perhaps the most underpowered Camaro of all time. Ah, to be young, broke, and easily mislead by the salesman …

Flash forward more than twenty-five years to the upcoming 2010 Camaro and the base engine configuration situation has gone through a remarkable transformation. A V6 is destined for the spot beneath the hood of the base 2010 Camaro, and it’s a 304 horsepower screamer – a far cry from the lackadaisical straight six and four bangers of days gone by.

Considering the power in the new V6, the gas mileage might just surprise you.

Chevrolet originally estimated that the 3.6-liter V6 engine in the LS and LT models would deliver approximately 27 MPG in highway driving … not too shabby for an engine that produces 304 horsepower and 273 foot pounds of torque. A six-speed manual transmission will be standard, with an electronically-controlled six-speed automatic (with TAPshift paddle shifters) available as an option.

UPDATE 3/17: 2010 V6 Camaros (LS and LT models) have been EPA-rated at 18 MPG city / 29 MPG highway with the six-speed automatic transmission, and 17 city / 29 highway with the six-speed manual. This represents a significant improvement over earlier estimates.