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    Corvette Z06, 427 Owners File A Class-Action Lawsuit Against GM


    • A group of Corvette Owners with the 7.0L V8 Are Taking GM to Court

    19 owners of the 2006 - 2014 Chevrolet Corvette Z06 and 427 models have filed a class-action lawsuit against General Motors against an engine issue. The lawsuit says the 7.0L V8 fitted in these models have excessive valve guide wear that leads to engine failures. The suit goes on to say that GM is aware of this problem, but hasn't come up with a solution.

     

    According to Law360, General Motors began testing vehicles equipped with the V8 and were able to replicate the problem. The issue is that GM didn't go any further with the tests as it “would lead to more repair and investigations than it wished to perform.”

     

    If this suit goes forward, it might lead to lawsuits dealing with the new Corvette Z06 and its engine issues. As The Truth About Cars points out, a number of outlets have had issues with the Z06's engine.

    • Towards the end of last year and early this year, a number of Z06 owners were having their engines fail with under 1,000 miles on the odometer.
      • Gary Gastelu of Fox News in July had his Z06 tester experience engine failure
      • In response, GM asked owners to follow the break-in procedure and change the oil when the vehicle hits 500 miles.

      [*]Motor Trend in their 'Best Drivers Car' test had the Z06 in DNF due to engine issues.

      • "It didn't work. The damn Z06 retarded spark by 8 degrees, and the 1.7-liter TVS supercharger refused to make boost. No one knows why," wrote Motor Trend’s Jonny Lieberman.
      • General Motors said the problem was bad gas, but this seems somewhat dubious as all of the vehicles - including two other GM products (Cadillac ATS-V and CTS-V) got the same gas.



    Source: Law360 (Subscription Required), The Truth About Cars

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    I could be off a bit here, but I think a class action requires a minimum of collective damages for all plaintiffs totaling $5M.

     

    Assuming that each plaintiff may get a completely new car as compensation, 19 x $100,000 = $1.9M.

     

    I guess the lawyers are fishing for another 31 owners to make things interesting.

     

    RRP

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    The fact is a class action will do little to help any owners. All it does is enrich the lawyers. The owners will not get new cars and are very unlikely to even see a new engine. At most they may see a modest repair or get some kind of free oil change or discount on a new car.

    So little real info is out there as we know there are failures but so few people have put much together and GM in nearly all the cases has stepped in and taken care of the problems. I have not seen were they have refused a customer a repair at this point unless I missed one.

    It would be nice to see more data on many of these cases to see a pattern of failure and know just what is going on. I have read of several failures and info was limited and not always the same.

    My boss has one and his is still running at this point with no ill effects. Several other near where I live are still on the road too.

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    Yes, this is true.  But the lawyers need to generate enough of a potential payout to get the class certified and move on for any type of formal litigation.  Yes, this is only for the benefit of the lawyers who will get 30% of any settlement amount while the owners will continue to get screwed.

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    Interesting, but this is going to be a waste of time, GM V8s have had a knock for the last 15 years upon start up till the lubricants get through out the motor and common sense drivers just drive them easy till the engine warms up and everything works fine.

     

    Do I like hearing a knock when the engine is cold? NO 

    Have I tried to get GM to address this knock? YES

     

    Plenty of threads out there on it and some people just say it is not right yet these engines do continue to run long life when breakin and proper change of the lubricants are done. Supposedly this is all part of the design that GM did and what is considered acceptable wear.

     

    My Trailblazer AWD SS has 60K mile on it, does not use a drop of oil and run fine other than the knock in the morning. Weird part is that the knock is almost gone when the Mobil 1 oil change is done and very noticeable when you get to 25% engine life but always goes away within a min or two of starting the car.

     

    I suspect that due to the close tolerances of the engine, during initial break-in they were changing the fluids every couple hundred miles and checking for contaminants and so the mules did not experience this issue, but like all things once in the wild, you get people who think they can just trash their engine in the first 1000 miles and not have things go wrong when it is all new and tight.

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    Interesting, but this is going to be a waste of time, GM V8s have had a nock for the last 15 years upon start up till the lubricants get through out the motor and common sense drivers just drive them easy till the engine warms up and everything works fine.

     

    Do I like hearing a knock when the engine is cold? NO 

    Have I tried to get GM to address this knock? YES

     

    Plenty of threads out there on it and some people just say it is not right yet these engines do continue to run long life when breakin and proper change of the lubricants are done. Supposedly this is all part of the design that GM did and what is considered acceptable wear.

     

    My Trailblazer AWD SS has 60K mile on it, does not use a drop of oil and run fine other than the knock in the morning. Weird part is that the knock is almost gone when the Mobil 1 oil change is done and very noticeable when you get to 25% engine life but always goes away within a min or two of starting the car.

     

    I suspect that due to the close tolerances of the engine, during initial break-in they were changing the fluids every couple hundred miles and checking for contaminants and so the mules did not experience this issue, but like all things once in the wild, you get people who think they can just trash their engine in the first 1000 miles and not have things go wrong when it is all new and tight.

    That knocking sounds more like an oil filter issue not an oil issue. Cheap filters with cheap anti-drain back valves or none at all will allow more oil to drain back and you'll start your vehicle with little to no oil already in the system. What oil filter do you use?

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    Interesting, but this is going to be a waste of time, GM V8s have had a nock for the last 15 years upon start up till the lubricants get through out the motor and common sense drivers just drive them easy till the engine warms up and everything works fine.

     

    Do I like hearing a knock when the engine is cold? NO 

    Have I tried to get GM to address this knock? YES

     

    Plenty of threads out there on it and some people just say it is not right yet these engines do continue to run long life when breakin and proper change of the lubricants are done. Supposedly this is all part of the design that GM did and what is considered acceptable wear.

     

    My Trailblazer AWD SS has 60K mile on it, does not use a drop of oil and run fine other than the knock in the morning. Weird part is that the knock is almost gone when the Mobil 1 oil change is done and very noticeable when you get to 25% engine life but always goes away within a min or two of starting the car.

     

    I suspect that due to the close tolerances of the engine, during initial break-in they were changing the fluids every couple hundred miles and checking for contaminants and so the mules did not experience this issue, but like all things once in the wild, you get people who think they can just trash their engine in the first 1000 miles and not have things go wrong when it is all new and tight.

    That knocking sounds more like an oil filter issue not an oil issue. Cheap filters with cheap anti-drain back valves or none at all will allow more oil to drain back and you'll start your vehicle with little to no oil already in the system. What oil filter do you use?

     

    GM, My wife drives it mostly since I take the bus into work, so the local Cadillac dealership who also does my Escalade which also has the same knock does both Mobil 1 synthetic oil changes. $79 dollars everything else checked, washed, vacuumed and ready to go. The wife likes it so why bother with Grease monkey or Oil Can Henry. For the small difference, might as well keep it GM serviced.

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    Interesting, but this is going to be a waste of time, GM V8s have had a nock for the last 15 years upon start up till the lubricants get through out the motor and common sense drivers just drive them easy till the engine warms up and everything works fine.

     

    Do I like hearing a knock when the engine is cold? NO 

    Have I tried to get GM to address this knock? YES

     

    Plenty of threads out there on it and some people just say it is not right yet these engines do continue to run long life when breakin and proper change of the lubricants are done. Supposedly this is all part of the design that GM did and what is considered acceptable wear.

     

    My Trailblazer AWD SS has 60K mile on it, does not use a drop of oil and run fine other than the knock in the morning. Weird part is that the knock is almost gone when the Mobil 1 oil change is done and very noticeable when you get to 25% engine life but always goes away within a min or two of starting the car.

     

    I suspect that due to the close tolerances of the engine, during initial break-in they were changing the fluids every couple hundred miles and checking for contaminants and so the mules did not experience this issue, but like all things once in the wild, you get people who think they can just trash their engine in the first 1000 miles and not have things go wrong when it is all new and tight.

    That knocking sounds more like an oil filter issue not an oil issue. Cheap filters with cheap anti-drain back valves or none at all will allow more oil to drain back and you'll start your vehicle with little to no oil already in the system. What oil filter do you use?

     

    GM, My wife drives it mostly since I take the bus into work, so the local Cadillac dealership who also does my Escalade which also has the same knock does both Mobil 1 synthetic oil changes. $79 dollars everything else checked, washed, vacuumed and ready to go. The wife likes it so why bother with Grease monkey or Oil Can Henry. For the small difference, might as well keep it GM serviced.

     

    Not trying to be a jerk but that had nothing to do with what oil filter you're using. If it is their standard "pro" filter then it might not have any anti-drain back value. If it is the conventional one you can buy off any Walmart shelf then by the time you change your oil the valve may have wore out the slightest and allows oil to slowly drain over night while it is parked for extended periods.

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    Interesting, but this is going to be a waste of time, GM V8s have had a nock for the last 15 years upon start up till the lubricants get through out the motor and common sense drivers just drive them easy till the engine warms up and everything works fine.

     

    Do I like hearing a knock when the engine is cold? NO 

    Have I tried to get GM to address this knock? YES

     

    Plenty of threads out there on it and some people just say it is not right yet these engines do continue to run long life when breakin and proper change of the lubricants are done. Supposedly this is all part of the design that GM did and what is considered acceptable wear.

     

    My Trailblazer AWD SS has 60K mile on it, does not use a drop of oil and run fine other than the knock in the morning. Weird part is that the knock is almost gone when the Mobil 1 oil change is done and very noticeable when you get to 25% engine life but always goes away within a min or two of starting the car.

     

    I suspect that due to the close tolerances of the engine, during initial break-in they were changing the fluids every couple hundred miles and checking for contaminants and so the mules did not experience this issue, but like all things once in the wild, you get people who think they can just trash their engine in the first 1000 miles and not have things go wrong when it is all new and tight.

    That knocking sounds more like an oil filter issue not an oil issue. Cheap filters with cheap anti-drain back valves or none at all will allow more oil to drain back and you'll start your vehicle with little to no oil already in the system. What oil filter do you use?

     

    GM, My wife drives it mostly since I take the bus into work, so the local Cadillac dealership who also does my Escalade which also has the same knock does both Mobil 1 synthetic oil changes. $79 dollars everything else checked, washed, vacuumed and ready to go. The wife likes it so why bother with Grease monkey or Oil Can Henry. For the small difference, might as well keep it GM serviced.

     

    Not trying to be a jerk but that had nothing to do with what oil filter you're using. If it is their standard "pro" filter then it might not have any anti-drain back value. If it is the conventional one you can buy off any Walmart shelf then by the time you change your oil the valve may have wore out the slightest and allows oil to slowly drain over night while it is parked for extended periods.

     

    I understand what you are saying, I do know as I did crawl under both and check that they are stamped GM on the filters, so they are not a 3rd party filter, but the actual GM filter for the vehicle. Figure in todays world, might as well keep GM accountable for my auto. :)

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    Interesting, but this is going to be a waste of time, GM V8s have had a nock for the last 15 years upon start up till the lubricants get through out the motor and common sense drivers just drive them easy till the engine warms up and everything works fine.

     

    Do I like hearing a knock when the engine is cold? NO 

    Have I tried to get GM to address this knock? YES

     

    Plenty of threads out there on it and some people just say it is not right yet these engines do continue to run long life when breakin and proper change of the lubricants are done. Supposedly this is all part of the design that GM did and what is considered acceptable wear.

     

    My Trailblazer AWD SS has 60K mile on it, does not use a drop of oil and run fine other than the knock in the morning. Weird part is that the knock is almost gone when the Mobil 1 oil change is done and very noticeable when you get to 25% engine life but always goes away within a min or two of starting the car.

     

    I suspect that due to the close tolerances of the engine, during initial break-in they were changing the fluids every couple hundred miles and checking for contaminants and so the mules did not experience this issue, but like all things once in the wild, you get people who think they can just trash their engine in the first 1000 miles and not have things go wrong when it is all new and tight.

    That knocking sounds more like an oil filter issue not an oil issue. Cheap filters with cheap anti-drain back valves or none at all will allow more oil to drain back and you'll start your vehicle with little to no oil already in the system. What oil filter do you use?

     

    GM, My wife drives it mostly since I take the bus into work, so the local Cadillac dealership who also does my Escalade which also has the same knock does both Mobil 1 synthetic oil changes. $79 dollars everything else checked, washed, vacuumed and ready to go. The wife likes it so why bother with Grease monkey or Oil Can Henry. For the small difference, might as well keep it GM serviced.

     

    Not trying to be a jerk but that had nothing to do with what oil filter you're using. If it is their standard "pro" filter then it might not have any anti-drain back value. If it is the conventional one you can buy off any Walmart shelf then by the time you change your oil the valve may have wore out the slightest and allows oil to slowly drain over night while it is parked for extended periods.

     

    I understand what you are saying, I do know as I did crawl under both and check that they are stamped GM on the filters, so they are not a 3rd party filter, but the actual GM filter for the vehicle. Figure in todays world, might as well keep GM accountable for my auto. :)

     

    I guess what I'm saying is I would try a high end oil filter and see if it changes anything.  Also, wouldn't AC Delco be a 3rd party? As far as I know GM doesn't produce their own filters they use AC Delco. But, I'm not saying AC Delco makes poor quality filters, just maybe they aren't suitable for your application as well as others.

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    ACDelco is typically GM's shop brand. I find it strange you have "GM" stamped oil filters.

     

    Anyway, all ACDelco filters have drain back valves, HOWEVER, in recent years, ACDelco started rolling out "e" label filters that are cheaper. I believe I had a thread about this here or on MT at some point. The "e" filters are actually rebadged Fram e-core junk. They have back flow valves, but everything about the filter is low quality. I had to switch filters because they stopped selling the good ones in a lot of sizes. Very disappointing.

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    ACDelco is typically GM's shop brand. I find it strange you have "GM" stamped oil filters.

     

    Anyway, all ACDelco filters have drain back valves, HOWEVER, in recent years, ACDelco started rolling out "e" label filters that are cheaper. I believe I had a thread about this here or on MT at some point. The "e" filters are actually rebadged Fram e-core junk. They have back flow valves, but everything about the filter is low quality. I had to switch filters because they stopped selling the good ones in a lot of sizes. Very disappointing.

    Actually, I don't think those "e-core"(as they are called, if I remember correctly) don't have the anti-drain valve. Those are the cheapest of the cheap. I would HOPE they would still use the regular PFXX filter if he's paying for an $80 oil change but that doesn't reall mean anything other than they could take an extra couple bucks by using the "e-core".

     

    Well I started a thread over at Bobistheoilguy.com because I'm on that forum as well.. I'll see if anybody has anything other than what I was thinking. Confirming or disproving.

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    ACDelco is typically GM's shop brand. I find it strange you have "GM" stamped oil filters.

     

    Anyway, all ACDelco filters have drain back valves, HOWEVER, in recent years, ACDelco started rolling out "e" label filters that are cheaper. I believe I had a thread about this here or on MT at some point. The "e" filters are actually rebadged Fram e-core junk. They have back flow valves, but everything about the filter is low quality. I had to switch filters because they stopped selling the good ones in a lot of sizes. Very disappointing.

    Actually, I don't think those "e-core"(as they are called, if I remember correctly) don't have the anti-drain valve. Those are the cheapest of the cheap. I would HOPE they would still use the regular PFXX filter if he's paying for an $80 oil change but that doesn't reall mean anything other than they could take an extra couple bucks by using the "e-core".

     

    Well I started a thread over at Bobistheoilguy.com because I'm on that forum as well.. I'll see if anybody has anything other than what I was thinking. Confirming or disproving.

     

     

    I wasn't guessing, I know they have the drain back valve. Like I said I have researched and made a thread somewhere about this.

     

    E-core on the left. Standard ACDelco in the middle. Premium filter (rebadged Mobil 1 EP) on the right.

    IMG_4258_zpsipnp8rix.jpg

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    Nice call! Well I said that because if it was a rebadged Fram E-core those used to not have an anti drain back valve.  See I could see some of his issue being just a cheap filter with repeated use wearing down. Those cheap valves aren't made of the same material the higher quality ones are.

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    ACDelco is typically GM's shop brand. I find it strange you have "GM" stamped oil filters.

     

    Anyway, all ACDelco filters have drain back valves, HOWEVER, in recent years, ACDelco started rolling out "e" label filters that are cheaper. I believe I had a thread about this here or on MT at some point. The "e" filters are actually rebadged Fram e-core junk. They have back flow valves, but everything about the filter is low quality. I had to switch filters because they stopped selling the good ones in a lot of sizes. Very disappointing.

    Actually, I don't think those "e-core"(as they are called, if I remember correctly) don't have the anti-drain valve. Those are the cheapest of the cheap. I would HOPE they would still use the regular PFXX filter if he's paying for an $80 oil change but that doesn't reall mean anything other than they could take an extra couple bucks by using the "e-core".

     

    Well I started a thread over at Bobistheoilguy.com because I'm on that forum as well.. I'll see if anybody has anything other than what I was thinking. Confirming or disproving.

     

     

    I wasn't guessing, I know they have the drain back valve. Like I said I have researched and made a thread somewhere about this.

     

    E-core on the left. Standard ACDelco in the middle. Premium filter (rebadged Mobil 1 EP) on the right.

    IMG_4258_zpsipnp8rix.jpg

     

    So I will admit that I use GM and AC Delco interchangeably. I am working from home today so I went out to check and sure enough on both vehicles, they have the blue AC Delco or what I call a GM filter on the. Was not aware of the black premium AC Delco filter. Will have to see if I can get that on the auto when I do the next oil change and see how that affects the morning tap.

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      Press Release is on Page 2


      Chevrolet to Offer Iconic Silverado, Colorado Trucks for Chinese Consumers
      Brand’s best-selling nameplate and its midsize sibling to go on sale in 2017 GUANGZHOU – Chevrolet announced this evening at an event in Guangzhou that it will make available two classic American trucks – the Silverado and Colorado – in China through parallel import in 2017.
      The Silverado is the best-selling Chevrolet truck in the world. Since its launch in 1987, three generations have been introduced, with cumulative sales of more than 17 million units.
      Powered by an EcoTec3 6.2L V-8 engine mated to an eight-speed automatic transmission, the Silverado delivers peak torque of 624 Nm. It is also equipped with a wide range of smart technologies such as Active Noise Cancellation (ANC), Hill Descent Control (HDC) and Hill Start Assist (HSA), as well as power seats and a Bose® audio system. With its wheelbase of 3,645 mm and length of 5,843 mm, it can handle the toughest jobs expected of a pickup.
      The Colorado was the industry’s hottest-selling product in the U.S. market. It was named the 2015 and 2016 Motor Trend Truck of the Year.
      The midsize pickup offers a combination of refinement, maneuverability and efficiency. Powered by a 3.6L EcoTec V-6 engine, it delivers peak torque of 365 Nm and has a towing capability of 3.1 tons.
      Chevrolet has long been famous for offering the most durable trucks on the market, which embody the charm of freedom while providing an off-road capability. 
    • By William Maley
      It was three years ago that Chevrolet showed off the Colorado ZR2 concept at the LA Auto Show. It was a mean looker with an aggressive look, raised suspension, and meaty off-road tires. Imagine our surprise when Chevrolet revealed the production version tonight in Los Angeles.
      The 2017 Colorado ZR2 keeps the mean look of the concept with a new front end treatment, raised hood, skid plates, 31-inch Goodyear Duratrac tires mounted on 17-inch wheels, and an optional spare tire carrier in the bed.
      But under the skin is where the juicy changes are. Chevrolet has widened the track by 3.5-inches, raised the suspension by 2-inches and equipped it with unique spool-valve dampers from Multimatic - yes the same folks who are being tasked with building the upcoming Ford GT. The dampers first used on the Camaro Z/28, come with six different tuning curves up front, and four in the rear to provide better ride and handling characteristics over different terrains. 
      Engine choices include the 3.6L V6 (308 horsepower, 275 pound-feet) and 2.8L Duramax Turbodiesel (181 horsepower, 369 pound-feet). The four-wheel drive system features a set of electronic-locking differentials for the front and rear axles.
      No word on pricing on when the Colorado ZR2 will arrive at dealers.
      Source: Chevrolet
      Press Release is on Page 2


      New Colorado ZR2 A "Segment of One" Among Off-Road Pickups
      New performance variant of the Chevrolet Colorado excels in tight two-tracks, technical rock-crawling, fast desert running and on pavement LOS ANGELES — Just as introduction of the Chevrolet Colorado reset the bar for mid-size trucks, the new Colorado ZR2 is poised to reset expectations for off-road trucks. Chevy’s new performance halo for the Colorado lineup will feature more off-road technology than any other mid-size pickup when it goes on sale.
      The ZR2 is effectively a segment of one, combining the nimbleness and maneuverability of a mid-size pickup with a host of new off-road features and the most off-road technology of any vehicle in its segment.
      Compared to a standard Colorado, the ZR2 features a much wider track and a lifted suspension. Functional rockers have been added for better performance over rocks and obstacles, and the front and rear bumpers have been modified for better off-road clearance.
      Class-exclusive features include front and rear electronic locking differentials, available diesel engine, and the first off-road application of Multimatic Dynamic Suspensions Spool Valve (DSSVTM) damper technology.
      As a result, the Colorado ZR2 delivers exceptional performance in a variety of scenarios – from technical rock crawling to tight two-track trails to high-speed desert running to daily driving.
      “Our engineers have been incredibly successful developing Corvette and Camaro performance variants with broad performance envelopes,” said Mark Reuss, executive vice president, Global Product Development, Purchasing and Supply Chain. “The ZR2 applies that same philosophy to off-road performance. You can go rock crawling on Saturday, desert running on Sunday, and comfortably drive to work on Monday. This truck can do it all, and do it all well.”
      First off-road application of Multimatic DSSV dampers
      To achieve this unprecedented balance of on- and off-road performance, the Chevy engineering team turned to a surprising partner in creating the ZR2’s dampers, which are the heart of any off-road truck.
      Multimatic Inc., based in Markham, Ontario, is a renowned maker of high-performance Dynamic Suspensions Spool Valve (DSSV) dampers as used in championship-winning motorsport vehicles, including recent Formula One winners.
      The first volume production vehicle to use DSSV dampers was the 2014 Chevrolet Camaro Z/28. The 2017 Chevrolet Colorado ZR2 will be the first application of Multimatic DSSV damper technology to an off-road vehicle.
      “From our experience on Z/28, we knew the performance advantages offered by DSSV dampers, “ said Mark Dickens, executive director, Performance Variants, Performance Parts and Motorsports Engineering, Chevrolet. “We also know that Multimatic’s motorsport development mentality would allow us to bring a uniquely precise and repeatable custom damper to market even more quickly than a traditional damper system.”
      Compared to deflected-disk valving common on most dampers, the ZR2 employs spool valves that offer increased precision and manufacturing repeatability along with enhanced ride and handling performance both on- and off-road.
      The Colorado ZR2’s DSSV dampers are position-sensitive. Their aluminum bodies each house two spool valves providing both compression and rebound damping optimized for everyday driving. During extreme off-road use, a third, piston-mounted spool valve delivers additional, uniquely tuned, compression damping. The front dampers also employ a separate rebound valve, which comes into play when the suspension approaches full extension.
      “A traditional, deflected-disc damper only offers two force-velocity curves for tuning,” Dickens said. “The ZR2 dampers offer six tuning curves for the front, four at the rear. For the driver, this translates to greater confidence and control in a wider range of driving experiences.”
      Design meets mud, sand and rock
      Visually, the production version of the Colorado ZR2 closely resembles the concept shown at the 2014 Los Angeles Auto Show. Consumer response to that concept was so overwhelming, the team knew they needed to carry as much of the original design into production as possible.
      “For both the concept and the production versions of ZR2, the exterior design was shaped by the desire to improve capability driving over mud, sand and rock,” said Rich Scheer, director of design for Chevrolet Truck. “The wider, more aggressive stance, modified front and rear bumpers, and even the bed-mounted, spare-tire carrier all improve performance driving over rough terrain.”
      Compared to a Colorado Z71, the ZR2 has a more aggressive side profile, with the suspension lifted two inches for greater ground clearance. The steel-tube, functional rocker protectors will be standard equipment on the ZR2, and are strong enough to protect the body side while dragging the truck against a rock face.
      The ZR2 also features 17 x 8 inch aluminum wheels, in a pattern exclusive to the ZR2, wrapped in 31-inch Goodyear Duratrac off-road tires for exceptional traction. 
      The front and rear track has been widened by three-and-a-half inches, with new cast-iron control arms for greater durability in off-road situations. As a result, the ZR2 offers greater wheel travel and stability while traversing steep grades.
      The front bumper of the ZR2 has tapered ends, to increase the tire clearance when approaching obstacles. The bumper also integrates a thick, aluminum skid plate protecting the radiator and engine oil pan, while the transfer case is protected by an additional shield. Above the bumper, the ZR2 features a more aggressive grille and hood – with black insert – to complement the other exterior changes.
      A bed-mounted spare tire carrier, seen on reveal vehicles at the Los Angeles Auto Show, will be available as an accessory. “The bed-mounted spare tire adds a rugged look to ZR2, and serves a functional purpose. By relocating the spare to the bed, ZR2’s departure is improved and prevents any damage to the spare when you’re crawling over obstacles,” said Scheer.
      Class-exclusive electronic lockers, available diesel engine
      The ZR2 also features the most sophisticated four-wheel drive system in the segment. With class-exclusive, electronic-locking differentials front and rear and Chevrolet’s AutoTrac transfer case, the ZR2 offers nine drive configurations:
      2WD 2WD, locked rear differential Auto 4WD Auto 4WD, locked rear differential 4WD Hi, locked transfer case 4WD Hi, locked transfer case and locked rear differential 4WD Lo, locked transfer case 4WD Lo, locked transfer case and locked rear differential 4WD Lo, locked transfer case, locked front and rear differentials Extensive work was done to integrate the electronic lockers and allow them to seamlessly interact with the traction control, stability control, and hill-descent control. In addition, a new “Off-Road Mode” button, in combination with the traction control switch, allows the anti-lock brakes, traction control, and stability control calibrations to be tailored to different driving conditions. Off-road Mode also alters the throttle progression and shifts calibrations to give the driver better control and responsiveness.
      The ZR2 shares its powertrains with the 2017 Colorado, and it will be the only extreme production off-road truck to offer the choice of gas or diesel engines.
      The all-new 3.6L V-6, mated to a class-exclusive Hydra-Matic 8L45 8-speed automatic transmission, yields 308 horsepower and 275 lb-ft of torque, while the class-exclusive Duramax diesel engine produces 181 horsepower and 369 lb-ft of torque and will provide excellent range to overland drivers.
      Even with all of the off-roading upgrades over the base truck, the ZR2 can still tow up to 5,000 lbs. – enough to pull a camper, trailer dirt bikes, jet skis, snow mobiles and other toys – or carry 1,100 lbs. of payload.
      As such, the Colorado ZR2 offers a distinct position in the market: Compared to other midsize trucks, the Colorado offers an unrivaled suite of powertrain technologies; compared to full-size off-road trucks, the ZR2 is about a foot narrower and 500 pounds lighter, enabling greater agility over obstacles and better trail access.
      “It’s amazing what a difference a foot of width makes off road,” said Dickens. “The smaller size of the Colorado is a huge enabler for taking the ZR2 more places, and getting it through tighter spots than you could access with a full-size truck.”
      New, off-road development track at GM’s Yuma Proving Ground
      For the development of the Colorado ZR2, Chevrolet developed new off-road test areas at General Motors’ Yuma, Arizona Proving Ground.
      The Yuma Proving Ground is located on 2,400 acres of land in southeastern Arizona. Opened in 2009, Yuma features a range of tracks, laboratories and courses. 
      The new off-road facility features a multitude of off-road simulations, including high-speed desert sand trails; low-speed, loose river rock crossings; and steep, technical hill climbs and descents.
      Yuma Proving Ground’s new off-road course allowed the team to test multiple iterations of components on the ZR2 is a single day. These components were then tested a real-world facilities like Moab, Johnson Valley, and Rubicon to ensure the ZR2 is trail-ready right from the factory.

      View full article
    • By William Maley
      It was three years ago that Chevrolet showed off the Colorado ZR2 concept at the LA Auto Show. It was a mean looker with an aggressive look, raised suspension, and meaty off-road tires. Imagine our surprise when Chevrolet revealed the production version tonight in Los Angeles.
      The 2017 Colorado ZR2 keeps the mean look of the concept with a new front end treatment, raised hood, skid plates, 31-inch Goodyear Duratrac tires mounted on 17-inch wheels, and an optional spare tire carrier in the bed.
      But under the skin is where the juicy changes are. Chevrolet has widened the track by 3.5-inches, raised the suspension by 2-inches and equipped it with unique spool-valve dampers from Multimatic - yes the same folks who are being tasked with building the upcoming Ford GT. The dampers first used on the Camaro Z/28, come with six different tuning curves up front, and four in the rear to provide better ride and handling characteristics over different terrains. 
      Engine choices include the 3.6L V6 (308 horsepower, 275 pound-feet) and 2.8L Duramax Turbodiesel (181 horsepower, 369 pound-feet). The four-wheel drive system features a set of electronic-locking differentials for the front and rear axles.
      No word on pricing on when the Colorado ZR2 will arrive at dealers.
      Source: Chevrolet
      Press Release is on Page 2


      New Colorado ZR2 A "Segment of One" Among Off-Road Pickups
      New performance variant of the Chevrolet Colorado excels in tight two-tracks, technical rock-crawling, fast desert running and on pavement LOS ANGELES — Just as introduction of the Chevrolet Colorado reset the bar for mid-size trucks, the new Colorado ZR2 is poised to reset expectations for off-road trucks. Chevy’s new performance halo for the Colorado lineup will feature more off-road technology than any other mid-size pickup when it goes on sale.
      The ZR2 is effectively a segment of one, combining the nimbleness and maneuverability of a mid-size pickup with a host of new off-road features and the most off-road technology of any vehicle in its segment.
      Compared to a standard Colorado, the ZR2 features a much wider track and a lifted suspension. Functional rockers have been added for better performance over rocks and obstacles, and the front and rear bumpers have been modified for better off-road clearance.
      Class-exclusive features include front and rear electronic locking differentials, available diesel engine, and the first off-road application of Multimatic Dynamic Suspensions Spool Valve (DSSVTM) damper technology.
      As a result, the Colorado ZR2 delivers exceptional performance in a variety of scenarios – from technical rock crawling to tight two-track trails to high-speed desert running to daily driving.
      “Our engineers have been incredibly successful developing Corvette and Camaro performance variants with broad performance envelopes,” said Mark Reuss, executive vice president, Global Product Development, Purchasing and Supply Chain. “The ZR2 applies that same philosophy to off-road performance. You can go rock crawling on Saturday, desert running on Sunday, and comfortably drive to work on Monday. This truck can do it all, and do it all well.”
      First off-road application of Multimatic DSSV dampers
      To achieve this unprecedented balance of on- and off-road performance, the Chevy engineering team turned to a surprising partner in creating the ZR2’s dampers, which are the heart of any off-road truck.
      Multimatic Inc., based in Markham, Ontario, is a renowned maker of high-performance Dynamic Suspensions Spool Valve (DSSV) dampers as used in championship-winning motorsport vehicles, including recent Formula One winners.
      The first volume production vehicle to use DSSV dampers was the 2014 Chevrolet Camaro Z/28. The 2017 Chevrolet Colorado ZR2 will be the first application of Multimatic DSSV damper technology to an off-road vehicle.
      “From our experience on Z/28, we knew the performance advantages offered by DSSV dampers, “ said Mark Dickens, executive director, Performance Variants, Performance Parts and Motorsports Engineering, Chevrolet. “We also know that Multimatic’s motorsport development mentality would allow us to bring a uniquely precise and repeatable custom damper to market even more quickly than a traditional damper system.”
      Compared to deflected-disk valving common on most dampers, the ZR2 employs spool valves that offer increased precision and manufacturing repeatability along with enhanced ride and handling performance both on- and off-road.
      The Colorado ZR2’s DSSV dampers are position-sensitive. Their aluminum bodies each house two spool valves providing both compression and rebound damping optimized for everyday driving. During extreme off-road use, a third, piston-mounted spool valve delivers additional, uniquely tuned, compression damping. The front dampers also employ a separate rebound valve, which comes into play when the suspension approaches full extension.
      “A traditional, deflected-disc damper only offers two force-velocity curves for tuning,” Dickens said. “The ZR2 dampers offer six tuning curves for the front, four at the rear. For the driver, this translates to greater confidence and control in a wider range of driving experiences.”
      Design meets mud, sand and rock
      Visually, the production version of the Colorado ZR2 closely resembles the concept shown at the 2014 Los Angeles Auto Show. Consumer response to that concept was so overwhelming, the team knew they needed to carry as much of the original design into production as possible.
      “For both the concept and the production versions of ZR2, the exterior design was shaped by the desire to improve capability driving over mud, sand and rock,” said Rich Scheer, director of design for Chevrolet Truck. “The wider, more aggressive stance, modified front and rear bumpers, and even the bed-mounted, spare-tire carrier all improve performance driving over rough terrain.”
      Compared to a Colorado Z71, the ZR2 has a more aggressive side profile, with the suspension lifted two inches for greater ground clearance. The steel-tube, functional rocker protectors will be standard equipment on the ZR2, and are strong enough to protect the body side while dragging the truck against a rock face.
      The ZR2 also features 17 x 8 inch aluminum wheels, in a pattern exclusive to the ZR2, wrapped in 31-inch Goodyear Duratrac off-road tires for exceptional traction. 
      The front and rear track has been widened by three-and-a-half inches, with new cast-iron control arms for greater durability in off-road situations. As a result, the ZR2 offers greater wheel travel and stability while traversing steep grades.
      The front bumper of the ZR2 has tapered ends, to increase the tire clearance when approaching obstacles. The bumper also integrates a thick, aluminum skid plate protecting the radiator and engine oil pan, while the transfer case is protected by an additional shield. Above the bumper, the ZR2 features a more aggressive grille and hood – with black insert – to complement the other exterior changes.
      A bed-mounted spare tire carrier, seen on reveal vehicles at the Los Angeles Auto Show, will be available as an accessory. “The bed-mounted spare tire adds a rugged look to ZR2, and serves a functional purpose. By relocating the spare to the bed, ZR2’s departure is improved and prevents any damage to the spare when you’re crawling over obstacles,” said Scheer.
      Class-exclusive electronic lockers, available diesel engine
      The ZR2 also features the most sophisticated four-wheel drive system in the segment. With class-exclusive, electronic-locking differentials front and rear and Chevrolet’s AutoTrac transfer case, the ZR2 offers nine drive configurations:
      2WD 2WD, locked rear differential Auto 4WD Auto 4WD, locked rear differential 4WD Hi, locked transfer case 4WD Hi, locked transfer case and locked rear differential 4WD Lo, locked transfer case 4WD Lo, locked transfer case and locked rear differential 4WD Lo, locked transfer case, locked front and rear differentials Extensive work was done to integrate the electronic lockers and allow them to seamlessly interact with the traction control, stability control, and hill-descent control. In addition, a new “Off-Road Mode” button, in combination with the traction control switch, allows the anti-lock brakes, traction control, and stability control calibrations to be tailored to different driving conditions. Off-road Mode also alters the throttle progression and shifts calibrations to give the driver better control and responsiveness.
      The ZR2 shares its powertrains with the 2017 Colorado, and it will be the only extreme production off-road truck to offer the choice of gas or diesel engines.
      The all-new 3.6L V-6, mated to a class-exclusive Hydra-Matic 8L45 8-speed automatic transmission, yields 308 horsepower and 275 lb-ft of torque, while the class-exclusive Duramax diesel engine produces 181 horsepower and 369 lb-ft of torque and will provide excellent range to overland drivers.
      Even with all of the off-roading upgrades over the base truck, the ZR2 can still tow up to 5,000 lbs. – enough to pull a camper, trailer dirt bikes, jet skis, snow mobiles and other toys – or carry 1,100 lbs. of payload.
      As such, the Colorado ZR2 offers a distinct position in the market: Compared to other midsize trucks, the Colorado offers an unrivaled suite of powertrain technologies; compared to full-size off-road trucks, the ZR2 is about a foot narrower and 500 pounds lighter, enabling greater agility over obstacles and better trail access.
      “It’s amazing what a difference a foot of width makes off road,” said Dickens. “The smaller size of the Colorado is a huge enabler for taking the ZR2 more places, and getting it through tighter spots than you could access with a full-size truck.”
      New, off-road development track at GM’s Yuma Proving Ground
      For the development of the Colorado ZR2, Chevrolet developed new off-road test areas at General Motors’ Yuma, Arizona Proving Ground.
      The Yuma Proving Ground is located on 2,400 acres of land in southeastern Arizona. Opened in 2009, Yuma features a range of tracks, laboratories and courses. 
      The new off-road facility features a multitude of off-road simulations, including high-speed desert sand trails; low-speed, loose river rock crossings; and steep, technical hill climbs and descents.
      Yuma Proving Ground’s new off-road course allowed the team to test multiple iterations of components on the ZR2 is a single day. These components were then tested a real-world facilities like Moab, Johnson Valley, and Rubicon to ensure the ZR2 is trail-ready right from the factory.
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