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Chevy recalls 73k Cobalts for side airbag non-deployment

Chevrolet is recalling 73,424 examples of the 2010 Cobalt in the US and Canada because the driver's side curtain airbag might not deploy in a crash. These vehicles carry build dates between January 4 and June 23, 2010, and, specifically, 59,474 of them are in the US. "GM is aware of one crash with one injury that may be related to this condition," the company said in a statement. The problem occurs because of improper routing of the side-impact sensor wiring harness in the driver's door, and there can be a short circuit causing the curtain airbag not to deploy. The campaign to fix the issue will begin on August 26. Dealers will inspect the vehicles and will repair the issue on any affected examples. Related Video: GM Statement: General Motors is recalling 59,474 2010 Chevrolet Cobalt sedans in the U.S. because some of them may have been built with improper side impact sensor wire routing in the left front door. Dealers will inspect all suspect vehicles and any found with the condition will be repaired free of charge to the customer. GM is aware of one crash with one injury that may be related to this condition. Including vehicles sold in Canada, the total recall population is 73,424. RECALL Subject : Improperly Routed Side Impact Wire Harness Report Receipt Date: AUG 10, 2015 NHTSA Campaign Number: 15V500000 Component(s): AIR BAGS Potential Number of Units Affected: 59,474 All Products Associated with this Recall Vehicle Make Model Model Year(s) CHEVROLET COBALT 2010 Details Manufacturer: General Motors LLC SUMMARY: General Motors LLC (GM) is recalling certain model year 2010 Chevrolet Cobalt vehicles manufactured January 4, 2010, to June 23, 2010. The affected vehicles may be equipped with an improperly routed Side-Impact Sensor (SIS) wiring harness in the driver side front door. The misrouted wiring harness could cause an electrical short that disables the driver side curtain air bag. CONSEQUENCE: A disabled driver side roof-rail air bag will not deploy in the event of a crash necessitating deployment of that air bag, increasing the risk of injury to the driver. REMEDY: GM will notify owners, and dealers will inspect the sensor's wiring in the driver's door and make repairs as necessary, free of charge. The recall is expected to begin August 26, 2015. Owners may contact Chevrolet customer service at 1-800-222-1020. GM's number for this recall is 15075.

2016 Camaro gets most revealing tease yet

Chevrolet started its long teaser campaign for the 2016 Camaro by just revealing the exhaust manifold and front frame, but as time has passed the company has slowly unveiled more. In the latest glimpse ahead of the pony car's May 16 debut, we're actually getting to see the model's profile completely undisguised. As suggested by the recent tease of the rear and hood, the 2016 Camaro wears a sharper, more angular design than the current model. This is especially the case when you look at the taut lines making up the rear. Chevy claims that the new shape underwent 350 hours of wind tunnel tests to be able to generate left lift, improve cooling and reduce wind noise in the cabin. A smooth underbody pan is among the aerodynamic tweaks, and it runs from underneath the front grille to the center of the Camaro. Chevy asserts that all of the changes at the front help reduce lift by 30 percent. Related VIdeo: 2016 Camaro is all about the Aero Total aerodynamic lift improved by 30 percent for improved stability 2015-05-11 DETROIT – After 350 hours of wind tunnel testing – often 24 hours a day – the new Camaro will slip more easily through the wind, and drivers of the Camaro SS will experience a marked improvement in reduced aerodynamic lift. These changes illustrate the lengths the aerodynamics team went to for improved performance, stability, cooling and lower wind noise intrusion "The importance of aerodynamics increases exponentially as we increase vehicle performance," said Kirk Bennion, Exterior Design manager. "As engine output increases, we need more engine cooling. As acceleration and top speeds climb, we need to reduce lift for better high-speed stability. However, we cannot make any changes at the expense of increasing drag, which can hurt fuel economy. "To balance these different aerodynamic targets, we tested literally hundreds of changes on the new Camaro, millimeters at a time." For example, the initial design called for the lower grille bars to be set at a 20-degree angle to the horizon. However, after meticulous testing, the team improved engine-cooling airflow by 1 percent by shifting the angle to 13 degrees – a change that achieved the airflow target while maintaining the original grille design. And rather than a traditional front air dam to reduce aerodynamic lift, the team developed a flush belly pan that stretches from the front grille to the center of the vehicle.

Driving Granatelli's turbine-powered 1978 Chevy Corvette [w/video]

With its curvy snout and feminine haunches, the third-gen Chevrolet Corvette looks like a dreamy – if dated – exemplar of Sports Car Fantasy 101 when viewed through modern eyes. This particular specimen circa '78, clad in silver and black paint with red pinstripes, appears to be a well-preserved example from the era. Apart from its low-profile Pirellis, slightly raised and slotted hood, spacious stance and a certain hand-painted descriptor alongside its crossed flag logos, you'd never guess there's a Space-Age propulsion unit powering this Coke bottle-bodied ride. Climb inside, and you're presented with aircraft gauges and big, colorful square buttons in the center panel. It takes a push of the "Ignitor" button, a tap of the starter button, and a slide of a T-handle for this nearly 40-year-old sports car to start sounding like Gulfstream G650 ready for takeoff. Yep, you're sitting in an 880-horsepower, turbine-powered Corvette, the only one of its kind in the world. Welcome to the whoosh. What The...? Built by Vince Granatelli, son of Indy 500 guru Andy Granatelli, this curious Corvette came into being by cramming a Pratt & Whitney ST6N-74 gas turbine engine into the donor car's lengthy front end. The same type of Jet A-burning mill powered Granatelli Senior's STP-sponsored racecar at the 1967 Indianapolis 500, where it famously led most of the 198 of 200 laps until a $6 transmission bearing failed, knocking it out of the race. The idea of turbine power usurping internal combustion was so threatening that Indy's governing body restricted turbine performance into obsolescence thereafter. A turbine-powered Corvette sounds excessive because it is. But there are also things about this 880-horsepower, 1,161-pound-feet monster that might surprise you. While it smacks of futurist exoticism and cost a then-dizzying $37,000 in 1967, the Canadian-built powerplant uses 80 percent fewer parts than an internal combustion V8 and will run on virtually anything combustible – whiskey, diesel, even Chanel No. 5. Though it's triple the length of a V8, the Pratt & Whitney beast weighs only 285 pounds. It's also one hell of a robust workhorse, typically serving as an auxiliary power unit for commercial aircraft or a generator in oil fields, where it can run for tens of thousands of consecutive hours before needing an overhaul. To adapt the Chevrolet for jet duty, the nose section was gutted and a sub-frame was built to compensate for the loosey-goosey front end.