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William Maley

Chevrolet News:Corvette Stingray To Only Be Sold At 'High Volume' Dealers

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By William Maley

Staff Writer - CheersandGears.com

January 23, 2013

Chevrolet appears to be taking some notes from SRT's playbook on how to sell the Corvette Stingray. According to Automotive News, General Motors told Chevrolet dealers that if they had sold four or more Corvettes in 2012, they would be able to sell the Stingray. This move will effect hundreds of Chevrolet dealers.

"I don't anticipate getting the new Corvette this year, and many smaller dealers like me won't get it either," says Byron Hansen, a Chevrolet dealer in Brigham City, Utah.

Dealers who did not hit the sales mark last year are very disappointed, since they used the Corvette as a way to bring people in.

"Being a Chevy dealer and not being able to sell Corvette -- that makes me sad," says Jim Stutzman, owner of Jim Stutzman Chevrolet-Cadillac in Winchester, Va.

Source: Automotive News (Subscription Required)

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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So re: the sad dealers, should ALL dealers get at least one Corvette per year? At least it would be a showroom draw and in order to get one the following year, they need to sell the current year's allotment. Sound logical?

I don't see why Chevy should follow SRT/Dodge here. Corvette is known as America's sports car, and limiting the dealers who can sell them is wrong in my book. I may not be able to afford a Corvette, but I've always enjoyed looking at the one's in the showroom (and if allowed to sit in it, I've enjoyed making vroom-vroom sounds :P ).

I do not agree with this marketing strategy at all.

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I think GM needs to adjust accordingly, fullfill all big dealers first and then allow the small dealers to get their hands on one. No reason to keep the American Vette out of dealerships willing to pony up the money.

I just think they need to go to those dealers that move volume first and then backfill. That would be a better way to run the program.

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If you had the small dealers like we have in the outlaying areas we do here you would understand.


The Vette needs to be focused with dealers that know the car and know how to sell it. They also need to have a service department that has at least one tech or more trained to work on the car. Some of the small dealers here have never even changed oil in these cars.

GM I feel is working to better serve the customers buy having dealers that know the car inside and out and know what the hell they are doing here.

I have seen issues just with the HHR SS owners where many owners who have had issues have taken the SS to a Chevy dealer that had never seen a SS let alone even sold one. They take it into the service department of a small dealer and have issues with solving the problem with the vehicle.

My dealer where I bought mine from and had my warranty work done at has a couple techs that are trained on specialize in the turbo engines. Remember this was a few years ago when a Turbo 4 was rare at Chevy. They also did all the Diesel Turbo work and the one that worked on my car was fully trained on the ZR1 as the one say he had to clearance my I/C for the Turbo upgrade kit he also had Goodyears ZR1 in with a full cage in it.

There were some issues with the Turbo up grade kits as they replaced the 2 bar Maps with 3 bar Bosch units from a Alfa Romeo. This required crimp connectors that take a Special Kent More tool to crimp. Also in some the I/C needed shimmed forward to clearance the lowe Map. I was lucky as my guy had a clue and installed mine proper. Many others worked with small dealers with no clue and had endless duability issues. In fact I learned a lot on this set up from the GM engineer that oversaw the project and the tech that installed mine. I was able to pass the info on to the others on the HHR web site and many were able to solve the issues once they told the dealer what to do.

As the Corvette becomes more and more complex and as long as sales are as low as they are GM needs to do a better job of selling and servicing these vehicles. To be fair if a smaller dealer can prove they can properly do this they should be considered but too many of them are unfit and will not meet the standards this car needs.

We have to remember this is not just any Chevy it is a $55K-135K Chevy and the people who shell out this kind of money expect more than someone buying a Spark. That is not to say Gm is not servicing Spark owners proplerly but with the price goes up the expectation qudruple.

The Vette is no longer a car that is similar to a Impala or Camaro. At one time if you could fix an Impala you could work on any Vette but today it takes much more. This is not my opinion but what the Service writer at Doug Chevy told me.

Sad that the small dealers get the shaft if they are a good dealer but often they never sold one or sold one at best so it will not effect them much if any.

Hell the dealer that was in Clay WV was so small they could not get a car in it. THey would sell a handfull of Cobalts and a Impala and Monte but most of their volume was trucks. If they had sold a Vette in the last 25 years I would be shocked. Same for Buck Chevy in Canal Fulton Ohio. The one in WV closed not long ago as they could not rebuild and the town was so small they hardly could support the dealer where it was. It was a sad end of an era but times and buying habits changed.



Anyone remember the Mekur failure and Pantera failure at dealers even more ill prepared to deal with a high end car they had no clue about.

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If you had the small dealers like we have in the outlaying areas we do here you would understand.

Anyone remember the Mekur failure and Pantera failure at dealers even more ill prepared to deal with a high end car they had no clue about.

I remember seeing Merkurs on the lot at the small Ohio L-M dealer where my Dad bought his Lincolns, the service guys my Dad knew there said they weren't particularly happy about working them...I don't think they sold very many back in the day.

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Merkurs failed in part because of how they were marketed and for the most many of the dealers did not care or work to better sell them. It was much easier to sell a Cougar or a Turbo T bird. Cheaper too.

Ford needed to work that program better with some core dealers that were trained to better deal with them. Even then they would have been a tough sell.

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I'm sure if someone walked into one of the small dealers they could get them a Corvette. I know it's nice walking into any dealer and seeing a Corvette (or any other halo car) in the showroom, but if no one is buying Corvettes at that dealership, it doesn't make sense having the car sit there for months or a year.

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I'm sure if someone walked into one of the small dealers they could get them a Corvette. I know it's nice walking into any dealer and seeing a Corvette (or any other halo car) in the showroom, but if no one is buying Corvettes at that dealership, it doesn't make sense having the car sit there for months or a year.

True and then they have to mark it down to move it.

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While I agree with the logics behind limiting the Corvette to dealer-equipped and trained staff and high volume, I don't agree with GM playing the "following game" with Dodge/SRT. Since they mentioned it first, I'd let them have fun limiting the availability of the new Viper while I (GM) would have fun giving it out to any dealer that asks for one. Of course GM could mandate that at least one mechanic is trained on repairs and is equipped with the necessary tools for those repairs. I just think it's a stupid plan to bring more attention to the Corvette - the real people that are hurt are the low-volume dealers that want to sell the new one and the customers that may have to drive out of their way to a "big box" dealer to buy one. If a dealer wants to have a Corvette for a halo-car-in-the-showroom gimmick, why should the manufacturer deny the request? GM needs to start leading with their marketing ideas rather than following on their competitor's heels.

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While I agree with the logics behind limiting the Corvette to dealer-equipped and trained staff and high volume, I don't agree with GM playing the "following game" with Dodge/SRT. Since they mentioned it first, I'd let them have fun limiting the availability of the new Viper while I (GM) would have fun giving it out to any dealer that asks for one. Of course GM could mandate that at least one mechanic is trained on repairs and is equipped with the necessary tools for those repairs. I just think it's a stupid plan to bring more attention to the Corvette - the real people that are hurt are the low-volume dealers that want to sell the new one and the customers that may have to drive out of their way to a "big box" dealer to buy one. If a dealer wants to have a Corvette for a halo-car-in-the-showroom gimmick, why should the manufacturer deny the request? GM needs to start leading with their marketing ideas rather than following on their competitor's heels.

Keep in mind that many dealers use GM financing to have auto's on the lot and GM will not want to have to discount them down to sell them in a year if it can avoid that.

I have seen some small dealers that did the Halo thing with the SSR and then had them cut way down to move them which just hurts residual value.

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While I agree with the logics behind limiting the Corvette to dealer-equipped and trained staff and high volume, I don't agree with GM playing the "following game" with Dodge/SRT. Since they mentioned it first, I'd let them have fun limiting the availability of the new Viper while I (GM) would have fun giving it out to any dealer that asks for one. Of course GM could mandate that at least one mechanic is trained on repairs and is equipped with the necessary tools for those repairs. I just think it's a stupid plan to bring more attention to the Corvette - the real people that are hurt are the low-volume dealers that want to sell the new one and the customers that may have to drive out of their way to a "big box" dealer to buy one. If a dealer wants to have a Corvette for a halo-car-in-the-showroom gimmick, why should the manufacturer deny the request? GM needs to start leading with their marketing ideas rather than following on their competitor's heels.

This is something that has been on GM's mind for a long time.

The Vette has been a blessing but also an issue within GM since the 80's.

The problem is Chevy is GM's value leader of affordable cars. While the Vette is the affordable super car a ZR1 and even some of the lesser Vettes are not the common car many dealers would sell let alone stock. The fact is 90% of the dealers not getting a Vette have not sold a Vette in the recent years anyways.

I think concentraiting the Vette on offical trained and approved dealers is the compromise to keep the Vette under the Chevy banner but better serve the owners and the Vette brand as a whole. Many have in the past inside GM looked at making the Vette a brand of it's own but that never flew with Chevy who has relied on this car as a hallmark for 60 years. Like it or not GM has accepted the two are joined at the hip.

This is what we are looking at. In the last 5 years the Vette has averaged 13K in sales. Last year was only 12K units and GM knows they need to move this up or the Vette could at some point fail as all other models it does not get a free pass, I know some think it does but it does not. The goal now is to double sales with the C7 and take it global.

Two areas they look to expand is the younger buyers and to capture buyers of other sports car brands. They want the owner of a 911 who they may get to consider a Vette to be treated to a higher level of service in shopping, buying and servicing his car. By putting this in the hands of larger dealers they will be able to step this up in the Chevy line and give Vette service. The 911 guy if GM gets lucky enough to consider them does not want Spark level of service.

I know that GM needs to treat all buyers with a top level of service but when you get over $50K people expect even more.

I think GM is looking to make this more than just selling Vettes and someone buying a Vette. What GM wants is someone to be a Vette owner and to recieve all that goes with being a Vette owner. You no longer buy a Corvette but you will become a Corvette owner.

Lets face it the little dealers will mostly lose a little ego as most of the dealers that will be included here are the ones selling most of the cars now. So few are sold on the low end it should really not effect them much if at all. Many people are going to these larger dealers anyways as they are selling the cars so much cheaper as it is.

I know one guy I knew who was selling new Vettes with an agreement with a smaller dealer that could not move them. He would buy them and sell them through his exotic car dealership. They made money and he made money but without him the dealer would have not sold a single car. I am not sure if GM would have been happy with this but I suspect they were none the wiser and often these cars were shipped overseas anyways.

Anyways this way of dealing with the brand will strengthen the brand and hopefully capture sales from other makes that are already treating their customers like royalty.

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I totally get what you're saying hyper, but a lot of the volume Chevy dealers around me (high volume ones, like Reedman-Toll Autoworld), lump Corvettes in the same showroom as the rest of the brands they sell. Now if these volume Chevy dealers were going to add a separate area for Corvettes with equally as trained salespeople as the service department is getting, then it would make sense. But the same salesperson that sells a Spark one hour and then a Corvette the next is not offering the Corvette customer top-notch sales experience.

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http://www.kerbeck.com/Here is what I have found at some of the larger dealers that like to specialize in Vette as of now on their own. It is not far from what I expect Chevy to want.


They normally have one or two sales people that are dedicated to Vettes and know the product inside out and upside down. Now if needed they may be sell some other products but when any sales or inquiries come in they deal with the customers on a one to one baisis. They often have a private office and not some cubical and it is taylored to the Vette.

These dealers also keep many Vettes on hand and often work deals with other dealers for product and often can make a buck or so in trades if it is a in demand model. They also work a lot with used Vettes and some classic models too. To be to the point they are part of the dealer but almost work as a dealer on their own with just Vettes.

They also have a handfull of techs that are trained also inside and out on the Vette and when they touch your car it is far from the first Vette they have ever worked on. You car does not become an experiment on let see if we can fix it. My Neighbor used a dealer like this near Chicago in Indiana. They had a couple guys who were dedicated to Vettes and has cars from far away waiting for service since they were well known for working on them. He came across them on a trip to Chicago when his fuel pump died. They had to pull down some of the drivetrain because the tank mounted pump did not have a plate to get to it like a year later Vette does on the C5.

The SRT thing is nothing new as Shelby, Calaway and many other have done the same thing and only worked with selected dealer to up the quality of care and service.

You may want to check out Kerbeck Chevy as they run a divison at their dealer advertiesed as Kerbeck Corvette. They are the largest volume Vette dealer in the world. They have a Cadillac, Chevy. Buick and GMC dealershps and the Corvette dealer is almost like a dealer unto its self. I do not expect that Chevy will force dealers to go to this extreme but it gives an idea of how better to handle the car.

One this to also consider is with future models and even with the C8 things may get even more advanced and more difficult to deal with, Many of the small dealers either can't or should not work on a ZR1 and even some of the new systems on the C7. The key is to have few issues and if there is a problem the dealer working on the car needs to get it right the first time and fast. At this point lord only knows what GM is working on and they may be looking at making things less painful for owners.

I can remember when the first ZR1 came out and many dealers were lost on that car. GM did not do a great job of preparing dealers for issues and but many dealers made no attempt to learn anything as many never expected to see one of these cars. If they did it was a rude awakening.

Nothing against the small dealers but it is in the best interest of GM, Corvette and even the small dealers to let those who are best able to deal with thses car in the future.

Check this out. http://www.kerbeck.com/ I think most dealers could even do web sites where the focus would be on the cars and all aspects of ownership. The dealers could even make more money from stocking acessories, clothing and diecast. These are things these owners buy. Even GM could taylor track days and events where Pratt and Miller are racing.

The key here is to enhance the entire program from the first contact to the customer to the sale and any service needs. Owning a Corvette is not just buying a car it will take the buyer will become a Covette owner.

The Vette while still low cost has crossed into a space where if you want more than the traditional buyers you need to give them the whole experience. With sales where they are at they want and hope to find 13,000 more owners and most have never owned one before.

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Perhaps they could consider a travelling vette for the smaller dealers? 2 weeks at a dealer, then hitch a ride with the next car hauler to another dealer for a couple weeks. After a couple months, get a 'vette for another couple weeks.

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      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.

      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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