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    Rumorpile: What We Think We Know On The Mid-Engine Corvette


    • Another day, another batch of mid-engine Corvette rumors

    The mid-engine Corvette is the rumor that won't die. This past year has seen speculation explode thanks to spy shots showing a mid-engine mule running around GM's Milford Proving Grounds. The Detroit News has published a report today saying the model would arrive in 2019 along with other details about the model.

     

    We're going to give a summary of the most interesting bits from the report, but we highly recommend checking out the full piece.

    • Has the codename of Emperor and is expected to debut in early 2018 (most likely Detroit)
    • The goal for this model is to try and draw younger folks into buying a Corvette. The average age of a Corvette owner is around 59 years old.
    • A source says the mid-engine Corvette will become the sole variant after 2021. This is when the current C7 Corvette will end production.
    • Could be the basis for a sports car wearing the Cadillac badge
    • Bob Lutz and former chief engineer for the Corvette, Tom Wallace said they got plans for a mid-engine Corvette approved in 2007. These plans would be shelved only a couple years later due to the bankruptcy.


    Source: The Detroit News

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    A mid-engine supercar should be a Cadillac.  Why mess with the Corvette formula that has worked for 60 years.  They also aren't going to draw in younger buyers with the price point of a mid-engine car.  Look at the Alfa 4C, that is the cheapest mid-engine car on sale and it is about $65k with a 230 hp 4 cylinder.   A mid-engine Corvette will be over $100,000 easy.  Which is why it should be a Cadillac, Cadillac can support $100k pricing (or at least should be able to)

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    A mid-engine supercar should be a Cadillac. Why mess with the Corvette formula that has worked for 60 years. They also aren't going to draw in younger buyers with the price point of a mid-engine car. Look at the Alfa 4C, that is the cheapest mid-engine car on sale and it is about $65k with a 230 hp 4 cylinder. A mid-engine Corvette will be over $100,000 easy. Which is why it should be a Cadillac, Cadillac can support $100k pricing (or at least should be able to)

    Fallacy argument as the Z06 (as well the last gen. ZR1) are $100K and GM had no problem selling them. A mid engine will not change that.

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    A mid-engine supercar should be a Cadillac.  Why mess with the Corvette formula that has worked for 60 years.  They also aren't going to draw in younger buyers with the price point of a mid-engine car.  Look at the Alfa 4C, that is the cheapest mid-engine car on sale and it is about $65k with a 230 hp 4 cylinder.   A mid-engine Corvette will be over $100,000 easy.  Which is why it should be a Cadillac, Cadillac can support $100k pricing (or at least should be able to)

     

     

    I don't like U.. but I have to agree. I think the current config of Corvettes is enough. The Mid-Engine should debut as a Cadillac.. and if then.. GM sees fit for amortized return.. that the Chevy brand gets a "ZR1" with this set-up fine. But then, I think it will be high time for Corvette to pack its bags and go on its own as a bonafide brand. CUV and all. 

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    Well here is the deal. I have been saying much of this for a good while as much of this information has been right there infront of us and so many are not picking it up.

    Here are the clues. 

    The Age thing is real and has been discussed and even tinkered with using a cheaper version of a roadster. This was talked about much in the last 10 years. 

    The talk of a mid engine car was open back in 2007 but the bankruptcy killed the talk and it went back to Front engine. Lutz has now confirmed this. Talk all along was the C7 was mid engine and changed. Then Lutz came out and said he had to veto it for the time. Tadge said he could not get more out of the car unless they had a mid engine. Lutz said they added to the wheel base of the C7 to move the engine back a coupe inches to get more handling. 

     

    The C8 was and has been in development right along with the C7. They slowed it down but never stopped it. 

    Talk was they even looked into doing a car with the ability to support both mid and front engine in a modular form. 

     

    It was stated about two years ago that the plan was to keep the C7 for a while and bring the C8 out as the high end car and then move to cheaper forms of it over time to replace the C7. 

    Anyone remember the mystery new Malibu with the engine in the back seat and C7 wheels with a trans axle showing. It also sported C7 flags. It was not a photo shop it was a mule easter egg to anyone paying attention. 

    Note it came around the time the GT was announced.

     

    Anyone remember the Holden Ute Mule. It was seen right before the GT was shown at Detroit. Nothing like this happens by accident.

    The recent photos we got around Le Mans time was no accident either, My friend at GM said they know where they can be seen and only go to those places when they want to be seen at Warren.  

    There have been reports of a Corvette testing 1,000 HP but they are having trouble putting it to the ground. They will not use more than they can put down. The present car limits out around 700-750 HP and more does not make it better. 

     

    As for Cadillac JDN stated clearly he holds an interest in this platform but he said they can not get to it before 2025. He has all his man power and Money focused on what Cadillac is best known for luxruy SUV, CUV and Sedans. He has a lot of work to do in getting the line to where it need to be before dumping money into a low volume low profit halo car that would attract attention to the new models. Chevy is the best known MFG of mid engine sports cars and never even made one for production yet. 

     

    Word of late is they will by the time the C7 dies will have a $70K mid engine car available. By then it will be 2021 and that price jives. Also by then they could have a smaller Stingray on a new platform to take over the lower price range and share that platform for a nice little BMW GT roadster for Cadillac. JDN said more than one sports car could be looked at in the future. 

    For Cadillac to do another big buck sports car now will only end up like the XLR and be a fair new car but a great used car with the killer value drops. My buddy loves his XLRv he bought with low miles for $35K. It would take a fool to think Cadillac should do a mid engine before they get house in order. They have a slew of SUV models as well a second gen ATS and CTS to do and a CT8. Not to mention they have a V8 and other engines also to do. 

     

    When you think luxury sedans do you think Corvette? When you think great sports cars do you think Cadillac? If you do not get that ask for help. 

     

    Even at Audi JDN got the line up right before he did the R8. Hell they bought Lambo before they did the R8. Let Chevy carry the load here and then they can do it as a proper Cadillac later on much more economically for the low numbers they will sell at the price it will be at. 

     

    There has been many more things floating around. there was a cut up C6 in California when all this started back about 9 years ago with MFG plates. Another Easter Egg. GM and the Vette team are great at keep secrets but they love to leave clues when they want to. 

     

    Lets put it this way the C7 was tested under a C6 and gave little clue. The C6 was tested under a Camaro body it gave little clue. What you see now is what they want you to see. 

     

    The C7 recently seen is the last high end track model. It will have a large wing in the back like the Z 28 and it will hold 725-750 HP. It will be the send off of the ZR1 till the Mid Engine arrives. While it may be more powerful it will use ever trick to put the power to the ground. The Z06 now relies much on the computer and even now it holds as much power as it can use. The extra tricks will give the new car more down force and more grip. That is the only way it will go faster around a track. 

    I have followed this for at least 8 years and seen much of this unfold. It has been tough as so many did not want to believe it but this stuff has been going on the whole time. Yes GM is quiet but this was not the best kept secret if you know who to listen to. 

    As for a Corvette SUV you have to be kidding!  Chevy has a line of SUV models and does not need a Corvette one. Porsche and the others need it because they do not have even a truck line let alone a SUV. They are just there for the easy money of a SUV. Chevy already has that. 

    Now if you want to market the Corvette name then take a Tahoe and place an full time AWD system on it and a Supercharged LT engine in it. Then call it a Tahoe GS as in grand sport. Then tag it Tahoe by Corvette Engineering. Let the Corvette guys do the tuning and sell a hand full at a high price. This way you market the Corvette name but you really do not call it a Corvette. You leverage the name but you do not damage it. 

    Work smarter not harder!

    Edited by hyperv6
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    Well here is the deal. I have been saying much of this for a good while as much of this information has been right there infront of us and so many are not picking it up.

    Here are the clues. 

    The Age thing is real and has been discussed and even tinkered with using a cheaper version of a roadster. This was talked about much in the last 10 years. 

    The talk of a mid engine car was open back in 2007 but the bankruptcy killed the talk and it went back to Front engine. Lutz has now confirmed this. Talk all along was the C7 was mid engine and changed. Then Lutz came out and said he had to veto it for the time. Tadge said he could not get more out of the car unless they had a mid engine. Lutz said they added to the wheel base of the C7 to move the engine back a coupe inches to get more handling. 

     

    The C8 was and has been in development right along with the C7. They slowed it down but never stopped it. 

    Talk was they even looked into doing a car with the ability to support both mid and front engine in a modular form. 

     

    It was stated about two years ago that the plan was to keep the C7 for a while and bring the C8 out as the high end car and then move to cheaper forms of it over time to replace the C7. 

    Anyone remember the mystery new Malibu with the engine in the back seat and C7 wheels with a trans axle showing. It also sported C7 flags. It was not a photo shop it was a mule easter egg to anyone paying attention. 

    Note it came around the time the GT was announced.

     

    Anyone remember the Holden Ute Mule. It was seen right before the GT was shown at Detroit. Nothing like this happens by accident.

    The recent photos we got around Le Mans time was no accident either, My friend at GM said they know where they can be seen and only go to those places when they want to be seen at Warren.  

    There have been reports of a Corvette testing 1,000 HP but they are having trouble putting it to the ground. They will not use more than they can put down. The present car limits out around 700-750 HP and more does not make it better. 

     

    As for Cadillac JDN stated clearly he holds an interest in this platform but he said they can not get to it before 2025. He has all his man power and Money focused on what Cadillac is best known for luxruy SUV, CUV and Sedans. He has a lot of work to do in getting the line to where it need to be before dumping money into a low volume low profit halo car that would attract attention to the new models. Chevy is the best known MFG of mid engine sports cars and never even made one for production yet. 

     

    Word of late is they will by the time the C7 dies will have a $70K mid engine car available. By then it will be 2021 and that price jives. Also by then they could have a smaller Stingray on a new platform to take over the lower price range and share that platform for a nice little BMW GT roadster for Cadillac. JDN said more than one sports car could be looked at in the future. 

    For Cadillac to do another big buck sports car now will only end up like the XLR and be a fair new car but a great used car with the killer value drops. My buddy loves his XLRv he bought with low miles for $35K. It would take a fool to think Cadillac should do a mid engine before they get house in order. They have a slew of SUV models as well a second gen ATS and CTS to do and a CT8. Not to mention they have a V8 and other engines also to do. 

     

    When you think luxury sedans do you think Corvette? When you think great sports cars do you think Cadillac? If you do not get that ask for help. 

     

    Even at Audi JDN got the line up right before he did the R8. Hell they bought Lambo before they did the R8. Let Chevy carry the load here and then they can do it as a proper Cadillac later on much more economically for the low numbers they will sell at the price it will be at. 

     

    There has been many more things floating around. there was a cut up C6 in California when all this started back about 9 years ago with MFG plates. Another Easter Egg. GM and the Vette team are great at keep secrets but they love to leave clues when they want to. 

     

    Lets put it this way the C7 was tested under a C6 and gave little clue. The C6 was tested under a Camaro body it gave little clue. What you see now is what they want you to see. 

     

    The C7 recently seen is the last high end track model. It will have a large wing in the back like the Z 28 and it will hold 725-750 HP. It will be the send off of the ZR1 till the Mid Engine arrives. While it may be more powerful it will use ever trick to put the power to the ground. The Z06 now relies much on the computer and even now it holds as much power as it can use. The extra tricks will give the new car more down force and more grip. That is the only way it will go faster around a track. 

    I have followed this for at least 8 years and seen much of this unfold. It has been tough as so many did not want to believe it but this stuff has been going on the whole time. Yes GM is quiet but this was not the best kept secret if you know who to listen to. 

    As for a Corvette SUV you have to be kidding!  Chevy has a line of SUV models and does not need a Corvette one. Porsche and the others need it because they do not have even a truck line let alone a SUV. They are just there for the easy money of a SUV. Chevy already has that. 

    Now if you want to market the Corvette name then take a Tahoe and place an full time AWD system on it and a Supercharged LT engine in it. Then call it a Tahoe GS as in grand sport. Then tag it Tahoe by Corvette Engineering. Let the Corvette guys do the tuning and sell a hand full at a high price. This way you market the Corvette name but you really do not call it a Corvette. You leverage the name but you do not damage it. 

    Work smarter not harder!

    Just seeing the words "Corvette" and "CUV" in the same sentence is enough to make one vomit.

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    A mid-engine supercar should be a Cadillac. Why mess with the Corvette formula that has worked for 60 years. They also aren't going to draw in younger buyers with the price point of a mid-engine car. Look at the Alfa 4C, that is the cheapest mid-engine car on sale and it is about $65k with a 230 hp 4 cylinder. A mid-engine Corvette will be over $100,000 easy. Which is why it should be a Cadillac, Cadillac can support $100k pricing (or at least should be able to)

    Fallacy argument as the Z06 (as well the last gen. ZR1) are $100K and GM had no problem selling them. A mid engine will not change that.

    What percentage of Corvette sales were ZR1? A mid-engine Corvette base model could be priced where the ZR1 was. A mid-engine ZR1 could be $200,000. Way too high for what is supposed to be the "affordable" sports car.

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    The current Z06 gets ripped sometimes because it has too much power and can't get the power down or use it. Personally I don't think any Chevy needs more than 500 HP, maybe 550 for the range topping Camaro and Corvette. For performance above that there is Cadillac. Cadillac V-series should be the pinnacle of GM performance.

    I would go the other way with the Corvette and release a V6 model at $49,995. Even with the 335 HP V6 and 8-speed it would still be 0-60 in 5 seconds, the Corvette doesn't weigh that much, and it would probably be lighter and better handling than the V8 model. This makes the Corvette more attainable, which is what it is supposed to be.

    Really no Chevy should cost over $75,000 either, again Cadillac should have the $75,000 plus cars.

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    Personally I don't think any Chevy needs more than 500 HP, maybe 550 for the range topping Camaro and Corvette. For performance above that there is Cadillac. Cadillac V-series should be the pinnacle of GM performance.

    You're looking at the picture thru a corporate lense, not a brand lense.

    Think back when the collective of brands (under GM) all (except Cadillac) fielded 350-400 HP A-Body performance cars. That's where GM needs to go. 

    In other words, properly identified & delineated, both Chevrolet & Cadillac can successfully field 650 HP (or whatever power level you want to mention) vehicles.

    If they "cannot", why have more than 1 brand??

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    The current Z06 gets ripped sometimes because it has too much power and can't get the power down or use it. Personally I don't think any Chevy needs more than 500 HP, maybe 550 for the range topping Camaro and Corvette. For performance above that there is Cadillac. Cadillac V-series should be the pinnacle of GM performance.

    I would go the other way with the Corvette and release a V6 model at $49,995. Even with the 335 HP V6 and 8-speed it would still be 0-60 in 5 seconds, the Corvette doesn't weigh that much, and it would probably be lighter and better handling than the V8 model. This makes the Corvette more attainable, which is what it is supposed to be.

    Really no Chevy should cost over $75,000 either, again Cadillac should have the $75,000 plus cars.

     

     

    That is just it you don't think!

     

    From  what I have been hearing the Corvette will carry on as a C7 along with a C8. Then by 2021 we will see a change over to a cheaper Mid engine version to replace the C7 at around $70K. 

    Now unlike the Ford GT the C8 will be built in in greater numbers and prove to be more profitable as it is not just some limited race car converted for the street. Even in low numbers the C8 will make money and then the variations with different engines and different options like AWD will come with the car. 

     

    No one needs a Veryon with over 1,000 HP but people buy them. 

    The truth is the Corvette to continue to compete with some of the best cars needs a platform that can take and really use the added power. 

    This car is targeting Ferrari and Mclaren as these are what has been seen at the Warren proving grounds at building 54. 

     

    The future is going to get more difficult to build cars like these. It is clear the Corvette will need to get lighter and more efficient. Lutz stated a hybrid system was being looked at that could move the cars MPG rating to over 50 MPG with only a $1300 battery.  

     

    One must look at the C7 ,as the end of an era as they have mined as much gold as they can. With the coming regulations and coming competition the C8 is only the stepping off point to all sorts of future potential, 

    the other factor the Corvette as it is has always been joked as being an old mans car. Yet even in my area I see expensive Ferrari and Mclarens driven by young dot com guys. 

    Chevy wants to only improve the product while still offering what they have in the past the most bang for the buck. Also they want to reach out to other buyers as it will take all hands on deck to compete. 

    Chevy made the same mistake remaining stagnate with the C3 for way too long. They paid a great price for that over the years. Today they have rebuilt the  Corvette from the weak powered Vega steering wheeled car. 

    We also need to keep in mind one major factor the Corvette regardless of how many they sell needs to remain profitable. The low volume models like the ZR1 make a sh&T load of money even at 1400 models. This pays the bills when the regular car like the C6 was only selling 13K units. 

     

    I trust Mark and Tadge much more than some here. Both have a winning record for product and performance. I think they both will go down as some of the best guardians of the Corvette since Zora. 

     

    Hmm someday because of them GM may build a Corvette Tadge?

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    VW lost like $2 million per car on every Veyron sold.  The Chiron will lose money also, but they don't care it is basically a marketing piece for them.  I am not opposed to GM making a money losing hyper car, but it shouldn't be a Corvette.

     

    I also don't think the Corvette needs more capabilty or speed.  I go back to my Miata example, they hold the price at an affordable level.  Back in the late 90s or 2000 a Corvette was about $40,000, and a Cadillac Seville or Deville was about that.  Now the Cadillacs are like $46k, but the Corvette is $60k.  They are losing the bang for the buck argument when they want to charge $70k for a Stingray or $100k for a Z06.

     

    I still think Corvette should be a $50-80k car, sort of in Porsche Boxster price range.  I'd like to see a V6 Corvette to hold the price point to mid 2000s level.

     

    I also think there is room for a sports car above Corvette at GM, just at Cadilac.

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    What is funny is the new Corvette is supposed to be a high revving DOHC V8 too.  For years Corvette owners said the pushrod was better, the Ferrari style high revving V8 mid-engine cars were over priced or not as good.  Now Corvette fans are getting their version of an Auri R8 or Ferrari 488 or McLaren 570.

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    What is funny is the new Corvette is supposed to be a high revving DOHC V8 too.  For years Corvette owners said the pushrod was better, the Ferrari style high revving V8 mid-engine cars were over priced or not as good.  Now Corvette fans are getting their version of an Auri R8 or Ferrari 488 or McLaren 570.

    Links please, I have not found anything but rumors and would love to read if there is true information that GM is moving the Corvette to DOHC V8 engines. The weight gain would go against the weight loss they have been doing while still getting amazing performance out of the Pushrod V8.

     

    OK, My bad,

     

    Did not realize Corvette started in 1990 to offer a standard OHV V8 and a DOHC V8.

     

    http://www.edmunds.com/chevrolet/corvette/history/

     

    Interesting to see the history line of what came when on Corvettes from the very beginning of their time line.

     

    2nd update, really interesting going through the history, so in 1997 with the new model they dropped all engines and came out with the new 5.7 aluminum block. Since then they have had various sizes of the single in block came OHV engines making amazing HP and Torque. So we are then back to the rumors only of a DOHC Turbo V8.

     

    This from GM that talks about their silky smooth 335HP V6 yet only 283 Lbs of Torque just confirms for me that DOHC is no big deal.

     

    http://www.gm.com/mol/m-2015-may-2016-camaro-0516-camaro-powertrains.html

     

    One might as well just go turbo 4 or V8 and not waste time with the fat, over weight under torque DOHC V6.

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    VW lost like $2 million per car on every Veyron sold.  The Chiron will lose money also, but they don't care it is basically a marketing piece for them.  I am not opposed to GM making a money losing hyper car, but it shouldn't be a Corvette.

     

    I also don't think the Corvette needs more capabilty or speed.  I go back to my Miata example, they hold the price at an affordable level.  Back in the late 90s or 2000 a Corvette was about $40,000, and a Cadillac Seville or Deville was about that.  Now the Cadillacs are like $46k, but the Corvette is $60k.  They are losing the bang for the buck argument when they want to charge $70k for a Stingray or $100k for a Z06.

     

    I still think Corvette should be a $50-80k car, sort of in Porsche Boxster price range.  I'd like to see a V6 Corvette to hold the price point to mid 2000s level.

     

    I also think there is room for a sports car above Corvette at GM, just at Cadilac.

    They are not losing the bang for the buck argument when you realize what it competes against. You clearly do not get that while you continue to beat this dead horse about price.

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    For years Corvette owners said the pushrod was better...

    Valve actuation would be a point of contention if the current Corvette engine wasn't competitive.

    460/465, 0-60: 3.8, 1/4-mile in 12.2.

    But it is.

    Or in other words, valve actuation is a moot point.

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    VW lost like $2 million per car on every Veyron sold.  The Chiron will lose money also, but they don't care it is basically a marketing piece for them.  I am not opposed to GM making a money losing hyper car, but it shouldn't be a Corvette.

     

    I also don't think the Corvette needs more capabilty or speed.  I go back to my Miata example, they hold the price at an affordable level.  Back in the late 90s or 2000 a Corvette was about $40,000, and a Cadillac Seville or Deville was about that.  Now the Cadillacs are like $46k, but the Corvette is $60k.  They are losing the bang for the buck argument when they want to charge $70k for a Stingray or $100k for a Z06.

     

    I still think Corvette should be a $50-80k car, sort of in Porsche Boxster price range.  I'd like to see a V6 Corvette to hold the price point to mid 2000s level.

     

    I also think there is room for a sports car above Corvette at GM, just at Cadilac.

     

    One person I spoke to said the target price was $170K for the first model. The others will fall in below it over time. One report stated that they were targeting a base model at $70K at some point. By 2021 that would make sense. 

     

    Just as the other changed that shook the Vette world like removing the pop up lamps for better lights and less weight. The square tail lamps and other changes have all led to higher sales and better cars. At first half hate it and half love it in the end 95% love it and they pick up more than the 5% they lost. 

    First the Corvette is not a Veyron. Second it is not even a Ford GT. 

     

    The Corvette even if it is to go mid engine will offer a top line but over time it will evolve to a mid engine that present owner can afford for a price adjusted price for the economic reasons. 

     

    The Corvette will continue to challenge some of the greatest cars at a price more than half the others. No goofy limited cars like the GT that were built to race more than street drive and it will sell more in a couple weeks than others sell in a year or two. 

    I think while the first model will be a world killing car it will do so at half the price of a Ford GT in a volume 4 times what the Ford is.  Second it will in time bring us a cheaper model that will be fully capable and still afford able to anyone who could afford a stingray today. 

     

    There has been nohting on a DOHC engine yet or even a Turbo V6 yet. Odds are it will be a higher powered version of the coming ZR1 engine that will find its way to this car that will top the Ford and others by at least 100-200 HP. 

    The bottom line is this car will make money or GM would never approve the business case. The Corvette does not get a free pass as some like the Veyron does. 

     

    This will be a Corvette and it will do as it has by setting performance and prices to its standard not the others. 

     

    If people will line up to pay $400K for a Ford I am sure GM will easily fine many buyers at $170k for a car with more performance and is a better street car. 

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    It would take a fool to think Cadillac should do a mid engine before they get house in order. They have a slew of SUV models as well a second gen ATS and CTS to do and a CT8. Not to mention they have a V8 and other engines also to do. 

     

    When you think luxury sedans do you think Corvette? When you think great sports cars do you think Cadillac? If you do not get that ask for help. 

     

    Even at Audi JDN got the line up right before he did the R8. Hell they bought Lambo before they did the R8. Let Chevy carry the load here and then they can do it as a proper Cadillac later on much more economically for the low numbers they will sell at the price it will be at. 

     

    When I thought of Cadillac just a decade ago I would have never imagined that they would have, let alone I would buy a 650HP sedan from them capable of murdering Porsches and Vettes in almost ever dynamic. Times change.. and even though I have zero issue with Corvette having a Mid-Engine vehicle sold next to the front engine one.. I do have an issue with it coming in at a probably $100K while Cadillac gets none. Hell I don't even really have an issue with a simultaneous release. If the vehicle development is done, then that only really leaves body stamping, marketing and a few other things. If Corvette is going to be a BRAND, and sold under the Cadillac experience.... then different story. But truth is CHEVY simply does not have the capability within its own dealerships to even service the Corvette.. hell Tahoe/Subur clientel its gets in a way that is befitting one capable of buying a $60K+ weekend toy, let alone another $100K + one. Besides.. if they aren't even gonna show until 2018, there is plenty of time for Cadillac to be ready to sell them

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    As for a Corvette SUV you have to be kidding!  Chevy has a line of SUV models and does not need a Corvette one. Porsche and the others need it because they do not have even a truck line let alone a SUV. They are just there for the easy money of a SUV. Chevy already has that. 

    Now if you want to market the Corvette name then take a Tahoe and place an full time AWD system on it and a Supercharged LT engine in it. Then call it a Tahoe GS as in grand sport. Then tag it Tahoe by Corvette Engineering. Let the Corvette guys do the tuning and sell a hand full at a high price. This way you market the Corvette name but you really do not call it a Corvette. You leverage the name but you do not damage it. 

    Work smarter not harder!

     

     

    No. I am in no way speaking of full size SUVs. I said CUV.. like the Cayenne and Macan. I am thinking that Alpha and Omega modified would serve Cadillac and Vette brands perfectly. Lets be clear.. there isn't much shared in Corvette and Impalas anymore. The ATS and CTS seem more like Corvettes than anything at Chevy sides the Camaro. Even with that.. only a percentage of Camaro buyers get the SS. The Corvette brand is sold under Chevy because of tradition. Its not even a cost thing anymore, because seriously.. how many people do U kno who can go out an buy a $60-100K weekend toy like its a CHEVY made product? Time for Corvette to grow up. Cadillac dealerships would be the perfect place for them. 

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    Just seeing the words "Corvette" and "CUV" in the same sentence is enough to make one vomit.

     

     

     

    Yeah.. but under the new Platform policies being put into place.. I'd rather see Corvette CUV then R.I.P Corvette. Anyway.. Porsche fans felt the same before 2002. Avg 1300 sales a month later since.. and investment money to produce better Porsches.. they shut their effin mouths. Oh.. did I mention a Corvette Family Sedan too.. to compete with the 500 avg per month sales of the Panamera? :neenerneener:

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    I don't think "Corvette" could be a brand, however I could get behind the idea of the Corvette moving to Cadillac. The interior would have to get better and some styling tweaks, but a V6 could be the base car with the better interior to keep price where it is, and add V8s and still have $60-100k price point, which makes sense for a Cadillac.

    I doubt they will do that, but the Corvette is becoming like the Nissan GT-R, who wants to pay $100k for a Nissan, wouldn't it be better as an Infiniti?

    Chevy should have affordable sports cars. The Malibu isn't $55k so why is a Camaro? This is why GM has brands, for value, middle and high end.

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    Just seeing the words "Corvette" and "CUV" in the same sentence is enough to make one vomit.

     

     

    Yeah.. but under the new Platform policies being put into place.. I'd rather see Corvette CUV then R.I.P Corvette. Anyway.. Porsche fans felt the same before 2002. Avg 1300 sales a month later since.. and investment money to produce better Porsches.. they shut their effin mouths. Oh.. did I mention a Corvette Family Sedan too.. to compete with the 500 avg per month sales of the Panamera? :neenerneener:

    The Corvette isn't going anywhere and they damn sure don't need to stamp the name on a CUV.

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    No need for a Corvette CUV, that would be a bad idea.  Cadillac should be fighting the Porsche Macan and Cayenne, and BMW X5 M, and AMG crossovers.  If you want to throw Tesla in the mix, Cadillac should be going after them too.

    Edited by smk4565
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    Chevy should have affordable sports cars. The Malibu isn't $55k so why is a Camaro? This is why GM has brands, for value, middle and high end.

    Again: erroneous. You are saying all Chevy models should be in a tight price range, why??? Because; Buick? 

    Irrelevant.

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    Chevy should have affordable sports cars. The Malibu isn't $55k so why is a Camaro? This is why GM has brands, for value, middle and high end.

    Again: erroneous. You are saying all Chevy models should be in a tight price range, why??? Because; Buick? 

    Irrelevant.

     

    Not all Chevy's need to be in a tight range, but Chevy should be focused on value and building a fun sports car that regular people can afford.  

     

    In year 2000, a Corvette had a price of $39,280 and not a huge options list to drive it into the stratosphere.  The Cadillac Deville had a price of $39,895.  Inflation at 2.15% since 2000 would mean $39k then is $55k now.  So the Corvette base model has gone with inflation, but the higher trims push it way above where it was.  A 2000 Cadillac SLS was $44,000, $5k more than a Corvette.  Now a base Corvette is more than a Cadillac CT6.  Cadillacs used to cost more than Corvettes.

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      Over the weekend, General Motors published and then deleted the power figures for the new 6.6L Duramax Diesel V8 that would be appearing in the 2017 Chevrolet Silverado HD and GMC Sierra HD. Today at the Texas State Fair, GM revealed everything about this new engine.
      We'll begin with the most important detail, power output. The numbers that GM revealed match the numbers posted to their powertrain site - 445 horsepower and 910 pound-feet of torque. Compared to the current Duramax V8, the new engine produces 48 more horsepower and 145 more pound-feet of torque.
      How was GM able to pull this off? They basically went through the engine with a fine tooth comb and made various changes. GM says 90 percent of this engine has been changed. Some of the changes include new electronically controlled, variable-vane turbocharger, revised cylinder heads, improved cooling, and revised fuel delivery system. The updated Duramax can also run B20 bio-diesel.
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      Source: Chevrolet, GMC
      Press Release is on Page 2


      DALLAS — Chevrolet today announced the redesigned Duramax 6.6L V-8 turbo-diesel offered on the 2017 Silverado HD. This next-generation redesign offers more horsepower and torque than ever — an SAE-certified 445 horsepower (332 kW) and 910 lb.-ft. (1,234 Nm) — to enable easier, more confident hauling and trailering.
      Along with a 19 percent increase in max torque over the current Duramax 6.6L, the redesigned turbo-diesel’s performance is quieter and smoother, for greater refinement. In fact, engine noise at idle is reduced 38 percent.
      “With nearly 2 million sold over the past 15 years, customers have forged a bond with the Duramax diesel based on trust and capability,” said Dan Nicholson, vice president, Global Propulsion Systems. “The new Duramax takes those traits to higher levels.”
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      View full article
    • By William Maley
      Over the weekend, General Motors published and then deleted the power figures for the new 6.6L Duramax Diesel V8 that would be appearing in the 2017 Chevrolet Silverado HD and GMC Sierra HD. Today at the Texas State Fair, GM revealed everything about this new engine.
      We'll begin with the most important detail, power output. The numbers that GM revealed match the numbers posted to their powertrain site - 445 horsepower and 910 pound-feet of torque. Compared to the current Duramax V8, the new engine produces 48 more horsepower and 145 more pound-feet of torque.
      How was GM able to pull this off? They basically went through the engine with a fine tooth comb and made various changes. GM says 90 percent of this engine has been changed. Some of the changes include new electronically controlled, variable-vane turbocharger, revised cylinder heads, improved cooling, and revised fuel delivery system. The updated Duramax can also run B20 bio-diesel.
      Figures for payload and towing will be announced at a later date.
      Source: Chevrolet, GMC
      Press Release is on Page 2


      DALLAS — Chevrolet today announced the redesigned Duramax 6.6L V-8 turbo-diesel offered on the 2017 Silverado HD. This next-generation redesign offers more horsepower and torque than ever — an SAE-certified 445 horsepower (332 kW) and 910 lb.-ft. (1,234 Nm) — to enable easier, more confident hauling and trailering.
      Along with a 19 percent increase in max torque over the current Duramax 6.6L, the redesigned turbo-diesel’s performance is quieter and smoother, for greater refinement. In fact, engine noise at idle is reduced 38 percent.
      “With nearly 2 million sold over the past 15 years, customers have forged a bond with the Duramax diesel based on trust and capability,” said Dan Nicholson, vice president, Global Propulsion Systems. “The new Duramax takes those traits to higher levels.”
      The new Duramax 6.6L shares essentially only the bore and stroke dimensions of the current engine and incorporates a new, GM-developed control system. The Duramax’s signature low-rpm torque production hasn’t changed and still offers 90 percent of peak torque at a low 1,550 rpm and sustains it through 2,850 rpm.
      “Nearly everything about the Duramax is new, designed to produce more torque at lower rpm and more confidence when trailering or hauling,” said Gary Arvan, chief engineer. “You’ll also notice the refinement improvements the moment you start the engine, and appreciate them as you cruise quietly down the highway — with or without a trailer.”
      Additional highlights include:
      New, stronger cylinder block and cylinder heads New, stronger rotating and reciprocating assembly Increased oil- and coolant-flow capacity New EGR system with single cooler and integrated bypass New electrically actuated/electronically controlled turbocharging system All-new advanced solenoid fuel system All-new electronic controls New full-length damped steel oil pan that contributes to quietness New rocker cover/fuel system acoustical treatments B20 bio-diesel compatibility SAE-certified 445 net horsepower (332 kW) at 2,800 rpm SAE-certified 910 net lb.-ft. of torque (1,234 Nm) at 1,600 rpm A new, patent-pending vehicle air intake system — distinguished on the Silverado HD by a bold hood scoop — drives cool, dry air into the engine for sustained performance and cooler engine temperatures during difficult conditions, such as trailering on steep grades. Cooler air helps the engine run better under load, especially in conditions where engine and transmission temperatures can rise quickly. That allows the Duramax to maintain more power and vehicle speed when trailering in the toughest conditions.
      The intake design is another example of the advanced integration included in the 2017 Silverado HD that makes it over-the-road capable.   
      A strong foundation
      As with previous versions, the new Duramax block features a strong cast-iron foundation known for its durability, with induction-hardened cylinder walls and five nodular iron main bearings. It retains the same 4.05-inch (103mm) and 3.89-inch (99mm) bore and stroke dimensions as the current engine, retaining the Duramax’s familiar 6.6L (403 cu.-in./6,599 cc) displacement.
      A deep-skirt design and four-bolt, cross-bolted main caps help ensure the block’s strength and enable more accurate location of the rotating assembly. A die-cast aluminum lower crankcase also strengthens the engine block and serves as the lower engine cover, while reducing its overall weight.
      The new engine block incorporates larger-diameter crankshaft connecting rod journals than the current engine, enabling the placement of a stronger crankshaft and increased bearing area to handle higher cylinder loads.
      An enhanced oiling circuit, with higher flow capacity and a dedicated feed for the turbocharger, provides increased pressure at the turbo and faster oil delivery. Larger piston-cooling oil jets at the bottom of the cylinder bores spray up to twice the amount of engine oil into oil galleries under the crown of the pistons, contributing to lower engine temperature and greater durability.
      A new, two-piece oil pan contributes to the new Duramax’s quieter operation. It consists of a laminated steel oil pan with an upper aluminum section. The aluminum section provides strength-enhancing rigidity for the engine, but a pan made entirely of aluminum would radiate more noise, so the laminated steel lower section is added to dampen noise and vibration.
      There’s also an integrated oil cooler with 50 percent greater capacity than the current engine’s, ensuring more consistent temperatures at higher engine loads.
      Segment firsts
      Re-melt piston bowl rim Venturi Jet Drain Oil Separator Closed-loop glow plug temperature control Stronger pistons with remelt
      A tough, forged micro-alloy steel crankshaft anchors the new Duramax’s stronger rotating assembly. Cut-then-rolled journal fillets contribute to its durability by strengthening the junction where the journals — the round sections on which the bearings slide — meet the webs that separate the main and rod journals.
      The connecting rods are stronger, too, and incorporate a new 45-degree split-angle design to allow the larger-diameter rod bearings to pass through the cylinder bores during engine assembly. They’re forged and sintered with a durable powdered metal alloy, with a fractured-cap design enabling more precise cap-to-rod fitment. 
      A new, stronger cast-aluminum piston design tops off the rotating assembly. It features a taller crown area and a remelted combustion bowl rim for greater strength. Remelting is an additional manufacturing process for aluminum pistons in which the bowl rim area is reheated after casting and pre-machining, creating a much finer and more consistent metal grain structure that greatly enhances thermal fatigue properties.
      Additionally, the Duramax’s pistons don’t use pin bushings, reducing reciprocating weight to help the engine rev quicker and respond faster to throttle changes.
      Lightweight cylinder heads, solenoid injectors
      The redesigned engine retains the Duramax’s signature first-in-class aluminum cylinder head design, with six head bolts per cylinder and four valves per cylinder. The aluminum construction helps reduce the engine’s overall weight, while the six-bolt design provides exceptional head-clamping strength — a must in a high-compression, turbocharged application.
      A new aluminum head casting uses a new double-layer water core design that separates and arranges water cores in layers to create a stiffer head structure with more precise coolant flow control. The heads’ airflow passages are also heavily revised to enhance airflow, contributing to the engine’s increased horsepower and torque.
      The Duramax employs a common-rail direct injection fuel system with new high-capability solenoid-type injectors. High fuel pressure of 29,000 psi (2,000 bar) promotes excellent fuel atomization for a cleaner burn that promotes reduced particulate emissions. The new injectors also support up to seven fuel delivery events per combustion event, contributing to lower noise, greater efficiency and lower emissions. Technology advancements enable less-complex solenoid injectors to deliver comparable performance to piezo-type injectors.
      Electronically controlled, variable-geometry turbocharging system
      A new electronically controlled, variable-vane turbocharger advances the Duramax’s legacy of variable-geometry boosting. Compared to the current engine, the system produces higher maximum boost pressure — 28 psi (195 kPa) — to help the engine make more power, and revisions to enhance the capability of the exhaust-brake system.
      Along with a new camshaft profile and improved cylinder head design, the Duramax’s new variable-vane turbocharger enables the engine to deliver more power with lower exhaust emissions. It uses a more advanced variable-vane mechanism, allowing a 104-degree F (40 C) increase in exhaust temperature capability. The self-contained mechanism decouples movement from the turbine housing, allowing operation at higher temperature. That enables the engine to achieve higher power at lower cylinder pressure. Additionally, it has lower internal leakage, allowing more exhaust energy to be captured during exhaust braking.
      The integrated exhaust brake system makes towing less stressful by creating added backpressure in the exhaust, resulting in negative torque during deceleration and downhill driving, enhancing driver control and prolonging brake pad life.
      Venturi Jet Drain Oil Separator
      A new Venturi Jet Drain Oil Separator employed with the Duramax 6.6L is the first of its type in the segment and is designed to ensure oil control in sustained full-load operation. The totally sealed system collects the fine mist of oil entrained in the blow-by gas and uses a small portion of the boosted air generated by the turbocharger to pump the collected oil back to the engine oil sump for re-use by the engine. Less sophisticated systems are not able to return this oil during full-load operation, which can result in oil carryover into the cylinders during combustion.
      Cold Start System
      The new Duramax also provides outstanding cold-weather performance, with microprocessor-controlled glow plugs capable of gas-engine-like starting performance in fewer than 3 seconds in temperatures as low as -20 degrees F (-29 C) without a block heater. The system is enhanced with ceramic glow plugs and automatic temperature compensation — a first-in-class feature providing improved robustness and capability. The automatic temperature compensation assesses and adjusts the current to each glow plug for every use, providing optimal temperature for cold start performance and durability.     
      Electronic throttle valve and cooled EGR
      Unlike a gasoline engine, a diesel engine doesn’t necessarily require a throttle control system. The Duramax 6.6L employs an electronic throttle valve to regulate intake manifold pressure in order to increase exhaust gas recirculation (EGR) rates. It also contributes to smoother engine shutdown.
      Additionally, a cooled exhaust gas recirculation (EGR) system enhances performance and helps reduce emissions by diverting some of the engine-out exhaust gas and mixing it back into the fresh intake air stream, which is fed through the cylinder head for combustion. This lowers combustion temperatures, improving emissions performance by reducing NOx formation.
      The exhaust is cooled in a unique heat exchanger before it’s fed into the intake stream through a patented EGR mixing device, further improving emissions and performance capability. An integrated bypass allows non-cooled exhaust gas to be fed back into the system to help the engine more quickly achieve optimal operating temperature when cold.
      B20 Biodiesel Capability
      The new Duramax 6.6L is capable of running on B20 biodiesel, a fuel composed of 20 percent biodiesel and 80 percent conventional diesel. B20 helps lower carbon dioxide emissions and lessens dependence on petroleum. It is a domestically produced, renewable fuel made primarily of plant matter — mostly soybean oil.
      Manufacturing
      The new Duramax 6.6L turbo-diesel engine is produced with locally and globally sourced parts at the DMAX Ltd. (GM’s joint venture with Isuzu) manufacturing facility in Moraine, Ohio.
      Allison 1000 Automatic Transmission
      The proven Allison 1000 six-speed automatic transmission is matched with the new Duramax 6.6L. A number of refinements have been made to accommodate the engine’s higher torque capacity, including a new torque converter.
      The Allison 1000’s technologically advanced control features, such as driver shift control with manual shift feature and a patented elevated idle mode cab warm-up feature, haven’t changed. Also, the Tow/Haul mode reduces shift cycling for better control and improved cooling when towing or hauling heavy loads.
      There’s also a smart diesel exhaust brake feature that enhances control when descending steep grades.
    • By William Maley
      The seemingly never-ending diesel heavy-duty truck war is back in force with Ford announcing the power figures for the F-Series Super Duty back in the summer. We were wondering when either FCA or GM would strike back. Well GM did this over the weekend by accidently and then subsequently deleting the figures for the next-generation Duramax V8 diesel.
      Truck Trend got screenshots of GM Powertrain's website where the details of the L5P 6.6L Duramax turbodiesel are there to see: 445 horsepower and 910 pound-feet of torque. Compared the 6.7L PowerStoke V8 found in the 2017 F-Series Super Duty, the updated Duramax produces 5 more horsepower but is slight behind in torque (15 down from the PowerStroke's 925 pound-feet).
      We know for sure that the new Duramax will debut a new air intake system (you can see the new hood scoop in the picture above). More air is a good thing as it means better cooling and more power.
      The Texas State Fair is this week and it has become a showplace for the various truck manufacturers to make big announcements. We wouldn't be shocked if General Motors debuts the new Duramax there.
      Source: Truck Trend

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

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

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

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

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

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

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

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