The sixth-generation Chevrolet Camaro will go out of production in January 2024, the automaker announced today.For its final model year, Chevy will introduce a Collector’s Edition, although no details on the package have been revealed yet. Chevy says that the Camaro nameplate will live on and that a successor will be announced in the future.Chevrolet announced today that the sixth-generation Camaro will end production after the 2024 model year. The last examples of the muscle car are set to roll off the line at the Lansing Grand River Assembly Plant in January of next year. While there is no direct successor waiting in the wings, Chevy promises that “this is not the end of Camaro’s story.” The sixth generation ran for nine years, selling a healthy 72,705 units in its first full year on sale in 2016. Yet it was never able to reach the heights of the fifth generation—which crested the 80,000-unit mark in five different years—and sales dwindled to just 24,652 vehicles in 2022.ChevroletA special Collector’s Edition will arrive for the Camaro’s final year, although Chevy has yet to provide details on what it includes. For now, we just have a shadowy teaser. The automaker did divulge that it will have “ties that date back to the development of the first generation Camaro in the 1960s” and referenced that Camaro’s original codename, Panther. The package will be fitted to the RS and SS models, as well as a limited number of the ZL1 variant. More on the CamaroWith the Dodge Challenger biting the dust after 2023, the Camaro’s demise leaves the Ford Mustang as the only remaining American muscle car. But Dodge is promising an electric competitor, inspired by the Charger Daytona SRT concept, and we expect that whatever Chevy cooks up to wear the Camaro nameplate next will include some form of electrification. The muscle car world is in for some major changes.This content is imported from poll. You may be able to find the same content in another format, or you may be able to find more information, at their web site.Associate News EditorCaleb Miller began blogging about cars at 13 years old, and he realized his dream of writing for a car magazine after graduating from Carnegie Mellon University and joining the Car and Driver team. He loves quirky and obscure autos, aiming to one day own something bizarre like a Nissan S-Cargo, and is an avid motorsports fan. More

Hyundai is recalling 239,000 vehicles for seatbelt pretensioners that may deploy in a way that sprays shrapnel throughout the cabin, potentially injuring the occupants.The recall affects 2019–2022 Accents, 2021–2023 Elantras, and 2021–2022 Elantra Hybrids. Owners of affected vehicles can have a cap fitted to the pretensioners at no cost to prevent the potential abnormal deployment.It’s ironic that a device meant to keep vehicle occupants safe could end up doing the exact opposite. That is the basis for a recall issued on May 19 that is affecting 239,000 Hyundai vehicles in the United States. The NHTSA recall document states that the seatbelt pretensioners in these Hyundais may deploy in an abnormal manner, potentially exploding and injuring those in the vehicle. So far, there are reports of two injuries in the U.S. as a result of this malfunction, as well as one in Singapore. The recall affects 2019–2022 Accents, 2021–2023 Elantras, and 2021–2022 Elantra Hybrids.

Hyundai

Seatbelt pretensioners tighten the belts in preparation for a crash, some detonating a small charge that retracts the belt and secures the occupants milliseconds before impact. However, in the case of these Accent and Elantra models that are part of this recall, the explosion may not be contained, potentially sending shrapnel into the cabin. A specific cause is yet to be determined, but Hyundai is actively investigating the situation, according to the recall documentation.

This recall follows and replaces three prior recalls. According to NHTSA, around 61,000 Accents, 166,000 Elantras, and 12,000 Elantra Hybrids are involved in the current recall. Owners will be able to take their affected vehicles to dealerships where, at no cost, the pretensioners will be secured with a cap to stop the possibility of an abnormal deployment. Hyundai will reach out to owners by July 15, according to the NHTSA documents. Owners who want to find out if their vehicle is affected can check the NHTSA recalls website.

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The GMC Hummer EV’s reveal date has been postponed due to the COVID-19 pandemic. It was originally scheduled to debut May 20, but that will now be pushed back. GMC says it is still planning for the electric truck’s market launch in late 2021. We will have to wait longer than planned to see the […] More

The Z11 option package was a one-year-only offering that brought aluminum body panels and other weight-saving features.It’s believed that 57 full-size ’63 Chevys were so equipped.This example was originally campaigned by drag racer Terry Prince.Car and DriverThis 1963 Impala is one of the most muscular full-size Chevys ever made, rare and bristling with aggression. In period, it rolled up to the Christmas tree and then blitzed down the dragstrip, angry dinosaur noises roaring out of its 427-cubic-inch big-block V-8. Now, this rare Impala is up for auction on Bring a Trailer, which like Car and Driver, is part of Hearst Autos. Bring a TrailerMore Impala goodnessThe early 1960s were a golden age for drag racing, and Chevrolet’s executives wanted to beat Ford. For 1963, they introduced a special-order option package, Regular Production Order (RPO) code Z11, which bestowed Chevrolet’s full-size Impala with something very special. It was an astronomically expensive option—at $1240, it added almost a third to the price of the car—and buyers got less for their money. Specifically, the radio, heater, and front sway bar were deleted. Many steel parts were replaced with aluminum, for a total weight savings of around 300 pounds.Bring a TrailerChevy had introduced the Super Sport (SS) option in 1961, with a 409-cubic-inch V-8 good for around 360 horsepower. For the Z11, that engine was punched up to 427 cubic inches, fitted with 13.5:1 compression pistons, and crowned with a high-rise intake and twin four-barrel carbs. The factory rating was 430 horsepower and 575 pound-feet of torque. The manual transmission was a four-speed BorgWarner T-10. Power is sent rearward to a 4.11:1 Positraction rear axle.Bring a TrailerThis example was bought new by Terry Prince, whose name it wears on its flanks. Prince ran the performance shop at Service Chevrolet in Pasadena, California, and ordered it specially. He competed in the 1963 NHRA Winternationals, and through the rest of the year. The car is accompanied by photos of the Impala in competition, as well as the original purchase order for $4102.32. The car was restored from a dissembled state in the late 1990s.Get your footwork right and this big red sled would scoot to 60 mph in 4.3 seconds and flash through the quarter-mile traps at over 120 mph. A ferocious beast from a long-ago age, this Chevy has no seatbelts, drum brakes, and firepower like the USS Missouri. It’s a holy grail for Impala enthusiasts. The auction runs through June 17.Car and driverCar and driver Lettermark logoContributing EditorBrendan McAleer is a freelance writer and photographer based in North Vancouver, B.C., Canada. He grew up splitting his knuckles on British automobiles, came of age in the golden era of Japanese sport-compact performance, and began writing about cars and people in 2008. His particular interest is the intersection between humanity and machinery, whether it is the racing career of Walter Cronkite or Japanese animator Hayao Miyazaki’s half-century obsession with the Citroën 2CV. He has taught both of his young daughters how to shift a manual transmission and is grateful for the excuse they provide to be perpetually buying Hot Wheels. More

There have been only a few EVs priced at $35,000 and under, and the cheapest—the Chevy Bolt EV—is going out of production after this year.The 2025 Volvo EX30, built in China, starts at $36,145, even after the tariff levied on China-built cars imported to the U.S.It’s possible this Volvo crossover represents the start of a Chinese EV juggernaut in the U.S. market.Last week’s unveiling of the 2025 Volvo EX30 may be viewed as a watershed moment in U.S. auto sales. The 268-hp rear-drive EX30 has a claimed range of 275 miles and a starting price of $36,145. That puts the littlest Volvo into a very small group of EVs priced under $40,000.Sure, the EX30 costs more than the 2023 Chevrolet Bolt EV, rated at 259 miles of range with a starting price just under $28K—except that car is going out of production by the end of this year. Until GM actually starts selling the promised $30,000 Chevy Equinox EV, GM won’t have anything priced anywhere close. There’s also the 2023 Hyundai Kona Electric (due for a redesign next year), with 258 miles of range and an MSRP starting under $35,000.Here’s the thing, though: That EX30 is built in China. And that low price includes a 25 percent tariff on all China-made cars imported to the U.S.—giving a glimpse of just how cheap it is to build electric vehicles in China. The average U.S. new-vehicle transaction price is now over $48,000 as of May (heavily influenced by the move away from passenger cars to light trucks). That leaves a huge opportunity for China, which reportedly has a cost advantage of roughly $10,000 in building small EVs. But only one Chinese brand—Polestar—has yet homologated its EVs for U.S. volume sale. China-Built Cars Are Already Here Today, tens of thousands of China-built gasoline cars are sold in the U.S. every year—under familiar brands. In 2022, those were predominantly Buick Envisions (almost 26,000) plus not quite 1000 luxury Volvo sedans. They outnumbered the only other China-made cars: 9850 Polestar 2 electric hatchbacks. Both Volvo and Polestar are part of Chinese maker Geely.Still, Polestar is a startup brand that much of the U.S. hasn’t yet heard of. And with total sales last year of just 103,500, Buick is a minor brand in GM’s portfolio against Chevrolet (1.5 million) and GMC (500,000). While Volvo’s 102,000 sales last year matched Buick’s, it’s a more prestigious brand—which should appeal to EV buyers—and it has ambitious plans for electric vehicles.While Polestar intends to build its Polestar 3 electric SUV in the U.S., we’ll see at least one more China-built gasoline model this year: the Lincoln Nautilus luxury SUV, both built in China for global export. Chinese imports are not a topic Detroit makers like to discuss. General Motors chose to build the North American units of its China-developed Buick Encore GX and Buick Envista small SUVs in South Korea, rather than importing them from China like the Envision. China’s First TryTalk to reporters who’ve covered the auto industry for a while, and they’ll reminisce about the year five Chinese automakers showed off their cars at the Detroit auto show—albeit in the basement, with less than polished press materials. That was 15 years ago, in 2008.Widespread fear of a “Chinese invasion” of new cars marked the lead-up to that show. The idea was that Chinese makers would echo Japanese companies in the 1960s and 1970s, and South Korean companies in the 1980s and 1990s, by launching vehicles cheaper than existing competitors could manage and continuously refining them.Then the press got a look at the cars. To put it kindly, they weren’t remotely ready for the U.S. or competitive in any developed country. Discussion of China-made vehicles ended soon after as the auto industry entered a recession, after which two of the three U.S. makers declared bankruptcy and were forcibly restructured by the White House Task Force.More on the World of EVsTwo years later, BYD said it would sell its five-passenger crossover EV utility vehicle in California by the end of 2010. The BYD e6 was certified for sale with 122, 127, or 187 miles of range (depending on year), but only a few hundred at most were sold over seven model years between 2012 and 2020. CEO Wang Chuanfu told Bloomberg in March it has no plans to sell cars in the U.S. any time soon. BYD is now concentrating on its electric bus and heavy truck businesses.The Goal: Dominate EVs GloballyIn August 2014, the Chinese Communist Party issued a long document, the title of which translates to “Made in China 2025.” The industrial-policy document laid out numerous areas of advanced technology in which, it said, China needed to become the world’s most powerful country. Those included battery metals and minerals, processing for those ingredients, cell and battery-pack manufacture, and electric vehicles.Think back to 2014, which is eons ago in EV time. Tesla was still struggling to boost production of its Model S. The 200-mile Chevy Bolt EV hadn’t been announced; GM was still selling the Chevy Volt plug-in hybrid, a concept most car shoppers didn’t even understand. And the 2014 Nissan Leaf hatchback had a paltry range of 84 miles, meaning the vast majority of buyers rejected it out of hand. China knew it had little it could contribute to the development of vehicles with combustion engines. But its policy-makers saw the automotive future would be electric vehicles, and set about methodically controlling every possible piece of that future.Today, the vast majority of battery metals and minerals must be processed in China. The country is the world’s largest maker of battery cells. At 5.9 million, its sales of EVs last year were 29 percent of all new vehicles sold in China—and more than half of the 10 million sold worldwide. The so-called Inflation Reduction Act signed last August contained stringent provisions limiting U.S. government incentives to vehicles built in North America. Their cells and packs must be made here from metals and minerals sourced from a short list of countries (not including China). But it presently has a gaping loophole: any EV, including those made in China, can get the full incentives if it is leased rather than purchased. That bill also contained large direct subsidies for U.S. production of cells and battery packs. A new report from the Center on Global Energy Policy at Columbia University suggests China will increase its dominance of global anode and cathode production by 2030, despite efforts by other countries to onshore battery components and production. It’s not likely in the near term that China will be able to build electric versions of the full-size pickup trucks and large SUVs that Detroit has fallen back on. And the Chinese entries won’t qualify for full incentives. But their cost advantage appears to be so substantial that they could take a large share of EV passenger cars and smaller SUVs—vehicles much more suited to sales in the rest of world, which full-size pickups and Chevy Suburban-size SUVs simply aren’t.All of this is to say that China has a dominant position today in electric vehicles, their batteries, and the minerals and metals that go into them. The Volvo EX30 may be the first serious salvo in that country’s efforts to grab a large portion of North American electric-vehicle sales. And it’s not from BYD, or Nio, or Xpeng, or any other Chinese startup unknown to U.S. buyers. It comes with a well-known, well-respected, comforting Swedish badge that’s been around for decades. That may be the easiest way for Chinese makers to enter the U.S. market.Contributing EditorJohn Voelcker edited Green Car Reports for nine years, publishing more than 12,000 articles on hybrids, electric cars, and other low- and zero-emission vehicles and the energy ecosystem around them. He now covers advanced auto technologies and energy policy as a reporter and analyst. His work has appeared in print, online, and radio outlets that include Wired, Popular Science, Tech Review, IEEE Spectrum, and NPR’s “All Things Considered.” He splits his time between the Catskill Mountains and New York City and still has hopes of one day becoming an international man of mystery. More