hoffmeister_fan
Kraftwagen König
for about $30,000 for the 3.6L with nav and rear camera/sensors, as I've read rear visibility is pretty abysmal and if the ATS' handling is any indication, I think this would be a fantastic choice
Camaro [Official] 2016 Chevrolet Camaro official
- Thread starter John Galt
- Start date
Gianclaudio
Aerodynamic Artisan
I don't know...., it looks more muscle car and less "exotic" than the previous generation.....
Porsche Guy
Kraftkurve King
Only care about what it's like to drive. Shaving off 200 lbs and adding magnetic suspension is a good start. Can't wait to see what they cook up for the next Z/28 or GT350R competitor.
Jayden
Precision Tuner
I agree, but in my opinion, they are on the right way.
Rainer271
Kraftwagen König
Chevrolet Camaro Convertible already rendered
Chevrolet Camaro Convertible render / X-Tomi Design
Should be close to the real deal
Independent artists X-Tomi Design and RM Design have digitally transformed the 2016 Chevrolet Camaro into a convertible.
Chevrolet took the wraps off the new Camaro just last weekend and already we have some renders showing a potential look for the open-top version. Automakers usually don't mess around with the design too much when turning coupes into convertibles and there's no reason to believe it will be any different with the Camaro Convertible.
Needless to say, we will have to wait a little bit until Chevrolet will chop off the sixth-gen Camaro's roof and chances are the real deal will have a lot in common with these two unofficial renders. When it will arrive, the Camaro Convertible will get the same engine trio: 275 bhp 2.0-liter, 335 bhp 3.6-liter and a punchier 455 bhp 6.2-liter V8 inside the Camaro SS Convertible pictured above.
The coupe is bound to hit North American showrooms towards the end of this year at a yet undisclosed price tag.
Source: xtomi.blogspot.com and designrm.wordpress.com
Chevrolet Camaro Convertible render / X-Tomi Design
Should be close to the real deal
Independent artists X-Tomi Design and RM Design have digitally transformed the 2016 Chevrolet Camaro into a convertible.
Chevrolet took the wraps off the new Camaro just last weekend and already we have some renders showing a potential look for the open-top version. Automakers usually don't mess around with the design too much when turning coupes into convertibles and there's no reason to believe it will be any different with the Camaro Convertible.
Needless to say, we will have to wait a little bit until Chevrolet will chop off the sixth-gen Camaro's roof and chances are the real deal will have a lot in common with these two unofficial renders. When it will arrive, the Camaro Convertible will get the same engine trio: 275 bhp 2.0-liter, 335 bhp 3.6-liter and a punchier 455 bhp 6.2-liter V8 inside the Camaro SS Convertible pictured above.
The coupe is bound to hit North American showrooms towards the end of this year at a yet undisclosed price tag.
Source: xtomi.blogspot.com and designrm.wordpress.com
Porsche Guy
Kraftkurve King
The Camaro is approximately 10% more expensive. The current Mustang V8 starts at 31,000 USD while the outgoing Carmaro V8 started at 35,000 USD.
Zafiro
Supreme Roadmaster
We have the Mustang in Sweden and the prices are really good here. Let's hope Chevrolet Sweden does the same.
Engine details of the 2016 Chevrolet Camaro.
GM 2.0 Liter Turbo I4 Ecotec LTG Engine
The 2.0 liter I4 engine (production code LTG) is a four-cylinder engine produced by General Motors for use in a broad range of vehicles. It is part of the large-displacement four-cylinder Ecotec engine family.
Known by its LTG production code, GM’s new 2.0 liter turbocharged four-cylinder Ecotec is based on a new generation of large-displacement four-cylinder engines designed for greater efficiency. It made its debut in the 2013 model year Cadillac ATS and Chevrolet Malibu.
The turbocharger is capable of generating up to 20 pounds of boost and its twin-scroll design helps deliver the usable power from the engine — effectively eliminating the universally-hated turbo lag while supplying a broad power band. This gives allows the LTG to respond rapidly to throttle input — a quality often associated with a higher-displacement naturally aspirated high-performance engine. Performance and efficiency are further optimized by electronically controlled supporting components including the wastegate and bypass.
The LTG is not related to the outgoing 2.0 liter turbo Ecotec LHU, with even the blocks being different. Compared to the LHU, the LTG reduces overall engine friction by 16 percent.
Engine highlights include:
GM 3.6 Liter V6 LGX Engine
The 3.6 liter V6 engine (production code LGX) is a six-cylinder engine produced by General Motors for use in a broad range of vehicles. It is part of GM’s fourth-generation high-feature DOHC V6 engine family and first launched on the 2016 Cadillac ATS, 2016 Cadillac CTS, and 2016 Cadillac CT6.
The all-new 3.6L V6 LGX is an all-new engine designed to be at the top of its class in performance, refinement, and fuel efficiency.
“This new 3.6L V-6 raises the bar for all naturally aspirated V6 engines in the industry and perfectly augments the CT6’s new standard for sophistication,” said Ameer Haider, assistant chief engineer for V-6 engines. “It builds on the established strengths of previous Cadillac engines, pushing the technologies to new heights and introducing new ones that take performance, refinement and efficiency to benchmark levels.”
“The new 3.6L is designed to deliver peak performance, efficiency and refinement with maximum durability – and minimal maintenance,” said Haider. “Those attributes put it at the forefront of naturally aspirated V-6 engine offered in any luxury car around the world.”
Clean-Sheet Engine Design: the LGX is the fourth generation of GM’s acclaimed Dual Over-Head Cam (DOHC) V6 engine family that sets benchmarks for efficiency, refinement, and durability.
Fuel-Saving Technologies: the LGX includes Active Fuel Management (cylinder deactivation) and stop/start technology to enhance fuel economy up to a GM-estimated 9 percent when compared to the outgoing 3.6L V6 LFX.
GM’s Active Fuel Management system temporarily deactivates two (No. 2 and No. 5) of the engine’s six cylinders in certain light-load driving conditions to enhance fuel efficiency and seamlessly reactivates them when the driver demands full power.
In addition, an efficiency-enhancing stop/start system shuts down the engine in certain driving conditions such as stop-and-go city driving to reduce fuel consumption. The engine automatically restarts when the driver takes his or her foot off the brake pedal.
Direct Injection: the all-new 3.6L V6 LGX advances performance and fuel economy-optimizing technologies introduced on previous generations, including direct injection and continuously variable valve timing (VVT). The motor continues to employ direct fuel injection to make the most of efficiency and performance. Along with the placement of the fuel injector in the combustion chamber, the piston top is carefully shaped to promote a healthy mix of air and fuel, and direct the fuel spray to ensure a more complete combustion.
A higher-capacity engine-driven fuel pump supports the higher output of the new engine and contributes better fuel atomization, which enhances performance, and reduced emissions.
Quiet Operation: the 3.6L V6 LGX features an all-new cam drive system that contributes to the new 3.6L being up to 4 dB quieter at idle and under low load driving conditions than the benchmark Nissan-Infiniti 3.7L V6.
Hydra-Matic 8L45: in the 2016 Cadillac CT6, the LGX will be mated to GM’s all-new Hydra-Matic 8L45 paddle-shift eight-speed automatic transmission, elevating the CT6’s driving experience with one of the luxury market’s smoothest, quietest and most efficient powertrain combinations.
Stronger, Quieter Foundation: structurally, the all-new 3.6L V6 LGX is similar to the proven, award-winning design of GM’s previous V6 engines, including an aluminum, deep-skirt cylinder block.
The optimal 60-degree cylinder angle is retained on the LGX, with the bore size enlarged from 94mm to 95mm and the bore centers stretched from 103mm to 106mm. The cylinder block features six-bolt main bearing caps and inter-bay breather vents that enhance power and oil flow management.
A larger crankshaft bore diameter and wider bearing cap bulkheads in the block provide higher main bearing load-carrying capability. The block also accommodates larger, 12mm cylinder head bolts to provide greater clamping strength for the engine’s higher output.
The crankshaft is forged from 1538MV steel and inherently stiffer than a conventional cast-iron crankshaft, contributing significantly to the engine’s smoothness, quietness and durability.
Attached to the crankshaft are high-strength connecting rods and pistons. The rods are sinter-forged and composed of a high-copper alloy that stands up to high heat and resists bending, while the polymer-coated hypereutectic pistons are designed to minimize friction, allowing for a tighter piston-to-bore clearance that results in quieter operation.
The new 3.6L V6 also incorporates oil-spray piston cooling, which helps reduce noise, lower combustion temperatures and enhance durability by drenching the underside of each piston and the surrounding cylinder wall in an extra layer of cooling, friction-reducing engine oil.
Continuously Variable Valve Timing With Intermediate Park Feature: camshaft phasing allows the greatest variances in valve timing to make the most of power and efficiency. The new 3.6L V6 LGX engine takes that technology to the next level with intermediate park technology for the intake camshaft phasers.
Because optimal part-load efficiency requires retarding the intake cams to reduce pumping losses, the effect also reduces the effective compression ratio, which affects the engine’s cold-start performance. Conventional cam phasing system authority is limited by how far the intake cams can be retarded in the parked position without affecting cold starting.
Intermediate park technology, which incorporates an intermediate-lock intake variable valve timing cam phaser, allows the cams to be parked at the most favorable position for cold starting, while expanding the amount of intake cam retard for other conditions by adding another 20 degrees of intake phaser authority. This enhances fuel efficiency and reduces emissions.
Targeted Cooling System: unlike conventional systems, which force coolant flow from the front of the block to the back, the 3.6L LGX features a patented targeted cooling system that sends coolant simultaneously to each water jacket in the heads and block.
This new, parallel-flow design maximizes heat extraction in the area of the upper deck, intake and exhaust valve bridges in the heads and integrated exhaust manifold with a minimal amount of coolant. The result is more even and consistent cooling, which enhances performance, and faster engine warmup, which improves cold-start efficiency and reduces emissions.
Additionally, the strategic sizing of the coolant jackets in the head and the block reduces the cooling system thermal inertia, allowing the use of a smaller water pump, which requires about 50 percent less power to drive, enhancing fuel efficiency and even allowing a lower overall height of the cylinder block.
New Cylinder Head Design: an all-new cylinder head design builds on the airflow attributes of the current V6 LFX, supporting a broader power band that ensures excellent low-rpm torque, for strong power at take-off, and excellent airflow at high-rpm, for greater horsepower.
Engineers achieved this through increased in-cylinder mixture motion, a faster burn rate of the air-fuel mixture and attributes that took full advantage of the new intermediate park cam phasing system.
Highlights of the cylinder head design include:
GM 6.2 Liter V8 Small Block LT1 Engine
The 6.2 liter V8 LT1 engine is produced by General Motors for use in performance vehicles and sports cars. It is part of GM’s Gen V Small Block engine family and was first made available in the all-new 2014 Corvette Stingray. Other members of the Gen V Small Block engine family.
The new 6.2L LT1 engine that debuts in the 2014 Chevrolet Corvette Stingray represents the most significant redesign in the small block’s nearly 60-year history – building on its legacy to make one of the world’s best engines even better. It is part of a new Gen V small block family, with a cam-in-block architecture and 4.400-inch bore centers (the distance between the centers of each cylinder) that are design features shared with the very first small block upon its launch in 1955.
Several advanced technologies, including direct injection, Active Fuel Management and continuously variable valve timing support an advanced combustion system that helps the LT1 engine – the third small block to carry the name in Corvette’s history – produce 460 horsepower and 465 lb.-ft. of torque (with an optional exhaust system) with greater efficiency.
Engine highlights include:
-->>http://gmauthority.com/blog/gm/chevrolet/camaro/2016-camaro/#tab-5
GM 2.0 Liter Turbo I4 Ecotec LTG Engine
The 2.0 liter I4 engine (production code LTG) is a four-cylinder engine produced by General Motors for use in a broad range of vehicles. It is part of the large-displacement four-cylinder Ecotec engine family.
Known by its LTG production code, GM’s new 2.0 liter turbocharged four-cylinder Ecotec is based on a new generation of large-displacement four-cylinder engines designed for greater efficiency. It made its debut in the 2013 model year Cadillac ATS and Chevrolet Malibu.
The turbocharger is capable of generating up to 20 pounds of boost and its twin-scroll design helps deliver the usable power from the engine — effectively eliminating the universally-hated turbo lag while supplying a broad power band. This gives allows the LTG to respond rapidly to throttle input — a quality often associated with a higher-displacement naturally aspirated high-performance engine. Performance and efficiency are further optimized by electronically controlled supporting components including the wastegate and bypass.
The LTG is not related to the outgoing 2.0 liter turbo Ecotec LHU, with even the blocks being different. Compared to the LHU, the LTG reduces overall engine friction by 16 percent.
Engine highlights include:
- Engine Block: the Ecotec 2.0L turbo’s sand-cast cylinder block is a superior refinement of previous Ecotec engine block castings. It is dimensionally similar to previous Ecotec turbo block variants, while providing improved structural support, as well as enabling greater control of noise, vibration and harshness. The main bearing bulkheads, which support the crank bearings, as well as the cylinder bore walls have been significantly strengthened to support increased engine loads. Refinements to the oil distribution system enable improved oil flow throughout the engine and an expansion of the coolant jacket, along with the use of cast-in-place bore liners, allows more precise bore roundness and improves the block’s ability to dissipate heat.
- Rotating Assembly: the crankshaft is made of drop forged steel with induction heat-treated fillets and cross-drilled chamfered oil passages for racing-grade lubrication characteristics. Forged powdered metal connecting rods incorporate a larger, forged I-beam cross section for added strength in this turbocharged application. The pistons in the 2.0L turbo are lightweight cast aluminum, which reduces reciprocating mass inside the engine. This enhances efficiency and the feeling of performance as the rpm increases. The tops of the pistons have a dish shape that deflects injected fuel. Each piston has its own directed jet that sprays oil toward its skirt, coating its underside and the cylinder wall with an additional layer of lubricant. The extra lubrication cools the pistons, reduces both friction and operational noise and bolsters the engine’s durability.
- Rotocast Aluminum Cylinder Head with Sodium Filled Exhaust Valves: the LTG Ecotec 2.0L turbo’s A356T6 aluminum cylinder head is cast using a Rotocast process for high strength, reduced machining and improved port flow. A similar method is used in the casting of the supercharged Corvette ZR1’s LS9 cylinder heads. The head is also designed specifically for direct injection. In other Ecotec engines, the fuel injectors are mounted in the intake ports but the LTG 2.0L turbo head has unique injector mounting locations below the ports. Apart from injector installation, the head has conventional port and combustion chamber designs, with both being optimized for direct injection and high boost pressure. The head uses stainless steel intake valves that are nitrided for improved durability and undercut to improve flow and reduce weight. The exhaust valves have sodium-filled stems that promote valve cooling. At normal engine operating temperatures, the sodium inside the valve stem fuses and becomes liquid. The liquid sodium improves conductivity, promoting heat transfer away from the valve face and valve guide to the cooler end of the stem, where it more readily dissipates. This helps maintain a lower, more uniform valve temperature, reducing wear on the valve guide for better alignment and a consistent seal between the valve seat and valve face over the life of the engine. Performance was the priority with the LTG Ecotec 2.0L turbo, so the exhaust manifold mounted to the cylinder head is made of cast stainless steel. It is extremely durable and delivers exceptional airflow qualities.
- DOHC with Continuously Variable Valve Timing: overhead cams are the most direct, efficient means of operating the valves, while four valves per cylinder increase airflow in and out of the engine. This arrangement is integrated on the LTG Ecotec 2.0L’s lightweight aluminum cylinder head. Continuously variable valve timing optimizes the engine’s turbocharging system by adjusting valve timing at lower rpm for improved turbo response and greater torque delivery. Both the intake and exhaust cams have hydraulically operated vane-type phasers that are managed by a solenoid and directed by the engine control module (ECM). The phasers turn the camshaft relative to the drive sprocket, allowing intake and exhaust valve timing to be adjusted independently. Cam phasing changes the timing of valve operation as conditions such as rpm and engine load vary. It allows an outstanding balance of smooth torque delivery over a broad rpm range, high specific output and good specific fuel consumption.
- Direct Injection: direct injection moves the point where fuel feeds into an engine closer to the point where it ignites, enabling greater combustion efficiency. It fosters a more complete burn of the fuel in the air-fuel mixture, and operates at a lower temperature than conventional port injection. This allows the mixture to be leaner (less fuel and more air), so less fuel is required to produce the equivalent horsepower of a conventional, port-injection fuel system. Direct injection also delivers reduced emissions, particularly cold-start emissions, by about 25 percent. The higher compression ratio with direct injection is possible because of a cooling effect as the injected fuel vaporizes in the combustion chamber, which reduces the charge temperature to lessen the likelihood of spark knock. The direct injection fuel injectors have been developed to withstand the greater heat and pressure inside the combustion chamber, and feature multiple outlets for best injection control. The fuel system operates at pressure as high as 2,250 psi, compared to about 60 psi in conventional port-injected engines.
- Cam-Driven High-Pressure Fuel Pump: a high-pressure, cam-driven pump provides the fuel pressure required of the LTG Ecotec 2.0L turbo’s direct injection system. The engine-mounted fuel pump is augmented by a conventional electrically operated supply pump in the fuel tank. The fuel delivery system features a high-pressure stainless steel feed line and a pressure-regulated fuel rail without a conventional fuel return line from the engine to the tank. Fuel pressure varies from about 750 psi at idle to 2,250 psi at wide-open throttle.
- Two-Stage, Variable-Displacement Oil Pump: the variable-flow oiling system helps maximize fuel efficiency. Rather than the linear operation of a conventional fixed-flow pump, the variable-flow system features a crankshaft-driven oil pump that matches the oil supply to the engine load. The engine’s variable-flow pump changes its capacity based on the engine’s demand for oil. This prevents using energy to pump oil that is not required for proper engine operation. An engine oil cooler helps maintain optimum oil temperatures. It has a heat exchanger incorporated into the oil filter housing. Coolant to the heat exchanger is provided by the engine’s coolant circuit. The design optimizes oil cooling with a minimal pressure loss. During cold starts, the system also enables faster heating of the engine oil for an earlier reduction of internal engine friction.
- Twin-Scroll Turbocharger: an advanced, electronically controlled turbocharger with a unique twin-scroll design is used to increase power in the LTG Ecotec 2.0L turbo. Each of two scrolls on the turbine is fed by a separate exhaust passage – one from cylinders one and four, the other from cylinders two and three – virtually eliminating turbo lag at low engine speeds, giving the engine immediate throttle response associated with a naturally aspirated high-performance engine. The turbocharger generates maximum boost of about 20 psi. Because direct injection cools the intake process compared to port injection, it allows the LTG Ecotec 2.0L turbo to safely operate at higher boost and a relatively higher compression (9.2:1) than a conventional turbo engine, increasing both output and efficiency.
- Air-to-Air Intercooler: an intake charge cooler enhances the power-increasing benefits of the turbocharging system. The LTG Ecotec 2.0L turbo’s air-to-air intercooler draws fresh air through a heat exchanger – much like a radiator – to reduce the temperature of compressed air that’s forced through the intake system by the turbocharger. Inlet temperature is reduced as much as 212 degrees F (100 degrees C). Cooler air is denser, which means more oxygen is packed into the cylinders for optimal combustion and, consequently, greater power.
- Cam-Driven Vacuum Pump: a cam-driven vacuum pump ensures the availability of vacuum under all conditions, especially under boost, when the engine produces the opposite of vacuum. The pump is mounted at the rear of the cylinder head and is driven by the exhaust camshaft via a flexible coupling.
GM 3.6 Liter V6 LGX Engine
The 3.6 liter V6 engine (production code LGX) is a six-cylinder engine produced by General Motors for use in a broad range of vehicles. It is part of GM’s fourth-generation high-feature DOHC V6 engine family and first launched on the 2016 Cadillac ATS, 2016 Cadillac CTS, and 2016 Cadillac CT6.
The all-new 3.6L V6 LGX is an all-new engine designed to be at the top of its class in performance, refinement, and fuel efficiency.
“This new 3.6L V-6 raises the bar for all naturally aspirated V6 engines in the industry and perfectly augments the CT6’s new standard for sophistication,” said Ameer Haider, assistant chief engineer for V-6 engines. “It builds on the established strengths of previous Cadillac engines, pushing the technologies to new heights and introducing new ones that take performance, refinement and efficiency to benchmark levels.”
“The new 3.6L is designed to deliver peak performance, efficiency and refinement with maximum durability – and minimal maintenance,” said Haider. “Those attributes put it at the forefront of naturally aspirated V-6 engine offered in any luxury car around the world.”
Clean-Sheet Engine Design: the LGX is the fourth generation of GM’s acclaimed Dual Over-Head Cam (DOHC) V6 engine family that sets benchmarks for efficiency, refinement, and durability.
Fuel-Saving Technologies: the LGX includes Active Fuel Management (cylinder deactivation) and stop/start technology to enhance fuel economy up to a GM-estimated 9 percent when compared to the outgoing 3.6L V6 LFX.
GM’s Active Fuel Management system temporarily deactivates two (No. 2 and No. 5) of the engine’s six cylinders in certain light-load driving conditions to enhance fuel efficiency and seamlessly reactivates them when the driver demands full power.
In addition, an efficiency-enhancing stop/start system shuts down the engine in certain driving conditions such as stop-and-go city driving to reduce fuel consumption. The engine automatically restarts when the driver takes his or her foot off the brake pedal.
Direct Injection: the all-new 3.6L V6 LGX advances performance and fuel economy-optimizing technologies introduced on previous generations, including direct injection and continuously variable valve timing (VVT). The motor continues to employ direct fuel injection to make the most of efficiency and performance. Along with the placement of the fuel injector in the combustion chamber, the piston top is carefully shaped to promote a healthy mix of air and fuel, and direct the fuel spray to ensure a more complete combustion.
A higher-capacity engine-driven fuel pump supports the higher output of the new engine and contributes better fuel atomization, which enhances performance, and reduced emissions.
Quiet Operation: the 3.6L V6 LGX features an all-new cam drive system that contributes to the new 3.6L being up to 4 dB quieter at idle and under low load driving conditions than the benchmark Nissan-Infiniti 3.7L V6.
Hydra-Matic 8L45: in the 2016 Cadillac CT6, the LGX will be mated to GM’s all-new Hydra-Matic 8L45 paddle-shift eight-speed automatic transmission, elevating the CT6’s driving experience with one of the luxury market’s smoothest, quietest and most efficient powertrain combinations.
Stronger, Quieter Foundation: structurally, the all-new 3.6L V6 LGX is similar to the proven, award-winning design of GM’s previous V6 engines, including an aluminum, deep-skirt cylinder block.
The optimal 60-degree cylinder angle is retained on the LGX, with the bore size enlarged from 94mm to 95mm and the bore centers stretched from 103mm to 106mm. The cylinder block features six-bolt main bearing caps and inter-bay breather vents that enhance power and oil flow management.
A larger crankshaft bore diameter and wider bearing cap bulkheads in the block provide higher main bearing load-carrying capability. The block also accommodates larger, 12mm cylinder head bolts to provide greater clamping strength for the engine’s higher output.
The crankshaft is forged from 1538MV steel and inherently stiffer than a conventional cast-iron crankshaft, contributing significantly to the engine’s smoothness, quietness and durability.
Attached to the crankshaft are high-strength connecting rods and pistons. The rods are sinter-forged and composed of a high-copper alloy that stands up to high heat and resists bending, while the polymer-coated hypereutectic pistons are designed to minimize friction, allowing for a tighter piston-to-bore clearance that results in quieter operation.
The new 3.6L V6 also incorporates oil-spray piston cooling, which helps reduce noise, lower combustion temperatures and enhance durability by drenching the underside of each piston and the surrounding cylinder wall in an extra layer of cooling, friction-reducing engine oil.
Continuously Variable Valve Timing With Intermediate Park Feature: camshaft phasing allows the greatest variances in valve timing to make the most of power and efficiency. The new 3.6L V6 LGX engine takes that technology to the next level with intermediate park technology for the intake camshaft phasers.
Because optimal part-load efficiency requires retarding the intake cams to reduce pumping losses, the effect also reduces the effective compression ratio, which affects the engine’s cold-start performance. Conventional cam phasing system authority is limited by how far the intake cams can be retarded in the parked position without affecting cold starting.
Intermediate park technology, which incorporates an intermediate-lock intake variable valve timing cam phaser, allows the cams to be parked at the most favorable position for cold starting, while expanding the amount of intake cam retard for other conditions by adding another 20 degrees of intake phaser authority. This enhances fuel efficiency and reduces emissions.
Targeted Cooling System: unlike conventional systems, which force coolant flow from the front of the block to the back, the 3.6L LGX features a patented targeted cooling system that sends coolant simultaneously to each water jacket in the heads and block.
This new, parallel-flow design maximizes heat extraction in the area of the upper deck, intake and exhaust valve bridges in the heads and integrated exhaust manifold with a minimal amount of coolant. The result is more even and consistent cooling, which enhances performance, and faster engine warmup, which improves cold-start efficiency and reduces emissions.
Additionally, the strategic sizing of the coolant jackets in the head and the block reduces the cooling system thermal inertia, allowing the use of a smaller water pump, which requires about 50 percent less power to drive, enhancing fuel efficiency and even allowing a lower overall height of the cylinder block.
New Cylinder Head Design: an all-new cylinder head design builds on the airflow attributes of the current V6 LFX, supporting a broader power band that ensures excellent low-rpm torque, for strong power at take-off, and excellent airflow at high-rpm, for greater horsepower.
Engineers achieved this through increased in-cylinder mixture motion, a faster burn rate of the air-fuel mixture and attributes that took full advantage of the new intermediate park cam phasing system.
Highlights of the cylinder head design include:
- The intake valves are 6 percent larger, resulting in a 5-percent increase in flow capacity and a significant 25 percent increase in in-cylinder mixture motion.
- The exhaust valves are also 6 percent larger, for a 10-percent increase in flow capacity.
- The injector angle was increased from 22 degrees to 24 degrees, which helps reduce emissions and oil dilution
- The adoption of a smaller, 12mm spark plug (vs. the previous 14mm plug) allows it to be more centrally located in the cylinder for improved flame propagation and greater light-load efficiency.
- A combustion chamber design to promote in-cylinder mixture motion, achieve a faster burn rate and increase dilution tolerance to take full advantage of the intermediate park cam phasing system.
- The new head design also has improved combustion chamber cooling enabled by the patented targeted cooling system, which reduces the chance for knock and enhance high-load efficiency.
- An integrated exhaust manifold rounds out the head’s features, saving weight over a conventional, separate head/manifold assembly.
- Oiling system: the LGX features an all-new oiling system with a dual-pressure-control and variable-displacement vane pump that enhances efficiency by optimizing oil pressure as a function of engine speed. The oil pump is relocated beneath the cylinder block, inside the oil pan, contributing to the engine’s smoother, quieter operation.
- Two-piece structural oil pan: for stiffness and strength, the oil pan features an aluminum structural upper section while a stamped steel lower section provides optimal noise-absorption characteristics, for quieter performance.
- Two-stage PCV system: this revolutionary system maintains low oil consumption, featuring a pre-separator between the block and the engine’s rear cover and a high-efficiency separator in the center of the block’s “V”.
- Camshaft drive: all-new, with a simpler design featuring two chains and six sprockets vs. the previous three chains and nine sprockets, with lower chain loads, which enhances durability. The lower tension of the chain drive, along with cushioned ring sprockets, also reduces noise and vibration.
- High-flow intake manifold and acoustic cover: the lightweight composite intake manifold offers greater airflow capability than the current 3.6L engine, which matches with the higher-flow heads to support the new engine’s greater output. A one piece engine cover mounts atop the manifold for exceptional noise isolation.
GM 6.2 Liter V8 Small Block LT1 Engine
The 6.2 liter V8 LT1 engine is produced by General Motors for use in performance vehicles and sports cars. It is part of GM’s Gen V Small Block engine family and was first made available in the all-new 2014 Corvette Stingray. Other members of the Gen V Small Block engine family.
The new 6.2L LT1 engine that debuts in the 2014 Chevrolet Corvette Stingray represents the most significant redesign in the small block’s nearly 60-year history – building on its legacy to make one of the world’s best engines even better. It is part of a new Gen V small block family, with a cam-in-block architecture and 4.400-inch bore centers (the distance between the centers of each cylinder) that are design features shared with the very first small block upon its launch in 1955.
Several advanced technologies, including direct injection, Active Fuel Management and continuously variable valve timing support an advanced combustion system that helps the LT1 engine – the third small block to carry the name in Corvette’s history – produce 460 horsepower and 465 lb.-ft. of torque (with an optional exhaust system) with greater efficiency.
Engine highlights include:
- Cylinder block: the all-new Gen V cylinder block shares two key design elements with GM’s original small-block V8: a 90-degree cylinder angle and 4.400-inch bore centers. The bore and stroke dimensions are: 4.06-inch (103.25 mm) bore x 3.62-inch (92 mm) stroke. Compared to the Gen IV small block, the Gen V’s aluminum cylinder block casting is all-new, but based on the same basic architecture. It was refined and modified to accommodate the mounting of the engine-driven fuel pump and vacuum pump. It also incorporates new engine mount attachments, new knock sensor locations, improved sealing and oil-spray piston cooling.
- Oiling System: the oiling system is revised and features a new, dual-pressure-control and variable-displacement vane pump with increased flow capacity. As with the Gen-III/Gen IV engines, the oil pump is driven by the crankshaft. Variable displacement enables the pump to efficiently deliver oil pump flow as demanded. Dual pressure-control enables operation at a very efficient oil pressure at lower rpm coordinated with the Active Fuel Management and operation at a higher pressure at higher engine speeds providing a more robust lube system with aggressive engine operation. All Gen V engines are designed to be used with GM’s Dexos semi-synthetic motor oil. “Thinner” oil is used, too, which helps reduce friction to enhance efficiency. The LT1 6.2L uses 5W30. The Corvette’s LT1 engine features a structural aluminum six-quart oil pan. A dry-sump oiling system with a 10.5-quart capacity is included with the optional Z51 Performance Package.
- Oil-Spray Piston Cooling: All Gen V engines feature oil-spray piston cooling, in which eight oil-spraying jets in the engine block drench the underside of each piston and the surrounding cylinder wall with an extra layer of cooling, friction-reducing oil. The oil spray reduces piston temperature, promoting extreme output and long-term durability. The extra layer of oil on the cylinder walls and wristpin also dampens noise emanating from the pistons.
- Rotating assembly and windage tray: within the Gen V block is a durable rotating assembly that includes a steel crankshaft and 6.098-inch-long, powder-metal connecting rods, as well as high-strength, aluminum-alloy pistons. The connecting rods have a new profile that enhances strength. The pistons are lightweight, which enhances high-rpm performance, as they enable the engine to rev quicker. They also have a unique head topography that is essential to the direct injection system. The “bowl” and shape of the top of the piston head is designed to promote thorough mixing of the air and fuel – a dished center section helps direct the fuel spray from the injector – to ensure complete combustion, which improves performance and efficiency, particularly on cold starts. The crankshaft in the Gen V small block is located with new nodular main bearing caps – a significant upgrade over more conventional grey iron main caps. Nodular caps are stronger and can better absorb vibrations and other harmonics to help produce smoother, quieter performance. A redesigned windage tray is also used with the Gen V engine, which features a new oil scraper design. This enhances performance and efficiency by improving oil flow control and bay-to-bay crankcase breathing. The cylinder block an main bearing caps maintain the optimal cranksase “windows” that were perfected on the Gen IV engine.
- PCV-Integrated Rocker Covers: one of the most distinctive features of the Gen V family is its domed rocker covers, which house a patent-pending, integrated positive crankcase ventilation (PCV) system that enhances oil economy and oil life, while reducing oil consumption and contributing to low emissions. The rocker covers also hold the direct-mount ignition coils for the coil-near-plug ignition system. Between the individual coil packs, the domed sections of the covers contain baffles that separate oil and air from the crankcase gases – about three times the oil/air separation capability of previous engines.
- Camshaft Design: also rotating inside the engine block is a hydraulic roller-lifter camshaft. Compared to the Gen IV small-block, the camshaft remains in the same position relative to the crankshaft and is used with a new rear cam bearing. The camshaft also features an all-new “trilobe” to drive the engine-mounted, high-pressure fuel pump for the direct-injection combustion system. The LT1 camshaft’s specifications lift include: 0.551/0.524-intake/exhaust lift, 200/207-crank angle degrees intake/exhaust duration at 0.050 tappet lift and 116.5-degree cam angle lobe separation.
- Dual-Equal Cam Phasing: all Gen V engines feature dual-equal camshaft phasing (variable valve timing), which works with Active Fuel Management to enhance fuel economy, while also maximizing engine performance for given demands and conditions. At idle, for example, the cam is at the full advanced position, allowing exceptionally smooth idling. Under other conditions, the phaser adjusts to deliver optimal valve timing for performance, driveability and fuel economy. At high rpm it may retard timing to maximize airflow through the engine and increase horsepower. At low rpm it can advance timing to increase torque. Under a light loads, it can retard timing at all engine speeds to improve fuel economy. A vane-type phaser is installed on the front of the camshaft to change its angular orientation relative to the sprocket, thereby adjusting the timing of valve operation on the fly. It is a dual-equal cam phasing system that adjusts camshaft timing at the same rate for both intake and exhaust valves. The system allows 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. It also provides another effective tool for controlling exhaust emissions. The vane phaser is actuated by hydraulic pressure and flow from engine oil, and managed by a solenoid that controls oil flow to the phaser.
- Cylinder Head Design: the Gen V small-block’s all-new cylinder head design builds on the excellent, racing-proven airflow attributes of previous small-block heads and matches it with an all-new direct-injection combustion system. It supports tremendous airflow at higher rpm for a broad horsepower band, along with strong, low-rpm torque. Compared to the Gen IV cylinder head design, the LT1 head features a smaller, 59.02cc combustion chamber. It is designed to complement the volume of the piston’s dish. The smaller chamber size and dished pistons work together to produce an 11.5:1 compression ratio. The spark plug angle and depth have been modified to protrude farther into the chamber, placing the electrode closer to the center of the combustion to support the direct injection system. In addition to the new combustion chamber design, the Gen V head features large, straight and rectangular intake ports that feature a slight twist to enhance mixture motion. This is complemented by a reversal of the intake and exhaust valve positions as compared to the Gen IV design. The exhaust port shapes are optimized for the new valve locations, with new port opening locations at the manifold face. Large, lightweight intake and exhaust valves are used in the aluminum alloy heads, with 2.13-inch (54mm) hollow intake and 1.59-inch (40.4mm) hollow sodium exhaust valves. The lightweight valves enable the engine to rev quickly and capably to greater than 6,000 rpm. The valves are held at new 12.5 degrees intake/12 degrees exhaust angles vs. the Gen IV’s 15-degree angle. Additionally, the valves are splayed at 2.61 degrees intake/2.38 degrees exhaust to reduce shrouding and enable greater airflow. Valvetrain components include durable valve springs and roller-pivot rocker arms with a 1.8 ratio – the amount of movement on the valve side of the rocker arm in comparison with the pushrod side. And speaking of pushrods, the Gen V small-block features stiffer, larger-diameter 8.7mm (outside diameter) that provide greater stiffness than the previous 7.9mm design. This enables improved high-speed valvetrain dynamic performance. The heads are made with 319-T7 aluminum alloy, using a semi-permanent mold process that produces a more accurate casting for optimal mass reduction and minimal machining.
- Direct Injection: direct injection is featured on all Gen V engines. This technology moves the point where fuel feeds into an engine closer to the point where it ignites, enabling greater combustion efficiency. It fosters a more complete burn of the fuel in the air-fuel mixture, and it operates at a lower temperature than conventional port injection. That allows the mixture to be leaner (less fuel and more air), so less fuel is required to produce the equivalent horsepower of a conventional, port injection fuel system. Direct injection also delivers reduced emissions, particularly cold-start emissions. The pistons play an integral role in the direct injection system, as they feature dished heads designed to direct the fuel spray for a more complete combustion. Design of this advanced combustion system was optimized after thousands of hours of computational analysis, representing one of the most comprehensively engineered combustion systems ever developed by General Motors.
- High-Pressure Fuel Pump: the direct injection system features very high fuel pressure, up to 15Mpa (150bar), requiring a high-pressure, engine-driven fuel pump in addition to a conventional, fuel-tank-mounted pump. On all Gen V engines, the pump is mounted in the “valley” between cylinder heads – beneath the intake manifold. It is driven by the camshaft at the rear of the engine. A “soft stop” control strategy for the pump’s internal solenoid significantly reduces the characteristic “ticking” sound of direct injection systems. Mounting the pump in valley, where it is covered by an acoustically treated intake manifold, also helps reduce noise, while also maintaining the tight, compact packaging for which all small-blocks have been known.
- Active Fuel Management: Active Fuel Management temporarily deactivates four of the cylinders and seamlessly reactivates them when the driver demands full power. When cylinders are deactivated, the engine’s pumping work is reduced, which translates into real-world fuel economy improvements. The transition takes less than 20 milliseconds and is virtually imperceptible. The key to AFM’s efficiency and seamless operation is a set of two-stage hydraulic valve lifters, which allows the lifters of deactivated cylinders to operate without actuating the valves. In engineering terms, this allows the working cylinders to achieve better thermal, volumetric and mechanical efficiency and lowering cyclical combustion variation from cylinder to cylinder. As a result, AFM delivers better fuel economy and lower operating costs. The only mechanical components required are special valve lifters for cylinders that are deactivated, and their control system. Active Fuel Management relies on three primary components: Collapsible or “de-ac” (deactivation) valve lifters, a Lifter Oil Manifold Assembly (LOMA) and the engine controller, which determines when to deactivate cylinders.
- Exhaust Manifolds: the LT1 engine uses a similar yet cast version of the “four-into-one” short-header exhaust manifold design used on the Gen IV LS7 engine. The cast header passages enable consistent exhaust flow into the “wide mouth” collector at the converter.
- High-Flow Intake Manifold and Electronic Throttle: the Gen V’s intake manifold ports are designed to match cylinder head, while also accommodating the high-pressure fuel pump for the direct injection system, which is mounted in the valley area between the cylinder heads. It is a composite manifold is manufactured with a lost core process to improve runner-to-runner variation and to reduce flow losses. Acoustic foam is sandwiched between the outside top of the intake manifold and an additional “skull cap” acoustic shell to reduce radiated engine noise, as well as fuel pump noise. The LT1 intake manifold features a “runners in a box” design, wherein individual runners inside the manifold feed a plenum box that allows for excellent, high-volume airflow packaged beneath the car’s low hood line. An electronically controlled throttle is mounted to the intake manifold. It is a single-bore design with an 87mm bore diameter features a “contactless” design that is more durable and enables greater control.
- Cooling System: the Gen V’s cooling system is redesigned, compared to the Gen IV engine and features a new offset water pump and thermostat.
- 58X Ignition System: the Gen V has an advanced 58X crankshaft position encoder to ensure that ignition timing is accurate throughout its operating range. The 58X crankshaft ring and sensor provide more immediate, accurate information on the crankshaft’s position during rotation. This allows the engine control module to adjust ignition timing with greater precision, which optimizes performance and economy. Engine starting is also more consistent in all operating conditions. In conjunction with 58X crankshaft timing, the Gen V applies the latest digital cam-timing technology. The cam sensor is located in the front engine cover, and it reads a 4X sensor target on the on the cam phaser’s rotor which is attached to front end of the cam. The target ring has four equally spaced segments that communicate the camshaft’s position more quickly and accurately than previous systems with a single segment. The dual 58X/4X measurement ensures extremely accurate timing for the life of the engine. Moreover, it provides an effective backup system in the event one sensor fails.
- Additional Features:
- Electronic Power Steering: all Gen V engines have Electronic Power Steering and do not incorporate a conventional, hydraulic power steering system in its accessory-drive system. This enhances both performance and fuel efficiency.
- Air Induction Humidity Sensor: this new feature ensures optimal combustion efficiency, regardless of the surrounding air’s humidity.
- Coil-on-Plug Ignition: the Gen V’s individual coil-near-plug ignition features advanced coils that are compact and mounted on the rocker covers, although they are positioned differently than on Gen IV engine. An individual coil for each spark plug delivers maximum voltage and consistent spark density, with no variation between cylinders.
- Iridium-Tip Spark Plugs: the spark plugs have an iridium electrode tip and an iridium core in the conductor, offering higher internal resistance while maintaining optimal spark density over its useful life. The electrode design improves combustion efficiency.
- E92 Engine Controller: operation and performance of the Gen V is overseen by an all-new engine controller.
-->>http://gmauthority.com/blog/gm/chevrolet/camaro/2016-camaro/#tab-5
The 1LE package for the sixth-generation Camaro will be available in late 2016 for both V-6 and V-8 coupes with manual transmissions.
Things are getting even more interesting for the new Camaro with Chevrolet announcing the first performance package on the sixth-generation model. The 1LE package returns for the 2017 model year, but this time it will be available on V-6 and V-8 models. Previously, the 1LE option was exclusive to the V-8. Both vehicles will make their public debuts at the 2016 Chicago Auto Show.
With the 355 horsepower 3.6-liter V6, the 1LE package will be available on 1LT and 2LT coupe models. Helping to raise handling prowess are the FE3 suspension from SSmodels including stiffer dampers, rear cradles mounts, ball-joint rear toe links, thicker antiroll bars, staggered 20-inch forged aluminum wheels wrapped with Goodyear Eagle F1 tires (245/40 R20 front, 275/35 R20 rear) and a mechanical limited-slip differential.
Other performance hardware include front four-piston Brembo brakes, a dual mode exhaust system, the Camaro SS fuel system capable of coping with the higher cornering abilities and a track cooling package with engine oil, differential and transmission coolers. Recaro seats are available as options.
The result with the 1LE equipment on the V-6 is quite impressive according to Camaro chief engineer Al Oppenheiser who says that in development testing, it produces comparable lap times to the outgoing V-8 model.
For the 6.2-liter 455 horsepower V-8, the 1LE package steps things up even more over the V-6 package. In addition to the cooling package and exhaust system, a Magnetic Ride Control suspension, electronic limited-slip differential, 20-inch forged aluminum wheels with meatier Goodyear Eagle F1 Supercar rubber (285/30 ZR20 front, 305/30 ZR20 rear), six-piston Brembo front brakes clamping down on two-piece rotors and rear four-piston Brembos brakes are included. The more supportive Recaro front seats are also standard.
Chevy says the 1LE packages will be available in late 2016 only on coupe models with manual transmissions. Pricing hasn't been announced, but they are claiming that the 1LE models will offer unmatched track capabilities per dollar. For a point of reference, the 1LE option on a 2015 Camaro SS was $3,500.
--->> http://www.cnet.com/roadshow/auto/2017-chevrolet-camaro-1le/
Rainer271
Kraftwagen König
Chevy Camaro 50th Anniversary Edition announced
Chevy Camaro 50th Anniversary Edition
Chevrolet has quietly unveiled the Camaro 50th Anniversary Edition.
Described as the "most epic Camaro" ever created, the special edition features a Nightfall Gray Metallic exterior with a body-color front splitter and unique 20-inch alloy wheels. The model has also been equipped with a revised grille, orange brake calipers, and 50th Anniversary body stripes. The entry-level variant also comes standard with the RS Appearance Package which includes HID headlights, LED taillights, and a trunk-mounted spoiler.
Chevrolet declined to release interior pictures but said the model has black leather seats with suede inserts. Drivers will also find orange contrast stitching, illuminated sill plates, and "distinct 50th Anniversary treatments on instrument panel, seatbacks, and steering wheel."
The special edition will be available as a 2LT or 2SS Coupe or Convertible. The latter variant features a 6.2-liter V8 engine that develops 455 horsepower and 455 pound-feet of torque. The engine is connected to a six-speed manual transmission but customers can order an optional eight-speed automatic gearbox.
The Chevrolet Camaro 50th Anniversary Edition will go on sale this summer and pricing will be announced closer to launch.
Source: Chevrolet / Worldcarfans
Chevy Camaro 50th Anniversary Edition
Chevrolet has quietly unveiled the Camaro 50th Anniversary Edition.
Described as the "most epic Camaro" ever created, the special edition features a Nightfall Gray Metallic exterior with a body-color front splitter and unique 20-inch alloy wheels. The model has also been equipped with a revised grille, orange brake calipers, and 50th Anniversary body stripes. The entry-level variant also comes standard with the RS Appearance Package which includes HID headlights, LED taillights, and a trunk-mounted spoiler.
Chevrolet declined to release interior pictures but said the model has black leather seats with suede inserts. Drivers will also find orange contrast stitching, illuminated sill plates, and "distinct 50th Anniversary treatments on instrument panel, seatbacks, and steering wheel."
The special edition will be available as a 2LT or 2SS Coupe or Convertible. The latter variant features a 6.2-liter V8 engine that develops 455 horsepower and 455 pound-feet of torque. The engine is connected to a six-speed manual transmission but customers can order an optional eight-speed automatic gearbox.
The Chevrolet Camaro 50th Anniversary Edition will go on sale this summer and pricing will be announced closer to launch.
Source: Chevrolet / Worldcarfans
Rainer271
Kraftwagen König
2017 Chevy Camaro ZL1 unveiled with 640 hp
Chevrolet has officially unveiled the 2017 Camaro ZL1.
Designed to "excel at everything," the model has an aggressive appearance as it features a “flow-tie” grille, a larger front splitter, and all-new hood with a heat extractor. The sports car has also been equipped with wider front fenders, aggressive side skirts, and a prominent rear wing. Last but not least, the Camaro ZL1 has unique 20-inch forged aluminum wheels with special Goodyear Eagle F1 Supercar tires that were developed specifically for the model.
Interior changes are fairly limited but designers installed Recaro sport seats, a flat-bottom steering wheel, and a special shifter with suede upholstery. Drivers will also find red contrast stitching and plenty of ZL1 badging.
Power is provided by a supercharged 6.2-liter LT4 V8 engine that produces an estimated 640 horsepower and 640 lb-ft of torque. It can be connected to either a six-speed manual or an all-new 10-speed automatic transmission.
Speaking of performance, the ZL1 comes equipped with a Magnetic Ride suspension, Brembo brakes, and an electronic limited-slip differential. Other highlights include a Performance Traction Management system, a Driver Mode Selector, and a launch control function.
The 2017 Camaro ZL1 will go on sale late this year and pricing will be announced closer to launch.
Source: Worldcarfans
Chevrolet has officially unveiled the 2017 Camaro ZL1.
Designed to "excel at everything," the model has an aggressive appearance as it features a “flow-tie” grille, a larger front splitter, and all-new hood with a heat extractor. The sports car has also been equipped with wider front fenders, aggressive side skirts, and a prominent rear wing. Last but not least, the Camaro ZL1 has unique 20-inch forged aluminum wheels with special Goodyear Eagle F1 Supercar tires that were developed specifically for the model.
Interior changes are fairly limited but designers installed Recaro sport seats, a flat-bottom steering wheel, and a special shifter with suede upholstery. Drivers will also find red contrast stitching and plenty of ZL1 badging.
Power is provided by a supercharged 6.2-liter LT4 V8 engine that produces an estimated 640 horsepower and 640 lb-ft of torque. It can be connected to either a six-speed manual or an all-new 10-speed automatic transmission.
Speaking of performance, the ZL1 comes equipped with a Magnetic Ride suspension, Brembo brakes, and an electronic limited-slip differential. Other highlights include a Performance Traction Management system, a Driver Mode Selector, and a launch control function.
The 2017 Camaro ZL1 will go on sale late this year and pricing will be announced closer to launch.
Source: Worldcarfans
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Chevrolet
Chevrolet is an American automobile division of the manufacturer General
Motors (GM). In North America, Chevrolet produces and sells a wide range
of vehicles, from subcompact automobiles to medium-duty commercial trucks.
Due to the prominence and name recognition of Chevrolet as one of General Motors'
global marques, "Chevrolet" or its affectionate nickname 'Chevy' or is used at
times as a synonym for General Motors or its products, one example being the GM
LS1 engine, commonly known by the name or a variant thereof of its progenitor,
the Chevrolet small-block engine.
Official website: Chevrolet
Official website: Chevrolet
