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  • William Maley
    William Maley

    Rumorpile: Next Camaro To Take On Evolutionary Design Path

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      Is Chevrolet Planning To Go Through Evolution with the Camaro's Design?

    The next Camaro has a number of things that will be changing such as a new platform and a new place where it will be built. One item that doesn't appear to be changing as much is the design.

    Edmunds has learned from a source that the company is planning to go down the evolutionary route with the design of the next Camaro.

    "The difference between the existing and redesigned (Camaro) is not drastically different. It looks like a worked-over current-model Camaro. It is on a different platform, so that is a significant difference, but when they modified it to be on a different platform, the styling did not change that much," said the source.

    The Camaro is expected to debut at the Detroit Auto Show next year.

    Source: Edmunds

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

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    Who did not think this was going to be evolutionary?

    I can see engines being revolutionary. I would totally expect a 4 banger Turbo engine in base models.

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    I'm a bit disappointed only because I was hoping for a departure from retro, I was even hoping the Mustang would be revolutionary for that same reason. Regardless, I'm definitely excited to see how the car will evolve!

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    I'm a bit disappointed to hear this. I was hoping GM would take a chance and create a modern interpretation of a muscle car, instead of the modern reskinning of an old one. Ford's playing things too safe and this could've been a good opportunity for GM to really stand out.

    The current Camaro is a nice car but its size and weight are slowly making it a rolling anachronism. But I guess the people who find it most appealing wouldn't want much of a change.

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    The current Camaro is a beautiful car, but it needs to lose about 800 pounds at least...the next generation will be just as hot I am sure. Will start getting excited when the spy shots start coming out & the REVEAL gets closer!!

    Was disappointed with the new mustang, looks like the same car (pretty much)

    I DO like those renderings out there that are based on the 2nd generation, one of them is red. Always had a fondness for the 2nd gens. as I came of age to drive then, and drove a lot of different ones. Had a lot of fun & good times in those 2nd gen Camaro models. The view looking over the hood was awesome - loved the heat & air controls on the left side of the driver (so no one could mess with them!) Driving to the dunes & concerts & cruising the main town strip. lots of history in these personal cars.

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    They could loose the 800lbs if they took off all the Nanny devices and protection crude they require on auto's now. Just think, if you want a real modern muscle car with the lightness of the old original muscle cars, just drop all the junk they have been forced to add rolling back to the basic auto of the late 60's early 70's and you would have a New Rocket.

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    stood next to the new 15 Mustang at the auto show last weekend. Evolved retro, to be honest it did not do much for me although I think it is retro enough to sell like hot cakes. Just not exciting.

    As long as Chevy makes it sexy.

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    If it ain't broke, don't fix it.

    Working on mass and packaging is the way to go IMHO instead of big styling changes. Have to say I'm really partial to the 1970-1973 F-Body designs, though...

    Edited by ZL-1
    • Upvote 3

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    Distinction & uniqueness in design is deserving of continuation. Current Camaro looks awesome still, to dump that and go with a generic pod and just glue the 'Camaro' nameplates on it is ridiculously stupid.

    In contrast, some cars out there recycle the same old elements for decades and everyone praises the "iconic look". Evolutionary is the way to go with the Camaro.

    I agree that weight is a small concern, tho in truth- the '67-69s weren't much lighter. Quoted weight of the '69 V8s was 3050, but my brother has an all-steel '68 Firebird (400), and with zero options and a few components removed he couldn't get his car below 3200 on the scale, and he was pursuing weigh loss for drag racing. And to be frank, I see a strong parallel with some luxury sedans; they perform very well even tho they weigh 4800 lbs or more. Camaro is no slug nor a slushbucket on the track. If we were all told it weighed 3300 and performed like it does, all would be well.

    • Upvote 1

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    With Alpha, GM can bring the weight to the 3300 - 3400 limits like the ATS. I think that is not bad for a performance oriented RWD, given the Corvette now weighs that much.

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    what is needed

    lower beltline and less claustrophobia. how the hell anyone can drive one of these, I don't know, there is no view out of the thing and it feels like a bunker.

    better and more efficient packaging so there is more interior and trunk room for all the volume enclosed by the body.

    more rear seat space / actually usable. Some folks might want to put adults back there periodically so it becomes a usable car.

    AWD OPTIONAL PLEASE, then we can haz this as a daily driver for winter

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    Camaro as been outselling Mustang each month its been on the market in spite of its weight and interior disadvantages. Why would Chevy want to change from that when we've already seen that the next Mustang, while attractive, is not a huge deviation from the current formula?

    Camaro already spanks mustang in handling feel.... imagine what it will do when it sheds 800lbs.

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    Awd as an option would be good and would give the camaro a distinctive competitive advantage over the mustang, genesis coupe and any Supra that Toyota might offer.

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    I actually think the AWD option on a Camero would be very popular and allow a ton of growth of more powerful engines with better power to the pavement performance.

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    It's already been stated that weight is an issue. And AWD is not part of the formula in this class of car.

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    Moving to the Alpha platform will allow the camaro to drop a lot of weight.... more than would be added by awd.

    And " no one else is doing it" isn't a good enough reason to not offer it.

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    Moving to the Alpha platform will allow the camaro to drop a lot of weight.... more than would be added by awd.

    And " no one else is doing it" isn't a good enough reason to not offer it.

    I agree with Drew that no one else is doing this is not good enough plus someone already does do this.

    STI / WRX - Yes I realize they are 4 door compared to Camero 2 door.

    An AWD Camero would allow GM to pull from the folks that want Performance with AWD for a more versatile ride.

    I think GM could really take this segment if they went to Alpha and added AWD.

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    I think AWD is a great idea for this car. Some additional sales for additional profit.

    Remember GM should be a leader not a follower.

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    In the north east and midwest... after this winter.... ?

    I simply cannot buy a non-AWD/4WD vehicle again... that automatically removes the Camaro from my shopping list and I would expect the same for many people in my area who would otherwise like a Camaro.

    To put things in perspective, the Cadillac ATS 3.6 AWD, which is a 4-door is 3629. That would be an acceptable weight for an AWD Camaro.

    A 2.0T RWD ATS is 3373... which would be a very good weight for a new RWD Camaro....

    The Camaro 3.6 Automatic 2LT is 3754, the SS is 3972

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    I know of many friends in the NE that are looking at AWD to replace FWD and RWD auto's as they woud rather give up a little fuel economy for the added traction for the winters.

    I think GM could lead and would have a solid rate take for an AWD Camero.

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    This past winter is likely to convert a number of consumers, yes; the same way a number dumped SUVs when gas shot up. The trend passes pretty quickly, tho.
    I don't think NY/PA/NJ/DE would see a lot of AWD Camaro takers. Farther north, I wonder how well the Camaro or any other same-segment performance coupe sells as is.

    That said, like I said; it's a good idea for the option to be available.

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    I dunno that the AWD trend is going to go away anytime soon. Just look at Subaru's sales growth over VW (roughly the same target market) for proof.

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      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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