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William Maley

Chevrolet News:Chevrolet Sends The Camaro Into The NASCAR Nationwide Series

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William Maley

Staff Writer - CheersandGears.com

July 26, 2012

Ford and Dodge have stepped up to the plate for the NASCAR Nationwide Series, producing the Mustang and Challenger race cars. Now, its Chevrolet's turn at the plate.

Today, the bowtie showed off the new 2013 Camaro NASCAR Nationwide Series racecar. The Camaro race car does closely resembles the actual production mode - though it's still a long way from identical. Underneath, the Camaro isn't that much different from the Ford, Dodge and Toyota.

“Chevrolet is proud to bring the Camaro to the NASCAR Nationwide Series in 2013. The Camaro Nationwide race car incorporates many of the distinctive styling elements of the production Camaro, including the unique power-bulge hood and deep recessed grille. In addition, the design incorporates the distinctive halo light rings and dual-port grille appearances, and the gold bowtie,” said Jim Campbell, vice president, Chevrolet Performance Vehicles and Motorsports.

The Camaro will make its debut at next year's Daytona race. For now, Chevrolet says the vehicle will be going through the wind tunnel and on-track testing to get it ready.

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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I wish they'd put the Camaro, mustang and Challenger into the Cup as well.

Yeah, yeah, I know, Fusion, Charger, Chevy SS, whatever. as great as all three of those cars are, I've been sick of sedans ever since the old Ford Tortoise was made into a Nascar in like '98.

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I really don't care for the Camaro, Challanger and Mustang as it is as they really do not trasfer to NASCAR well. Lets face it the Mustang and Challanger only look like what they are if they are coming at you. The Camaro looks good in the nose but the rest of the car does not transfer well.

The reallity is that NASCAR is about the show and controling cost and the days of the body in white are long gone. Hell they are long gone from most racing accept for some road race series.

The Carmaro will be a better marketing tool vs the old Impala but I really do not see alot of value in increased sales here. It is still more a Chevy vs Ford vs what ever Chrysler has left. As for Toyota their fans tend to be more driver related than brand.

As for sedans vs coupes does it really matter?

I do hope we see the Super Sport on the touring cars in Texas when they run next year. All they need to do is change some badges and some stickers.

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Spindly. Totally misshapen. Off the mark.

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Hyper-Why do you think I watch Perelli challenge and ignore Nascar?

Agree with you completely, sir!

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Hyper-Why do you think I watch Perelli challenge and ignore Nascar?

Agree with you completely, sir!

I watch too but then again you and I love road racing when the average race fan has little taste for it. With NASCAR it is the show where you see the car for ever second on the track and never miss a thing. It also is about the chance of anyone of 20 cars and a few long shots winning any week.

To be honest I was able to hang with the Camaro teams in the Continental Grand Am series. To me it was just like the old days of Trans Am. But even in this and the Pirelli Series the cars are far from stock in many respects too. The Pirelli cars have many changes and the Grand Am cars have restrictors on them and are not even as fast as the street cars. THe truth is the day of head to head racing is over as the MFG just got too crazy in their attempts of win at any cost. They complain now about not looking stock in stock cars but they were the ones who screwed it up.

It comes down to the point that is the same team wins week after week people would stop watching. [unless his name was Earnhardt]. Also if the same make were to win week after week many MFG would pull out. It is sad but the old days of wide open racing are over and it is now just for entertainment.

To me there is nothing better than SCCA or the old IMSA series at Mid Ohio but that is just me and I am in the minority.

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Nascar exists for the Good Ol Boys to drink lots of cheap piss budwiezer beer and fondle their cousin.

Road Racing is way better. We need a true race track like Germany has so we can really test the actual cars and drivers.

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Here is the bottom line. NASCAR is entertainment for the average American. No matter what the die hard race fan thinks it is a form of racing that keeps the average person interested from the Red Neck drunk , house wife and Wall Street broker. It appeals to most and many.

Road racing is for the true enthusiast but even it is tainted anymore as they too need to tinker with it to keep things close or it becomes another F! race where technology is the race.

Like NASCAR or not it is good for racing in general as with out it racing would not be seen as a accepted sport.

We don't need tracks like Germany as we have many natural race tracks here that are world class. The key is to get off the damn street tracks that are boring. But there again it is a necessary evil as that is where the money is for the rich fat old drunks in the hospitality areas. The difference is the Good old boy at least knows who is in the race where the corperate invite is there for the drinks and has no clue who is even in the race but he keeps his shirt on.

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My problem is, Bubba might see this homemade looking thing and equate it with a real Camaro. And THAT would be a travesty, as the real thing is eleventy billion lightyears better looking.

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Well, aren't you an excitable young man?

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Don't underestimate Bubba as he has learned how to get over 100,000 people to a race when you all city folk can only get 30,000 to a road race. He also is on national TV live when the road race is one ESPN Ocho at odd times.

Like it or not the technology compitition in racing has prevented stock racing and will keep it away. While stock bodied cars might be a grand Idea it's time was over by 1970. The MFG and Bubba advanced aerodynamics to the point of no return just to win on Sunday. I loved the old Escort Showroom stock challange races but so few people cared and the companies abused the rules too. The Nelson Ledges race was notorious for having a year newer car get into the race from GM or Porsche. In the end they all were cheating and it killed a series no one really watched.

I have road raced and driven stock cars and I love them both. If I had to choose which one to drive in full time it would be road racing. but It is to me like golf. great to do but boring to watch on TV.

If anyone wants the Trans AM series you already have it in the Continental Tire Sports Car Challenge Series. They have been running the Camaro and Mustang there for several years. The cars are based on production cars and stock engines. They do have to restrict the intakes to keep the races close on the Camaros and Mustangs but they put on a great race. In many ways these are one of the few stock type series left. THey are much more stock than the Austrailian touring cars. True racing fans would love it but the general public finds it a bore on TV which is a shame. I have hung out with the teams at Mid Ohio and they are great. It is a shame it takes a lot of money to run one of these teams and so little is paid out since so few come to the races.

By the way they have a lot of Bubbas working on the Continental cars since most are based in NC. Seems Bubba knows a thing or two about making cars go fast even left or right.Bubba is damn good at makeing all kinds of cars fast. Who did much of the GT40 work in the 60's? Holman and Moody a bunch of Bubba's did. .

I found that the Mustang and Challanger names and stickers to be a non factor last year. The only good thing here is the nose on the Camaro is nicer than the out going Impala sticker and the Camaro name will get more air time. . It is what it is and there is little way to go back and keep the crowds paying to ome in nation wide.

Edited by hyperv6

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Seems like every good motorsport series gets RUINED by big money. Sad state of affairs for the everyday guy hot on speed but cold on cash.

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Seems like every good motorsport series gets RUINED by big money. Sad state of affairs for the everyday guy hot on speed but cold on cash.

It is not the money but the need and want to win. Even in my sons Soap Box Derby the rules are tight but the lenghts some go to win are crazy.

But I agree to a degree how How fast do you want to go is also related to how much do you want to spend. It has always been that way no matter the amounts. Those who were able to invest the most tend to come out on top. The fact is life is a compitition and always had a place in society and is what drives us all to become better than our station in life. Few people settle for just what they have.

In any racing there is little status quo and if there is that is the team or driver that is always in last place.

Lifes in general is a race and there are winners and loser. Often hard work and investment are rewarded and those who don't fade away. That is why I don't buy the crap about we don't keep score in kids soccer etc. We all have to learn how to compete. The sad part is the purity of it all is lost but that is the way it is.

This was the one thing I do enjoy much about Autocrosse. It is you vs the clock and it is where your driving matters and you see how you can improve on each run. I have done it in cars from Z06 to my old GMC ZQ8. It was cheap and easy to have fun and enjoy a form of motorsports.

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Nascar exists for the Good Ol Boys to drink lots of cheap piss budwiezer beer and fondle their cousin.

Road Racing is way better. We need a true race track like Germany has so we can really test the actual cars and drivers.

Gee, what a wonderful assessment/indictment of NASCAR racing. You don't have to like it, but you could at least be a little tolerant and not make nasty (and I do mean nasty and uncalled for) comments about it.

Clyde

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Nascar exists for the Good Ol Boys to drink lots of cheap piss budwiezer beer and fondle their cousin.

Road Racing is way better. We need a true race track like Germany has so we can really test the actual cars and drivers.

Gee, what a wonderful assessment/indictment of NASCAR racing. You don't have to like it, but you could at least be a little tolerant and not make nasty (and I do mean nasty and uncalled for) comments about it.

Clyde

LOL, Sarcasm is hard to write! :P

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Nascar exists for the Good Ol Boys to drink lots of cheap piss budwiezer beer and fondle their cousin.

Road Racing is way better. We need a true race track like Germany has so we can really test the actual cars and drivers.

Road America, Mid Ohio, Laguna Seca, Virginia International, et al....

go out and enjoy, sir!

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      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.

      View full article
    • 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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