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  • William Maley
    William Maley

    Corvette ZR1 Leaks Out, Debuting In Dubai

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    It is no secret that Chevrolet will be debuting a new Corvette ZR1. Numerous spy shots have revealed Chevrolet is going all out with a large rear wing, larger intakes, and distinctly shaped hood. We now have gotten our first look at the new ZR1 thanks to a leak.

    Corvette Blogger got their hands on a leaked image of Car and Driver's December issue which has the Corvette ZR1 front and center. The model matches up perfectly with spy photos with the various aero bits and large air intakes. The cover also reveals the ZR1 will be packing 750 horsepower, but we don't know what engine will be providing that power (our guess is a supercharged V8).

    Corvette Blogger also revealed that the ZR1 will likely debut in Dubai. A reader living in the UAE sent Corvette Blogger an invitation for a special celebratory event to mark the Corvette's 65th birthday on November 12th. A couple of outlets have confirmed this event by saying they will be going.

    After the cover leaked out, Chevrolet released a teaser video of the new Corvette with the November 12th date.

    Source: CorvetteBlogger, Chevrolet
    (Author's Note: At the time of this writing, CorvetteBlogger is currently down. We'll keep you posted when it goes back up).

     

     

    Edited by William Maley

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    Very cool, love the tone of the engine! :metal: That is a bad ass sounding V8!

    I really hope Corvette stays true to their heritage and DOES NOT put in the over rated DOHC CRAP Motors! <_<

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    1 hour ago, dfelt said:

    Very cool, love the tone of the engine! :metal: That is a bad ass sounding V8!

    I really hope Corvette stays true to their heritage and DOES NOT put in the over rated DOHC CRAP Motors! <_<

    They have used DOHC in it before, for the record. 

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    I am curious as to what the engine will be.  No doubt it will be a fun car with great sounding exhaust.    I wonder if they will be able to put the power down to the ground though.  The Corvette needs all wheel drive on these higher power models.

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    2 hours ago, surreal1272 said:

    They have used DOHC in it before, for the record. 

    I understand, but I am not sold that you have to be DOHC to have performance. Too many proven non-dohc motors that run crazy and being a 10K red Line does not mean that is performance.

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    I am just happy with this information.

    Mildly enthused if you will.

    Dont get me wrong...its a Corvette variant that I will surely love.

    But for me...the real anticipation is for this Vette:

    Cue the song intro

     

    As with the next episode in the saga

     

     

    latest-2019-zr1-and-2020-c8-mid-engine-c

     

     

     

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    41 minutes ago, dfelt said:

    I understand, but I am not sold that you have to be DOHC to have performance. Too many proven non-dohc motors that run crazy and being a 10K red Line does not mean that is performance.

    All the non-DOHC performance engines, like the GM 6.2 liter V8 and the Hellcat V8 and, oh that's it.  All the Asian and European sports cars and Ford use DOHC.  You don't have to have DOHC, obviously GM makes 650 hp with a pushrod, but there are way more in the DOHC camp than there are in the pushrod camp.  The AMG DOHC V8 hits peak torque at 900 lower rpm than the GM 6.2 supercharged V8, so it isn't like you have to wind out a DOHC to 9,000 rpm to get anything out of it.

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    6 minutes ago, smk4565 said:

    All the non-DOHC performance engines, like the GM 6.2 liter V8 and the Hellcat V8 and, oh that's it.  All the Asian and European sports cars and Ford use DOHC.  You don't have to have DOHC, obviously GM makes 650 hp with a pushrod, but there are way more in the DOHC camp than there are in the pushrod camp.  The AMG DOHC V8 hits peak torque at 900 lower rpm than the GM 6.2 supercharged V8, so it isn't like you have to wind out a DOHC to 9,000 rpm to get anything out of it.

    You also do not have to have DOHC engines to have awesome engine performance even with Turbo's.

    Plus no one even you SMK have proven that DOHC is a requirement to be a performance auto. Marketing fluff of DOHC engines that increase weight and inefficiencies. Sold by Europeans as they cannot build a competitive Pushrod motor.

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    26 minutes ago, dfelt said:

    You also do not have to have DOHC engines to have awesome engine performance even with Turbo's.

    Plus no one even you SMK have proven that DOHC is a requirement to be a performance auto. Marketing fluff of DOHC engines that increase weight and inefficiencies. Sold by Europeans as they cannot build a competitive Pushrod motor.

    I know, that is why I said GM makes 650 hp from theirs, Dodge 707 hp from the Hellcat.  Plenty of power, putting on the ground is more the issue.    DOHC isn't a requirement to make horsepower, it is just what the majority does.

    These brands use DOHC:

    Alfa Romeo, Acura, Audi, Aston Martin, BMW, Jaguar, Mercedes, Porsche, Lexus, Infiniti, Lamborghini, Bugatti, Rolls-Royce, Ferrari, Maserati (Bentley has both, but phasing out pushrod with current Mulsanne)

    These brands have pushrod engines:

    Chevy, Cadillac, Dodge/Jeep/Chrysler

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    2 hours ago, smk4565 said:

    I wonder if they will be able to put the power down to the ground though.  The Corvette needs all wheel drive on these higher power models.

    You shouldn't be wondering :
     

    Screen Shot 2017-11-08 at 11.20.52 PM.png

    6 hours ago, Frisky Dingo said:

    Really looking forward to seeing what is powering this. A worked over LT4, or are we going to see the long-rumored DOHC here??

    Other sources are stating it's the LT5, IBC, SC'd.
    Scuttlebutt is the ZR1 is going to shoot flames out the exhaust.

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    8 hours ago, balthazar said:

    You shouldn't be wondering :
     

    Screen Shot 2017-11-08 at 11.20.52 PM.png

    Other sources are stating it's the LT5, IBC, SC'd.
    Scuttlebutt is the ZR1 is going to shoot flames out the exhaust.

    I read the article in Car & Driver last night.  It's the 6.2 LT5 with an Eaton supercharger..similar to the Z06, but larger supercharger, more power. 750hp, 680ft/lbs torque.   Because the blower is so tall, the center of the hood is left open for it to stick out...

    The big rear wing and fin tips on the front air splitter are part of an option package...there is a 'base' ZR1 and the over-the-top one as pictured in the magazine article. 

    Edited by Cubical-aka-Moltar
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    11 hours ago, dfelt said:

    I understand, but I am not sold that you have to be DOHC to have performance. Too many proven non-dohc motors that run crazy and being a 10K red Line does not mean that is performance.

    I don’t have a horse in the Pushrod vs. DOHC race. I think its pretty dumb to argue about it personally. What I do know is that GM has been working on a DOHC V8 that seems destined for some version of the Vette, most likely the mid-engine model (assuming that actually happens) but it would not surprise me to see it in the ZR1 here.

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    I know it'll be all bad-ass and all but that front fascia sucks..

    It looks like one of those kids who doesn't know how to smile yet.. 

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    5 minutes ago, ccap41 said:

    I know it'll be all bad-ass and all but that front fascia sucks..

    It looks like one of those kids who doesn't know how to smile yet.. 

    The C7 styling is pretty over the top...same thing with the Camaro ZL1...great performance, nasty cartoon front end... Chevy--great performance, but such silly styling--can't they have beauty and performance?   The transformer robot cartoon styling is so played out... too much plastic and carbon fiber cheese...

    Edited by Cubical-aka-Moltar
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    10 minutes ago, ccap41 said:

    I know it'll be all bad-ass and all but that front fascia sucks..

    It looks like one of those kids who doesn't know how to smile yet.. 

    Reminds me of the sucker fish that clean the fish tank, small open mouth in the center (To Get Maximum Cold Air) Gills on the sides, (thinking cold air vents for brakes?)

    6 minutes ago, Cubical-aka-Moltar said:

    The C7 styling is pretty over the top...same thing with the Camaro ZL1...great performance, nasty cartoon front end... Chevy--great performance, but such silly styling--can't they have beauty and performance?   The transformer robot cartoon styling is so played out... too much plastic and carbon fiber cheese...

    I agree that it is played out, but also understand the need to get cold air into the engine and into the brakes for stopping. I suspect we will not get back to elegant front end designs till the EV's hit. That is my hope that the EV's will bring us back to elegance and style.

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    2 minutes ago, dfelt said:

    Reminds me of the sucker fish that clean the fish tank, small open mouth in the center (To Get Maximum Cold Air) Gills on the sides, (thinking cold air vents for brakes?)

    I agree that it is played out, but also understand the need to get cold air into the engine and into the brakes for stopping. I suspect we will not get back to elegant front end designs till the EV's hit. That is my hope that the EV's will bring us back to elegance and style.

    Oh, I understand the functional need to get air in..but can't they get air in without the violently ugly styling?   Alas, it's not just Chevy..it seems most performance and performance luxury cars today go for the violent cartoon robot styling...so boring and overdone, IMO....

    Edited by Cubical-aka-Moltar
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    14 minutes ago, Cubical-aka-Moltar said:

    Oh, I understand the functional need to get air in..but can't they get air in without the violently ugly styling?   Alas, it's not just Chevy..it seems most performance and performance luxury cars today go for the violent cartoon robot styling...so boring and overdone, IMO....

    I can totally understand you. I think the latest Prius line and Honda line are the most violently ugly auto's out there.

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    1 minute ago, dfelt said:

    I can totally understand you. I think the latest Prius line and Honda line are the most violently ugly auto's out there.

    ...and what about the Mirai..

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    11 minutes ago, Cubical-aka-Moltar said:

    ...and what about the Mirai..

    Yes, forgot that ugly hydrogen bomb of an auto.

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    Who cares what SMK says.. I am on the line as saying that this car will hit the 750HP mark.. and BLOW ALL HIS BS AWAY

    Stolen from a dude at Corvette Forum who read the C&D article:

    Here is the info on the new Corvette!

    - Starting price expected to be around $120k
    - 7 speed manual and 8 speed automatic
    - 1/2" wider than Z06 front wheels
    - Mag Ride standard
    - Carbon Ceramic Brakes
    - 750hp/680 lb-ft LT5 (6.2L, pushrod V8, Eaton supercharger)
    - Supercharger produces 52% more air per RPM than the Z06 blower, also 2.9" taller. 
    - Because of the hood height, car can not be sold in Europe rock.gif
    - Tadge claims the ZR1 can shoot flames out from its exhaust rofl.gif
    - NEW fuel delivery system- BOTH PORT INJECTION AND DIRECT INJECTION thumbsup.gif
    - sub 3 second 0-60, sub 11 second 1/4 mile, 210+ mph top speed
    - 4 additional heat exchangers (comparing to Z06) in the nose
    - Curb weight 3664 lbs, 140 lbs over Z06
    - Several aero packages available, RPO "ZTK" as shown in magazine. Wing has 10 degrees of adjustability, contributing to 500 lbs of downforce at speed. 
    - Wing is attached behind the hatch and spreads the load to the bumper beam.
    - Removable top
    - 2.5 seconds faster around VIR than Z06
     

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    Don't forget the honda clarity.

    The issue in general with auto design is that the basic envelope is locked it- that hasn't changed in decades now.

    If you look at a decade-decade changes, the industry has slowed to a crawl. For example, these are 10 years apart; we'll never see this degree of change again. A 1995 Camry & 2015 Camry are the same basic proportion/size. So what's left? increasingly (biazarre) & polarizing detailing.

    Until the pods get here.

    49 & 59 Buicks S.jpg

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    About the flames out the rear pipes...

    I dont like that option...not one bit!

    I dont think its a good idea.

     

    Yeah! That option makes for a bad situation me thinks!

    In my lowly and humble opinion...

    Edited by oldshurst442
    • Haha 1

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      Dual-overhead camshafts, four-valves per cylinder
      Air Delivery:
      Single variable-geometry turbocharger; intercooling system. 42.8-psi / 2.95 bar max boost
      Fuel Delivery:
      High-pressure, common-rail direct injection (36,250 psi / 2500 bar); electronic throttle valve
      Ignition System:
      Compression
      Max Engine Speed:
      5100 rpm
      Additional Features:
      Continuously variable oil pump; engine oil cooler, automatic stop/start, Active Thermal Management,
      Emissions Control:
      Low-pressure Exhaust Gas Recirculation (EGR); Selective Catalyst Reduction on Filter (SCRF)
      Horsepower
      (hp / kW @ rpm):
      277 / 204 @ 3750 (SAE certified)
      Torque
      (lb.-ft. / Nm @ rpm):
      460 / 624 @ 1500 (SAE certified)
      Manufacturing Location (of globally sourced parts)
      Flint, Mich.  
       
       
      Chevy Press release on page 2


      2020 CHEVROLET SILVERADO’S NEW, ADVANCED 3.0L DURAMAX TURBO-DIESEL REDEFINES EXPECTATIONS
      No-compromise engine delivers refinement, performance and efficiency
      2019-06-03
      DETROIT — The all-new 2020 Chevrolet Silverado’s available 3.0L Duramax inline-six turbo-diesel engine adds choice and versatility for full-size truck customers, offering class-leading torque and horsepower in addition to focusing on fuel economy and capability. It is the first-ever inline-six turbo-diesel offered in Chevrolet’s full-size light-duty trucks.
      Chevrolet engineers started with a clean-sheet design and developed an all-new engine that leverages the efficiency and refinement advantages of the inline six-cylinder architecture and incorporates advanced combustion and emissions technologies to optimize performance and efficiency. It is priced identically to the 6.2L V-8 as a $2,495 premium over a 5.3L V-8 model or $3,890 over a 2.7L Turbo model.
      “From the moment the engine is started, to its idle, acceleration and highway cruising, the 3.0L Duramax performance will change perceptions of what a diesel engine can offer in refinement,” said Nicola Menarini, director for Diesel Truck Engine Program Execution. “With advanced technologies that draw on global diesel expertise, it’s a no-compromise choice for those who want the capability and driving range of a diesel in a light-duty truck.”
      Available on LT, RST, LTZ and High Country models, the 3.0L Duramax diesel rounds out the new Silverado’s range of six propulsion choices, each tailored to suit customers’ needs for performance, efficiency, technology and value. It is rated at an SAE-certified 277 horsepower and 460 lb-ft of torque delivering 95 percent of peak torque at just 1,250 rpm. Peak torque is sustained from 1,500 rpm through 3,000 rpm, providing a powerfully smooth and satisfying driving experience.
      The 3.0L Duramax is paired with GM’s 10L80 10-speed automatic transmission, featuring a centrifugal pendulum absorber torque converter that reduces vibrations to improve smoothness, reinforcing its performance, efficiency and refinement. This combination also offers exhaust braking, which uses the diesel engine’s compression to help slow the vehicle, requiring fewer brake applications by the driver when in Tow Haul mode.
      Innovative Engine Technologies
      The inline six-cylinder architecture offers inherent efficiency and refinement, but the team expanded with smart technology choices to help improve efficiency and weight while optimizing the truck experience. A lightweight aluminum block and cylinder head reduce overall mass, and Active Thermal Management enhances efficiency and cold-weather warm-up. Ceramic glow plugs also help with shorter heat-up times and a quicker cold start, meaning the engine block heater is not needed until -22 degrees F.
      Towing is an important part of owning a truck, and customers can gain additional confidence thanks to the exhaust brake available in tow-haul mode. The water charge air cooler, coupled with low pressure EGR, reduces time to torque. The variable geometry turbocharger helps provide a greater balance of performance and efficiency, and an electronically variable intake manifold helps optimize performance across the rpm band.
      Inherently efficient and balanced
      Compared to a DOHC V-6, the inline-six architecture offers greater efficiency from the reduced friction of operating only two camshafts and their associated valvetrain components. The I6 configuration offers the perfect balance of primary and secondary forces, without the need for balancing shafts.
      “In addition to reduced friction, the architecture enables smooth operation,” Menarini said. “The new Duramax 3.0L elevates the 2019 Silverado with one of the most refined and efficient diesel engines in the segment.”
      Along with supporting elements such as a tuned air induction system and other noise-attenuating elements, the 3.0L Duramax delivers exceptional quietness and smoothness at all engine speeds.
      All-aluminum construction and tough rotating assembly
      The 3.0L Duramax cylinder block is made of a cast aluminum alloy that provides the strength required to support the high combustion pressures that occur within a diesel engine, while also offering an approximately 25 percent mass savings over a comparable cast iron engine block. Iron cylinder liners are used within the aluminum block to insure truck durability.
      There are seven nodular iron main bearing caps that help ensure the block’s strength under those high combustion pressures, while also enabling accurate location of the rotating assembly. A deep-skirt block design, where the block casting extends below the crankshaft centerline, also contributes to the engine’s stiffness and refinement. It’s complemented by a stiffness-enhancing aluminum lower crankcase extension attached to the main bearing caps.
      The rotating assembly consists of a forged steel crankshaft, forged steel connecting rods and hypereutectic aluminum pistons. The alloys in the respective castings for the rods and pistons make them lightweight and durable. Silicon is blended with the aluminum for heat resistance and tolerance within the piston cylinders, which enhances performance and makes the engine quiet.
      A thick piston crown — the top of the piston — and reinforced top ring add strength to support the tremendous cylinder pressures enabled by turbocharging and the engine’s high 15.0:1 compression ratio.
      DOHC Cylinder Head and Rear Cam Drive
      Overhead camshafts offer a direct, efficient means of operating the valves, while four valves per cylinder activated by maintenance-free finger followers with hydraulic lash adjusters increase airflow in and out of the engine. This arrangement is integrated on the Duramax 3.0L’s lightweight aluminum cylinder head, which is topped with a lightweight composite cam cover that incorporates the crankcase ventilation and oil separation systems.
      A pair of lightweight, assembled camshafts actuates 28.35 mm diameter (1.12-inch) intake and 24.55 mm diameter (0.97-inch) exhaust valves. The camshaft drivetrain is uniquely located at the rear (flywheel side) of the engine, for greater refinement and packaging considerations for the comparatively long inline-six. A crankshaft-driven chain drives the high-pressure direct-injection fuel pump, while a chain driven by the fuel pump drives both intake and exhaust camshafts. A smaller belt drives the variable flow oil pump from the crankshaft.
      Additional Technology Highlights
      Variable geometry turbocharging enables the Duramax 3.0L engine to deliver class-leading horsepower with minimal effect on overall efficiency. The system uses closed loop controlled vanes position and sophisticated electronic controls to automatically adjust boost pressure to the desired value based on engine running conditions and instantaneous power demand. The liquid-cooled turbocharger features a low-friction ball-bearing shaft and is mounted close to the exhaust outlet of the engine for quicker spool-up of the turbine and quicker light-off of the exhaust catalyst. A water-to-air intercooling system produces a cooler higher density air charge for greater power. Maximum boost pressure is 43,5 psi (300 Kpa) absolute.
      Low-pressure EGR: The Duramax 3.0L utilizes new low-pressure Exhaust Gas Recirculation to optimize performance and efficiency. The EGR system diverts some of the engine-out exhaust gas and mixes it back into the fresh intake air stream, which is drawn into the cylinder head for combustion. That lowers combustion temperatures and rates.
      Traditionally, EGR systems in diesel applications recirculate exhaust gases between the two high-pressure points, the exhaust manifold(s) and intake manifold. However, it generally requires efficiency-robbing assistance from the turbocharger or other supporting elements to achieve the pressure differential required for sufficient EGR flow rates.
      The new low-pressure system adds to the high-pressure system, supporting continual adjustment of exhaust backpressure for more efficient operation. It recirculates gases between the low-pressure points in the exhaust system (downstream of the particulate filter) and after the compressor inlet.
      When the low-pressure EGR is activated by an electronically controlled valve, the engine burns exhaust gas that has already passed through the particulate filter. That increases the turbocharger’s efficiency, which helps overall vehicle efficiency without deteriorating the rate of particulate matter emitted by the engine.
      A variable intake manifold offers dual air intake pathways for each cylinder. Electronically controlled flaps — one for each cylinder — shorten or lengthen the airflow to each cylinder. This optimizes the airflow into the engine and improves performance and responsiveness across the rpm band, particularly at lower engine speeds.
      A variable-pressure oiling system with a continuously variable-displacement vane oil pump enhances efficiency by optimizing oil pressure as a function of engine speed and load. With it, the oil supply is matched to the engine requirements rather than the excessive supply of a conventional, fixed-displacement oil pump. The engine uses low-friction Diesel Dexos 0W20 oil.
      Oil jets located in the block are employed for performance and temperature control. They target the inner core of the piston with an extra layer of cooling, friction-reducing oil. The jets reduce piston temperature, allowing the engine to produce more power and enhance long-term durability than engines without the technology.
      Active Thermal Management helps the engine warm up quickly to achieve and maintain its optimal engine temperature for performance and efficiency over the entire engine operating range. The system uses a three-actuator rotary valve system to distribute coolant through the engine in a targeted manner. It sends heat where it’s needed to warm up the engine to reduce friction and heat the passenger cabin or cools when needed for high-power operation. The Duramax 3.0L also features split cooling between the block and head.
      Common rail direct fuel injection of 2,500 bar (36,250 psi) helps generates class-leading horsepower and torque. The system’s pressure is generated by an engine-driven twin-piston pump sending fuel to solenoid-activated injectors with nine-hole nozzles that support precise metering of the fuel for a smooth idle and lower combustion noise. The fuel system is capable of multiple injections per combustion cycle — up to 10 times per injector — for more consistent and stable combustion performance that translates into smoothness and refinement, particularly at idle.   
      Electronic throttle valve: The Duramax 3.0L features an electronic throttle valve to regulate intake manifold pressure in order to optimize exhaust gas recirculation rates. It also contributes to a smooth engine shutdown via a more controlled method of airflow reduction.
      Ceramic glow plugs used in the Duramax 3.0L heat up more quickly and hotter than conventional metal-based glow plugs, helping the engine start and heat up more quickly in cold weather. The Duramax 3.0L achieves unassisted and assisted starting temperatures of -22 F (-30 C) and -40 F (-40 C) respectively.
      Stop/start technology helps optimize efficiency in city driving. The driver-selectable system shuts off the engine at stoplights and other stop-and-go situations. The engine automatically restarts when the driver takes their foot off the brake.
      ABOUT CHEVROLET
      Founded in 1911 in Detroit, Chevrolet is one of the world's largest car brands, doing business in more than 100 countries and selling more than 4.0 million cars and trucks a year. Chevrolet provides customers with fuel-efficient vehicles that feature engaging performance, design that makes the heart beat, passive and active safety features and easy-to-use technology, all at a value. More information on Chevrolet models can be found at www.chevrolet.com.
      # # #
      2019 CHEVROLET SILVERADO 3.0L DURAMAX TURBO-DIESEL SPECIFICATIONS
      Type:
      Duramax 3.0L DOHC Turbo Diesel I6 
      Bore & Stroke (in. / mm):
      3.30 x 3.54 inches (84mm x 90mm)
      Block Material:
      Aluminum
      Cylinder Head Material:
      Aluminum
      Compression Ratio:
      15.0: 1
      Firing Order:
      1-5-3-6-2-4
      Valvetrain:
      Dual-overhead camshafts, four-valves per cylinder
      Air Delivery:
      Single variable-geometry turbocharger; intercooling system. 42.8-psi / 2.95 bar max boost
      Fuel Delivery:
      High-pressure, common-rail direct injection (36,250 psi / 2500 bar); electronic throttle valve
      Ignition System:
      Compression
      Max Engine Speed:
      5100 rpm
      Additional Features:
      Continuously variable oil pump; engine oil cooler, automatic stop/start, Active Thermal Management,
      Emissions Control:
      Low-pressure Exhaust Gas Recirculation (EGR); Selective Catalyst Reduction on Filter (SCRF)
      Horsepower
      (hp / kW @ rpm):
      277 / 204 @ 3750 (SAE certified)
      Torque
      (lb.-ft. / Nm @ rpm):
      460 / 624 @ 1500 (SAE certified)
       
    • By Drew Dowdell
      Chevy unveiled the 2021 Trailblazer today, filling a space between the Chevrolet Trax and Equinox in the lineup.  This follows the recent release of the Buick Encore GX that fills a similar but more premium space. 
      Picking up on styling from the larger Blazer and the Camaro, the Trailblazer takes an aggressive, sporty posture. Yes, there also will be an RS version, but no word yet on what powertrains will be available. 
      Chevy is finally going to start offering active safety features as standard, something the competition started doing a few years ago. The standard active safety features are Front Pedestrian Braking, Automatic Emergency Braking and Lane Keep Assist with Lane Departure Warning.  Optional will be Adaptive Cruise Control - Camera, Rear Park Assist and a High Definition Rear Vision Camera.
      The 2021 Trailblazer will enter dealerships in early 2020. 


      View full article
    • By Drew Dowdell
      Chevy unveiled the 2021 Trailblazer today, filling a space between the Chevrolet Trax and Equinox in the lineup.  This follows the recent release of the Buick Encore GX that fills a similar but more premium space. 
      Picking up on styling from the larger Blazer and the Camaro, the Trailblazer takes an aggressive, sporty posture. Yes, there also will be an RS version, but no word yet on what powertrains will be available. 
      Chevy is finally going to start offering active safety features as standard, something the competition started doing a few years ago. The standard active safety features are Front Pedestrian Braking, Automatic Emergency Braking and Lane Keep Assist with Lane Departure Warning.  Optional will be Adaptive Cruise Control - Camera, Rear Park Assist and a High Definition Rear Vision Camera.
      The 2021 Trailblazer will enter dealerships in early 2020. 

    • By Drew Dowdell
      GM is delaying the launch of the new inline-6 diesel engine bound for the GMC Sierra 1500 and Chevrolet Silverado 1500.  No longer available for ordering on the 2019s, GM has pushed the availability into the 2020 model year. 
      According the GM, the emissions certification process on the engine is taking longer than normal.   Customers who ordered a 2019 Silverado or Sierra with the diesel engine will have their orders canceled and will need to resubmit the order for a 2020 model year vehicle once they become available for order.  GM has yet to open orders for 2020 truck models with the diesel engine, but a GM spokesperson said that it will be "soon".
      Assuming the current pricing holds, the 3.0 liter Duramax diesel will be priced $2,495 over a 5.3 liter V8 and $2,890 over the 4-cylinder 2.7-liter turbo. 
      Meanwhile for 2020, GM is expanding the availability of adaptive cruise control and the 10-speed automatic across the lineup.  At Chevy, the Silverado will now have the optional 6.2 liter V8 on five out of the eight trim levels.  The 6.2 V8 will be paired with the 10-speed automatic and available on the Custom Trail Boss, RST, LT Trail Box, LTZ, and High Country. At GMC, the CarbonPro box will be available at no additional cost when paired with certain other packages on the Sierra AT4 and Sierra Denali, while the double cab Sierra Elevation Trim will now also be available in a crew cab. 
       

      View full article
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