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    Detroit Auto Show: 2014 Chevrolet Corvette Stingray



    By William Maley

    Staff Writer - CheersandGears.com

    January 13, 2013

    Its a momentous occasion whenever Chevrolet introduces a new Corvette and the introduction of the seventh-generation model tonight in Detroit is no exception to this. The seventh-generation Corvette brings forth a many changes to vehicle, starting with its name. Chevrolet resurrected the Stingray nameplate and put it on this new Corvette.

    The exterior design is a mishmash of the C6 and 2009 Stingray concept. Up front there is a wide grille, a more sculpted hood, and HID headlights. The side features more creases and numerous vents. The one part that will get a lot of controversy is the C7's rear end. Its completely unlike any other Corvette rear end at all thanks in part to the unique shape of taillights, new vents, and quad tailpipes.

    Under the C7's skin, Chevrolet has made a lot of changes. The C7 rides atop a atop an aluminum frame (Like the C6 Z06 and ZR1). That helps drop 99 pounds and increases rigidity by 57%. Other weight loss tricks include hollow, cast-aluminum lower control arms, carbon roof and hood panels, a sheet-molded compound for the fenders, doors and rear quarters; and advanced carbon-nano composite underbody panels. These changes drop another 37 pounds and gives the C7 a 50/50 weight balance.

    Power comes a 6.2L LT1 V8 engine with cylinder-deactivation that produces 450 horsepower and 450 pound-feet of torque. You have the choice of either a seven-speed manual transmission with rev-matching or a six-speed automatic. Chevrolet says the C7 can reach sixty in under four seconds and will best the C6's 26 MPG combined.

    The C7 will also feature a Drive Mode Selector that allows drivers to pick from five different settings (Weather, Eco, Tour, Sport and Track). The system will then change twelve different functions including throttle, active fuel management, steering effort, exhaust note, stability control and traction control.

    The C7's interior is a massive improvement over the outgoing model. The driver-focused cockpit features soft-touch surfaces, real aluminum trim, and optional carbon fiber accents. There are also the choice of two seats; a standard seat for long-range comfort and a competition-type seat.

    The new Corvette goes on sale in the second quarter of 2013.

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    William Maley is a staff writer for Cheers & Gears. He can be reached at william.maley@cheersandgears.comor you can follow him on twitter at @realmudmonster.

    Press Release is on Page 2


    Return of the Stingray: The 2014 Chevrolet Corvette

    DETROIT – Chevrolet is redefining modern performance with today's debut of the all-new Corvette Stingray. And only a Corvette with the perfect balance of technology, design and performance can wear the iconic Stingray designation.

    The 2014 Corvette Stingray is the most powerful standard model ever, with an estimated 450 horsepower (335 kW) and 450 lb.-ft. of torque (610 Nm). It is also the most capable standard model ever, able to accelerate from 0-60 in less than four seconds and achieve more than 1g in cornering grip. It is expected to be the most fuel-efficient Corvette, exceeding the EPA-estimated 26 mpg of the current model.

    "Like the '63 Sting Ray, the best Corvettes embodied performance leadership, delivering cutting-edge technologies, breathtaking design and awe-inspiring driving experiences," said GM North America President Mark Reuss. "The all-new Corvette goes farther than ever, thanks to today's advancements in design, technology and engineering."

    The all-new Corvette Stingray shares only two parts with the previous generation Corvette. It incorporates an all-new frame structure and chassis, a new powertrain and supporting technologies, as well as completely new exterior and interior designs. Highlights include:

    • An interior that includes real carbon fiber, aluminum and hand-wrapped leather materials, two new seat choices – each featuring a lightweight magnesium frame for exceptional support – and dual eight-inch configurable driver/infotainment screens

    • Advanced driver technologies, including a five-position Drive Mode Selector that tailors 12 vehicle attributes to the fit the driver's environment and a new seven-speed manual transmission with Active Rev Matching that anticipates gear selections and matches engine speed for perfect shifts every time

    • An all-new 6.2L LT1 V-8 engine combines advanced technologies, including direct injection, Active Fuel Management, continuously variable valve timing and an advanced combustion system that delivers more power while using less fuel

    • Lightweight materials, including a carbon fiber hood and removable roof panel; composite fenders, doors and rear quarter panels; carbon-nano composite underbody panels and a new aluminum frame help shift weight rearward for an optimal 50/50 weight balance that supports a world-class power-to-weight ratio

    • A sculptured exterior features advanced high-intensity discharge and light-emitting diode lighting and racing-proven aerodynamics that balance low drag for efficiency and performance elements for improved stability and track capability

    • Track-capable Z51 Performance Package including: an electronic limited-slip differential, dry-sump oiling system, integral brake, differential and transmission cooling, as well as a unique aero package that further improves high-speed stability.

    "Stingray is one of the hallowed names in automotive history," said Ed Welburn, GM vice president of global design. "We knew we couldn't use the Stingray name unless the new car truly lived up to the legacy. The result is a new Corvette Stingray that breaks from tradition, while remaining instantly recognizable as a Corvette the world over."

    The new Corvette Stingray will be built at GM's Bowling Green, Ky., assembly plant, which underwent a $131-million upgrade, including approximately $52 million for a new body shop to manufacture the aluminum frame in-house for the first time.

    "We believe the Corvette represents the future of modern performance cars because it delivers more power, more driving excitement and better fuel efficiency," said Tadge Juechter, Corvette chief engineer. "The result is better performance by every measure. The 2014 Corvette delivers the fastest acceleration, the most cornering grip, the most track capability, the best braking performance and what we expect to be the best fuel economy ever for a standard Corvette."

    The 2014 Corvette Stingray coupe goes on sale in the third quarter of 2013.

    Handcrafted, high-tech interior

    • Premium materials including genuine aluminum and available carbon fiber trim

    • More connected driving experience through the smaller-diameter steering wheel and two new seat choices

    • Advanced technologies including standard dual, high-resolution information screens and available color head-up display.

    The new Corvette Stingray interior blends fine materials and craftsmanship with advanced technologies that contribute to a more connected and more engaging driving experience, said Helen Emsley, interior design director.

    "Every feature and detail in the interior is designed to enhance the driver's connection to the Corvette," Emsley said. "It starts with the fighter jet inspired wraparound cockpit; continues to build with the smaller steering wheel, more supportive seats, and high-definition, configurable screens, and is finished in gorgeous materials."

    The smaller, 14.1-inch-diameter (360 mm) steering wheel fosters a more direct, immediate feel to directional inputs. The attention to the driver extends to the smallest details, including the flat, precise stitching on the steering wheel designed to provide a smooth, consistent feel.

    Precise and elegant stitching also is seen in the available Napa leather trim of the all-new seats.

    Two seating choices will be offered: a GT seat for all-around comfort and a Competition Sport seat with more aggressive side bolstering which provides greater support on the track.

    The frame structure for both seats is made of magnesium for greater strength and less weight than comparable steel frames. They're also more rigid, contributing to the enhanced feeling of support during performance driving.

    Additional performance-enhancing details of the interior resulted from designers' "field trips" to GM's Proving Ground in Milford, Mich., where high-performance driving experiences spurred the design and implementation of several features, including a steel-reinforced grab bar on the center console for the passenger and soft-touch materials on the edge of the console, where the driver naturally braces during high-load cornering.

    High-performance driving also influenced elements of the configurable display screens and available head-up display, which vary depending on the driving mode, including the Track display inspired by the C6.R.

    The performance-supporting elements inside the new Corvette Stingray are complemented by unprecedented attention to detail and build quality, including the sweeping arch motif over the driver cockpit trim and the seamless transition of the line from the instrument panel to the door.

    All models feature a fully-wrapped interior, where every surface is covered with premium, soft-touch materials. Available materials, depending on the trim level, include Napa leather, aluminum, carbon fiber and micro-suede.

    A blend of hand craftsmanship and machined precision is intended to ensure the fit, finish and ambience of the cabin is first-rate. The leather-wrapped instrument panel, for example, features hand-selected and hand-stretched materials for better grain matching with stitching performed by robots that deliver perfect seams.

    There's even a micro-LED screen for the passenger's climate control placed below the vent on the on the dash away from the performance features on the instrument panel.

    "To ensure the high quality of the interior, we spent time working on the line alongside the team that builds the Corvette every day at Bowling Green Assembly Plant," said Ryan Vaughan, interior design manager. "And thanks to that collaboration between design, engineering and manufacturing, we were able to make adjustments that allowed us to maintain the integrity of the design, improve the assembly process and ultimately deliver what we believe to be a world-class interior."

    Driver-oriented technologies

    • Driver Mode Selector optimizes 12 vehicle attributes

    • Configurable screens and head-up display can be tailored to the driver's preference

    • Central touch screen uses gesture-recognition technology.

    At the core of the Corvette Stingray's driver-focused technologies is the cockpit-mounted Driver Mode Selector, which allows drivers to optimize the car for their driving preference and road conditions via five settings: Weather, Eco, Tour, Sport and Track.

    "The all-new Corvette Stingray is really three cars in one: It provides the comfort and functionality of a long-distance GT car, the connectedness and infotainment of a daily driver and the acceleration, grip and braking of a capable track car," said Harlan Charles, product manager.

    "With the Driver Mode Selector, we wanted to give the driver an easy way to tailor virtually every aspect of the car to fit their driving environment. The result is a more rewarding, more confident experience, whether you're commuting in a downpour or charging through the corkscrew at Laguna Seca."

    The Driver Mode Selector is easy to use via a rotary knob near the shifter. The Tour mode is the default setting for everyday driving; Weather mode is designed primarily for added confidence while driving in rain and snow; Eco mode is for achieving optimal fuel economy; Sport mode is for spirited road driving and Track mode is for track use.

    "Early in the development process, we spent time on the track, driving Corvettes hard. That experience shaped many parts of the interior, such as the instrument display in Track Mode," said Vaughn. "At 120 mph, you experience a sort of tunnel vision, as you concentrate on the next turn. At that moment, you don't need to know the next song playing on the radio."

    Twelve performance parameters are adjusted with the selection of each mode, including:

    • Gauge cluster configuration: The Tour, Eco and Weather modes feature displays for trip data, audio and navigation; Sport mode shows classic, easy-to-read sports car gauges; and Track mode's configuration shows a gauge design based on the Corvette Racing C6.R race car display with lap timer

    • ETC (Electronic Throttle Control): Adjusts the throttle input curve for the selected mode for improved responsiveness

    • Paddle-shift automatic transmission: Adjusts shift comfort and shift points

    • Active Fuel Management: in normal mode, the LT1 engine uses V-8 power during acceleration and V-4 power when coasting; in Eco mode the engine remains in V-4 mode to improve fuel economy until aggressive acceleration is needed

    • Exhaust (active exhaust system): The system adjusts the timing of the electronically controlled exhaust valves to enhance audible feedback from the V-8 depending on the drive mode

    • Electronic limited-slip differential (Z51): Adjusts the rate at which the limited slip engages, to balance between steering response and stability in different driving conditions; more aggressive performance in Sport and Track modes

    • Steering: Assist effort is adjusted in the modes to provide the driver with the correct steering feel for the driving condition

    • Magnetic Ride Control: Adjusts shock damping based on road conditions, from optimized comfort to performance driving

    • Launch control: Available in Sport and Track modes for manual and automatic transmissions, providing maximum off-the-line acceleration

    • Active handling (StabiliTrak stability control): A "competitive" setting is available in Sport and Track modes and is more suited for on-track conditions. It can also be disabled, giving the driver complete control

    • Traction control: Weather mode tailors traction control and engine torque for driving in inclement conditions

    • Performance Traction Management: Available in the Sport and Track modes and offers five settings of torque reduction and brake intervention for track driving.

    Three configurable displays, including a pair of eight-inch screens and color head-up display, deliver personalized information and convey the different performance parameters of each drive mode.

    The two eight-inch screens offer excellent visibility in direct sunlight, with 650 cd/m2 of brightness for the one integrated into the instrument cluster and 1,000 cd/m2 of brightness for the one in the center stack, making it among the brightest screens in the industry. The screen in the center stack also features touch-screen control with gesture recognition and can be lowered to reveal a hidden storage that includes a USB input for device charging or uploads.

    The Corvette Stingray delivers an advanced infotainment system, featuring Chevrolet MyLink and high-definition radio, as well as enhanced OnStar with 3D navigation maps. An additional USB port in the center console, a stand-alone audio input jack and an SD card slot provide seamless connectivity.

    An available premium 10-speaker audio system includes a bass box and two subwoofers – and speakers with rare-earth magnets that deliver greater sound quality with reduced weight and size.

    Every line counts on Corvette Stingray's functionally elegant exterior

    • Aerodynamic design integrates strategies from Corvette racing

    • Signature lighting includes distinctive frosted light-emitting diode daytime driving lights, high-intensity discharge headlamps and indirect-LED taillamps

    • Carbon fiber hood and removable roof panel enhance front/rear weight balance

    Corvette Stingray's provocative exterior styling is as functional as it is elegant, said Ken Parkinson, executive director of global design.

    "Developing a new Corvette, while every designer's dream, is not an easy task," Parkinson said. "The goal was a bold design statement that embraced the advanced technology of the car, while enhancing its overall performance in everything from the wind tunnel to the track. The result is a new Corvette Stingray – a fantastic car that breaks new ground yet remains true to the fundamental elements that make a Corvette a Corvette."

    While no single detail is repeated from previous generations, the new Corvette Stingray include the distinctive profile defined by a long dash-to-axle ratio and the greenhouse evoking the canopy of a fighter jet with dual-element taillamps. To this foundation, designers built a form vocabulary from two very different sources: aerospace and nature.

    "For the new Corvette to be called a Stingray, it had to deliver an incredible, purposeful visual impact – just as the original did in 1963," said Tom Peters, exterior design director. "That visual impact is evident in fighter jets and the Stingray animal itself. Their beauty comes from their purpose, designed to cut through air or water as quickly and efficiently as possible. As with aircraft and living forms, every transition on every surface of the Corvette Stingray serves a purpose executed with beauty and proportion."

    Lighting is a signature element of the Corvette Stingray's design and reinforces its high-tech aesthetic. At the front, indirect white LED lamps form a distinctive daytime styling cue. They are set in a black-chrome lamp housing with standard HID projector headlamps. The turn signals feature edge-lit amber LED lighting.

    All-new, dual-element taillamps represent the greatest departure from tradition and are among the car's most dramatic elements. The three-dimensional, sculpted lenses house innovative indirect LED lighting. The state-of-the-art lighting uses hidden LED lamps that cast their light up from the bottom of the housing into a reverse reflector, creating an even glow. LED lamps are also used for the white backup lamps. The taillamps integrate functional aircraft-style air outlets for the available differential and transmission coolers.

    "From the front or rear, the signature lighting brings the new Corvette to life," said Peters. "It looks beautiful, sinister and more than a little intimidating. It gives the Corvette a nighttime appearance unlike anything else on the street."

    When it comes to aerodynamics, the new Stingray is in a league of its own. Advanced computer-aided modeling programs were employed to predict and track airflow over, under and through the new Corvette's body. Engineers and designers also relied on data gleaned from the Corvette Racing program – the most successful program ever in the American Le Mans Series and the 2012 GT class champion – to help balance front and rear grip for high-speed stability.

    Many hours were spent in the wind tunnel hand-sculpting surfaces for aesthetics and performance. Functional exterior elements include:

    • All models have a new grille/radiator arrangement and hood vents. Venting air out of the hood reduces total front-end lift for improved steering response at high speeds

    • The front fender side coves also help vent underhood air pressure to reduce aerodynamic drag

    • Models with the automatic transmission or Z51 Performance Package feature a functional vent on driver's left side directing air over a heat exchanger for the transmission fluid and a similar arrangement on the passenger side that directs air

    • over a heat exchanger for the electronic limited slip differential

    • Airflow through the differential and transmission heat exchangers exit through the aircraft-inspired taillamp vents and lower-rear fascia air outlets

    • The Z51 Performance Package also includes brake-cooling ducts, a unique rear spoiler and additional air deflectors for enhanced track capability.

    "Every square inch of the 2014 Corvette's exterior is designed to enhance high-performance driving," said Kirk Bennion, exterior design manager. "The team delivered a great balance of low drag for efficiency and performance elements for improved stability and track capability – all in a sculpted design that excites in all the ways that a Corvette has for six decades."

    Engineered to race, built for the road

    • New aluminum frame structure is 57-percent stiffer and 99 pounds (45 kg) lighter than the current steel frame

    • Innovative use of composite materials, including carbon fiber the hood and roof panels, lightweight Sheet Molded Compound for the fenders, doors and rear quarter panels, and carbon-nano composite for the underbody panels help reduce the weight of the body by a 37 pounds (17 kg)

    • New LT1 V-8 uses advanced technologies to produce more power with less fuel and is paired with an industry-exclusive seven-speed manual transmission with Active Rev Matching for more precise up and down shifts.

    The new Corvette Stingray takes advantage of lightweight materials, advanced manufacturing techniques and technology transfer from the Corvette Racing program to produce an ideal 50/50 weight balance and to deliver a world-class power-to-weight ratio.

    "Chevrolet has a long history of using racing to improve production cars, and nowhere is that more evident than with Corvette," said Jeuchter. "We continually apply technologies and strategies developed for Corvette Racing directly to the production car. That influence can be seen in virtually every aspect of the new Corvette Stingray, from the aerodynamic design to the use of carbon fiber, to the cooling techniques and even in the brake system

    The technologically advanced foundation is an all-new aluminum frame structure that is 57 percent stiffer and 99 pounds (45 kg) lighter. The greater torsional rigidity reduces unwanted noise and improves ride and handling.

    Compared to the previous generation, which used continuous hydroformed main frame rails with a constant 2mm wall thickness, the new Corvette's frame features main rails composed of five customized aluminum segments, including aluminum extrusions at each end, a center main rail section and hollow-cast nodes at the suspension interface points. Each segment is tuned – varying in thickness from 2mm to 11mm – tailoring the gauge, shape and strength properties to optimize the requirements for each frame section with minimal weight.

    The frame is assembled at an all-new welding shop at the Bowling Green Assembly Plant using a unique laser welding process in which a computer-controlled beam of high energy joins the components with exceptional precision and tolerances of about 0.001-inch.

    Supporting the frame's greater strength and lower weight are complementing chassis elements, including hollow-cast aluminum front and rear cradles that are approximately 25-percent lighter and 20-percent stiffer than the solid cradles used on the previous structure.

    The innovative use of materials includes a standard carbon fiber hood and roof panel, as well as underbody panels created with carbon-nano composite technology, an advanced blend of traditional composite material and carbon fiber, which allows lighter underbody panels without a loss of strength or stiffness. Fenders, doors, rear quarter panels and the rear hatch panel are made with lighter-density Sheet Molded Compound than the previous generation. Combined, these materials save approximately 37 pounds (17 kg) versus the previous body structure.

    The lightweight elements of the Stingray contribute to the ideal 50/50 weight balance. Combined with its estimated 450 horsepower (335 kW), the new Corvette delivers a better power-to-weight ratio than the Porsche 911 Carrera or Audi R8.

    Those 450 horses are generated by an all-new LT1 6.2L Small Block V-8 engine, which produces an estimated 450 lb.-ft. of torque (610 Nm). More importantly, it generates 50 lb.-ft. more low-end torque than the previous 6.2L engine, matching the 7.0L LS7 engine from the 2013 Corvette Z06 from 1,000 to 4,000 rpm.

    The engine's performance comes from combining advanced technologies like direct injection, Active Fuel Management and continuously variable valve timing with an advanced combustion system. More than 10 million hours of computational analysis went into the new Small Block's design, including more than 6 million hours alone on the combustion system.

    The LT1 is backed by a choice of active exhaust systems that are less restrictive than the previous generation, due in part to an increase in diameter from 2.5 inches to 2.75 inches. The standard system offers a 13-percent improvement in airflow and features a pair of butterfly valves that contribute to greater refinement at cruising speeds when the engine is operating in fuel-saving V-4 mode.

    An available dual-mode active exhaust system offers a 27-percent improvement in airflow. It features two additional valves that open to a lower-restriction path through the mufflers. When open, these valves increase engine performance and produce a more powerful exhaust note.

    The LT1 is mated to either a six-speed paddle-shift automatic transmission or an industry-exclusive TREMEC TR6070 seven-speed manual with Active Rev Matching. The Corvette retains its distinctive rear transaxle layout for optimal weight balance.

    The seven-speed manual incorporates rev-matching technology for upshifts and downshifts. This driver-selectable feature can be easily engaged or disengaged via paddles on the steering wheel. The seven-speed is used with a new dual-mass flywheel and dual-disc clutch, which deliver greater shift quality and feel through lower inertia. The transmission with the Z51 Performance Package includes specific close-ratio gearing for more aggressive driving.

    "Active Rev Matching makes the new Corvette easier and more fun to drive in performance conditions," said Jeuchter. "It anticipates the next gear selection and electronically 'blips' the throttle to match engine speed for a seamless gear change."

    A six-speed Hydra-Matic 6L80 paddle-shift automatic is also available. It is optimized for use with Active Fuel Management and features a lower-inertia torque converter for improved shift quality and shift speeds. In addition, shift feel and shift points can be adjusted through the Driver Mode Selector.

    More direct, more connected driving feel

    • Third-generation Magnetic Ride Control for greater comfort and control

    • Electric power steering system tailors steering response and feel

    • Electronic limited-slip differential delivers optimal traction

    The new Corvette Stingray's chassis and suspension are designed to take advantage of the lighter, stiffer structure. The reduced structural flex allowed engineers to more precisely tune the suspension and steering for a more nimble and responsive driving experience.

    "An important goal for the seventh-generation Corvette was to create a more intimate and connected driving experience, said Mike Bailey, chassis vehicle system engineer. "Whether on the open road or on the track, we wanted drivers to feel comfortable and confident behind the wheel."

    While the Corvette Stingray retains the racing-proven short/long-arm suspension design, front and rear, the components are all-new. Improvements to the suspension include hollow lower control arms which save approximately nine pounds (4 kg) per vehicle and new aluminum rear toe links which save 2.4 pounds (1.1 kg) over previous steel links.

    The Corvette Stingray rides on new 18 x 8.5-inch front and 19 x 10-inch rear wheels, while models with the Z51 Performance Package roll on 19 x 8.5-inch front and 20 x 10-inch rear forged aluminum wheels. New Michelin Pilot Super Sport run-flat tires developed specifically for the seventh-generation Corvette deliver comparable levels of grip than the wider tires of previous models.

    As a result, the track-oriented Corvette Stingray with the Z51 Performance Package is capable of 1g in cornering acceleration – comparable to the 2013 Corvette Grand Sport. Significantly, that is achieved with narrower and lighter wheels and tires. The reduced "footprint" reduces rolling resistance, steering effort and road noise, contributing to a more nimble feel, more immediate steering response and greater touring comfort and efficiency.

    Dimensionally, the new Corvette's wheelbase is approximately an inch longer than the previous generation, with front and rear tracks that are almost an inch wider. Those changes provide a more stable feel, particularly at high speeds, while the turning radius is decreased by approximately two feet for greater maneuverability in tight turns.

    The Corvette Stingray features standard 35mm-piston Bilstein monotube shocks that connect to dual-path aluminum shock mounts that separate the shock rod and shock body load paths. The Z51 Performance Package comes with 45mm-piston Bilstein dampers for more aggressive body control and track capability. Z51 is available with the third-generation Magnetic Ride Control, which features a new twin-wire/dual-coil damper system that reacts 40 percent faster, enabling improved ride comfort and body control.

    The new electric power steering system offers variable ratios and variable effort to tailor responsiveness and feel for each driving situation. It also delivers more precise control and feedback to the driver, along with greater variability of effort for high-performance driving and greater on-center sensitivity and linearity. Steering feel was further improved by increasing steering column stiffness by 150 percent, increasing intermediate shaft torsional stiffness by 600 percent, and mounting the steering gear to the front cradle structure. As a result the steering system is five times stiffer than the previous generation.

    A smart electronic limited-slip differential (eLSD) is included in the Z51 Performance Package and continuously makes the most of the torque split between the rear wheels. The system features a hydraulically actuated clutch that can infinitely vary clutch engagement and can respond from open to full engagement in tenths of a second. It shifts torque based on a unique algorithm which factors in vehicle speed, steering input and throttle position to improve steering feel, handling balance and traction.

    "The electronic limited-slip differential transforms the Stingray by optimizing handling for the driving situation," said Mike Bailey, vehicle systems engineer, chassis. "By continuously modulating the torque split between the rear wheels, the eLSD can improve traction accelerating out of corner, improve stability on the highway and enhance steering turn-in and responsiveness."

    The eLSD is fully integrated with StabiliTrak and Performance Traction Management systems. Its calibrations vary among three modes, based on the Drive Mode Selector setting:

    • Mode 1 is the default setting for normal driving and emphasizes vehicle stability

    • Mode 2 is engaged when electronic stability control is turned off in the Sport or Track Driver Modes. This calibration enables more nimble turn-in and traction while accelerating out of a corner

    • Mode 3 is automatically selected when Performance Traction Management is engaged. This calibration has the same function as Mode 2, but is fine-tuned to work with Performance Traction Management.

    Standard Brembo brakes, with four-piston fixed calipers derived from racing, deliver exceptional stopping power on the street or track. System highlights include:

    • 12.6-inch (320 mm) front rotors and 13.3-inch (338 mm) rear rotors are standard and have 35 percent more swept area than previous-generation brakes. Consequently stopping distance is improved 9 percent

    • Dual-cast, slotted 13.6-inch (345 mm) front rotors and 13.3-inch (338 mm) slotted rear rotors are included with Z51 Performance Package. They have 6percent more swept area than the previous-generation Grand Sport and are cooled front and rear for improved track capability. Consequently stopping distance is improved 5 percent

    • All brake packages have fixed front and rear calipers are stiffer for more even pad wear, reduced drag and improved modulation.

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    I have to say this is my favorite looking corvette ever. I have never really hated any of the corvettes, but never really loved them either and while I am not a total fan of the rear tail lights with the drop down corner, this is bar far the best looking one to date.

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    I know I might be in the minority, but I've had time to think about it, and I know I expected something a little more from the C7 Corvette.

    I don't feel that this particular design is as graceful, timeless nor as clean as previous Corvettes. I don't think it will age well, especially when parked next to C2, C3, and even C5 models. Certain elements of the exterior, such as the taillights and rear fascia, do not mesh well with the various Moorish curves and sagging lines littered throughout the car. It's busy almost to the point of being inflammatory. It's also easy to call the design a mash-up of other current design elements from other vehicles; I can see a few undertones of the Nissan GTR, Dodge Viper, and Ferrari FF. I also never much cared for the C4's interior that always seemed to bury the driver way down in the seat, and this interior certainly can be viewed as a homage to that design.

    Granted, it won't be around as long as previous Corvettes, but I can say with complete confidence that I'm already ready to see the C8.

    Edited by black-knight
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    i do understand a lot of black knights concerns. I see that a little as well.

    But overall, just that we get something new is a big deal. And overall with what really is not IMO a big architecture change, to get something that evolves the look as much as it does is welcome.

    At the same time, it doesn't really try to be more refined. It's another interpretation of brash GM design. I do like it, especially the rear taper and new green house. I even like the rear taillights. It's the same old corvette proportions I am kind of getting tired of. I would not have minded the whole windshield being pulled forward a few inches and such.....

    A lot of the sculpting is extreme and that's ok. That will look old fast to those who like things more sleek.

    Interior for certain is improved and I see the merit of the wraparound design for a racing car.....especially when so many exotics have wraparound dash. I still think that the wraparound theme is so freakin 90's though.

    We should be glad this car still exists, that they put as much effort into as they did, and that it is so kick ass. A reasonably fresh version of the same old same old. I wouldn't say it's really timeless, I think the shelf life will be not as long as they hope.

    It's not going to set the market on its ear. But it's going to continue to keep it's place for the time being. Hopefully the interior improvements gain merit to what it for certain going to be an unbelievable performance ride.

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    At 1st glance, the only think I don't like are the vents next to the tail lights.

    EDIT - Probably the 1st Corvette ever that doesn't look that good in red... Looks like darker colours suit the design better...

    Edited by ZL-1
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    I have kept up on this car for a while and it is the car they needed and came out pretty much as some predicted.

    This car retains a lot of Vette but take it to the next level in a way no Vette has since 63 and 04. What is different this time more than even the tail lights is they got the little things addressed more than anything. They finally got a Vette they could finish before it went to market. In the past the details lacked as like with so many other GM products they never had the funding to do it all. Case in point the 4th Gen F body where the money went into the drive line and suspension but nothing was left for what was inside. [pointed out by the F bodfather himself].

    The only thing I was suprised with is the HP did not reach 470 HP yet. I expected a jump but they are still saying estmaited so we still see a few more ponies in the standard cars. Even then the standard car is still noting to passed over by anymeans.

    What I like is they addressed the interior and it looks great but what I really like is they addressed things like Aero. GM has gone in the direction Ferrari has done and addressed the aero aspect of the car as there is a lot to gain in perfornace there. I know first hand what a functional hood vent will do on a car owning one myself. You would be amazed at how even a small vent can settle the nose of a car down. not to mention it makes a hell of a bug deflector. LOL!

    What will be interesting is the present car will play better to the global market and challange many global players. The cool thing is how the added models will advance this base Stingray even farther.

    The first reaction will remain the same as 50/50 is how it normally sizes up on like and hate. Around the time the first reviews and numbers from the track come in the hate grows more and more distant.

    I think Chevy has finally started to move the Vette on and this car will translat into even greater changes when they seek the C8 as most automakers have began to move on with some aspects of their sports cars for the sake of a better car. Only the 911 keeps it's basic shape but nearly everything else has begun to move on and the Vette has joined them.

    Job well done GM Now see if we can get aound 470 HP out of this engine.

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    Three things...

    (1) There is nothing particularly Stingray about this Stingray. But, the name does have a nice ring to it.

    (2) I find the design modern and up to date, and not particularly offensive. However, it is also overly cluttered -- too many unnecessary lines, ridges, creases and slats. I would have preferred a hood vent more like the C-6R or Shelby Series I rather than the slatted rendition here. I also like my cars with less lines -- like a B6 "Clinque Soap Box" Audi A4. But that's me and I also happen find the GT-R ugly and cluttered.

    (3) The interior I find to be a thousand times better than the current car. Again, I think it is a little too cluttered and would have preferred clean, symmetric lines like was found on the NSX or 300ZX. But the stitched elements are a class above the C6 and it's not bad compared to today's Audi interiors (which are a mess too). The steering wheel looks a little out of place though, especially the airbag cover (which looks like an after thought). Regardless, it could have been worse... like the Ferrari F430 or to a lesser degree the 458.

    I don't know why they choose the red car with black accents for the show. A Silver or Metallic Grey car looks much better -- if not anything else because the colors will flow better with the black roof and the black vent accents.

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    I've updated the Live Shots gallery with my pictures from last night.

    Thanks Drew, The pictures are great, Love the Metallic Grey Vette. Other than the rear vents incorporated into the tail lights, I really love this car.

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    Hugely supportive of this Corvette Evolution. I love the tail lights, but not the vents being incorporated as was mentioned above by many others.

    The Interior seems to be a wild improvement!

    Nice car. Not a moment too soon.

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    Alright, so this is pretty much exactly the leaked drawings that Jalopnik posted months ago. I remember Oldsmoboi telling me at that time that Cheers and Gears would "not be taking part in the Jalopnik Corvette hoax" when I tried to post it. So I'm curious now as to whether he thought the Jalop renderings were fake, or if he was just covering for GM.

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    Three things...

    (1) There is nothing particularly Stingray about this Stingray. But, the name does have a nice ring to it.

    (2) I find the design modern and up to date, and not particularly offensive. However, it is also overly cluttered -- too many unnecessary lines, ridges, creases and slats. I would have preferred a hood vent more like the C-6R or Shelby Series I rather than the slatted rendition here. I also like my cars with less lines -- like a B6 "Clinque Soap Box" Audi A4. But that's me and I also happen find the GT-R ugly and cluttered.

    (3) The interior I find to be a thousand times better than the current car. Again, I think it is a little too cluttered and would have preferred clean, symmetric lines like was found on the NSX or 300ZX. But the stitched elements are a class above the C6 and it's not bad compared to today's Audi interiors (which are a mess too). The steering wheel looks a little out of place though, especially the airbag cover (which looks like an after thought). Regardless, it could have been worse... like the Ferrari F430 or to a lesser degree the 458.

    I don't know why they choose the red car with black accents for the show. A Silver or Metallic Grey car looks much better -- if not anything else because the colors will flow better with the black roof and the black vent accents.

    i agree with a lot of this, especially the airbag cover and clutter part. this car has far too many cut lines, seams, ins and outs.

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    One persons clutter is another persons organization. I do not have a problem with the steering wheel or dash, I like the layout and flow. The interior I think is one of their best to date.

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    If you hate the lines I would recomend waiting to see it in 3D as the line you see are more shapes in the body that often make more sense with depth.

    The Corvette is a damned if they do and damned if they don't car. No matter what they do it will bring cheers or jeers. From where I stand if they left off much of the shaped and sculped lines we would have people complaining about the slab sides. I still have a diehard Vette owning neighbor who just bought a low mile C5 because it is not a Corvette if it does not have pop up lamps. He looked at the C6 and refused it. Some feelings die hard.

    In the end this car like those before it will be in demand and a darling of many.

    I see this as the most complete Vette ever introduced. Sure in the past we have has many good Vettes but we have never really had one at intro that really addressed all the details. If the suspension tuning is anything like I expect based on the C6 and ZL1 we should have one hell of a car for the money.

    I am sure one on the Rags will find fault with the shifter being too notchie LOL!

    Edited by hyperv6
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    Alright, so this is pretty much exactly the leaked drawings that Jalopnik posted months ago. I remember Oldsmoboi telling me at that time that Cheers and Gears would "not be taking part in the Jalopnik Corvette hoax" when I tried to post it. So I'm curious now as to whether he thought the Jalop renderings were fake, or if he was just covering for GM.

    I too remember this even when I knew better. LOL!

    It may have been just the case of not pissing GM off as invites to the intro are not for all. Same on test drives on press day.

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    I can't help but feel like, for the first time in my life, that I've in earnest witnessed the introduction of the finest Corvette since the 1963 Split window Stingray. All Corvettes that followed had some sort of compromise that nagged them for much of their existence. This C7 damn near reaches Corvette perfection the way the C2s did. To see Reuss, Welburn, etc act less like company executives and more like 14 year old girls at a Justin Bieber concert tells the whole story about just how awesome this car is.

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    I am not a fan, I thought the C5 for the time was one of the best looking Corvette's. This car has the same profile shape, but I don't like the back end and there is just too many black plastic air vents all over this car. It is like since the C5 they kept the same shape, and just tacked on more and more bling to try to make it look modern. The headlights look too much like a 458 Italia.

    The interior seems no better than the last Corvette. The design looks dated, unless the build quality is fantastic I think they dropped the ball on the interior.

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    The interior seems no better than the last Corvette. The design looks dated, unless the build quality is fantastic

    You answered your own question.

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    I can't help but feel like, for the first time in my life, that I've in earnest witnessed the introduction of the finest Corvette since the 1963 Split window Stingray. All Corvettes that followed had some sort of compromise that nagged them for much of their existence. This C7 damn near reaches Corvette perfection the way the C2s did. To see Reuss, Welburn, etc act less like company executives and more like 14 year old girls at a Justin Bieber concert tells the whole story about just how awesome this car is.

    I feel the same but even in 63 they did not get the rear disc yet. Nearly all new C model intro's left a major thing on the table. The C2 til now was the most complete at intro.

    The reason they were smiling is they have driven the car and they know the sub and special models to come. We all need to remember we are only looking at the base car and it will only get new and added things on top of this. I wonder if they will try a full carbon fiber body on a ZR1 replacment.

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    Been thinking about the rear of the car.

    For me, it isn't the tail lights, or even the vents.

    Even though the black area seems both too high, and too big (especially for a color like red), it isn't that either.

    It's the overall height, and the basic shape (especially when seen from the side). That curve from top to tire.

    I'm sure there is a very good reason for it (likely aerodynamic).

    But I hate it. It kills the front to back flow of the car.

    I despised it on the C5s great big ass, still hated it on the C6, and don't like it now.

    The good news is that the C6 rear looked better than the C5, and I think this looks better than the C6 as far as that overall shape goes.

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    • By William Maley
      Over the weekend, General Motors published and then deleted the power figures for the new 6.6L Duramax Diesel V8 that would be appearing in the 2017 Chevrolet Silverado HD and GMC Sierra HD. Today at the Texas State Fair, GM revealed everything about this new engine.
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      DALLAS — Chevrolet today announced the redesigned Duramax 6.6L V-8 turbo-diesel offered on the 2017 Silverado HD. This next-generation redesign offers more horsepower and torque than ever — an SAE-certified 445 horsepower (332 kW) and 910 lb.-ft. (1,234 Nm) — to enable easier, more confident hauling and trailering.
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      “Nearly everything about the Duramax is new, designed to produce more torque at lower rpm and more confidence when trailering or hauling,” said Gary Arvan, chief engineer. “You’ll also notice the refinement improvements the moment you start the engine, and appreciate them as you cruise quietly down the highway — with or without a trailer.”
      Additional highlights include:
      New, stronger cylinder block and cylinder heads New, stronger rotating and reciprocating assembly Increased oil- and coolant-flow capacity New EGR system with single cooler and integrated bypass New electrically actuated/electronically controlled turbocharging system All-new advanced solenoid fuel system All-new electronic controls New full-length damped steel oil pan that contributes to quietness New rocker cover/fuel system acoustical treatments B20 bio-diesel compatibility SAE-certified 445 net horsepower (332 kW) at 2,800 rpm SAE-certified 910 net lb.-ft. of torque (1,234 Nm) at 1,600 rpm A new, patent-pending vehicle air intake system — distinguished on the Silverado HD by a bold hood scoop — drives cool, dry air into the engine for sustained performance and cooler engine temperatures during difficult conditions, such as trailering on steep grades. Cooler air helps the engine run better under load, especially in conditions where engine and transmission temperatures can rise quickly. That allows the Duramax to maintain more power and vehicle speed when trailering in the toughest conditions.
      The intake design is another example of the advanced integration included in the 2017 Silverado HD that makes it over-the-road capable.   
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      A deep-skirt design and four-bolt, cross-bolted main caps help ensure the block’s strength and enable more accurate location of the rotating assembly. A die-cast aluminum lower crankcase also strengthens the engine block and serves as the lower engine cover, while reducing its overall weight.
      The new engine block incorporates larger-diameter crankshaft connecting rod journals than the current engine, enabling the placement of a stronger crankshaft and increased bearing area to handle higher cylinder loads.
      An enhanced oiling circuit, with higher flow capacity and a dedicated feed for the turbocharger, provides increased pressure at the turbo and faster oil delivery. Larger piston-cooling oil jets at the bottom of the cylinder bores spray up to twice the amount of engine oil into oil galleries under the crown of the pistons, contributing to lower engine temperature and greater durability.
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      There’s also an integrated oil cooler with 50 percent greater capacity than the current engine’s, ensuring more consistent temperatures at higher engine loads.
      Segment firsts
      Re-melt piston bowl rim Venturi Jet Drain Oil Separator Closed-loop glow plug temperature control Stronger pistons with remelt
      A tough, forged micro-alloy steel crankshaft anchors the new Duramax’s stronger rotating assembly. Cut-then-rolled journal fillets contribute to its durability by strengthening the junction where the journals — the round sections on which the bearings slide — meet the webs that separate the main and rod journals.
      The connecting rods are stronger, too, and incorporate a new 45-degree split-angle design to allow the larger-diameter rod bearings to pass through the cylinder bores during engine assembly. They’re forged and sintered with a durable powdered metal alloy, with a fractured-cap design enabling more precise cap-to-rod fitment. 
      A new, stronger cast-aluminum piston design tops off the rotating assembly. It features a taller crown area and a remelted combustion bowl rim for greater strength. Remelting is an additional manufacturing process for aluminum pistons in which the bowl rim area is reheated after casting and pre-machining, creating a much finer and more consistent metal grain structure that greatly enhances thermal fatigue properties.
      Additionally, the Duramax’s pistons don’t use pin bushings, reducing reciprocating weight to help the engine rev quicker and respond faster to throttle changes.
      Lightweight cylinder heads, solenoid injectors
      The redesigned engine retains the Duramax’s signature first-in-class aluminum cylinder head design, with six head bolts per cylinder and four valves per cylinder. The aluminum construction helps reduce the engine’s overall weight, while the six-bolt design provides exceptional head-clamping strength — a must in a high-compression, turbocharged application.
      A new aluminum head casting uses a new double-layer water core design that separates and arranges water cores in layers to create a stiffer head structure with more precise coolant flow control. The heads’ airflow passages are also heavily revised to enhance airflow, contributing to the engine’s increased horsepower and torque.
      The Duramax employs a common-rail direct injection fuel system with new high-capability solenoid-type injectors. High fuel pressure of 29,000 psi (2,000 bar) promotes excellent fuel atomization for a cleaner burn that promotes reduced particulate emissions. The new injectors also support up to seven fuel delivery events per combustion event, contributing to lower noise, greater efficiency and lower emissions. Technology advancements enable less-complex solenoid injectors to deliver comparable performance to piezo-type injectors.
      Electronically controlled, variable-geometry turbocharging system
      A new electronically controlled, variable-vane turbocharger advances the Duramax’s legacy of variable-geometry boosting. Compared to the current engine, the system produces higher maximum boost pressure — 28 psi (195 kPa) — to help the engine make more power, and revisions to enhance the capability of the exhaust-brake system.
      Along with a new camshaft profile and improved cylinder head design, the Duramax’s new variable-vane turbocharger enables the engine to deliver more power with lower exhaust emissions. It uses a more advanced variable-vane mechanism, allowing a 104-degree F (40 C) increase in exhaust temperature capability. The self-contained mechanism decouples movement from the turbine housing, allowing operation at higher temperature. That enables the engine to achieve higher power at lower cylinder pressure. Additionally, it has lower internal leakage, allowing more exhaust energy to be captured during exhaust braking.
      The integrated exhaust brake system makes towing less stressful by creating added backpressure in the exhaust, resulting in negative torque during deceleration and downhill driving, enhancing driver control and prolonging brake pad life.
      Venturi Jet Drain Oil Separator
      A new Venturi Jet Drain Oil Separator employed with the Duramax 6.6L is the first of its type in the segment and is designed to ensure oil control in sustained full-load operation. The totally sealed system collects the fine mist of oil entrained in the blow-by gas and uses a small portion of the boosted air generated by the turbocharger to pump the collected oil back to the engine oil sump for re-use by the engine. Less sophisticated systems are not able to return this oil during full-load operation, which can result in oil carryover into the cylinders during combustion.
      Cold Start System
      The new Duramax also provides outstanding cold-weather performance, with microprocessor-controlled glow plugs capable of gas-engine-like starting performance in fewer than 3 seconds in temperatures as low as -20 degrees F (-29 C) without a block heater. The system is enhanced with ceramic glow plugs and automatic temperature compensation — a first-in-class feature providing improved robustness and capability. The automatic temperature compensation assesses and adjusts the current to each glow plug for every use, providing optimal temperature for cold start performance and durability.     
      Electronic throttle valve and cooled EGR
      Unlike a gasoline engine, a diesel engine doesn’t necessarily require a throttle control system. The Duramax 6.6L employs an electronic throttle valve to regulate intake manifold pressure in order to increase exhaust gas recirculation (EGR) rates. It also contributes to smoother engine shutdown.
      Additionally, a cooled exhaust gas recirculation (EGR) system enhances performance and helps reduce emissions by diverting some of the engine-out exhaust gas and mixing it back into the fresh intake air stream, which is fed through the cylinder head for combustion. This lowers combustion temperatures, improving emissions performance by reducing NOx formation.
      The exhaust is cooled in a unique heat exchanger before it’s fed into the intake stream through a patented EGR mixing device, further improving emissions and performance capability. An integrated bypass allows non-cooled exhaust gas to be fed back into the system to help the engine more quickly achieve optimal operating temperature when cold.
      B20 Biodiesel Capability
      The new Duramax 6.6L is capable of running on B20 biodiesel, a fuel composed of 20 percent biodiesel and 80 percent conventional diesel. B20 helps lower carbon dioxide emissions and lessens dependence on petroleum. It is a domestically produced, renewable fuel made primarily of plant matter — mostly soybean oil.
      Manufacturing
      The new Duramax 6.6L turbo-diesel engine is produced with locally and globally sourced parts at the DMAX Ltd. (GM’s joint venture with Isuzu) manufacturing facility in Moraine, Ohio.
      Allison 1000 Automatic Transmission
      The proven Allison 1000 six-speed automatic transmission is matched with the new Duramax 6.6L. A number of refinements have been made to accommodate the engine’s higher torque capacity, including a new torque converter.
      The Allison 1000’s technologically advanced control features, such as driver shift control with manual shift feature and a patented elevated idle mode cab warm-up feature, haven’t changed. Also, the Tow/Haul mode reduces shift cycling for better control and improved cooling when towing or hauling heavy loads.
      There’s also a smart diesel exhaust brake feature that enhances control when descending steep grades.
    • By William Maley
      The seemingly never-ending diesel heavy-duty truck war is back in force with Ford announcing the power figures for the F-Series Super Duty back in the summer. We were wondering when either FCA or GM would strike back. Well GM did this over the weekend by accidently and then subsequently deleting the figures for the next-generation Duramax V8 diesel.
      Truck Trend got screenshots of GM Powertrain's website where the details of the L5P 6.6L Duramax turbodiesel are there to see: 445 horsepower and 910 pound-feet of torque. Compared the 6.7L PowerStoke V8 found in the 2017 F-Series Super Duty, the updated Duramax produces 5 more horsepower but is slight behind in torque (15 down from the PowerStroke's 925 pound-feet).
      We know for sure that the new Duramax will debut a new air intake system (you can see the new hood scoop in the picture above). More air is a good thing as it means better cooling and more power.
      The Texas State Fair is this week and it has become a showplace for the various truck manufacturers to make big announcements. We wouldn't be shocked if General Motors debuts the new Duramax there.
      Source: Truck Trend

      View full article
    • By William Maley
      The seemingly never-ending diesel heavy-duty truck war is back in force with Ford announcing the power figures for the F-Series Super Duty back in the summer. We were wondering when either FCA or GM would strike back. Well GM did this over the weekend by accidently and then subsequently deleting the figures for the next-generation Duramax V8 diesel.
      Truck Trend got screenshots of GM Powertrain's website where the details of the L5P 6.6L Duramax turbodiesel are there to see: 445 horsepower and 910 pound-feet of torque. Compared the 6.7L PowerStoke V8 found in the 2017 F-Series Super Duty, the updated Duramax produces 5 more horsepower but is slight behind in torque (15 down from the PowerStroke's 925 pound-feet).
      We know for sure that the new Duramax will debut a new air intake system (you can see the new hood scoop in the picture above). More air is a good thing as it means better cooling and more power.
      The Texas State Fair is this week and it has become a showplace for the various truck manufacturers to make big announcements. We wouldn't be shocked if General Motors debuts the new Duramax there.
      Source: Truck Trend
    • By William Maley
      Previous Page Next Page We weren't expecting this, but Chevrolet has revealed the all-new 2018 Equinox tonight in Chicago. 
      The exterior borrows heavily from the Cruze and Malibu designs. Up front is a revised grille (similar to the one seen on the Cruze) with new headlights and LED daytime running lights. Around the side is a character line that swoops down and 'Equinox' name on the front doors. The back features a restyled tailgate, blacked-out pillars to give the impression of wrap-around glass, and horizontal taillights. The interior matches up with newer Chevrolet models with a floating screen (either seven or eight-inches) and either cloth or leather covering bits of the dash. One key item Chevrolet is quick to point is the dashboard is lower to provide better visibility.
      There will be three turbocharged four-cylinders on offer; a 1.5L, 2.0L, and a 1.6L diesel. The 2.0L turbo will come paired with GM's new nine-speed automatic. We're guessing the 1.5 and 1.6 will get a six-speed automatic. Front-wheel drive will come standard and an all-wheel drive system with a disconnecting rear axle when not in use will be optional. One item we're glad to see is Chevrolet dropping 400 pounds out of the Equinox.
      On the safety front, the Equinox will feature the options of surround-view camera system, forward collision warning, autonomous emergency braking, lane keep assist, and blind spot monitoring with rear cross traffic alert. Two new features will be Teen Driver (can set limits on speed and volume for your young driver) and Rear Seat Reminder (reminds you to check the back seat to prevent kids from overheating on a hot day).
      No word on pricing, but Chevrolet says the 2018 Equinox will arrive at dealers in the first quarter of 2017.
      Source: Chevrolet
      Press Release is on Page 2
      CHEVROLET INTRODUCES ALL-NEW 2018 EQUINOX
      The perfect balance of design and technology DETROIT — Call it the right balance. On the autumnal equinox today, Chevrolet introduced the all-new 2018 Equinox, a fresh and modern SUV sized and designed to meet the needs of the compact SUV customer.
      “We’ve got the strongest truck business in the industry and we’ve reinvigorated our car lineup with Volt, Cruze and Malibu,” said Alan Batey, Global Chevrolet president. “We’re applying the same customer focus to grow our crossover/SUV business — starting with the Chevrolet Equinox.”
      Today’s compact SUV customers want a vehicle that meets all of their needs, from design, connectivity and safety perspectives. The Equinox delivers on all fronts, starting with its fresh new design and all-new propulsion systems.
      Fresh, new design
      The new Equinox’s expressive exterior has a lean, muscular skin echoing the global Chevrolet design cues and sculpted shapes seen in the Volt, Malibu and Cruze. Extensive aero development in the wind tunnel influenced the sleek shape.
      It is a richer, more detailed design featuring chrome trim on all models and Malibu-inspired styling. Projector-beam headlamps are standard, along with LED daytime running lamps. At the rear, horizontal taillamps emphasize the Equinox’s wide stance, while uplevel models feature LED taillamps. 
      “Customers who previewed the vehicle early on had a strong emotional response to the sleek and sophisticated exterior design,” said John Cafaro, executive director, GM Design. “Those same themes are carried through to the interior, making the space beautifully intuitive.”
      The interior takes advantage of the Equinox’s all-new architecture to offer a down-and-away instrument panel, while a low windshield base provides a commanding outward view. New elements such as available denim-style seat fabric blend high style with high durability, while a new “kneeling” rear seat enhances functionality. With it, the bottom cushions tilt forward when the split-folding seatbacks are lowered, allowing a flat floor for easier loading.
      Connectivity
      The 2018 Equinox offers purposeful technology that helps keep passengers safe, comfortable and connected.
      Chevrolet’s latest connectivity technologies are front and center, including 7- and 8-inch-diagonal MyLink infotainment systems designed to support Apple CarPlay and Android Auto, as well as an available OnStar 4G LTE Wi-Fi hotspot. (Apple CarPlay and Android Auto compatibility is subject to their terms, privacy statements and data plan rates, as well as a compatible smartphone.)
      Safety
      The Equinox offers a comprehensive suite of available active safety technologies and adaptive crash-avoidance features that provide ease of use and peace of mind on the road.
      Teen Driver is also offered, allowing parents to set controls and review an in-vehicle report card in order to encourage safer driving habits, even when they are not in the vehicle.  
      Available advanced active safety features to enhance driver awareness on the road include radar- and camera-based adaptive technologies that can provide alerts to potential crash threats, allowing the driver to react and make changes to avoid them, including:
      New Safety Alert Seat New Surround Vision New Forward Collision Alert with Following Distance Indicator New Low-Speed Forward Automatic Braking New Lane Keep Assist with Lane Departure Warning New Rear Seat Reminder Lane Change Alert with Side Blind Zone Alert  Rear Cross Traffic Alert Turbocharged engines and more 
      A range of three turbocharged engines — including the compact SUV segment’s first turbo-diesel in North America — provides customers more choices when it comes to performance, efficiency and capability in the all-new 2018 Chevrolet Equinox.
      They include a 1.5L turbo, a 2.0L turbo — matched with GM’s new nine-speed automatic transmission — and a 1.6L turbo-diesel.
      “With three choices, customers can select an engine that offers more of the attributes that are important to them: efficiency, performance and capability,” said Dan Nicholson, vice president, Global Propulsion Systems. “The advantage for each is the power of a larger engine and the efficiency of a smaller engine.”
      The new Equinox is the first Chevrolet model in North America to use an all-turbocharged, multi-engine powertrain lineup. That includes the expected segment-exclusive 1.6L turbo-diesel that will offer customers excellent efficiency and capability.
      “It is an all-new SUV from the ground up and one that takes on the industry’s biggest competitors with a stronger architecture, greater efficiency and more technology,” said Rick Spina, executive chief engineer. “And it looks great doing it.”
      Additional vehicle highlights:
      Approximately 400 pounds (180 kg) lighter than the current model — a 10 percent weight reduction Switchable AWD system that enhances efficiency by disconnecting from the rear axle when not needed  Unique kneeling rear seat that enables a flat rear load floor and up to 63.5 cubic feet (1,798 liters) of maximum cargo space Equinox sales have reached more than 2 million since its launch and it is Chevrolet’s second-best retail selling vehicle, after the Silverado.
      The 2018 Equinox goes on sale in the first quarter of 2017 in North America. It rolls out to approximately 115 additional global markets later in the year.
      2018 CHEVROLET EQUINOX PRELIMINARY SPECIFICATIONS 
      (NORTH AMERICA)
      Overview

      Models: 2018 Chevrolet Equinox
      Body style / driveline:
      five-passenger, four-door SUV, front-engine, front- or all-wheel drive
      EPA vehicle class:
      compact SUV
      Powertrains

      Engine / Type: 1.5L turbo DOHC DI
      2.0L turbo DOHC DI
      1.6L turbo-diesel
      Block material:
      cast aluminum
      cast aluminum
      cast aluminum
      Cylinder head material:
      cast aluminum
      cast aluminum
      cast aluminum
      Fuel delivery:
      direct injection
      direct injection
      direct injection
      Horsepower (hp / kW):
      170 / 127 (GM-estimated)
      252 / 188 (GM-estimated)
      136 / 101 (GM-estimated)
      Torque (lb.-ft. / Nm):
      203 / 275 (GM-estimated)
      260 / 353 (GM-estimated)
      236 / 320 (GM-estimated)
      GM-est. fuel economy:
      31 hwy
      28 hwy
      40 hwy
      Transmission:
      Hydra-Matic 6T40 six-speed automatic
      Hydra-Matic 9T50 nine-speed automatic
      Hydra-Matic 6T45 six-speed automatic
      Chassis / Suspension

      Suspension (front): MacPherson strut with side-loaded modules, specifically tuned coil springs, direct-acting stabilizer bar
      Suspension (rear): 
      4 Link Independent Rear Suspension
      Steering type:
      Dual Rack and Pinion Electric Power Steering
      Turning circle (ft / m):
      37.4 / 11.4 (17-inch wheels)
      Brakes & Wheels

      Brake type: four-wheel disc with ABS and ESC; Duralife rotors and low-drag calipers (US)
      Wheel size and type:
      17-, 18- and 19-inch aluminum
      Exterior Dimensions

      Wheelbase (in / mm): 107.3 / 2725
      Overall length (in / mm):
      183.1 / 4652
      Overall width (in / mm):
      72.6 / 1843
      Overall height (in / mm):
      65.4 / 1661
      Track (in / mm):
      front: 62.2 / 1580
      rear: 62.2 / 1581
      Interior Dimensions

      Seating capacity: 2 / 3
      Headroom (in / mm):
      Front - 40.0/1015 (w/o SR), 38.2/970 (w/ Sunroof)
      Rear - 38.5/977 (w/o SR), 36.9/936 (w/ Sunroof)
      Legroom (in / mm):
      40.9 / 1040 (front)
      39.7 / 1008 (rear)
      Shoulder room (in / mm):
      57.2 / 1452 (front)
      55.5 / 1410 (rear)
      Hip room (in / mm):
      54.2 / 1377 (front)
      51.7 / 1314 (rear)
      Weights & Capacities

      Base curb weight (lb / kg): 3327 / 1509 (1.5L w/ FWD)
      Fuel capacity (gal / L):
      14.7 / 55 (FWD)
      TBD (AWD)
      15.5 / 58 (1.6L diesel)
      Max cargo room (cu ft / L):
      29.9 / 846 (behind rear seat)
      63.5 / 1798 (rear seat folded)
      Max trailering (lb / kg):
      3500 / 1585 (2.0L turbo)
      Previous Page Next Page
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