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William Maley

Quick Review: 2012 Chevrolet Volt

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William Maley

Staff Writer - CheersandGears.com

July 3, 2012

2011 was a tumultuous year for the Chevrolet Volt: sales didn't meet the high expectations set by General Motors, dealers had problems trying to get them off their lot, and then there was the battery fires which prompted a recall and a congressional hearing.

2012 so far is turning out to be a much better year for the Volt. Currently, the Volt is outselling Chevrolet's other halo car, the Corvette. (7,057 Volts vs. 5,547 Corvettes) and is on track to hit 20,000 units before the end of the year.

gallery_10485_438_514058.png

It seemed like a perfect time to revisit the Volt and wonder if it could reach the 20,000 mark.

Has anything changed since the last time the Volt visited the C&G Garage?

The big news for the 2012 Volt was a price drop to $39,995 (includes a $850 destination charge). To accomplish that, Chevrolet removed some of the standard features for the 2011 model and made them options. If you want your 2012 Volt to be like the 2011 model, you will have to pony up some more money. Also, the 2012 Volt comes with option of Chevrolet's MyLink Infotainment which adds the ability of playing Pandora and Stitcher internet radio. Other than that, the Volt is pretty much the same.

Next: The Exterior & Interior


So, the exterior is the same?

Since its last visit to the Cheers and Gears garage in February 2011, the Volt's exterior hasn't changed much. The front end features a fascia that is integrated well into the hood and front fenders to help improve aerodynamics. Also, the front end features a closed shield grill and projector headlights that extend into the front fenders. The side profile shows off the Volt's aerodynamic shape very well and features a chrome strip running underneath the windows. The Volt's back end is tall and has a squared off shape that is hidden by a spoiler.

And the Interior?

Also unchanged. Stepping into the Volt for the first time feels like you have entered the future. The Volt's instrument cluster says farewell to analog gauges and uses a large LCD screen to display all of the necessary information clearly. The center stack is mostly comprised of capacitive-touch controls that are simple to use, except in direct sunlight where its difficult to figure out which button does what. Sitting on top of the stack is a LCD touchscreen that handles climate, audio, economy information, and the optional navigation system.

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One thing that could upset buyers about the Volt are some of the materials used for the dash. The center stack and certain parts of the interior use hard plastics. Even though the plastics are nicely grained and help cut down on weight, some buyers would expect better quality materials for the price.

As for interior space, the Volt has enough headroom for both front and rear seat passengers. Legroom does come at premium, especially for the back seat passengers due to the placement of the battery.

Next: Powertrain, Fuel Economy, Charging, and Verdict.


What about the powertrain? How does it drive?

The Volt comes equipped with an electric motor delivering 111 kW (149 HP) and 368 lb-ft of torque. The electric power comes from a large 5.5 ft., 435 lb., t-shaped 16-kWh lithium-ion battery pack that is mounted in the middle of the vehicle. The final piece of the Volt's powertrain is a 84 HP 1.4L engine acting as a generator once you deplete the battery, giving you an extra 300 miles.

gallery_0_438_707273.png

Driving the Volt is like driving any other vehicle, albeit with barely any engine noise. Acceleration is very surprising due to low end torque of the electric motor. Getting up to speed on freeway onramps or leaving a stoplight was no problem for the Volt.

The transition from the Volt running on electric power alone, to using the gas engine is very seamless. The only giveaways that the transition has happened are the battery gauge changing to a gas gauge in the gauge screen and the slight hum from the 1.4L engine.

The Volt's handling is very planted, likely due to the placement of the 435 lb. battery. But it's also tuned for comfort, floating along the rough surfaces that dot the Detroit area. If you're expecting a quiet ride, you'll get it under 50 MPH. Over 50 MPH and you'll be able to make out road noise, especially in the back.

Steering also follows the comfort route, feeling light and somewhat "numb".

Fuel Economy?

The EPA rates the Volt at 95 City/93 Highway/94 Combined on EV power and 35 City/40 Highway/37 Combined when the gasoline engine kicks on. My average for the time I had the Volt was around 50 MPG. I'm betting the average would be higher if I had not taken a 100 Mile round-trip on the freeway and the battery only having a 20 Mile charge. Once the battery was depleted and the gas engine kicked in, the averaged dropped from 50 MPG to the low to mid 40's.

If you want the max fuel economy out of your Volt, stay within the 40 Mile EV range.

How long did it take to charge the battery?

Chevrolet says to charge a depleted Volt battery takes about four hours with the 240V charger or ten to twelve hours when using the 120V charger. I matched the ten to twelve hours charge time for a depleted battery. As for when the battery is about halfway used, charging time is about five to six hours.

gallery_10485_438_964194.png

And the verdict?

The Volt appears to have survived its first year with some minor bumps and bruises. The press about the fires and poor sales seem to be going away. In its place are the positives of the Volt; the quietness of the powertrain, extended range provided by the gas engine, and driving like a normal car. Some will balk at the high price and not getting that many luxuries. But with the Volt, you're buying it for the technologies. If you want luxuries, there's the Cadillac ELR coming in 2014.

The Chevrolet Volt solves one of the biggest problems plaguing electric vehicles; range anxiety. And people are beginning to take notice. Can it reach 20,000 sales? The answer looks to be yes.

Before I end this review, I need to make a note about electric vehicles in general. At this present time, electric vehicles aren't quite ready for primetime, but they're getting close. The problems are still price and battery capacity. The Volt might be the best comprise for an electric car, but it still falls into the price problem as other EVs. Electric vehicles are for small audience, despite almost everyone wanting one.

If you really have your heart set on an electric vehicle, be prepared to ask some difficult questions and doing some homework on your driving habits. Because that could make difference owning an electric or making an expensive mistake.

Disclaimer: General Motors provided the vehicle, insurance, and one tank of gas.

Year - 2012

Make - Chevrolet

Model - Volt

Trim - N/A

Engine - 1.4L Four-Cylinder, Voltec Electric Drive System

Driveline - Front Wheel Drive, Automatic

Horsepower @ RPM - 149 HP

Torque @ RPM - 368 @ 0 RPM

Fuel Economy: City/Highway/Combined - 95 City/93 Highway/94 Combined (EV Power), 35 City/40 Highway/37 Combined (Range Extender)

Curb Weight - 3781 lbs

Location of Manufacture - Detroit, Michigan

Base Price - $39,145.00

As Tested Price - $44,970.00 (Includes $850.00 Destination Charge)

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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Yes, fair and balanced. Facts are nice.

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Awesome read, Amazing is that last year, the dealerships had volts on the lots in Seattle, but I saw NONE on the road, this week alone, I have seen 3 volts all different color and yesterday on the bus ride home from work saw two more. Could have been the same as I saw earlier, but still 5 volt sitings in a matter of 3 days compared to none up till then does show the car is growing in popularity.

Forgot about the volt I saw on my weekend road trip with the wife. Funny we saw it and then pulled in for gas and at the gas station was a California Licenses prius and they were putting Oil into the engine and Tranny fluid in also. They told me it has been that way ever since they bought it new. Always used fluid but does not leak on the ground, so not sure where it goes, but their toyota dealership could not find any problems, so they just check every time they gas up and they now are approaching 80K miles.

For me, I would have demanded a new car as that one is clearly a lemon.

Back to the volt, we ran into the one that I passed at a winery in Eastern Washington. Owned by a woman who just loves it. She said she gave a fair test drive to both the Volt and the prius as the Nisson Leaf did not meet her needs of being able to go anywhere. The prius was nice but to small inside and she felt the Volt was and now proven as it was her second weekend out on road trips with friends since buying it. There were many people there that looked at the womans car and liked what they saw. To quote one guy. Seems america finally got a good mid size car to compete against those tiny imports.

If people can get this kind of positive, then we will see more people supporting American Made auto's.

GM keep up the drive for Quality built products.

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Yes, Gm keep up the drive!

Saw a red/maroon volt get pulled over bny the Ohio State Highway patrol today...

Glad to see the Volt doing well!

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I still don't want one.

  • Upvote 1

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I think many fail to remember that the Prius has a slow start up before it became a poster child for the all that must be done to save the planet car.

Now if they can just work on the price I think they will be a much more common sight on the roads.

I see them here nearly daily anymore and I can't say that for the Leaf. In fact I see more ZR1 Vettes around here than Leafs.

In fact this month Zero Leafs and 1 ZL1 Camaro and about a dozen Volts.

While it is not my dream car I could live with one if I had too. It would make a great beat around town car or work car but I would need a Camaro or Vette in the Garage to have some fun. But I would say the same if I owned a Cruze too.

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    • By William Maley
      Chevrolet has spilled a bit more information on the upcoming 2019 Silverado's powertrain lineup. The big story is a new turbocharged 2.7L four-cylinder becoming the base engine for the volume LT and new RST trims. We'll give you a moment to work through the shock that you're most likely experiencing.
      The 2.7 is rated at 310 horsepower and 348 pound-feet of torque. The torque figure is impressive when you consider that the 4.3L V6 (now relegated to the W/T, Custom, and Custom Trail Boss trims) produces 22 percent less torque. 0-60 mph is said to take under seven seconds. This engine can also run on just two cylinders. No word on fuel economy, but we wouldn't be surprised if this engine is close to the top in terms of the Silverado's powertrain lineup.
      The complete list of powertrain options available on the 2019 Chevrolet Silverado
      4.3L V6, 6-Speed Automatic: 285 horsepower and 305 pound-feet of torque Turbocharged 2.7L 4-Cylinder, 8-Speed Automatic: 310 horsepower and 348 pound-feet of torque 5.3L V8, 6- or 8-Speed Automatic: 355 horsepower and 383 pound-feet of torque 3.0L Turbodiesel I-6, 10-Speed Automatic: TBD 6.2L V8, 10-Speed Automatic: 420 horsepower and 460 pound-feet of torque “A major focus of the next-generation Silverado is expanding the range of choices. With all-new engines and a broader model range, there’s a Silverado for everyone, whether you’re buying your first pickup or your tenth,” said Tim Asoklis, chief engineer for the Silverado 1500.
      Source: Chevrolet
      A SILVERADO — AND AN ENGINE — FOR EVERY NEED
      The all-new 2019 Silverado 1500 offers six engine and transmission combinations, including an all-new 2.7L Turbo, and V-8 engines with industry-first Dynamic Fuel Management offering 17 different modes of cylinder deactivation DETROIT — With eight trims paired with six engine/transmission combinations, even more customers will find a 2019 Silverado 1500 perfectly tailored to their needs for performance, efficiency, technology and value.
      “A major focus of the next-generation Silverado is expanding the range of choices,” said Tim Asoklis, chief engineer for the Silverado 1500. “With all-new engines and a broader model range, there’s a Silverado for everyone, whether you’re buying your first pickup or your tenth.”
      The all-new 2019 Silverado 1500 propulsion lineup includes:  
      Over half of the models will be equipped with the most advanced V-8s in the brand’s history: updated versions of Chevrolet’s proven 5.3L and 6.2L engines equipped with industry-first Dynamic Fuel Management featuring 17 different modes of cylinder deactivation. An all-new, advanced 2.7L Turbo engine that replaces the 4.3L V-6 as the standard engine on the high-volume Silverado LT and new Silverado RST, expected to offer 22 percent more torque, greater fuel efficiency and a stronger power-to-weight ratio than the current model. Proven 4.3L V-6 and 5.3L V-8 engines deliver full-size truck capability and performance for the most affordable trucks in the Silverado lineup. An all-new, Duramax 3.0L inline-six turbo diesel will be available in early 2019. A Silverado — and an engine — for every need
      Each engine/transmission combination is matched with exterior design and interior features to create distinct personalities for each Silverado trim, based on three broad customer profiles: High Value, High Volume and High Feature.
      High Value — For customers seeking full-size truck capability and the highest level of affordability, the Work Truck (WT), Custom and Custom Trail Boss trims offer two proven engine and transmission combinations:
      Standard: 4.3L V-6 with Active Fuel Management and a six-speed automatic transmission (SAE-certified at 285 hp/305 lb-ft). Available: 5.3L V-8 with Active Fuel Management and a six-speed automatic transmission (SAE-certified at 355 hp/383 lb-ft). High Volume — For customers shopping in the heart of the truck market, the LT, RST and LT Trail Boss trims balance technology, efficiency and performance:
      Standard for LT and RST: All-new 2.7L Turbo with Active Fuel Management and stop/start technology paired with an eight-speed automatic transmission (SAE-certified at 310 hp/348 lb-ft). Standard on LT Trail Boss and available on LT and RST: An updated 5.3L V-8 with Dynamic Fuel Management and stop/start technology with an eight-speed automatic transmission (SAE certified at 355 hp/383 lb-ft). Available on LT and RST: The all-new Duramax 3.0L Turbo-Diesel with stop/start technology paired with a 10-speed automatic transmission will be available in early 2019. High Feature — For customers shopping for a premium truck, the LTZ and High Country trims offer the highest levels of performance and technology, including:
      Standard: Updated 5.3L V-8 with Dynamic Fuel Management and stop/start technology paired with an eight-speed automatic transmission (SAE certified at 355 hp/383 lb-ft). Available: Updated 6.2L V-8 with Dynamic Fuel Management and stop/start technology paired with a 10-speed automatic transmission (SAE certified at 420 hp/460 lb-ft). Available: The all-new Duramax 3.0L inline-six Turbo-Diesel with stop/start technology paired with a 10-speed automatic transmission will be available in early 2019. Improved Driving Experience
      The performance of each engine/transmission combination benefits from a truck that is lighter and more aerodynamic than the previous model.
      “With less weight and less wind resistance, we improved the driving dynamics without sacrificing fuel efficiency,” said Asoklis. “The next-gen Silverado is a bigger truck, but the chassis feels more responsive and acceleration is more pronounced. I would argue it’s the best-driving truck we have ever built.”
      The 2019 Silverado is larger than before, including a wheelbase that is up to 3.9 inches (100mm) longer, yet overall length is only 1.6 inches (41mm) longer, enabling both more cargo volume and more interior room for all cab lengths. Remarkably, it’s also lighter, weighing up to 450 pounds (204 kg) less than the current Silverado when comparing crew cab V-8 models, due to extensive use of mixed materials and advanced manufacturing.
      To improve the aerodynamic efficiency of the next-gen Silverado, the front grille features functional air curtains, similar to those introduced on the sixth-generation Camaro, that reduce wind drag by routing air around the front wheel wells. The powerful side profile also enhances aerodynamics, with an integrated spoiler at the rear edge of the cab that directs air onto the contoured tailgate, reducing wind drag from the bed. Most models also feature active aero shutters integrated in the front grille that close to reduce wind drag and open to provide improved engine cooling when needed. Changes like these result in a 7 percent increase in total aerodynamic efficiency.
      From the family of the Most Dependable, Longest Lasting full-size pickups on the road*
      For the new Silverado, Chevy set the lofty goal of improving on the legacy of the Most Dependable, Longest Lasting full-size pickups on the road. To do so, the next-gen truck will be subjected to more than 475,000 validation tests and accumulate a staggering seven million miles of real-world testing before the first 2019 Silverado 1500 is delivered to customers.
      That includes a battery of tests for the Silverado engines and transmissions that will simulate a range of customer needs:
      Each type of engine was first subjected to a “torture test” in a dynamometer test cell, running for months nonstop to simulate a lifetime of maximum hot and cold cycles. Each Silverado variant is certified to the SAE J2807 standard for towing and payload capacity. Certification requires a full battery of grueling tests such as the Davis Dam test, in which the truck must carry its maximum gross combined vehicle weight up a 7 percent grade in 110-degrees F (43 degrees C) heat, with no reduction in performance, including air-conditioning. Chevrolet engineers prove every Silverado engine and transmission design for lubrication capability on tilt stands, originally developed for Corvette, that tilt at an angle of up to 53 degrees and can simulate angles at a rate of up to 40 degrees a second — the equivalent of up to 1.4g. Production plans
      Silverado production commences with crew-cab V-8 models starting in the third quarter. In the fourth quarter, production will expand to include regular- and double-cab models, as well as V-6 and 2.7L Turbo engines. The new Duramax 3.0L inline-six turbo diesel will be available in early 2019.
      EPA fuel economy estimates and towing/payload capacities are not yet available, and will be announced closer to launch.
      2019 CHEVROLET SILVERADO PROPULSION LINEUP
       
      4.3L V-6
      w/AFM (6-spd.) 2.7L I-4 Turbo w/AFM (8-spd.)  
      5.3L V-8 w/AFM (6-spd.)
      5.3L V-8 w/DFM (8-spd.)
      3.0L I-6 Turbo-Diesel  (10-spd.)
      6.2L V-8 w/DFM (10-spd.)
      Work Truck (WT)
      Std.
      --
      Avail.
      --
      --
      --
      Custom
      Std.
      --
      Avail.
      --
      --
      --
      Custom Trail Boss
      Std.
      --
      Avail.
      --
      --
      --
      LT
      --
      Std.
      --
      Avail.
      Avail.
      --
      RST
      --
      Std.
      --
      Avail.
      Avail.
      --
      LT Trail Boss
      --
      --
      --
      Std.
      --
      --
      LTZ
      --
      --
      --
      Std.
      Avail.
      Avail.
      High Country
      --
      --
      --
      Std.
      Avail.
      Avail.
      * Dependability based on longevity: 1987-July 2017 full-size pickup registrations.
      ALL-NEW 2.7L TURBO ENHANCES VERSATILITY OF THE 2019 SILVERADO
      Technological powerhouse delivers performance and efficiency DETROIT — The all-new 2019 Chevrolet Silverado 1500 will be offered with an all-new, technologically advanced 2.7L Turbo that expands the range of available engines and builds upon additional choices to help customers find the Silverado that perfectly suits their needs.
      Standard on LT and RST trims, the new engine delivers an SAE-certified 310 horsepower and 348 lb-ft of torque, for 22 percent more torque than the 4.3L V-6 it replaces. Developed specifically for truck applications, the new 2.7L Turbo inline four-cylinder engine delivers peak torque from 1,500 to 4,000 rpm.
      The next-gen Silverado with the 2.7L Turbo delivers 0-60 mph performance in less than seven seconds and weighs 380 pounds less than the current Silverado with the 4.3L V-6. Compared with competitive full-size trucks, the Silverado 2.7L Turbo is expected to deliver comparable payload capability with greater torque than the 3.3L V-6 in the Ford F-150 XLT and the 3.6L V-6 in the Ram 1500 Big Horn.
      “The new 2.7L Turbo is a technological marvel, with our most advanced valvetrain,” said Tom Sutter, chief engineer for the 2.7L Turbo. “With a broad, flat torque curve and quick throttle response, it punches above its weight, delivering surprising performance and efficiency.”
      The cornerstone of the 2.7L Turbo is an innovative double overhead cam valvetrain that enables:
      Chevrolet’s first use of Active Fuel Management (cylinder deactivation) on a four-cylinder engine. High- and low-lift valve profiles. Continuously variable valve timing. Additional engine technologies supporting the engine’s performance and efficiency include:
      Dual-volute turbocharger housing for improved throttle response and low-speed torque. Chevrolet’s first application of Active Thermal Management, which uses targeted engine heating and cooling to improve engine performance in hot and cold ambient temperatures. An integrated exhaust manifold that is part of the cylinder head assembly and recovers exhaust heat for faster engine and transmission warmup, with quicker turbo response. Stop/start technology that automatically stops the engine in stop-and-go traffic for fuel efficiency. An electric water pump that eliminates the drag of a conventional, engine-driven pump to enhance efficiency. It also enables continual cabin heating even when the engine is disabled by the stop/start feature. Designed as a truck engine
      The new 2.7L Turbo engine represents a clean-sheet design for Chevrolet and was developed from the outset as a truck engine.
      To help generate the strong low-end torque customers expect in a truck, it was designed with a long piston stroke of 4.01 inches (102mm), which is the distance the piston travels up and down within the cylinder.
      The long stroke enables improved combustion and thus a higher compression ratio. Typically, a long stroke can increase the load of the pistons against the cylinder walls, generating more friction. That’s alleviated in the 2.7L Turbo with an offset crankshaft. It is slightly off-center of the cylinders, allowing a more upright position for the connecting rods during their movement.
      To support the high cylinder pressures that come with turbocharging, the crankshaft and connecting rods are made of forged steel and the pistons are made of a tough aluminum alloy with a cast iron ring groove insert.
      All elements of the 2.7L Turbo were designed for the demands of turbocharged performance in a truck environment, and the engine was subjected to the same rigorous durability standards as the Silverado’s proven V-8 engines.
      The 2.7L Turbo features an aluminum block and cylinder head for reduced mass.
      Unique valvetrain offers more precise control
      The 2.7L Turbo’s valvetrain is GM’s first to incorporate variable lift, duration and Active Fuel Management to optimize performance and efficiency across the rpm band. It is a key reason the engine’s peak torque is available at only 1,500 rpm.
      The system’s electro-mechanical variable camshaft effectively allows the engine to operate with three different camshaft profiles, complementing the variable valve timing system to deliver optimized operating modes for different engine speeds and loads:  
      High valve lift for full power. Low valve lift for balance of power and efficiency. Active Fuel Management shuts down two of the cylinders in light load conditions to further conserve fuel. “It’s like having different engines for low- and high-rpm performance,” said Sutter. “The camshaft profile and valve timing is completely different at low and high speeds, for excellent performance across the board.”
      The camshaft design alters the lift of the intake and exhaust valves. As the engine load changes, electromagnetic actuators allow a movable shaft containing different cam lobes to shift imperceptibly between high-lift and low-lift profiles.
      Lift is the distance the valve travels from its seat when opened, and duration is the amount of time the valve remains open. Higher lift and longer duration allow more air to flow into the combustion chamber, so the system’s high-lift lobe profile enhances performance at higher rpm, while the low-lift profile optimizes efficiency at low- and mid-range speeds.
      Dual-volute turbocharger builds torque
      The 2.7L Turbo engine employs an advanced dual-volute turbocharger that elevates the performance and efficiency advantages of a conventional turbo, with quicker response and enhanced low-rpm torque production.
      Rather than a single spiral chamber (volute) feeding exhaust gas from the exhaust manifold to drive the turbine on the turbocharger, the dual volute design has a pair of separate chambers with two exhaust gas inlets and two nozzles to drive the turbine. The design allows the exhaust pulses of the engine to be leveraged for faster spool-up and subsequent boost production, particularly at low rpm, where the effect significantly enhances torque output and drivability.
      It works in unison with the engine’s integrated exhaust manifold/turbocharger housing, which splits the exhaust channels from the cylinder head so the exhaust flows through two separate channels in the turbo housing, based on the engine’s exhaust pulses. When complemented by the precision of the engine’s valvetrain, that separation leverages exhaust scavenging techniques to optimize gas flow, which decreases exhaust gas temperatures, improves turbine efficiency and reduces turbo lag.
      An electronically controlled wastegate and charge-air cooling system support the turbocharger and enhance its effectiveness. Compared to a conventional wastegate, the electronically controlled version offers more precise management of the engine’s boost pressure for smoother, more consistent performance.
      With the charge-air cooler, the pressurized, heated air generated by the turbocharger is pumped through a heat exchanger before it enters the engine. That lowers the air charge temperature by about 130 degrees F (74 C), packing the combustion chambers with cooler, denser air that enhances power production. The system achieves more than 80 percent cooling efficiency with less than 2 psi (12 kPa) flow restriction at peak power, contributing to the engine’s available torque production at low rpm.
      Additional features
      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.
      Active Thermal Management helps the engine warm up faster and achieve its optimal engine temperature for performance and efficiency. The system uses a 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 cab, or cools when needed for high power operation.
      An electric water pump — a first for Chevy trucks — supports the Active Thermal Management system and further enhances the engine’s performance and efficiency by eliminating the parasitic drag that comes with a conventional engine-driven water pump.
      Direct fuel injection is used to optimize efficiency and performance. With direct injection, a higher compression ratio (10.0:1) is possible because of a cooling effect as the injected fuel vaporizes in the combustion chamber, reducing the charge temperature and improving resistance to spark knock. Direct injection also enables gas scavenging from the combustion chamber to the turbo for fast response.
      Dual overhead camshafts contribute to the 2.7L Turbo’s smoothness and high output, with dual independent continuously variable valve timing working with the valvetrain to deliver optimal performance and efficiency. The dual independent system, which allows the intake and exhaust valves to be phased at different rates, promotes linear delivery of torque with near-peak levels over a broad rpm range, and high specific output (horsepower per liter of displacement) without sacrificing overall engine response or driveability.
      An integrated exhaust manifold on the cylinder head assembly promotes faster engine warmup and quicker turbo response.
      Oil jets located in the block are employed for performance and temperature control. They target the underside of the pistons and the surrounding cylinder walls 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.
      Stop/start enhances fuel economy in city driving. The driver-selectable system shuts off the engine at stoplights and certain other stop-and-go situations, saving fuel. The engine automatically restarts when the driver takes their foot off the brake.
      The all-new 2.7L Turbo is matched with a Hydra-Matic eight-speed automatic transmission featuring enhancements designed to improve shift quality, as well as a new centrifugal pendulum absorber torque converter that reduces vibrations to improve smoothness.
      The all-new 2.7L Turbo will be built at the General Motors Spring Hill facility in Tennessee.
      The 2019 Silverado goes on sale this fall. EPA fuel economy estimates and towing/payload capacities are not yet available and will be announced closer to launch.

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