Tag Archives: Chevy

Driven: 2015 Chevy Silverado 2500HD 4X4 Crew Cab

SAMSUNG CSC Chevy’s new heavy-duty line of Silverado pickups are big beasts of burden. Short of a U-Haul, there’s not a whole lot out there that’s bigger and can still be legally piloted without a CDL. Even compared to the Silverado 1500 Crew Cab, a truck already near and dear to my heart but not exactly “compact” in its own right, the 2500 4x4 pictured here commands attention with another 2,000 pounds of girth, 4.5” of height and 9.5” of length. SAMSUNG CSC It’s important to keep those numbers on hand, because behind the wheel, they start to lose relevance. Sure, parking lots need to be negotiated with a bit more care than in your average light-duty pickup or SUV. In the 2500, I tended to stick to the empty ends of the lot where nobody would mind if I took up an extra space or three. But on the move, the HD operates with such a smooth demeanor and lack of fuss that you’d easily forget its larger-than-life shadow if you lived with it every day. SAMSUNG CSC Possessing an interior every bit as roomy, luxurious and comfortable as that of the loaded GMC Sierra and Chevy Silverado 1500 models I’ve sampled in the past year, this LTZ Crew Cab tester would easily make the final rounds of competition for “best road-trip vehicle of all time”. If you’ve got a fuel rewards card with unlimited points, even better. Economy with the DuraMax diesel certainly wasn’t terrible – given its skillset, few would argue with the near-17 MPG average it returned in mixed commuting conditions. On pure highway stretches, I saw closer to 21. SAMSUNG CSC   SAMSUNG CSC It’s on those longer highway trips where you can really revel in the 2500HD’s commanding driving position, plush heated and cooled leather chairs, and total isolation from wind and tire noise. And of course, that deep reserve of diesel torque – 765 lb-ft to be exact. To call the Silverado quick from a dead stop is probably overstating the case; with nearly 400 horsepower on tap, it’s certainly no slouch in the engine department, but let’s not forget the 7,300 pounds of curb weight to contend with, plus whatever you happen to be towing out back. It’ll take up to 17,100 pounds in gooseneck trailer weight (13,000 pounds conventional) to make the 2500HD’s knees start to shake. If you’re towing anything larger than that, you may want to consider buying a rig with “Mack” written across the front. SAMSUNG CSC At cruising speeds, that low-end torque is omnipresent – passing maneuvers are reduced to a simple flex of your right toes. The ride on our Z71 off-road package-equipped tester tended to get a little bouncy over rough pavement, but that’s par for the course with these HD trucks – and would likely resolve itself with a full bed or trailer in tow. Overall road isolation is excellent, a trait shared with the HD’s smaller 1500-series brothers. The steering even manages to be responsive without any undue speed or nervousness that could make towing a chore. SAMSUNG CSC Just as in the quarter-ton segment, competition among heavy duty trucks is fierce. As mighty as the 6.6-liter Duramax seems on paper, the diesel alternatives from RAM and Ford are just as formidable – the Dodge carries a serious 17,970-pound tow rating thanks to its 800 lb-ft of torque, and the Ford is no slouch either with 15,900 lbs of overall tow capacity, although that’s a good bit down from the Chevy’s abilities. The Silverado has both of the other domestics beat at the scales, though, since even a 7,300-pound curb weight is svelte when it comes to full-size diesel pickups – after all, that’s 160 pounds less than the Ford and a whopping 500 pounds lighter than the RAM. SAMSUNG CSC Pricing’s in line with the competition, too – as you’d expect. While $62,925 might be what some would consider puckeringly dear for a pickup truck, that’s what these rigs often go for. And in this loaded LTZ level of trim, they serve not only as workhorses, but mobile offices, travel trailer tow rigs and luxury sedans wrapped into one. Buyers expect them to be loaded, so loaded they come. SAMSUNG CSC As a prospect for commuting to the office in, it’s probably overkill. But for a do-anything, carry-anything, tow-anything luxury liner, the HD absolutely hits its mark. SAMSUNG CSC     2015 Chevy Silverado 2500HD LTZ 4X4 Crew Cab Base price: $49,225 Price as tested: $62,925 Options on test car: Duramax turbo diesel engine ($7,195), Allison 6-speed automatic transmission ($1,200), LTZ Plus Package ($1,165), 6” Chrome side steps ($750), Heated and cooled front seats ($650), Z71 Off-road Package ($555), MyLink audio system w/ Navigation ($495), Spray-on bed liner ($475), All-weather mats and cargo package ($435), Front leather bucket seats ($325), Chrome tow hooks ($250), 18” A/T tires ($200), Tilt & telescoping steering wheel ($100), Movable bed tie downs ($60), Cargo box LED lighting ($60), 5th wheel trailer wiring provisions ($35), Delete power sliding rear window (-$250) Powertrain: 6.6-liter Duramax V8 turbo-diesel engine, Allison 6-speed automatic transmission, four-wheel drive – 397 horsepower, 765 lb-ft torque S:S:L-observed fuel economy: 16.8 mpg Chevy provided the vehicle for testing purposes and one tank of gas. Photos by the author.  

Driven: 2014 Dodge Charger SRT8 Super Bee

SAMSUNG CSC The Charger SRT8 Super Bee, in its General-Lee-aping shade of orange, is a two ton slab of complete un-subtlety. As someone who values fast cars that also fly below the radar, I feel a bit ashamed admitting that I completely love it. SAMSUNG CSC For those who don’t value anonymity, the Charger SRT8 Super Bee might epitomize the modern American muscle car. Our tester and its bright exterior hue (it’s actually Header Orange, not General Lee Orange), flat black rear wing and tape stripes, and coal bin black interior look decidedly throw-back. But its road manners are actually quite composed and modern. Perhaps too composed, in fact. SAMSUNG CSC That honking 6.4-liter "392 Hemi" V8 up front makes its 470-horsepower presence clearly felt every time you stomp the right pedal, but in terms of sound, a little more wouldn’t go amiss. The exhaust note from outside the car is heavenly, according to various friends who drove behind me during my week in the car. But from inside the well-insulated cabin, there’s little drama to be heard. SAMSUNG CSC The ride is similarly polished – it’s resolutely firm, but actually manages to be surprisingly composed over rough pavement. Cornering is flat up to about eight-tenths, at which point the Charger’s poundage starts to make itself known and threatens to overwhelm the relatively narrow 245-section Goodyear summer rubber at each end. The rear tires are especially easy to overwhelm, again aided by a less-than-judicious right foot. You know, if you’re into that sort of thing. SAMSUNG CSC SAMSUNG CSC Interior comfort is high, but design and feature content come up short for the $50k price tag. A back-up camera, sunroof, and heated leather seats are all on the long list of items that didn't make the spec sheet. Of course, that’s simply the trade-off you need to be prepared to make if you crave a four-door that will happily turn mid-12-second quarter mile times, as well as tote five adults out to dinner. And at the very least, you’ve got the 8.4-inch uConnect system, covered on these pages to great acclaim many times before, served with a decently loud stereo and navigation. SAMSUNG CSC SAMSUNG CSC Putting the Charger SRT-8, especially in its lowest-price Super Bee form, into context within the new vehicle marketplace is a bit of a challenge. On paper, its closest competitor is the Chevy SS, what with them both occupying the same sticker price range in the mid-$40s and both offering large pushrod V8s that drive their rear wheels through automatic transmissions. The SS is down on power compared to the Dodge, though, and in terms of visual firepower it comes up short. In the European realm, an Audi S4 or BMW 335i M-sport with a few added options both squeeze under the $50,000 price barrier and provide similar poke, but offer a vastly different driving experience and are about as comparable to the American duo as apples and hand grenades. SAMSUNG CSC Sheer brute horsepower-per-dollar, as well as styling that rivals a Gallardo’s for attention-grabbing ability, is the Super Bee’s trump card. Play that one every time, and it’ll never let you down.   2014 Dodge Charger SRT8 Super Bee Base price: $45,380 Price as tested: $49,710 Options on test car: Convenience Group II ($595), HID headlights ($595), Black roof ($1,500), Uconnect touch-screen navigation system ($1,195), Summer tires ($150), Paddle shifters ($295) Powertrain: 6.4-liter V8 engine, five-speed automatic transmission, rear-wheel drive – 470 horsepower, 470 lb-ft torque S:S:L-observed fuel economy: 18.2 mpg  

Tested: 2014 Corvette Stingray Z51 Convertible

SAMSUNG CSC I can say with all honesty that I’ve never been a huge Corvette fan. I know that’s heresy coming from a so-called “car guy”, but I’ll endure the fallout. Save for the C4-generation ZR-1, there’s been not a single one that has aroused my passion. Every generation has had its foibles and fame, but for me the Corvette as a brand only truly crystalized when I witnessed the C7 rolling across Chevy’s debut stage at last year’s Detroit show. Here was a car that not only looked fantastic on the outside, but finally had an interior to match. As ever, powertrain and chassis accommodations were not found to be lacking – 460 horsepower and a torque figure to match in a car weighing less than 3,500 pounds are enough to set any driver’s loins afire. Quality on preproduction show cars is hard to judge, though, so I waited until I had a real life example to see if my initial excitement was justified. Turns out, it was. SAMSUNG CSC A lot of fans previously gave the Corvette’s interior a pass – sure, it couldn’t hold a candle to a Porsche’s or BMW’s, but the car’s performance (generally) was at least on par with those marques if not far in advance, with a value price tag to boot. Who cared about a basic interior when you’ve got performance stats that can shame a Carrera S? Well, me for one. Most modern cars require you to sit in their interiors in order to operate them. Considering that a car’s cabin is the place you’re going to be spending the entirety of your driving life, in my eyes it needs to be a pleasant place. And the last Corvette’s honestly wasn’t. SAMSUNG CSC This C7 was designed under the new GM, though – the GM that is once again making truly competitive products – so it stands to reason that the folks in charge pointed to the interior as the one place above all others where the C6’s successor had to show real progress. And the C7 certainly does that. The cockpit – and with a well-positioned heads-up display and slick digital instrumentation, it certainly feels like one – is a massive leap forward from the last one, now playing in the realm of BMW and Lotus and nipping at Porsche’s heels. “Soon…” it seems to murmur. The seats finally hug, the plastics justify the car’s price and the feature content impresses. The overall design is modern and no longer an afterthought. It’s a big step up. SAMSUNG CSC But enough harping on the interior – Corvette buyers were already prepared to accept a C5 or C6’s interior, so the fact that the C7’s is now class-competitive comes as a bonus, not a raison d’etre. How does the thing actually drive? Wonderfully. There’s power absolutely everywhere on the tach, the direct-injected LT1 engine shining as brightly at low revs as it does screaming toward 7,000 rpm. My test car featured the six-speed automatic, which actually comes with some praise for those buyers who don’t want to row their own: while it still possesses a torque converter and “just” six speeds, it operates transparently around town and, in Sport or Track mode, cracks off upshifts and rev-matched downshifts at a speed that belies its old school roots. SAMSUNG CSC The chassis is another area you can tell late work nights were spent. Reactions are sports-car-instant, not warmed-over-muscle-coupe flabby. The optional magnetic shocks of my tester did an admirable job of quelling rough pavement while keeping body roll and brake dive in check, though you’re never in question of whether you’re behind the wheel of a Corvette or a Regal. Motions are controlled and firm, never floaty. While you’d expect the firm ride to trouble a convertible chassis, it doesn’t – the windshield frame stays put, exhibiting no scuttle shake, and no untoward vibrations come through the steering column. That electric steering isn’t the most feelsome, but it’s honest and nicely weighted, especially when it firms up in the selectable Sport and Track driving modes. SAMSUNG CSC Purely as a convertible, this Corvette is pretty good. It’s not a car for wallflowers, however. Thanks to its show car looks and the fact that production C7 convertibles on the ground are still pretty scarce, attention from the public is absolutely unavoidable. I found that driving with the top down compounds this problem. I call it a problem only because I’m not really a “look at me!” type, preferring instead to fly under the radar. It’s going to take some time for that to become possible in the C7, even in muted (and gorgeous) colors like our tester’s Lime Rock Green Metallic. Whatever your opinion on the design details, the overall aesthetic seems to be a hit – with the public and the press alike. I think it looks great, though I’d probably color-match those black teardrop taillight bezels. Are there other demerits? If prompted, I might admit the cabin is a bit drafty with the roof down – those of fake quaffs will need to take extra care to secure their rugs before dropping the top. With the top raised, rear visibility is pretty ambiguous. And, of course, the aforementioned attention you’re likely to receive from admiring bystanders and law enforcement types alike. SAMSUNG CSC If you can cope with the temporary stardom and the flush of entitlement it produces, the new Corvette both preaches to the faithful and brings the newly converted into the fold. I’m finally among the believers. SAMSUNG CSC   2014 Chevrolet Corvette Stingray Z51 Convertible Base price: $59,795 Price as tested: $73,525 Options on test car: 3LT Preferred Equipment Group ($8,005), Magnetic Ride Control w/ PTM ($1,795), 6-speed paddle shift automatic ($1,350), Multi-mode exhaust system ($1,195), Lime Rock Green Metallic paint ($495), Sueded microfiber-wrapped upper trim package ($495), Sueded microfiber seat inserts ($395) Powertrain: 6.2-liter V8 engine, 6-speed automatic transmission, rear-wheel drive – 460 horsepower, 460 lb-ft torque S:S:L-observed fuel economy: 19.7 mpg Chevrolet provided the vehicle for testing purposes and one tank of gas. Photos by the author.  

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At least, get Clomid, Where can i cheapest Clomid online, not when it produces vehicles like the Silverado before you. For an in-depth review of this platform, Clomid blogs, Where can i find Clomid online, have a read through my GMC Sierra 1500 review earlier this year – for the lazy among us, here are the cliffs: I liked it, my Clomid experience. Buy Clomid Without Prescription, A lot. Buy Clomid online no prescription, It’s a pickup that seems to do everything well, from comfort – the cabin is about as well-equipped as it gets at this price point – to versatility, Clomid street price, Clomid from mexico, with a massive back seat and a usable cargo bed containing niceties like built-in bumper steps and a fully damped tailgate. Even as the “small” V8, Clomid duration, Australia, uk, us, usa, the 5.3-liter ECOTEC is both punchy and economical, averaging over 16 mpg in my hands and returning closer to 20 on highway-heavy jaunts, buy Clomid no prescription. Taking Clomid, It’s not hard to see why these former workhorses are now taking up an increasing part of the new car sales pie.



2014 Chevrolet Silverado 1500 Z71 4WD LTZ Crew

Base price: $44,645

Price as tested: $50, about Clomid, Clomid maximum dosage, 475

Options on test car: Driver Alert package ($845), LTZ Plus package ($770), 20” chrome wheels ($1,395), MyLink 8” navigation and touchscreen ($795), 6” chrome side steps ($700), heated and cooled front seats ($650), leather seating ($325), trailer brake controller ($230), moveable upper tie downs ($60), LED cargo box lighting ($60)

Powertrain: 5.3-liter V8 engine w/ cylinder deactivation, 6-speed automatic, 4WD – 355 horsepower, 383 lb-ft torque

S:S:L-observed fuel economy: 16.4 mpg

Chevy provided the vehicle for testing purposes and one tank of gas. Photos by the author.

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Aldactone For Sale

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With just a single refresh in 2013 under its belt, where can i order Aldactone without prescription, Cheap Aldactone no rx, the Lambda - and the Acadia in particular - continues to be a resounding sales success for post-bankruptcy GM; just this past November, Acadia sales were up over 100% compared to the same month a year ago, is Aldactone addictive, Aldactone forum, at 7,566 trucks, buy cheap Aldactone. Aldactone pictures, The entire Lambda family moved over 19,000 units in November – more than any other midsized SUV, order Aldactone online c.o.d, Where can i find Aldactone online, unless you count the component-sharing Grand Cherokee and Durango as a single platform, in which case they just barely squeak by, Aldactone interactions. Aldactone street price, Nevertheless, almost 20, get Aldactone, Aldactone results, 000 monthly units is a big sales win in any segment, let alone one where sticker prices regularly crest $40 grand, kjøpe Aldactone på nett, köpa Aldactone online.


A $40k sticker was a distant memory for our loaded-up Denali tester, which rang in at a puckering $50,335, Aldactone For Sale. Online buy Aldactone without a prescription, That brings the GMC perilously close to playing in the luxury brands’ territory, namely the recently revamped Acura MDX (which will also seat seven) as well as fully loaded examples of the rest of the domestic competition, purchase Aldactone for sale, Australia, uk, us, usa, including the aforementioned Durango, the Ford Explorer, Aldactone without prescription, Order Aldactone no prescription, and numerous Japanese and Korean pretenders to the throne. The Acadia had better be pretty good to fend off so much pressure from all sides…


Luckily, Aldactone coupon, Aldactone use, it is pretty good. To say that it doesn’t feel its age (platform-wise) would be to understate the point – the Acadia’s chassis still feels fresh and solid despite its Lambda bones having been introduced to the public back in 2006, where can i cheapest Aldactone online. Where to buy Aldactone, Road imperfections are shrugged off without float or bob from the suspension, important in a vehicle that runs on a car-based platform and has a curb weight that knocks on the door of 4, Aldactone wiki, Aldactone images, 700 pounds. Aldactone For Sale, Isolation and noise suppression are also commendable.


However, where can i buy Aldactone online, Aldactone used for, a more torque-rich powerplant (a la forced induction) or a transmission with more than six gears in its box would go a long way to making this updated Denali feel “all of a piece”. The Acadia’s 3.6-liter churns out 288 horsepower and 270 pound-feet channeled through just the front wheels in our example, Aldactone treatment, Online Aldactone without a prescription, though the combination occasionally feels strained when push comes to shove. In certain circumstances, Aldactone price, Effects of Aldactone, hints of torque steer filter through the steering wheel – all the more reason to check the “AWD” option box.


Inside, Aldactone for sale, Buy Aldactone from canada, the Denali acts its price, with nice materials and fit and finish, Aldactone from mexico, Buy Aldactone without prescription, plus a slew of creature comfort updates all brought in with the 2013 refresh. The touchscreen system mimics those found in other Chevy/Buick/GMC products but seems a bit more intuitive here and easier to use, though first taps on the screen sometimes fail to register – a trait I also noticed with the 2014 Sierra and Impala testers I had a while back, Aldactone For Sale. The stereo’s typical American-car powerful, Aldactone trusted pharmacy reviews, Aldactone dangers, too – a nice reminder of the way the Big Three used to make `em in the pre-globalization era. Room is, purchase Aldactone online no prescription, of course, quite good all-around for both passengers and luggage. Third row passengers will need to be of the petite or child variety, though in this segment that’s no sin.


The Acadia in Denali trim remains an obvious segment shopping list candidate, and also shows how solid a job GM did in its first real three-row crossover attempt. It’s a reassuring reminder that the General still knows how to create a class contender, made all the more so by the Lambda platform’s continued sales success relatively late in its lifecycle.

2014 GMC Acadia Denali FWD

Base price: $47,600

Price as tested: $50,335

Options on test car: Navigation and rear seat entertainment ($2,240), Crystal Red paint ($495)

Powertrain: 3.6-liter V6 engine, 6-speed automatic transmission – 288 hp / 270 lb-ft torque

S:S:L-observed fuel economy: 18.8 mpg

GMC provided the vehicle for testing purposes and one tank of gas. Photos by the author.


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Clonidine For Sale


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And while I had a few exceptions to that rule even in my most formative of gearhead years, low dose Clonidine, Buy Clonidine without prescription, I believed it to be gospel for quite some time. As I aged, online buying Clonidine hcl, Where to buy Clonidine, experience started to take precedence over the assertions of the basement-dwelling blowhards of the online community echo-chamber. It wasn’t instantaneous, Clonidine images, Where can i buy Clonidine online, however, and there are still some cars I consider too hateful for my own consumption, Clonidine forum. In fact, it was until very recently that I considered the Impala, Chevy’s tribute to the Gods of fleet sales, to be one of them, Clonidine For Sale. Buy Clonidine online no prescription, Front34

Unlike many of the cars on my list, the Impala was never strictly a terrible car, Clonidine from mexico. Clonidine no rx, In fact, at many points during its lifetime, Clonidine treatment, Buy Clonidine no prescription, the opposite was true. Take the ’94-’96 (sort of) Impala SS, Clonidine no prescription, Buying Clonidine online over the counter, for example. Even if it was just a gussied-up Caprice (the ambiguity of that relationship goes back quite a long time), Clonidine class, Clonidine maximum dosage, it still couldn’t be called “boring.” And that’s the outgoing Impala’s greatest flaw—an overwhelming case of underachievement. Clonidine For Sale, But consider me converted.

The 2014 Impala may not be exciting, is Clonidine safe, Clonidine overnight, per se, but it aspires to more than mere adequacy, Clonidine without a prescription. Clonidine dosage, The interior is vastly improved. The powertrain is superbly refined, Clonidine duration. Clonidine gel, ointment, cream, pill, spray, continuous-release, extended-release, The chassis is communicative and the ride comfort is excellent. These are superlatives, and positive ones at that—not simply the hallmarks of competence, Clonidine For Sale. The cabin is isolated enough from the road to provide a comfortable, order Clonidine online c.o.d, Buy cheap Clonidine, quiet ride, but the front end still provides enough feedback that the car can be accurately planted when it’s time to hustle, Clonidine reviews. Buy cheap Clonidine no rx, That’s no small compliment for a car whose primary mission will be to ferry retirees and sales drones from A to B.


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And while the engine and transmission both perform their jobs admirably, the gearing keeps the V6 from stretching its legs as much as it could, Clonidine For Sale. It’s no slouch by any means, but for a 300+ horsepower V6, it’s lacking poke in places where you’d otherwise expect it. I didn’t have a chance to look over the Monroney before I hopped into the car for the first time, and didn’t even realize I was sitting behind the big engine until I glanced at the instantaneous fuel economy read-out. 12 mpg in the city. Not a four-banger.

engine Clonidine For Sale, But our 3.6L, 2LT-trim tester isn’t a city vehicle. Sure, it will do the job, but it’s much more at home devouring long stretches of interstate. My evening commute is a straight shot from Washington, DC to Annapolis, MD. The Impala provided the most relaxing drive home of any loaner vehicle I’ve driven short of the Audi A8L. Sure, the Chevy lacks the big German’s massaging seat and completely set-and-forget cruise control system, but given the disparity in MSRPs, I can hardly fault it for the omissions. And my final quibble: GM’s approach to selectable gear ratios is similar to Ford’s, and I’m not a fan of either, Clonidine For Sale. Having a rocker switch on the top of the selector handle is an awkward way to select gears. It beats not having the option, but barely.

On the whole, the Impala is a winner—a car I would not hesitate to recommend to anybody in need of a good, solid, comfortable cruiser. If the thirst of the six-cylinder scares you, there’s a four-cylinder available, but I can’t help but think you’d be disappointed. Downsizing the engine doesn’t do anything to shrink the Impala’s full-size footprint, and what you’d end up with is a chassis built for highway slogs backed up by an engine that is far more at-home in stop-and-go traffic. The V6 is the one you want. Trust me.

GM provided the Impala and a tank of gas for this review..

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DSC_0409_600 Nexium For Sale, Baffling as it is in a country where $4.00 per gallon gasoline is the norm, pickup trucks are increasingly called upon to serve double duty as both mobile workstations or tow rigs, and family haulers. Look no further than the rise to prominence of four-door crew cab body styles over the last fifteen-odd years – I’d wager the “crew” that occupies these crew cabs more often consists of a wife and kids than four flannel-clad roughnecks. Even as modern haulers become more and more gadget-laden and luxurious, cheap Nexium, fuel economy continues to rise. Australia, uk, us, usa, EcoBoost Fords and the high-feature naturally aspirated V6s powering the latest RAM and GM base trucks get fuel efficiency figures that would rival most full-size sedans from just a few years ago.


Even our roided-up 4x4 GMC Sierra tested here, replete with Z71 off-road suspension and a 7, Nexium class,200-lb GVWR, Nexium dosage, is rated at 16 MPG city and 22 highway – we saw closer to 21 over a 300-mile road trip at 70 mph, with an overall test average of 18.3 MPG over roughly 800 miles in mixed conditions. Though those figures might induce shudders to drivers of cars like the Prius c tested a few weeks ago, you’ve got to take into account the sheer size and capability of the thing – the rear seat space dwarfs that of the 2014 Impala I had a while back, a car that even Panther platform devotees would admit is pretty spacious, Nexium For Sale.


Correctly equipped, cheap Nexium no rx, the Sierra 1500 tows 11, Nexium pharmacy, 500 pounds – that’s enough for a trailer with a couple of track toys, or a 30’ fishing boat. You probably won’t see too many quarter-ton trucks towing 30-footers down at the boat ramp, Nexium results, what with big-toy owners often preferring the diesel 25- and 3500s that deliver more long range load-carrying efficiency. Nexium without a prescription, But the fact that it can tow such weights says something about the Sierra 1500’s backbone. As well as the competitiveness of today’s number-hungry pickup market.

DSC_0414_600 Nexium For Sale, Tough as it is underneath, the interior’s all comfort. A full suite of luxury and safety items are either standard or available optionally, Nexium used for, with our tester receiving the lion’s share of those tick boxes checked. Online buy Nexium without a prescription, Heated and cooled power leather seats, a heated steering wheel, a Bose sound system, Nexium coupon, touch-screen navigation and God’s own seating position are all in the offing for your $50 large. Nexium cost, And why shouldn’t they be. Most of these creature comforts were in the 2014 Impala LTZ I reviewed here, and that car nearly crested $40k, Nexium samples. For another $10 grand, you get more or less the same feature content, similarly eerie interior quietness at 70 mph, and a whole boatload (pun intended) of utility…a lot of people with big, heavy, expensive hobbies can see the value quotient pretty clearly there, Nexium For Sale.


And it sure is a comfortable ride. Nexium brand name, Equipped with the Z71 off-road suspension as our truck was, the body can get a tad jittery over heavily broken or choppy pavement, but otherwise the Sierra proves smooth, Nexium trusted pharmacy reviews, quiet and calm. Nexium no rx, Throttle and steering inputs initially appear blunted after hopping out of a mid-sized sedan, likely tuned for towing and off-road duty. The throttle pedal is long-travel and meters out the 5.3 EcoTec’s 355 horsepower and 383 lb-ft of torque with precision, online buying Nexium hcl, making it easy to keep the fuel-efficiency meter in the black. Nexium For Sale, For the leaden of feet, there’s also a green “V4” icon that illuminates when half of the engine’s cylinders go dormant, mostly during downhill or part-throttle coasting. Nexium steet value, DSC_0431_600

I realize I keep touting fuel economy measures rather than stump-pulling torque, but it’s a unique ability of the pickup truck to turn even the most ardent speeders and corner carvers into law-abiding left lane campers. During the two weeks I had the blue bruiser, Nexium gel, ointment, cream, pill, spray, continuous-release, extended-release, I cracked extra-legal speeds exactly twice. Nexium blogs, And then quickly backed off. Why, you might ask, buy generic Nexium. Why, indeed, Nexium For Sale. Why speed in a pickup truck. Order Nexium online overnight delivery no prescription, You’ve got to be considerate of all that mass you’re toting around, first of all. And second, where can i buy Nexium online, the things are just so damn empowering that you feel little need to slice between traffic and outdo your fellow motorist. Comprar en línea Nexium, comprar Nexium baratos, You’ve already outdone them – I mean, look at the size of the damn thing.

DSC_0401_600 Nexium For Sale, Truth be told, it would still take some convincing for me to drop $50k on a tow rig, even if it is as comfortable as an Impala. After all, order Nexium from mexican pharmacy, you can get a V8 and the 2014 Sierra wrapper it comes in for a paltry $30 grand and change. Nexium long term, Of course, you won’t get the niceties of the SLT trim we had with all its options, but you’ll still be able to tow just as much weight and put the $20 grand you saved toward a Spec Miata with spares, canada, mexico, india. Or a boat, Is Nexium safe, whatever floats your….you get the idea.


That is but one man’s opinion. And for every base model Sierra seen at the Home Depot, buy Nexium without a prescription, there’ll likely be two more loaded to the gills. Where can i cheapest Nexium online, Whatever your preference, the redesigned Sierra is a legitimate full-sized contender once again, not only for Ford and RAM’s customers but Chevy’s as well – the GMC’s sleeker sheetmetal and identical underpinnings make a compelling reason for picking it over its bowtied brother, Nexium mg.


2014 GMC Sierra 1500 4WD Crew Cab SLT

Base price: $44,120

Price as tested: $50,185

Options on test car: SLT Preferred Package ($400), Driver Alert Package ($845), SLT Crew Cab Value Package ($2,195), Power Sunroof ($995), 8” color-touch screen stereo w/ navigation ($795), Heated & Cooled Seats ($650), Off-road Suspension Package ($430), Leather-appointed front seats ($325), Trailer Brake Controller ($230), A/T tires ($200); Discount on packages (-$1,000)

Powertrain: 5.3-liter EcoTec3 V8 engine, 6-speed automatic transmission, switchable 4WD with two-speed transfer case – 355 horsepower, 383 lb-ft torque

S:S:L-observed fuel economy: 18.3 mpg

GMC provided the vehicle for testing purposes and one tank of gas. Photos by the author.


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Impala600-1 Inderal For Sale, The family sedan – a uniquely American automotive mainstay that has spent the last decade or more on the back burner during the rise of the crossover – is experiencing a massive resurgence. Almost every key player in the midsize segment has been comprehensively revamped within the last model year or two, and the large sedan segment is equally fresh, is Inderal safe. In 2012, Inderal online cod, a new Toyota Avalon and Hyundai Azera hit the market, and the new Kia Cadenza will start reaching showrooms around this writing. Domestic competition is fresh as well: the Taurus got a nip and tuck for 2013, australia, uk, us, usa, and a new Chrysler 300 special edition gets rolled out seemingly monthly. Where to buy Inderal, Now, a brand new Impala will join the full size fray for the 2014 model year.


First laying eyes upon the new Impala in the metal, I feel like I’ve been transported back to 1958, Inderal For Sale. The Impala debuted that year, online buying Inderal hcl, at a time when a brand new car in the driveway every year or two was an expectation, Inderal price, coupon, not a financially unwise decision to be psychoanalyzed. It’s bold and brash, with acres of chrome, japan, craiglist, ebay, overseas, paypal, a decisive grille and sculpted ponton rear fender treatments - a stark contrast to the vanilla Avis anonymity of the car it replaced. Buy Inderal without a prescription, That car won hearts - if it won them at all - based purely on its mechanical simplicity and economical running costs, not on design flair or feature content.


If that scene I just set sounds familiar, Inderal from canada, it’s probably because you’ve seen Chevy’s recent Impala television spots recalling the same era. Inderal For Sale, With this new model, it’s obvious Chevy hopes to tug on consumers’ heartstrings as well as their purse strings. Inderal forum, The Impala has a good base to start from, sharing the same Epsilon II bones as the Caddy XTS. Although there’s less of that car’s jewelry - both inside and out - in the Impala, Inderal for sale, it’s still a roomy, Inderal description, comfortable and pleasant place to pass some serious miles in. I took a 400-ish mile road trip in it and the car was unflappable. Poised and confident on the road, Inderal no prescription, the Impala tends to drive smaller than it is, Real brand Inderal online, although it never feels small from inside the cabin.


Front and rear legroom is stretch-out comfortable, and although this author’s hair lightly brushed the headliner in the backseat, my 95th-percentile height shouldn’t present much cause for concern to most buyers, Inderal For Sale. This 2LTZ model’s front seats were heated and cooled, although after a few hours their hard backs started to wear thin on my lumbar region, purchase Inderal. The rest of the interior follows typical GM form lately, Inderal wiki, meaning sensible ergonomics combined with evidence of design department freedom, and materials that you wouldn’t write home about but are far from the bottom of its class. The other domestic competitors, buy Inderal online no prescription, the 300 and Taurus, Inderal use, lag behind the Impala slightly in that department, and while we haven’t yet sampled the new Avalon or the Korean twins, they probably reside near or slightly above the Impala in terms of material quality and fit and finish, Inderal street price.


Feature content is generous though, Online buying Inderal, as it should be for an as-tested sticker price of nearly $40 large. Inderal For Sale, Voice-activated navigation ($795), an 8” touch-screen stereo, a panoramic sunroof, the aforementioned heated and cooled leather seats and a heated steering wheel (bundled together in a $1,035 package), 20” wheels ($400), an 11-speaker Bose sound system ($700), and keyless entry and drive are all present and accounted for. On the safety front, besides the generous cushion of sheetmetal around you, Inderal dangers, the Impala also has a forward collision warning system, Inderal over the counter, blind spot monitoring, rear cross traffic and lane departure warnings, and a backup camera and park assist, no prescription Inderal online. The only big option our car lacked was radar-based cruise control. Buy Inderal without prescription, Impala600-5

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2014 Chevrolet Impala 2LTZ

Base price: $36,580

Price as tested: $39,510

Options on test car: 20” Aluminum wheels ($400), Comfort and Convenience Package ($1,035), Premium Audio Package ($700), MyLink Navigation ($795)

Powertrain: 3.5 Liter DOHC DI V6 with VVT, 6-speed automatic – 305 horsepower, 264 lb-ft torque

Chevy provided the vehicle for testing purposes and one tank of gas. Photos by the author..

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Future Shock, Part One: A Quick Spin In the 2011 Chevrolet Volt

"I Speak for the Trees" contributor Charlie Lawton has returned to S:S:L with a review of the Chevy Volt. Part II to follow. by Charlie Lawton Every once in a while, as I get older, something about our everyday world circa 2011 just blows my mind.  It’s as if my inner twelve year old, who’s permanently stuck in 1990, peeks out into 2011 through my adult eyes, sees what the future has brought us, and just totally geeks out.  For example, not long ago, I took a picture of a Tesla Roadster with my iPhone.  It was a pretty ordinary thing to do, but I thought, “Holy damn.  I just took a picture of an electric sports car with a phone that has a camera, an internet connection, a processor five times faster than the one in my first computer, and a navigation system.  This is the future.”  And I think it blew my mind precisely because it was such an ordinary, commonplace thing, because in 2011, tiny pocket-size supercomputers are everywhere.  It's a mild flavor of future shock, the disorientation people feel in the face of rapid technological and social change. I started feeling a similar mix of emotions as I stood in line one warm March afternoon outside the Denver Convention Center, waiting to drive a 2011 Chevrolet Volt.   The Denver Auto Show was in full swing, and many of the manufacturers had test-drive events to show off the latest metal.   Over at the GM tent, they had Equinoxes, Camaros, Cruzes, and Volts to drive.  I'd been reading about the Volt for months, so I immediately went over to check it out. Standing in line waiting for my test drive, I was third of seven waiting to test the Volt.  The Camaro line not far away had three people in it.  And I thought, “There are more people waiting to test the plug-in hybrid than the hairy-chested V8 muscle car.  O brave new world.” Admittedly, this was my tribe - nerdy dudes who could define “well-to-wheel energy efficiency” off the top of their heads.  Seven was far too many of us in one location.  The guy behind me and the guy in front of me chatted at the top of their lungs about alternative energy for half an hour.  Gritting my teeth as one guy enthusiastically mentioned his love of hydrogen fuel cells, my every organ yearning to verbally disagree, I decided not to be that guy and checked my email on my phone instead. Finally, I was up.  The Volt I drove was a handsome gray example, with leather seating and the gray interior (an option over the standard iPod white).  My first impression was that it wasn’t that big - it’s firmly in the C-segment, along with the Audi A3 and Ford Focus.  It’s got the high-assed Kammback teardrop shape going, much like other very aerodynamic cars like the Prius and the Honda CRX.  It manages to pull off that shape better than the Prius, however, as it trades the Toyota’s willful, self-conscious oddness for sharper, more conservative sheetmetal that’s a good deal more muscular.  It’s also a surprisingly expensive-looking car in its details and presence.  It’s grownup-looking and quite handsome, almost like what we all wish Acuras still looked like. So I got in, joined by a friendly, middle-aged GM public-relations person whose name I promptly forgot.  Let’s just call her Pleasant Fortysomething Flack. And in short order drove off town an alley towards 15th Street.  The whole experience was not dissimilar from starting up an ordinary car with pushbutton ignition.  I got in, adjusted the mirrors, pressed the start button, and moved the transmission selector to “D.”  The only thing missing was the chuckle and roar of an engine turning over; in its place was merely the whooshing of the A/C. An engine does live down there under the hood, but it would only turn on once the 31 remaining miles of battery power were exhausted.  The hybrids already on the market are powered directly by their gas engines, with electric motors serving as helpful assistants, lending their power when needed so the engine doesn’t have to work too hard.  They also run in reverse when slowing down, which recoups some energy through regenerative braking, and allow the engine to shut off when the car is stationary.  The Volt is a total reversal of that concept; the big 149hp electric motor is the primary source of motive power, and the 75hp 1.4L Ecotec four-cylinder engine serves to spin a generator.  When the batteries run low, usually after 25-40 miles of driving, the engine fires up and provides electric power.  This is an electric car assisted by a gas motor, in other words.  You plug it in every night, but if you’re driving further than 40 miles, it can run on gasoline as long as you keep the tank topped up. Inside, the surprising level of refinement and attractiveness continued.  With gray plastic sheathing the center console, the overall vibe was unashamedly Apple-esque.  It wasn’t luxury in the traditional “fine Corinthian leather” sort of way, but it was techy and cool, and the seats were quite good.  Space all around is adequate; it’s not wildly spacious, but at 6’0 at 175lb I was as comfortable as I am in anything else, and I could have sat behind myself too.  The battery pack occupies a large center tunnel/console that eliminates any possibility of a bench seat, but it’s no less spacious for four than a B7 Audi A4.  Overall, it did a pretty OK job of justifying its price as far as aesthetics and appointments go, both inside and out.  Its MSRP hovers around $41k, and with $7500 in available tax credits, most buyers should be able to get one for about $33k.  I think it just about justifies its price with the tax credits; that’s about the same price as similarly sized entry-level German sports sedans. Out on 15th, I moved smartly out into traffic...in nearly perfect silence.  The tires made noise, the A/C made a little white noise, and of course I could hear clattering diesels in nearby trucks, but nothing came from under the hood.  I was reminded of the experience of steering a friend’s dead Ford Taurus while he and a few other buddies pushed from behind, except it was kind of like having the entire Denver Broncos defensive line pushing - there was some pretty damn serious torque at work there. 15th Street, however, was a congested mess, so fun was not to be had quite yet.  In stop-and-go traffic, it was exactly like driving any other car.  Of course, there’s no idling and no conventional automatic transmission, but when you’re not braking and your foot is off the gas, it creeps forward in the expected fashion.  But silently, always silently.  Quite a pleasant place to be in traffic, really. While I “idled” along, I dicked around with the pair of flat LCD screens that serve as the Volt’s instruments, as Pleasant Fortysomething Flack pointed out the car’s many convenient features. One  lies behind the steering wheel and displays speed, trip computer information and some basic battery state-of-charge and range information.  The other stands atop the center console and displays entertainment and navigation options and some glossy but quite unnecessary animated cartoons of power flowing to and from the battery, regenerative brakes, and motor.  This kind of thing is fashionable in hybrids, just in case you care to know that energy is going to the motor while you accelerate.   It’s entertaining for about 30 seconds, then somehow both boring and distracting. “And here’s how you switch the Volt into Sport Mode.  That maximizes the power available for acceleration,” said my PFF, just as I started getting really bored. “Let’s try that.”  So I took the next left, and turned again onto Speer, a major crosstown artery.  PFF made pleasant but concerned noises about how this wasn’t really the test drive route, but go ahead, we can get back on track later.  Ahead lay three green lights and a highway on-ramp - in other words, a cosmic invitation.  So I did my level best to mash the accelerator pedal into the firewall. Nothing much happened besides a quiet, space-age vrrrrrrrrrrrrrrrrrrrrrrr, not even loud enough to drown out Pleasant Fortysomething Flack’s nervous tittering.  But then things started going past the windows in a oddly fast-forward manner, and I became aware that my body was being gently but authoritatively pushed into the seat cushions.  I glanced down at the LCD gauges and discovered that I was exceeding the speed limit by 20mph and gaining.  And all of a sudden, I grokked what the British car mags are on about when they talk about how a Rolls-Royce simply wafts down the road.  The Volt was no Roller, but it was wafting me silently down the road on a stiff gust of torque all the same.  It was incredible.  I barely even heard PFF asking me politely to slow down. I slowed a bit to take the turn onto the highway on-ramp, then hit the LOLpedal again, laughing out loud as a swell of silent, glassy-smooth shove wafted me up to 65.  It’s not a breathtakingly fast car, but it’s somehow breathtaking all the same.  You’d expect to miss the mechanical noise and drama of winding out a gasser car, but I didn’t.  I was thunderstruck by how honestly special it was, what a unique feeling it was to have all my power and torque available all the time.  An electric motor has a torque curve like a dining table.  Driving it had a definite sci-fi flavor, with its quiet thrumming and quietly speedy demeanor; in black, you could take it out on a rainy night and pretend you were out hunting Replicants. I took the next exit at 65mph, the Volt remaining planted and confident as I looped around the offramp.  It’s a crisp handler and feels planted, but it’s heavy; that battery pack is not lightweight.  It’s miles more fun to drive than a Prius, however.  An enthusiastic driver wouldn’t find the Volt a chore to drive from a handling standpoint.  You could probably even take it to an autocross and have a good time. Back at the Convention Center, I climbed out of the Volt, still grinning.  I looked it over,   And I got that feeling again: “Hot damn, this is the future.  I’m in the future.  Holy shit.” As I stood there, pondering, PFF offhandedly mentioned the $41k MSRP and various options.  Various internet people have been bitching for months about how this price is too high, how nobody would want to pay that much for a boring econobox from a boring brand like Chevrolet.  But when she said those words, the first thing out of my mouth was: “What a bargain.” Because this car, this easy-to-drive, rather nicely appointed small fastback sedan which you can buy right now...it’s the future.  Almost every other car I can think of is merely a refinement of the way the carmakers of the world have been building cars for decades.  The Volt is one of the first that steps past the current paradigm entirely, in a way that even existing hybrids haven’t.  It has a drivetrain that’s laid out and engineered in a way that’s never been seen in a modern production car.  It’s got battery technology that most mainstream hybrids haven’t even adopted yet.  It can be run on any source of electrical power you want - solar, wind, or grid power.  It’s unique and quite special to drive, but no less accessible and user-friendly for that. But at the same time, it’s a pretty ordinary car.  It can still be filled up at any gas station.   It seats four and can carry their luggage.  I could have rented one and figured out the controls in under a minute.  It’s comfy and quiet.  It’s a pretty nice car inside and out, about as nice as others in its price class.  I could take it skiing or on a road trip. I think that, like when I got gobsmacked by my iPhone, the fact that it’s pretty ordinary somehow magnifies the future shock.  I think it’s an incredible feat just to to engineer an entirely new drivetrain layout, to invent new batteries and management systems, to optimize aerodynamics and weight to maximize range while adding a heavy battery pack, and to manage costs so it’s still affordable to a middle class buyer.  To take all that new technology and make it into a so polished and refined and well-sorted, to make it such a real car rather than a half-baked science project like other electric cars of the past...that’s a monumental, game-changing achievement.  $41k is the deal of the century; it’d be special at twice the price. Stay tuned for Future Shock, Part Two: A Brave New Plugged-In World.  I’ll dig a little deeper into the Volt’s technology, its economics, and its environmental performance.