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In one of my previous blogs, I alluded to the fact that most new cars have gained weight with each succeeding generation. There have been a few exceptions to this rule. I have arbitrarily chosen a few recently-introduced models, as well as a few exceptional standouts for this example.
Chevrolet Corvette: The Corvette has been pointed out as a positive example by many automotive journalists as a car whose weight has been kept in check over the years by careful and deliberate engineering to maintain its performance edge. Indeed, from the 1996 model (the last year of the C4 Corvette) to the 2008 LS3 C6, the Vette has lost 118 pounds, while gaining approximately 130 horsepower in the process. If you take the ZO6 into consideration, and compare to its spiritual predecessor, the ZR-1, the difference is even more pronounced, going from 3,512 pounds to 3,162 and gaining a maximum of 130 horsepower, from the first-generation ZR-1 (375 horsepower) to the second-generation Z06 (505 horsepower).
 Subaru Impreza WRX: Although official stats for the '08 model are hard to come by, the company is claiming a 50-pound weight loss for the new model as compared to the last one. All the while, the new model has a longer wheelbase and more interior room. Powertrain is carryover for the most part.
Heavier
Cadillac CTS: Caddy's midsize sedan has packed on a few pounds from the last generation to the 2008 model. Approximately 178 pounds, according to my admittedly unscientific (though informed) research and calculations. Granted, the first-gen CTS was the successor to the porky Catera, which was dangerously close to 4,000 pounds. The '08 CTS is not quite that chubby, but offsets the approximately 200 pound weight loss from the Catera to the first-gen CTS.
Mitsubishi Lancer (non-Evo): The curb weight of the Lancer varies depending upon model, but the closest calculations we could round off indicate an average weight gain of between 200-250 pounds from the last-generation Lancer to the new model. The new Lancer has been acclaimed by auto journalists for it's "solid" feel. Taking the cynical view, that's a euphamism for "porker." Supposedly, more power is in the works, with a 2.4 liter option as well as a lower-boost, sub-Evo turbo model. It looks like it will need it.
Yo-Yo Diet
 Mercedes S-Class: It may seem somewhat ridiculous to be using the Mercedes S-class as an example in a discussion of vehicle weight, but it is a telling indicator of shifting priorities among automakers over time. Starting with the W140-chassis S 500 at 4,700 pounds, to the W220 S 500 at 4,150, a significant 550-pound weight loss was realized. The latest W221 model S 550 (the current equivalent model to the S 500) has crept back up to 4,465 pounds, a gain of 315 pounds over the W220, but still a net loss of 235 pounds from the tank-like W140.
So what's the trend?
Going forward, there's likely to be more of a focus on vehicle weight, as it seems the OEMs are fighting a losing battle against legislation and federal fuel-economy mandates. Already, many manufacturers are increasing their use of high-strength steel, which while more expensive, offers greater strength and rigidity in a smaller, lighter gauge stock. Also, aluminum and plastic fenders and hoods are becoming more common. Probably the next frontier of weight savings will be incremental improvements in areas such as seat frames, now predominantly steel, which may go to aluminum, and for more exotic models, composite brake rotors, as opposed to cast iron. Over the next several years, as new models are rolled out, we will see how serious the manufacturers are at fighting the battle of the automotive bulge.
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