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    2014 Chevrolet Camaro Z/28 To Start At $75,000*


    • Be prepared to shell out some cash for the new Z/28.


    Chevrolet has announced the pricing for the upcoming 2014 Camaro Z/28 before it goes on sale in the spring. The base price will be $75,000 (includes a $995 destination charge and a gas-guzzler tax). While the pricetag is a bit extravagant at first glance, the number of performance parts that make the Z/28 a road going racecar more than justify it.

    Let's begin with what's under the hood of the Z/28: A 7.0L LS7 V8, rated at 505 horsepower and 481 pound-feet of torque. A six-speed manual transmission with a Torsen limited-slip differential that makes sure all of that power to the rear wheels. Other changes include a weight loss of 300 pounds, light-weight nineteen-inch alloy wheels wrapped in Pirelli PZero Trofeo R tires, new dampers, carbon-ceramic Brembo brakes, new body pieces, and and microfiber Recaro seats.

    There is only one option package available; for $1,500 you can get air conditioning and and a six-speaker audio system.

    Source: Chevrolet

    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


    2014 Chevrolet Camaro Z/28 Priced at $75,000

    DETROIT – Chevrolet today announced the 2014 Camaro Z/28 will go on sale this spring with a suggested retail price of $75,000, including a $995 destination charge, but excluding tax, title, license and dealer fees.

    The new Z/28 is offered in five exterior colors – Red Hot, Black, Silver Ice Metallic, Ashen Gray Metallic and Summit White. Only a single option is available: A $1,150 package that adds air conditioning and a total of six audio speakers. The standard Z/28 package includes one speaker.

    "The Camaro Z/28 is an uncompromising performer that's bred for the track – and every one of its unique components supports the goal of faster lap times," said Mark Reuss, president, General Motors North America. "It takes the Z/28 back to its racing roots and adds to the strong lineup of Chevrolet performance cars, including a revamped Camaro SS and supercharged ZL1, as well as the SS sedan, Corvette Stingray convertible and 2015 Corvette Z06, which we'll introduce at the North American International Auto Show next week."

    The Z/28's unique exterior is designed like a race car to produce downforce that presses the tires against the track for greater grip – up to 1.08 g in cornering acceleration – and faster lap times. The aerodynamically optimized design helped the Camaro Z/28 log a lap on Germany's legendary Nürburgring road course that was four seconds faster than the Camaro ZL1's and beat published times for the Porsche 911 Carrera S and the Lamborghini Murcielago LP640.

    Power comes from the 7.0L LS7 engine, with dry-sump oiling, rated at an SAE-certified 505 horsepower (376 kW) and 481 lb-ft of torque (652 Nm). The engine will be built by hand at the new Performance Build Center within GM's Bowling Green assembly plant.

    A close-ratio six-speed manual transmission is the only transmission offered and power is distributed to the rear wheels via a Torsen limited-slip differential featuring a helical gear set, rather than traditional clutch packs, for optimal traction. The differential works in unison with Chevrolet's proprietary Performance Traction Management system, allowing drivers to adjust the level of throttle and braking intervention to match their capability and driving environment.

    The Camaro Z/28 is also one of the first production cars fitted with race-proven, spool-valve dampers, which allow four-way damping control, enabling engineers to precisely tune both bump and rebound settings for high-speed and low-speed wheel motions. The wider tuning range also allows dramatically greater damper stiffness without a significant change in ride quality. Additional chassis changes include stiffer spring and bushing rates for improved cornering response.

    Lightweight, 19-inch forged aluminum wheels and Pirelli PZero Trofeo R tires reduce unsprung weight by 49.6 pounds (22.5 kilograms) per car compared to the 20-inch wheels standard on Camaro SS and ZL1.

    The massive 305/30ZR19 PZero Trofeo R tires represent the first production-car application in the industry and are believed to be the widest front tire on any productioThn car. To fully exploit their grip, the Z/28 also features Brembo Carbon Ceramic Matrix™ rotors and fixed, monoblock calipers. The large 394 x 36 mm front rotors are paired with six-piston calipers, while the 390 x 32 mm rear rotors are paired four-piston calipers. Compared to similar-size, two-piece steel rotors, the lightweight carbon discs save 28 pounds (12.5 kg) per car.

    The combination of tire grip and braking power enable the Camaro Z/28 to achieve at least 1.5 g in deceleration. With standard front brake cooling ducts, the Z/28 is also capable of continuous track use.

    Interior details

    On the interior, the Camaro Z/28 features trim in a distinctive, matte-metallic finish called Octane, a flat-bottom steering wheel and Recaro seats with microfiber inserts. The seats feature aggressive bolsters for high-performance driving, as well as seat cutouts inspired by the five-point harnesses found on racing seats. To save weight, both front seats incorporate manual adjustment.

    The rear seats of the Z/28 have also been modified for weight reduction. Nine pounds, or four kilograms, were saved by eliminating the seat-back pass-through, as well as using high-density foam in place of the rigid structure of the seat back and steel mesh of the seat bottom.

    Additional examples of weight savings include:

    Elimination of the tire-inflator kit, except for Rhode Island and New Hampshire, where it is required by law

    Removal of some interior sound deadener, as well as trunk carpet

    Use of a smaller, lighter battery

    Thinner rear-window glass – 3.2 mm vs. the standard 3.5 mm

    Elimination of high-intensity discharge, or HID, headlamps and fog lights

    No air conditioning except as part of the single option package.

    The Camaro Z/28 will be available to order in late January with the first cars delivered to customers in the spring. Rights to the first Camaro Z/28, VIN 0001, will be auctioned at Barrett Jackson Auction in Scottsdale, Ariz. on January 18.

    The Z/28's suggested retail price includes destination and freight charges, as well as the gas-guzzler tax.

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    That is just too much money for a Camaro. That is Corvette Z06 money.

    Same engine as the Z06. I would have thought it would have been priced below the ZL1--which starts around $56k, or at most comparable to the Shelby GT500 in price--- $65k or so. With dealer markup it will probably be pushing $100k...absurd.

    Edited by Cubical-aka-Moltar
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    people will pay for it.

    Not many. But I am sure a few fools will, 6 people bought an ELR last month, so there is hope. But what ever happened to the Camaro being the affordable sports car?

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    It's probably intentionally priced high to keep volume as low as possible--maybe production volume is limited for this particular engine (how many Z06s did they build) or to avoid issues w/ CAFE?

    I thought when they announced the Z/28 revival it was going to be Chevy's equivalent of the '12-13 Mustang Boss 302 which is priced between the GT and GT500..i.e. I assumed it would be between the SS and the ZL1 (which I assumed to the top end model).. I guess they only want to sell a couple 100 of these instead.

    Edited by Cubical-aka-Moltar
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    There is a difference between a sports car and a race car. This car is in the race car territory with closest street legal offering from a OEM aka a BMW CSL and MB Black Series. It actually runs faster on the Ring than many famed Porsches, BMWs, MB Black Series and Lamborghinis and even its more powerful brother ZL1. That is an accomplishment.

    Let us look at the hardware: LS7 ~$9K difference over LS2, Carbon Ceramic brakes ~$10k, carbon fiber ~$5k. That itself justifies over $25k over a SS2 LE. Other improvements such as light weight wheels, suspension modifications and under body aerodynamics I did not include since I assumed them a wash with the loss of creature comforts in this car (although lopsided in the favor of former).

    As far as being just a Camaro, the ratio of a base C Class (the 4 cylinder ones sold in EU) and a C Black series is more outrageous than this. People don't get how expensive is a race car to make.

    Just because it shares the engine with the Z06, the actual hardware equivalent of a Z06 is the one with Carbon Edition or with the Performance package, which costs another $20K over the base one. That car is then in the $100k bracket.

    Race hardware does not come cheap, people. A M235i race car with puny 333hp (huge 10hp increase over standard M235i) is going to cost twice as much as the 235i. It does not have ceramic brakes, nor carbon fiber nor a vastly superior engine.

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    Yeah, thanks Z. The SS would be enough for me anyway, if I could even afford that. I guess I, like a lot of ppl my age and older, remember the Z28, or Z/28, as a minor appearance and hardware upgrade over a base model car, and that is our problem. This time around it is a whole new ballgame. A lot of people have been asking for a car with a Z/28 option, and a 1LE option, based on what they were in the past. But Chevrolet has gone all serious on us. How many of these new Z/28s will be sold, when such a large majority of the traditional Camaro demographic is priced way out of the market? Time will tell, because I see no way for Chevrolet to go back to the traditional way of marketing a Z/28 or a 1LE after this. It is almost like Chevrolet is doing this as a final send-off so they can justify getting rid of the Camaro all together... or at least, as we've known it since 1967.

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    Let us look at the hardware: LS7 ~$9K difference over LS2, Carbon Ceramic brakes ~$10k, carbon fiber ~$5k. That itself justifies over $25k over a SS2 LE.

    More like nearly a $40k markup over an SS2 (which starts at $37350). Pretty pricey. I know these kind of massive markups and pricey options are SOP with BMW and Porsche, it's just strange to see Chevy trying to play in that arena w the Camaro..

    Edited by Cubical-aka-Moltar
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    Racing is what it is, Racing and the parts are expensive to build and support.

    The Z/28 appearance package of memory is just that a performance package with a small amount of improvement.

    As Z clearly stated, this is a race machine that is barely street legal. You will have people buy them as collectors and they will hold their value.

    Not a bad price if you are looking for a street legal race car. These prices are comparable with other street legal races cars produced.

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    Racing is what it is, Racing and the parts are expensive to build and support.

    The Z/28 appearance package of memory is just that a performance package with a small amount of improvement.

    As Z clearly stated, this is a race machine that is barely street legal. You will have people buy them as collectors and they will hold their value.

    Not a bad price if you are looking for a street legal race car. These prices are comparable with other street legal races cars produced.

    I really doubt if many of these will be raced..they will end up in collector's garages or totalled by incompetent drivers..

    As far as race cars, this is an actual Camaro race car:

    sucp-1204-07%2Bgrand-am-pro-racing-writi

    Edited by Cubical-aka-Moltar
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    Z/28 & 75,000 who'd have thunk that...

    I guess the days of 250,000 Camaro units per year are way over

    84k sold for 2012. Probably most were V6s.

    Somewhere around 88,000 2011's were sold I believe. These are pretty good sales numbers considering all the other cars out there now (as compared to 30-40 years ago)

    The Zeta Camaro is a beautiful car, but it's too big & too heavy. Looking forward to seeing the Alpha bodied Camaro, although I am already worried it will still be too big and too heavy. I do like smaller cars - a 2,800 pound Camaro would be very interesting!

    Chevy will make just a handful of these. They are too expensive. If GM offers a Z-28 option on the Gen 6 Camaro, it will be 5 or 6 grand more. Whatever. Totally not interested in it because of the price, don't care HOW much fiber is in its diet.

    I miss the old Camaro days. The 1st & 2nd Gens. I miss the 'ala-carte' option choices - I miss VINYL seats, there, I said it. Even sitting on them when they were steamy hot. I miss the cool tiny trunk with the full-size 14'' spare in it. There was no room, but who cared, you were driving a CAMARO!

    Ramblin' here - GM should have made a Z/28 they could sell 10,000 - 15,000 - 20,000 of instead of 300 -

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    The current Camaro portfolio shares nothing with where the Camaro of yore was besides the name. If it was still a coupe with Nova underpinnings (to a degree), starting off with a 105-HP 250 CI six (top 350 was only 155 HP in '75)... IF the current car NOW was anything like where the pale shadow performance car the Camaro was in the mid '70s was THEN, griping about the price would totally be justified.

    However, those harping on the price, linking it ONLY to the 'Camaro' nameplate and an outmoded ideal that Chevy should be selling 250,000 units is so far off base they're in the parking lot.

    Look at it this way; you can moan there's no serious track package available OR you can thank GM for building one and who the F cares how many they sell; it's there for those who want to shred most everything on the road...., but you can't do both.

    And I'll bet a much higher percentage of the Z/28s will get road raced than whatever equivalent ferrari will. Talk about garage queens...

    Edited by balthazar
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    Let us look at the hardware: LS7 ~$9K difference over LS2, Carbon Ceramic brakes ~$10k, carbon fiber ~$5k. That itself justifies over $25k over a SS2 LE.

    More like nearly a $40k markup over an SS2 (which starts at $37350). Pretty pricey. I know these kind of massive markups and pricey options are SOP with BMW and Porsche, it's just strange to see Chevy trying to play in that arena w the Camaro..

    Why I compared over SS2 LE? Because it is one step above SS when it comes to racing pedigree. That car was less than 1.5 seconds off the ZL1 over the VIR. And the cost differential over the SS2 does not refute my statement of the price being right. Mid-grade race Blistein shocks cost close to $5,000 on BMWs. LE package is $4,000 option.

    And another intrinsic costs - cost of engineering the car, cost of manufacturer's full warranty, cost of testing - they have to be recuperated somewhere. Z06 cost is shared with C6R and C7R, this car is blessed with no development cost sharing. ELR may be a markup but this is not.

    Yes, people will race these just like they race the Z06. I do not foresee these to be wholesale garage queens.

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    This just doesn't make sense... not because the price isn't justified based on the components that went into the car, but the pricing for the entire package doesn't make sense.

    (1) The Zeta Camaro is never going to be as light as a Corvette Z06 even when you take 300 lbs out of it. For essentially the same price as a Z06 you are getting a heavier car with less performance -- it just took a lot more expensive parts to get there.

    (2) The Z/28 label does not traditionally have association to ultra exotics. If anything the ZL-1 should been the car getting the carbon panels, carbon brakes and the $75,000K price tag. At least the it'll fit better with its contemporaries with the supercharged LS engine -- namely the ZR1 and the CTS-V.

    (3) The Z/28 could have been a LS7 powered version of the SS otherwise comparably equipped and slotted in at about 45~50K between the 37K SS and the 55K ZL-1 (or a 75K ZL-1 with all the carbon stuff). This will make it about about 20K less than a Z06 -- a lighter, faster, car with a Corvette nameplate.

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    I agree with Dwight, why buy a Camaro Z28 when a Corvette Z06 is the same price, and the new Stingray with performance options is probably cheaper and faster also. Or you could get a 2 year old GT-R. The problem here is it is $75,000 for a Camaro, just like the Equus is $65,000 for a Hyundai, it is a tough sell. At least if you pay $90k for a Porsche 911 you get to tell people you drive a Porsche 911.

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    Because some people don't want a Corvette. This concept can't be that elusive....

    I understand that. But why is the ZL-1 not the 75K car with carbon panels and brakes, whereas the Z/28 is simply the LS7 powered version of the SS at 45~50? Why all the expensive bits on the car with the second tier engine?

    Regardless of how you cut it, breaking the positioning of the Camaro as a cheaper, less expensive sports coupe than a Corvette, then making the most expensive version of the Camaro have 75 hp less than the 2nd tier car selling for $25K less simply doesn't compute for people open to considering a Camaro, a Corvette or both.

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    Because some people don't want a Corvette. This concept can't be that elusive....

    I understand that. But why is the ZL-1 not the 75K car with carbon panels and brakes, whereas the Z/28 is simply the LS7 powered version of the SS at 45~50? Why all the expensive bits on the car with the second tier engine?

    Regardless of how you cut it, breaking the positioning of the Camaro as a cheaper, less expensive sports coupe than a Corvette, then making the most expensive version of the Camaro have 75 hp less than the 2nd tier car selling for $25K less simply doesn't compute for people open to considering a Camaro, a Corvette or both.

    LS7 is about ~$3,500 more than a LSA. LSA does not feature titanium heads, dry sump, and other racing related hardware that LS7 or LS9 has. So it is not a second tier engine to a LSA when it comes to the guts.

    With the above logic (underlined), we can say that ZL1 is simply a supercharger bolted on SS' LS3. And there is no engineering effort because third parties have proved that zeta and LS are capable of handling horsepowers with that bolt on FI.

    So the basic problem is that it is a "Camaro" and it costs more than a more powerful engine car. Let us compare with the ZL1 shall we?

    Engine price difference ~$3,500, carbon ceramic brakes ~$10,000, carbon fiber and other modifications ~$5,000. Total ~$18,500. Which is a fair delta from the starting price of $56,000 of the ZL1.

    And there is going to be an M2, and yet the M235i racing car is going to cost more than a M4 with about 100 hp less. For cars with big engines, there is no need for FI in racing as one less part to worry about for breaking down. Your many a posts have supported that argument to go bigger for fuel economy and horsepower instead of adding a FI.

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    Because some people don't want a Corvette. This concept can't be that elusive....

    I understand that. But why is the ZL-1 not the 75K car with carbon panels and brakes, whereas the Z/28 is simply the LS7 powered version of the SS at 45~50? Why all the expensive bits on the car with the second tier engine?

    Regardless of how you cut it, breaking the positioning of the Camaro as a cheaper, less expensive sports coupe than a Corvette, then making the most expensive version of the Camaro have 75 hp less than the 2nd tier car selling for $25K less simply doesn't compute for people open to considering a Camaro, a Corvette or both.

    LS7 is about ~$3,500 more than a LSA. LSA does not feature titanium heads, dry sump, and other racing related hardware that LS7 or LS9 has. So it is not a second tier engine to a LSA when it comes to the guts.

    With the above logic (underlined), we can say that ZL1 is simply a supercharger bolted on SS' LS3. And there is no engineering effort because third parties have proved that zeta and LS are capable of handling horsepowers with that bolt on FI.

    So the basic problem is that it is a "Camaro" and it costs more than a more powerful engine car. Let us compare with the ZL1 shall we?

    Engine price difference ~$3,500, carbon ceramic brakes ~$10,000, carbon fiber and other modifications ~$5,000. Total ~$18,500. Which is a fair delta from the starting price of $56,000 of the ZL1.

    And there is going to be an M2, and yet the M235i racing car is going to cost more than a M4 with about 100 hp less. For cars with big engines, there is no need for FI in racing as one less part to worry about for breaking down. Your many a posts have supported that argument to go bigger for fuel economy and horsepower instead of adding a FI.

    The guts doesn't matter, output does. BTW, the LS7 does not have titanium heads. Nothing does really. The LS7 has titanium intake valves. In the Z06 it also has titanium-alloy exhaust mufflers.

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    Because some people don't want a Corvette. This concept can't be that elusive....

    I understand that. But why is the ZL-1 not the 75K car with carbon panels and brakes, whereas the Z/28 is simply the LS7 powered version of the SS at 45~50? Why all the expensive bits on the car with the second tier engine?

    Regardless of how you cut it, breaking the positioning of the Camaro as a cheaper, less expensive sports coupe than a Corvette, then making the most expensive version of the Camaro have 75 hp less than the 2nd tier car selling for $25K less simply doesn't compute for people open to considering a Camaro, a Corvette or both.

    LS7 is about ~$3,500 more than a LSA. LSA does not feature titanium heads, dry sump, and other racing related hardware that LS7 or LS9 has. So it is not a second tier engine to a LSA when it comes to the guts.

    With the above logic (underlined), we can say that ZL1 is simply a supercharger bolted on SS' LS3. And there is no engineering effort because third parties have proved that zeta and LS are capable of handling horsepowers with that bolt on FI.

    So the basic problem is that it is a "Camaro" and it costs more than a more powerful engine car. Let us compare with the ZL1 shall we?

    Engine price difference ~$3,500, carbon ceramic brakes ~$10,000, carbon fiber and other modifications ~$5,000. Total ~$18,500. Which is a fair delta from the starting price of $56,000 of the ZL1.

    And there is going to be an M2, and yet the M235i racing car is going to cost more than a M4 with about 100 hp less. For cars with big engines, there is no need for FI in racing as one less part to worry about for breaking down. Your many a posts have supported that argument to go bigger for fuel economy and horsepower instead of adding a FI.

    The guts doesn't matter, output does. BTW, the LS7 does not have titanium heads. Nothing does really. The LS7 has titanium intake valves. In the Z06 it also has titanium-alloy exhaust mufflers.

    Yes, it has stock titanium intake valves and connecting rods, not heads. Aftermarket titanium heads do exist. C6 Z-06 does not have titanium exhaust mufflers, those are ZR1 specials. C5 Z06 had the titanium mufflers.

    Well if guts don't matter then all your stoichiometric analyses on different engine types you have presented so far just went to dust with that SMKesque blanket statement.

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      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.

      View full article
    • 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.
      We'll begin with the most important detail, power output. The numbers that GM revealed match the numbers posted to their powertrain site - 445 horsepower and 910 pound-feet of torque. Compared to the current Duramax V8, the new engine produces 48 more horsepower and 145 more pound-feet of torque.
      How was GM able to pull this off? They basically went through the engine with a fine tooth comb and made various changes. GM says 90 percent of this engine has been changed. Some of the changes include new electronically controlled, variable-vane turbocharger, revised cylinder heads, improved cooling, and revised fuel delivery system. The updated Duramax can also run B20 bio-diesel.
      Figures for payload and towing will be announced at a later date.
      Source: Chevrolet, GMC
      Press Release is on Page 2


      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.
      Along with a 19 percent increase in max torque over the current Duramax 6.6L, the redesigned turbo-diesel’s performance is quieter and smoother, for greater refinement. In fact, engine noise at idle is reduced 38 percent.
      “With nearly 2 million sold over the past 15 years, customers have forged a bond with the Duramax diesel based on trust and capability,” said Dan Nicholson, vice president, Global Propulsion Systems. “The new Duramax takes those traits to higher levels.”
      The new Duramax 6.6L shares essentially only the bore and stroke dimensions of the current engine and incorporates a new, GM-developed control system. The Duramax’s signature low-rpm torque production hasn’t changed and still offers 90 percent of peak torque at a low 1,550 rpm and sustains it through 2,850 rpm.
      “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.   
      A strong foundation
      As with previous versions, the new Duramax block features a strong cast-iron foundation known for its durability, with induction-hardened cylinder walls and five nodular iron main bearings. It retains the same 4.05-inch (103mm) and 3.89-inch (99mm) bore and stroke dimensions as the current engine, retaining the Duramax’s familiar 6.6L (403 cu.-in./6,599 cc) displacement.
      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.
      A new, two-piece oil pan contributes to the new Duramax’s quieter operation. It consists of a laminated steel oil pan with an upper aluminum section. The aluminum section provides strength-enhancing rigidity for the engine, but a pan made entirely of aluminum would radiate more noise, so the laminated steel lower section is added to dampen noise and vibration.
      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
      View full article
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