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William Maley

Chevrolet News:Rumorpile: Corvette Going Mid-Engine... Again

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Stop me if you have heard this before: Motor Trend is reporting that next Corvette ZR1 is going to a mid-engine layout according to a number of sources. One of the sources follows this up by saying the next-generation Corvette will also go to a mid-engine layout,

Now this isn't the first time there have been reports of a mid-engine Corvette. Since the early sixties, reports of Chevrolet doing a mid-engine Corvette have been reported. This is only helped with General Motors showing a number of mid-engine Corvette concepts over the years.

So what makes this rumor different from all the other ones? A few items. First is that the next-generation Camaro will utilize the Alpha platform, which could mean the next Camaro may end up being lighter than the current C7. Motor Trend speculates that if a Cadillac ATS equipped with the turbo 2.0L and six-speed manual weighs around 3,433 pounds, a next-generation Camaro with that same powertrain setup could weigh less. As for the C7 weight: 3,450 pounds when equipped with the seven-speed manual.

Then there is story from earlier this year where General Motors applied for the "Zora" trademark. Zora is for Zora Arkus-Duntov, the man who made the Corvette the American performance icon it is today. Arkus-Duntov was a huge proponent of the mid-engine layout, which led him to create the CERV I and CERV II (CERV is short for Chevrolet Engineering Research Vehicle).

Finally, GM was apparently working on a mid-engine C7 Corvette design before the company went into bankruptcy. But with bankruptcy, and the departure of Bob Lutz and former Corvette chief engineer Tom Wallace retired, the project was canned.

While a mid-engine Corvette would be a sight to see, for now we'll put this into the 'we can dream' file.

Source: Motor Trend

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'd rather have cadillac have the mid engine supercar.

 

This. Because other than selling few hundred of these per year, the car is not going to be what a Corvette is. Pricewise, Cadillac may be able to command and get $120k+  than a Chevrolet can.

 

And I am not in favor of Corvette as a brand.

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Love the Idea of a Mid Engine but as a Cadillac Super Car. Leave the Corvette as it is for Chevy! :fryingpan:

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.... again?

 

Its that time again

 

 

I was trying to find a clip from the movie Clue...

 

It's towards the end of the movie when they are running around following Wadsworth as he explains how it was done....

Wadsworth and the cast are in the kitchen. Wadsworth yells "and one of us sneaks back down the secret passage to the study!"

 

Mrs. Peacock lets out an annoyed "Again?..."

 

Wadsworth "Of course!"

 

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Clue was an awesome movie.

 

A mid-engine Corvette is sacrilege!  It has to be front engine rear drive, and the Camaro should stay an affordable sports car, with the Corvette still not outrageously priced.  Value is part of the Corvette's equation.  Make a mid-engine Cadillac supercar if you want one, then you can go all out and price it high and make it more of an exotic car.

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Maybe they mean mid FRONT engine instead of mid REAR engine. That seems more likely.

 

That could be an interesting response to CAFE.... as we've been discussing in the Hellcat thread.  Push the wheels more forward to give the car more wheelbase.

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Maybe they mean mid FRONT engine instead of mid REAR engine. That seems more likely.

Isn't it already like that?

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ZL1 You are correct and other need to go do some real home work, The present car for a good while has been Front Mid Engine as the engine is between the two axles. It gives the car good balance,

 

The truth is this we are not dealing with the old GM anymore and things are being done differently. This projects roots go back about 2005-2007. This mid engine project was originally intended for the C7 but as we all know the Chapter 11 arrived and shelved many projects include some like the ZL1, Malibu, XTS and other models that were in the works and left to be finished after coming out of the bail out. The C7 was not in a place to go mid engine and do it right so they resorted back to a major upgrade on the C6 that lead us to the C7 we have today.

 

I had see comments that the C8 was being worked on at the same time as the C7 and it was the mid engine project again and it was kicked down the road to where they could do it right and not just rush it out like the Malibu. The C7 has bought them time and it was clear from the start the C7 was along term model based on comments from the Corvette manager.

 

The reality is the Corvette has to fine more MPG and power to keep up as many of the world class cars are going to hybrid systems. As time goes on these system will get cheaper but you have to start somewhere. As of now it looks like GM will go a two car strategy where they will sell the Stingray and the Zora as two models in the Corvette line. This way they can ease the cost factors in on the cheaper cars with trickle down technology.

The mid engine helps in packaging hybrid systems as with the present car just look at what they had to do to get a super charger in there. Even the Callaway's had to hide the Turbo chargers way up under on the C4.

 

Also they have less frontal area and they can bring in more radical changes on this car slowly and leak them over to the more basic car once it is accepted.

The bottom line is there really is a project and as of no all things are go. Yes things can change if something comes up but the fact remains this project has continues for 5-7 years already. At this point I would use care in how I would phrase my doubts as you may look silly later on. There is no more Zora vs. Bill Mitchell battles at GM anymore. We now have a Corvette that is would class in all areas including the interior and many thought hell had to freeze before that happened.

 

 

Weight loss is also a key here as GM has been pressing for a sub 3000 pound Corvette. Well the C7 did not even come close to this but this car may be just where they focused the plan and they just never said what C model. If it is expensive it will have much more composite materials. The only real issue is if it goes hybrid how much will that add to the weight preventing the 3000 pound car.

 

Anyways I have been following this story for a long time and the recent stories are all matching up to many of the past reports. So while it may not be a slam dunk I do feel we are as close to the mid engine Vette as we have ever been.

As for Cadillac give them a M4 Roadster fighter as the last thing they need is a Super Car right now. They need to focus on the LTS and other sedans and coupe they are selling. Before you want to convince someone to shell out $150K on a super car Cadillac you need to earn their trust and money with a $50K roadster GT that is best in class. You win them there they will pay more for the other car later not the reverse. How many people got burned already on the Allante and XLR?

 

The fact is some on the Vette team have said they have gone about as far as they can with the present set up. To get a lower CG they need to lower the cowl and to lower the cowl they need to move the engine. To get the weight more centered they need to move the engine as balance is only good to a point. To lower the CD they need to lower the car and move the engine. To get better handling and cut weight they need to move the engine. To create a proper hybrid system they need to move the engine. If you want a smaller lighter AWD system it is easier if ......you move the engine.

 

So do not get too wrapped up in Retro thinking as to advance with the many challenges ahead we will have to see many changes. Companies like Ferrari and Porsche are not doing hybrid systems because they think they are cool they are doing them because to preserve ultimate performance and grow it there is no other way. You want to keep a V8 viable you will have to add these systems to it s the CAFE is bad now and will only get worse no matter who is elected.

 

Any ways I will earn do not bet against this as from my sources this time there is fire with the smoke.

 

Note too the stories that are out leave me thinking this was a GM controlled leak too. They all said the same thing and they all only went so far. GM has worked with a select group of writers to help control the information going out. It has worked well since 2008 but did lead to the leak of the C7 a year before they were ready.

 

I expect mules to be seen by next August if things remain on track. Note they may already be testing but under different bodies. There was an odd Malibu seen in long Island with C7 rear tires and a modified trunk. I do not believe it was a GM car but it is similar to what we may see.

 

You can see this car at MotoringExposure.com While I do not believe it to be a GM Mid Engine mule it is interesting. Not sure what to make of it as it would not be cheap to make a mess like this but also would GM be in Long Island with it?

 

I remember some mocking me about the return of the Camaro when I predicted it would be back. 

 

 

 

Speaking of which you will really be impressed with what is coming. It will have refinement like you never saw in this segment. . Oh it will lose weight.

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Well I can see by the post here why no one wants to talk about the new Mule photos of the Mid Engine C8 that are out.

Chris took the photos so it would be cool if he could pop in here and tell us more if he can.  I suspect he may have been given a chance to get these photos to counter the new Ford GT news at Detroit.

Oh by the way I was wrong I expected the mules by next August. GM is working faster than I had heard I was off by  7 months  Sorry LOL! 

 

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As I posted about Electrical Conversion in the Alternative Fuels and Propulsion thread, I could see the Corvette go with a radical Performance Electrical engine and a small generator.

 

AMR 250-90D Liquid cooled AC Motor. 560 lb/ft of torque and 420hp, weight 180lbs, 360 Volts, Max RPM 10,000, Regenerative motor.

 

post-12-0-70920000-1420772285_thumb.jpg

post-12-0-21914200-1420772286_thumb.jpg

 

Why not drop weight and give Tesla a run for it's sports car money! After all they have the Volt technology and clearly they can build AC motors that can put out the performance.

 

Check out the 1000 lb/ft of torque and 600+ HP electric motor at this thread.

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It is no secret that GM has been looking to do a hybrid system at some point with the Vette.  They have hinted at a gas V8 and electric system that would be similar to the 918 but for a lot less money. This is part of the reason we have the C8 as it is. A system like this really is much easier to package into a Mid Engine layout as the C7 is tapped for space as it is. They already have to use a really cut down Supercharger and Dry Sump now to get the hood low. To add anything else in there of any size would be difficult at best.

 

I am not sure we will see this system at the intro but they are working on one.

 

I would not be surprised if this technology also shows up in a large Cadillac sedan at some point,

Edited by hyperv6

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To whom it may concern Uncle Bob Lutz will have a story in the new Feb Road and Track outlining the Zora Mid Engine Corvette program and how it all started and when.

 

Good read as it gives the time line and why things were delayed. It also covers the realties of how and why cars are chosen for production and others are passed over and delayed. While I know most of us here understand that some may learn the realties are not all fun and games at a company like GM.

 

Either way the story is spot on of  what I have heard for years with a few Easter eggs dropped in like the Chevy Solstice they were looking at etc.

Note the end of the story is where he plays coy as he said the car has 50% chance for production and may have been in the works for the last 6 months. Well the photo's tell a different story and we all know Bob knows more than that and could not play this card as it is GM's card to play. I believe he is still on retainer to them.

 

Note too this story appeared days after the Ford GT and the Photo's. I suspect it was a well planed story from GM to get more info out in a non official way. Bob is still very tight with these people. He also scrapped his normal column and went to two pages over the normal one.

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Very cool, look forward to reading it.

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      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.
    • By William Maley
      Fiat Chrysler Automobiles' CEO Sergio Marchionne will be making one final move before his retirement - ending production of mass-market vehicles in Italy.
      Sources tell Bloomberg that on June 1st, Marchionne will unveil a plan that will see the end of production for the Alfa Romeo MiTo and Fiat Punto to make way for more upscale models. Fiat's historic plant in Turin will be retooled to build a new smaller Maserati SUV alongside the Levante. Another plant nearby Naples will be home to a small Jeep SUV after production of the Fiat Panda moves to Poland. It should be noted that the plan isn't finalized and details could change. FCA declined to comment when reached by Bloomberg.
      Part of the reason for the change comes down to Marchionne's belief that there is no future in building affordable cars in high-wage European countries. 
      The report also mentions that FCA will be cutting Fiat's lineup to just the 500 and Panda in the future
      Source: Bloomberg
    • By William Maley
      Fiat Chrysler Automobiles' CEO Sergio Marchionne will be making one final move before his retirement - ending production of mass-market vehicles in Italy.
      Sources tell Bloomberg that on June 1st, Marchionne will unveil a plan that will see the end of production for the Alfa Romeo MiTo and Fiat Punto to make way for more upscale models. Fiat's historic plant in Turin will be retooled to build a new smaller Maserati SUV alongside the Levante. Another plant nearby Naples will be home to a small Jeep SUV after production of the Fiat Panda moves to Poland. It should be noted that the plan isn't finalized and details could change. FCA declined to comment when reached by Bloomberg.
      Part of the reason for the change comes down to Marchionne's belief that there is no future in building affordable cars in high-wage European countries. 
      The report also mentions that FCA will be cutting Fiat's lineup to just the 500 and Panda in the future
      Source: Bloomberg

      View full article
    • By William Maley
      Tesla's 'production hell' is continuing on and is causing the automaker to shut down the Model 3 assembly line for almost a week.
      Reuters has learned from two sources that Tesla will stop production of the Model 3 from May 26th to 31st in an effort to fix the various bottlenecks on the line. A Tesla spokesperson declined to comment.
      Tesla warned that there would be 10 days of temporary shutdowns this quarter in an effort to try and get Model 3 production back up and running smoothly. CEO Elon Musk said the shutdowns would be used to make upgrades to reach a goal of building 6,000 Model 3s by the end of June. Already, Tesla stopped production for a few days last month, and also in February.
      The key problem is Tesla's over-reliance on robots for production, something Musk acknowledges. 
      Source: Reuters

      View full article
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