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William Maley

Chevrolet News:2018 Chevrolet Corvette To Sport A 6.2L DOHC V8

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It seems dual overhead cams are making a return to the Corvette in one application. A set of GM service documents made their way on to Reddit sometime this morning. In the documents, there is a 6.2L DOHC V8 with LT5 code. Furthermore, the engine application corresponds to the 2018 Corvette. There isn't any indication of forced-induction being used for this engine.

LT5 holds a special place in Corvette history. This was the code used for the only Corvette to ever feature a DOHC V8, the C4 ZR-1. 

What could this engine be used for? The Drive believes this engine could be used for the mid-engine Corvette since it is a break from the traditional. We're wondering if there could be track-special Corvette that could use this engine.

Source: The Drive, Reddit


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It is coming about 2 years sooner than I expected.

With that we may see this in the ZR1 and Z/28?

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Great choice for a high tech mid engine sports car.  It would have been a shame to offer a low revving pushrod V8 in something that demands high revving.  I will guess about 600hp.

 

 

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Well here is the deal. This is needed for Emissions that need to be met. 

But like with DI there is advantages. 

The reality is there will be more than one version here. I expect a supercharged or Turbo to appear. The Zr1 will see 725-750 HP easy with the added down force. 

It is reported that the new Corvette was testing over 1000 Hp but the un named Corvette person said they would only use what they could put down. 

Now considering that private tuners are already hitting 1000 HP with the present engine emissions legal I tend to believe this to be true. Also the Corvette team has always given as much as they can use. They know large numbers mean little if you can't put them down. 

I also ponder will the Z/28 get this also is this a base for the coming DOHC Cadillac engine?

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Finally GM entering modern times with a DOHC V8, but why so large?  Cadillac really could use a DOHC V8, but a 6.2 liter is going to get displacement taxed like crazy in other parts of the world.   You'd think there would have to be a turbo version too, I can't imagine any engine without a turbo by about 2022, save for base model 3 or 4 cylinders in sub $20,000 cars.  

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2 minutes ago, smk4565 said:

Finally GM entering modern times with a DOHC V8

I HATE THIS ARGUMENT WITH A PASSION!!!!

From wiki: https://en.wikipedia.org/wiki/Overhead_camshaft

 

Quote

 

History

Early use

Among the first cars to utilize engines with single overhead camshafts were the Maudslay designed by Alexander Craig and introduced in 1902[39] and the Marr Auto Car designed by Michigan native Walter Lorenzo Marr in 1903.[40][41] The first DOHC car was the 1912 Peugeot which won the French Grand Prix at Dieppe that year. This car was powered by a straight-4 engine designed by Ernest Henry under the guidance of the technically knowledgeable racing drivers Paul Zuccarelli and Georges Boillot. Boillot, who drove the winning car that year, won the French Grand Prix for Peugeot again in 1913 but was beaten in 1914 by the SOHC Mercedes of Christian Lautenschlager.

 

 

From wiki: https://en.wikipedia.org/wiki/Overhead_valve_engine

Developments

The overhead valve internal combustion engine was invented in 1898, in Detroit, by bicycle manufacturer Walter Lorenzo Marr, who built a motor-trike that year with a one-cylinder OHV engine with a bore and stroke of 3 inches each.[2] In 1900, Marr was hired as chief engineer at the Buick Auto-Vim and Power Company in Detroit, where he worked until 1902. Marr said he got the idea of overhead valves when making the small tricycle engine, because that was the only way he could get the valves to fit.[3] Marr's engine employed pushrod-actuated rocker arms, which in turn pushed valves parallel to the pistons, and this is still in use today. This contrasts with previous designs which made use of side valves and sleeve valves. Marr left Buick briefly to start his own automobile company in 1902, the Marr Auto-Car, and made a handful of cars with overhead valve engines, before coming back to Buick in 1904. The OHV engine was patented in 1902 (awarded 1904) by Buick's second chief engineer Eugene Richard, at the Buick Manufacturing Company, precursor to the Buick Motor Company. The world's first production overhead valve engine was put into the first production Buick automobile, the 1904 Model B, which used a 2-cylinder Flat twin engine, with 2 valves in each head. The engine was of course designed by Marr.

220px-Valve-In-Head_1904_patent.jpg
 
Valve-In-Head engine, illustration from 1904 patent, Buick Manufacturing Company

Eugene Richard of the Buick Manufacturing Company was awarded US Patent #771,095 in 1904 for the valve in head engine. It included rocker arms and push rods, a water jacket for the head which communicated with the one in the cylinder block, and lifters pushed by a camshaft with a 2-to-1 gearing ratio to the crankshaft. Arthur Chevrolet was awarded US Patent #1,744,526 for an adapter that could be applied to an existing engine, thus transforming it into an Overhead Valve Engine.

In 1949, Oldsmobile introduced the Rocket V8. It was the first high-compression I-head design, and is the archetype for most modern pushrod engines. General Motors is the world's largest pushrod engine producer,[citation needed] producing both I4, V6 and V8 pushrod engines.


 

 

 

 

 

MODERN?

What do you mean by modern?

This is such a tired argument.

Only non-car people are allowed to have that opinion of OHC engines being more  modern...

Leaving aside all the state of the art tech behind the GM V8s...I dont ever want to hear this argument from anybody in an automotive forum...EVER!

 

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I know OHC has been around forever.  Perhaps then my argument would have been better said by saying Finally GM joining the rest of the world in offering a DOHC V8.  Because all the European and Japanese luxury car and performance car companies use DOHC.

 

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Just because everyone else is doing it doesn't mean GM has to. I like their pushrod V8s, I have no problem with them offering both.  Pushrod has some distinct advantages over DOHC for packaging.   Yes, DOHC may get more horsepower per liter, but pushrod can stuff a lot more liters in there.... and with GM's technology of being able to shut off cylinders, they can get a lot of the efficiency of those smaller displacement engines as well. 

This DOHC 6.2 sounds like it will be great, but that doesn't change the fact that anywhere this engine fits, a S/C pushrod 7.5 - 8 liter would also fit.

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This is obviously going to go into a mid-engine Corvette. 

The ZR1 is far too along for it to be receiving this engine. It just doesn't make sense. That said, I do wonder if they would put this in anything other than  a Corvette. I can't see it going in the Z/28 due to cost, but I could see Caddy getting this in a few models.

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2 hours ago, Frisky Dingo said:

This is obviously going to go into a mid-engine Corvette. 

The ZR1 is far too along for it to be receiving this engine. It just doesn't make sense. That said, I do wonder if they would put this in anything other than  a Corvette. I can't see it going in the Z/28 due to cost, but I could see Caddy getting this in a few models.

Priced a Z/28?

Coul be under the zr1 hood now. Have you heard one?

This is not a case of doing this beuse everyone else is. This is a case of if you want to meet future emissions you will have to do this.

The flexibility of the timing and extra valves make for more power and  better emissions. 

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Vette deserves this, and maybe a big Cadillac eventually too.  Not sure a CT6 will accept it, seeing as how this engine is probably twice as big as the 3.0L currently.  They may have planned for it though. But a bespoke engine that will sound and feel far different than any other currently offered by GM, is a welcome addition and I bet many customers are probably craving it.  There simply is no V8 sound as good as a DOHC.  

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The agree it has more to do emissions, economy and power delivery than it does packaging.  A lot of cars have excess space under the hood anyway.   If packaging was the main priority they could put a 3 liter V6 that revs to 8,000 rpm or something that was more power dense.  Plus you have Lambos and Ferraris with V12s, I don't think space is a big concern.

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29 minutes ago, smk4565 said:

The agree it has more to do emissions, economy and power delivery than it does packaging.  A lot of cars have excess space under the hood anyway.   If packaging was the main priority they could put a 3 liter V6 that revs to 8,000 rpm or something that was more power dense.  Plus you have Lambos and Ferraris with V12s, I don't think space is a big concern.

Having DOHC grows it a bit in width and very slightly vertically.  No problem at all for a mid mount that does not have to worry about hood clearances.  The more I think about this, the more impressed I am with GM's decision.  

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4 hours ago, Wings4Life said:

Vette deserves this, and maybe a big Cadillac eventually too.  Not sure a CT6 will accept it, seeing as how this engine is probably twice as big as the 3.0L currently.  They may have planned for it though. But a bespoke engine that will sound and feel far different than any other currently offered by GM, is a welcome addition and I bet many customers are probably craving it.  There simply is no V8 sound as good as a DOHC.  

The CT6 already is slated to have a twin-turbo dohc V8 of around 4 to 5 liters. I doubt getting it to 6.2 without a turbo would be that hard.

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You don't need 6.2 liters though, if you can't get 500 hp from 4 liters you are doing something wrong.   You can get 600 hp from 4 liters, even.  If one were so inclined they could get 1,000 hp from a 1.6 liter V6 hybrid.

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8 hours ago, smk4565 said:

You don't need 6.2 liters though, if you can't get 500 hp from 4 liters you are doing something wrong.   You can get 600 hp from 4 liters, even.  If one were so inclined they could get 1,000 hp from a 1.6 liter V6 hybrid.

Sure, if you spin it to 18,000 rpm, but you still have no torque.

And no one is getting 500hp from 4 liters unless there is some forced breathing going on, so as soon as you do that you have additional complications and weight. 

A 6.2 liter will have awesome torque off the line while a turbo 4 liter is still waiting to spool up.

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Expect the new DOHC to easily exceed 750HP. There is ZERO reason to push one out that doesn't considering the cost. The current LT4 can hit 700 with changes made by a shade tree mechanic.

The Caddy DOHC engine will probably be in the 550HP 

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GM should completely bias this engine for hp, not torque.  I think that is why they are switching to a high revving valve train that can handle it, without going with ridiculously expensive titanium rods.  Now I am not saying it does not need torque, but as light as the vette is, it certainly don't need more than say.....550ftlbs.  It needs to breathe and spin to about 7500rpm's, and a realistic hp of about 650.  Sorry casa, no way will it hit 750hp, and still be an easy car to live with daily and manage decent fuel economy.  And yes, all that matters.

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3 minutes ago, Wings4Life said:

GM should completely bias this engine for hp, not torque.  I think that is why they are switching to a high revving valve train that can handle it, without going with ridiculously expensive titanium rods.  Now I am not saying it does not need torque, but as light as the vette is, it certainly don't need more than say.....550ftlbs.  It needs to breathe and spin to about 7500rpm's, and a realistic hp of about 650.  Sorry casa, no way will it hit 750hp, and still be an easy car to live with daily and manage decent fuel economy.  And yes, all that matters.

For the mid engine car, absolutely, should be geared towards HP... But I'd like to see a torquer version, lower top rpm but thicker torque band that starts lower, for use in the Escalade and possibly the CT6.

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1 hour ago, Drew Dowdell said:

For the mid engine car, absolutely, should be geared towards HP... But I'd like to see a torquer version, lower top rpm but thicker torque band that starts lower, for use in the Escalade and possibly the CT6.

Although OHV absolutely does not mean more torque than OHC, I just don't see bothering with a high revving DOHC in a low revving truck application that is all about torque down low. There should be some bespoke-ness to it as well.  Start throwing it into everything, and you optimize it for nothing.

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21 hours ago, Wings4Life said:

There simply is no V8 sound as good as a DOHC.  

1. Let me first wish you Merry Xmas in Greek.

KalaXrist.gif

2. Im quite neutral with what you have said, In agreement even with 99.99% of what you wrote, but you know me, I MUST find something you said to pick on!!! Yes, even on XMAS day...even when I have a house full of family and friends!

That quote up above....

 

THIS ONE:

Quote

There simply is no V8 sound as good as a DOHC.  

 

UMMMM....NO!!!!

Although DOHC V8s do sound good....you my dear friend...you come from Detroit even. You my friend, even has a MOPAR...

Let me demonstrate:

 

So....

 

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      Pricing
      The 2018 Hyundai Accent begins at $14,995 for the base SE with manual transmission and climbs to $18,895 for the Limited. Our test SE with optional floor mats came to an as-tested price of $16,005. While it does cost $1,095 more than the base Rio LX, the Accent SE comes with more features such as Bluetooth, full power accessories, and a rear USB port.
      The 2018 Kia Rio kicks off at $13,900 for the LX sedan and climbs to $18,700 for the EX hatchback. The EX sedan tester came to an as-tested price of $19,425 with carpeted floor mats and destination. It is a bit hard to stomach the price tag when you can into some decently equipped compact sedans such as the Hyundai Elantra and Chevrolet Cruze for similar money. Even after you factor in the EX getting forward collision warning and automatic emergency braking, it’s still a tough sell.
      Verdict
      Trying to decide which of the two subcompacts was the winner in this piece was very difficult as they share so much. Beginning with the Rio EX, it is a very sharp looking subcompact with a fair amount of European influence and it is available as a hatchback. But the automatic transmission suffocates what little performance is on offer from the 1.6L engine. Plus the price tag of the EX is very difficult to swallow when you can step up into a compact for similar money. If it was the midlevel S, this would have been a closer fight.
      This brings us to the Accent SE. It's styling inside and out is a bit plain when pitted against the Rio. The lack of hatchback also makes the Accent a bit of hard sell to some buyers. But the list of standard features on the base model is very surprising. Plus, the manual transmission allows the engine to have some flexibility in most driving situations. 
      Both models are towards the top in the subcompact class. But in this comparison, the base Accent SE nips the top-line Rio EX by a hair.
      Disclaimer: Hyundai and Kia Provided the Vehicles, Insurance, and One Tank of Gas
      Year: 2018
      Make: Hyundai
      Model: Accent
      Trim: SE
      Engine: 1.6L DOHC 16-valve GDI Inline-Four
      Driveline: Six-Speed Manual, Front-wheel Drive
      Horsepower @ RPM: 130 @ 6,300
      Torque @ RPM: 119 @ 4,850
      Fuel Economy: City/Highway/Combined - 28/37/31
      Curb Weight: 2,502 lbs
      Location of Manufacture: Nuevo Leon, Mexico
      Base Price: $14,995
      As Tested Price: $16,005 (Includes $885.00 Destination Charge)
      Options:
      Carpeted Floor Mats: $125.00
      Year: 2018
      Make: Kia
      Model: Rio
      Trim: EX
      Engine: 1.6L 16-valve GDI Inline-Four
      Driveline: Six-Speed Automatic, Front-Wheel Drive
      Horsepower @ RPM: 130 @ 6,300
      Torque @ RPM: 119 @ 4,850
      Fuel Economy: City/Highway/Combined - 28/37/32
      Curb Weight: 2,714 lbs
      Location of Manufacture: Pesqueria, NL, Mexico
      Base Price: $18,400
      As Tested Price: $19,425 (Includes $895.00 Destination Charge)
      Options:
      Carpeted Floor Mats - $130.00

      View full article
    • By William Maley
      I found myself in a bit of quandary when it came to writing the review for the 2018 Hyundai Accent and Kia Rio. Both of these models have been redesigned recently and despite the different exteriors, under the skin they share a number of key parts such as the engine and suspension. As I was going through my notes, I realized the answer was right in front of me; talk about the differences between the two and see which one does it better. 
      Exterior
      Between the two vehicles, the Rio stands out considerably. Like the previous model, the new Rio has a fair amount of European influence with neatly proportioned body and clean lines. The front end is quite low and features a narrow top grille and deep slits in the bumper for a set of fog lights. 15-inch alloy wheels come standard on EX. Unlike the Accent, the Rio is still available in as a hatchback.
      The Accent goes for the safe approach with a simple three-box sedan design. This isn’t helped by the silver color on my test vehicle which makes it become somewhat anonymous. The only real design traits are in the front with a new grille shape that is appearing on new Hyundai models and cutouts in the bumper for accent trim on our base SE tester or foglights on higher trims. One way the Accent SE stands out from the Rio LX is painted door handles and mirror caps.
      Interior
      There are no frills to be found in the Accent’s interior. Like the outside, Hyundai went for a simple and honest design. Material quality is what you expect in the class - hard plastics on most surfaces. But the plastics have a solid feel. All Accents feature basic front seat adjustments - fore/aft, height (driver only), and recline. I was able to find a position that worked for me quite quickly. One item to be aware of is the SE doesn’t come with a telescoping adjustment for the steering wheel; SEL models and above get that feature. Space in the back is average for the class with a decent amount of headroom, but a limited amount of legroom.
      Kia added some style to the Rio’s interior with a sculpted dash featuring two-tone plastics. Hard plastics make up the majority of interior surfaces with a grain texture pattern. Like the Accent, the plastics have a very solid feel. The layout is simple with most controls in easy reach. Finding a comfortable position took no time with a basic set of seat adjustments and a tilt/telescoping steering wheel. However, I found the seats in the Rio to not be as supportive on long trips. The back seat mirrors the Accent; ok headroom and a small amount of legroom.
      Infotainment
      The Rio EX comes with a 7-inch infotainment system with Kia’s UVO infotainment system. No navigation system is offered, but you won’t need it as support for Android Auto and Apple CarPlay is standard. It will not take long to familiarize yourself with UVO thanks to a well-thought out interface and dedicated buttons for various features. Performance is impressive with the system responding very quickly to inputs.
      Over at the Accent SE, it comes with a 5-inch touchscreen radio. For the most part, the system was simple to use with redundant buttons for various functions, simple interface, and large touchscreen buttons. I only wished that the screen was slightly larger when I was scrolling through my iPod. One surprise was the SE getting Bluetooth as standard. Kia doesn’t offer Bluetooth on the base Rio LX.
      Powertrain
      Both the Accent and Rio use the same 1.6L inline-four engine producing 130 horsepower and 119 pound-feet of torque. What differs between the two is the transmission; the Accent SE comes with a six-speed manual while the Rio EX makes do with a six-speed automatic. Between the two, the Accent is noticeably quicker. The manual transmission allows the engine to flex what little muscle it has to get the vehicle up to speed. In the Rio, the automatic’s programming smothers the small amount of power to improve fuel economy. There is a Sport mode that holds onto gears longer, but it doesn’t make much of a difference. Neither of the transmissions can help the 1.6L on the freeway as the engine struggles to get up to speed at a decent rate.
      Fuel Economy
      EPA fuel economy figures are almost identical for the two models. Both return 28 mpg in the city and 37 on the highway. The difference is in the combined figure; the Rio returns 32, while the Accent returns 31. I got an average of 34 in the Rio and 33 in the Accent.
      Ride and Handling
      There are more similarities between the Rio and Accent when it comes to the driving experience. Both still employ struts in the front and a torsion-beam rear axle. But the body has been stiffened which helps with ride quality. Both models exhibited excellent isolation of most road imperfections. Handling is another place where the two surprised me. While not exhibiting the sporty characteristics of a Ford Fiesta, both the Accent and Rio show little body roll and feel quite nimble. The steering is light, but provides a decent amount of feedback when pushed. 
      Pricing
      The 2018 Hyundai Accent begins at $14,995 for the base SE with manual transmission and climbs to $18,895 for the Limited. Our test SE with optional floor mats came to an as-tested price of $16,005. While it does cost $1,095 more than the base Rio LX, the Accent SE comes with more features such as Bluetooth, full power accessories, and a rear USB port.
      The 2018 Kia Rio kicks off at $13,900 for the LX sedan and climbs to $18,700 for the EX hatchback. The EX sedan tester came to an as-tested price of $19,425 with carpeted floor mats and destination. It is a bit hard to stomach the price tag when you can into some decently equipped compact sedans such as the Hyundai Elantra and Chevrolet Cruze for similar money. Even after you factor in the EX getting forward collision warning and automatic emergency braking, it’s still a tough sell.
      Verdict
      Trying to decide which of the two subcompacts was the winner in this piece was very difficult as they share so much. Beginning with the Rio EX, it is a very sharp looking subcompact with a fair amount of European influence and it is available as a hatchback. But the automatic transmission suffocates what little performance is on offer from the 1.6L engine. Plus the price tag of the EX is very difficult to swallow when you can step up into a compact for similar money. If it was the midlevel S, this would have been a closer fight.
      This brings us to the Accent SE. It's styling inside and out is a bit plain when pitted against the Rio. The lack of hatchback also makes the Accent a bit of hard sell to some buyers. But the list of standard features on the base model is very surprising. Plus, the manual transmission allows the engine to have some flexibility in most driving situations. 
      Both models are towards the top in the subcompact class. But in this comparison, the base Accent SE nips the top-line Rio EX by a hair.
      Disclaimer: Hyundai and Kia Provided the Vehicles, Insurance, and One Tank of Gas
      Year: 2018
      Make: Hyundai
      Model: Accent
      Trim: SE
      Engine: 1.6L DOHC 16-valve GDI Inline-Four
      Driveline: Six-Speed Manual, Front-wheel Drive
      Horsepower @ RPM: 130 @ 6,300
      Torque @ RPM: 119 @ 4,850
      Fuel Economy: City/Highway/Combined - 28/37/31
      Curb Weight: 2,502 lbs
      Location of Manufacture: Nuevo Leon, Mexico
      Base Price: $14,995
      As Tested Price: $16,005 (Includes $885.00 Destination Charge)
      Options:
      Carpeted Floor Mats: $125.00
      Year: 2018
      Make: Kia
      Model: Rio
      Trim: EX
      Engine: 1.6L 16-valve GDI Inline-Four
      Driveline: Six-Speed Automatic, Front-Wheel Drive
      Horsepower @ RPM: 130 @ 6,300
      Torque @ RPM: 119 @ 4,850
      Fuel Economy: City/Highway/Combined - 28/37/32
      Curb Weight: 2,714 lbs
      Location of Manufacture: Pesqueria, NL, Mexico
      Base Price: $18,400
      As Tested Price: $19,425 (Includes $895.00 Destination Charge)
      Options:
      Carpeted Floor Mats - $130.00
    • By William Maley
      Sport is one of the most misused terms in the automotive segment. It could mean that a vehicle has been given a once-over in terms of the engine and suspension to give it an edge. But it could also mean that a vehicle has been gifted a body kit to make it look sporty. This brings us to the 2018 Genesis G80 Sport. Which version of sport did they decide to go with?
      Exterior changes on the G80 Sport are small with a copper grille surround, mesh grille, a more aggressive front bumper, 19-inch multi-spoke wheels, quad-exhaust tips, and exclusive colors like the Polar Ice on this vehicle. The small changes really transform the G80 into something a bit sinister. Inside, the G80 Sport swaps the standard steering wheel for a three-spoke sport version, new transmission selector, aluminum pedals, and carbon-fiber accents. The rest of the interior is standard G80 with a clean dash, controls within easy reach, and plenty of rear legroom. Headroom is at a premium due to the standard sunroof. Passengers in the front get a set of sport seats with increased bolstering. It makes a huge difference as you don’t feel like you’re going to fall out on a twisty road. The seats also retain the long road-trip comfort that I have praised previously in the G80 3.8. Sport models come with a 9.2-inch touchscreen infotainment system and controller knob. This system is towards the top of the class with an intuitive interface and fast processing for various functions. One of biggest complaints with the last G80 I reviewed was the lack of Apple CarPlay and Android Auto compatibility. This has been addressed in 2018 model as both come standard. Genesis has also added a second USB port for those sitting in the front which means you’re not fighting with your passenger as to who gets to charge their phone. Now, they just need to add some for those in the back seat. Power comes from a new 3.3L twin-turbo V6 engine producing 365 horsepower and 376 pound-feet of torque. This is paired up with an eight-speed automatic and in my test car, Genesis’ HTRAC all-wheel drive system. Rear-wheel drive is standard. When you step on the accelerator, you might not think that a turbo engine resides under the hood as there is no turbo lag or a deaden throttle response. The engine just gets up and goes on its merry way. It would have been nice if there was some sort of exhaust note to go with the new engine. No complaints about the eight-speed automatic. It delivers smooth and quick shifts. Fuel economy is still a weak point for Genesis. The Sport with AWD is rated by the EPA at 17 City/24 Highway/20 Combined. My average for the week landed around 19.8 mpg with a 60/40 mix of city and highway driving. Opting for RWD only boosts the highway figure to 25. For the suspension, Genesis retuned the Continuous Damping Control (CDC) system to help minimize body motions. It makes some difference when the car is put into Sport mode and dampers firm up to reduce body motion. But it cannot fully overcome the biggest problem with the G80, weight. The Sport AWD tester tips the scales 4,674 pounds. Sticking with RWD only drops overall weight by 155 pounds. It is noticeable around corners as the G80 doesn’t glide, but lumbers. The steering would have benefited greatly from having a bit more weight and feel. On the upside, the G80 Sport’s ride is surprisingly smooth. Despite the larger wheels and altered CDC system, most bumps and imperfections were turned into mere ripples.  The Sport sits between the 3.8L and 5.0L in the G80 lineup. Pricing begins at $55,250 for the RWD model and $57,750 for the HTRAC AWD model. This particular test car came to an as-tested price of $58,725 after destination. This is an impressive value when you take into consideration the long list of standard equipment - heated and ventilated front seats, 17-speaker Lexicon audio system, color heads-up display, LED head and taillights, sunshades for the rear passengers, multi-view camera system, and adaptive cruise control. Plus, all Genesis models have a 3 year/36,000 mile complimentary maintenance plan and service valet which pickups your vehicle to be serviced. For the most part, the 2018 Genesis G80 Sport delivers on ‘sport’ with an aggressive exterior and punchy twin-turbo V6. Ultimately, the handling is where the G80 Sport falters somewhat. I think if Genesis was able to put the G80 on a bit of a diet, it would do wonders. But that doesn’t look like that will happen until the next-generation model that is expected to arrive in the next few years. Disclaimer: Genesis Provided the G80 Sport, Insurance, and One Tank of Gas
      Year: 2018
      Make: Genesis
      Model: G80
      Trim: Sport AWD
      Engine: 3.3L Twin Turbo DOHC 24-Valve V6 with D-CVVT
      Driveline: Eight-Speed Automatic, All-Wheel Drive
      Horsepower @ RPM: 365 @ 6,000
      Torque @ RPM: 376 @ 1,300-4,500
      Fuel Economy: City/Highway/Combined - 17/24/20
      Curb Weight: 4,674 lbs
      Location of Manufacture: Ulsan, South Korea
      Base Price: $57,750
      As Tested Price: $58,725 (Includes $875.00 Destination Charge)
      Options: N/A

      View full article
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