Northstar

Hmm, very interesting indeed. Maybe when the GMT355s get their MCEs they'll get a V6.

I'm pretty sure it's the one in the CTS.

I agree it's pretty sweet. All it really needs are some different wheels to set the GXP apart (or at least more different). The guages are sweet and the duals kick ass.

High res pics are on the way.

Here it is: http://www.cheersandgears.com/forums/index...?showtopic=4430 And the engine info: http://www.cheersandgears.com/forums/index...?showtopic=4431

Well, 2006 is on its way and coming with it is a debut from Pontiac. At 12:01 AM EST tonight (yes, just an hour and a half away!) C&G will have you covered with information and pictures of the Pontiac vehicle making its debut.

Definetly a good read, thanks bobo. And I got an honorable mention! :D

Probably somewhere between agressive and normal. I drive probably about 10 over on most roads, but I don't weave through traffic or anything like that. Even when I'm not in a rush I still drive fast because anything under 40 seems really slow to me since I'm used to going about 45 in a 35. I get mad at people when they do boneheaded stuff, but other than that I don't really get mad except when people drive either under the speed limit for no reason or I'm in a hurry.

For release: Jan 1, 2006, 12:01 a.m. EST PONTIAC , Mich. — General Motors introduces the Ecotec 2.0-liter Turbo engine in the 2007 Pontiac Solstice GXP, making it GM's first direct injection offering in North America . Gasoline direct injection technology helps the Ecotec engine produce more power while maintaining the lower fuel consumption of a small displacement port-injected engine. It produces 260 horsepower (194 kW) and 260 lb.-ft. of torque (353 Nm),* making it GM's highest specific output engine ever, at 2.1 horsepower per cubic inch of displacement (130 hp / 97 kW per liter), and the most powerful production engine in the Ecotec family. Variable valve timing and an intercooled, twin-scroll turbocharging system are used to optimize the Ecotec 2.0-liter Turbo engine's performance. It was developed with the global resources of GM Powertrain in the United States and Europe , drawing on expertise from the naturally aspirated Ecotec 2.2-liter direct injection engine used in some European applications and the 2.0-liter turbocharged engines already in production. With direct injection, fuel is delivered directly to the combustion chamber to create a more complete burn of the air/fuel mixture. Less fuel is required to produce the equivalent horsepower, especially at normal cruising speeds, of a conventional port-injection combustion system. "Direct injection technology works well with turbocharging and helps deliver a great balance of power and economy," said Ed Groff, assistant chief engineer, Ecotec 2.0-liter Turbo engine. "The Ecotec 2.0-liter Turbo produces the power expected of a V-6, but in a smaller, more efficient package — and the driving response is simply terrific." A dual-scroll turbocharger with a lightweight turbine provides nearly instant power and an air-to-air intercooling system bolsters the turbo's performance by reducing inlet temperatures. Dual cam phasing complements the turbocharging system by optimizing valve timing at lower rpm for best turbo response and quick engine torque build-up time. The Ecotec 2.0-liter Turbo uses a stronger, "Gen II" Ecotec engine block, which was developed with input from racing experience to support increased horsepower and torque. The cylinder block bulkheads — the areas where the main bearing caps are attached — and the bore walls are enlarged for strength. Other areas of the engine were enhanced to reinforce the structure and the water jacket is deeper for added cooling capacity and improved cylinder bore roundness. This architecture is shared with the 2.4-liter Ecotec engine that debuted in the Pontiac Solstice roadster. Highlights of the Ecotec 2.0-liter Turbo engine include: •Steel crankshaft •Forged connecting rods •Forged oil-galley pistons •Jet-spray piston cooling •9.2:1 compression ratio •Aluminum cylinder head with sodium-filled exhaust valves •High-pressure engine-driven fuel pump •Variable pressure fuel rail •Dual-scroll turbocharger Components including the steel crankshaft, forged connecting rods and forged pistons are high-strength items that provide strength and enhance durability. Jet-spray oil cooling directed toward an oil-galley piston help reduce piston temperatures. The system delivers pressurized oil to continuously lubricate and cool the pistons, which reduces friction and noise and ensures durability for the engine's higher power levels. To enhance combustion, the piston tops feature a dish shape that deflects injected fuel toward the spark plugs. To accommodate the direct injection system, the Ecotec 2.0-liter Turbo has a unique cylinder head and intake manifold. The cylinder head incorporates mounting locations for the fuel injectors — which are typically mounted in the intake ports or intake manifold on port injection engines. A high-pressure fuel pump delivers fuel to a variable-pressure fuel rail. Fuel enters the combustion chamber through precision multi-hole fuel injectors. The fuel pump, fuel rail pressure, fuel injection timing, and injection duration are controlled by the engine control module. In this way, fuel is metered and delivered in a finely atomized spray. Apart from the mounting positions of the fuel injectors, the cylinder head has conventional port and combustion chamber designs, although both are optimized for direct injection and high boost pressures. The sodium-filled exhaust valves and stainless steel exhaust manifold are durable components designed to stand up to the high-performance capability of the engine. The unique cylinder head, fuel system, pistons, intake manifold, and the dual-scroll turbocharger are the only major components that differentiate the 2.0-liter Turbo from other members of the Ecotec engine family. Mobil 1 synthetic engine oil is installed at the factory. Synthetic oil was selected for its friction-reducing capabilities and high-temperature performance. How direct injection works Gasoline direct injection differs from the fuel delivery process of a conventional engine by delivering fuel directly into the combustion chamber, where it is mixed with air drawn in to the chamber. The combustion process of conventional fuel injected engines uses air and fuel that are mixed in the intake port or intake manifold prior to being introduced into the combustion chamber. Direct injection is a continuation of the evolutionary process of moving the fuel introduction point closer to the combustion location to improve control. With the Ecotec 2.0-liter Turbo, fuel is introduced directly to the combustion chamber during the intake stroke. As the piston approaches top-dead center, the mixture is ignited by the spark plug, giving the name spark ignition direct injection (SIDI). The fuel injectors are located beneath the intake ports. SIDI allows the mixture to be "leaner" — less fuel, more air — at full power. SIDI also permits a slightly higher compression ratio than if the fuel were delivered with conventional fuel injection. The result is better fuel consumption at part and full throttle. The engine uses conventional spark plugs similar to other Ecotec engines. A high-pressure, returnless fuel system is employed. It features a high-strength stainless steel fuel line that feeds a variable-pressure fuel rail. Direct injection requires higher fuel pressure than conventional fuel injected engines and an engine-driven high-pressure fuel pump is used to supply up to 1,276 psi (150 bar) of pressure. The system regulates lower fuel pressure at idle — approximately 752 psi (50 bar) and higher pressure at wide-open throttle. The cam-driven high-pressure pumps works in conjunction with a conventional fuel tank-mounted supply pump. Direct injection's precise fuel delivery enables more complete combustion to help reduce emissions, particularly on cold starts — the time when most engine emissions are typically created. Also, direct injection permits higher a compression ratio in the engine which is a positive influence on fuel economy. At certain power levels, the boosted SIDI engine can provide significant fuel economy benefits to the vehicle compared to a larger displacement naturally aspirated engine. Turbocharging system A unique, dual-scroll turbocharger is partnered with an air-to-air intercooling system to provide up to approximately 20 psi (1.25 bar) of power-enhancing boost. The dual-scroll turbocharger delivers nearly instant response, as dual exhaust passages from the engine to the turbine housing guide exhaust gas to the turbine. This reduces lag time, or spool-up, at low rpm. "There is virtually no lag with this system," said Groff. "Throttle response is immediate. The engine acts like a larger displacement engine." The turbocharger is matched to the engine's displacement and performance objectives. It is supported by the air-to-air intercooling system, which uses fresh air drawn through a heat exchanger to reduce the temperature of the warmer compressed air forced through the intake system by the turbocharger. Inlet temperature is reduced by approximately 212 degrees (100 degrees C), enhancing performance because cooler air is denser and promotes optimal combustion. Dual cam phasing The camshafts of the Ecotec 2.0-liter Turbo engine have phasers that support the continuously variable intake and exhaust valve timing. They also have cam position sensors, so that the engine control module can accurately control valve timing. The crankshaft and camshaft position sensors are digital. A new engine controller, specific to the engine, is used to sense and control the engine's performance parameters. Variable intake and exhaust timing works synergistically with both the gasoline direct injection and turbocharging systems. The variable engine timing enabled by cam phasing allows the combustion process to be optimized. Also, valve "overlap" at low rpm can be adjusted by the controller to increase the response of the turbocharger, providing a more immediate feeling of power. Ecotec family traits The Ecotec 2.0-liter Turbo is built on a global platform that was designed at the outset for a range of performance and combustion capabilities. The Gen II block supports the high-performance demands of the engine, but it is merely a strengthened version of the original Ecotec architecture. The oil pump, for example, is the same as used in all other Ecotec engines. It was originally designed to support high-performance applications of future engines. "The 2.0-liter Turbo is the pinnacle of Ecotec performance to date, with additional growth planned. The groundwork for its capabilities was layed on the drawing table at the very beginning of the Ecotec's development,' said Groff. "Prior work and a far-thinking engine design continue to help GM respond to market demands around the globe more quickly and with greater accuracy." This new Ecotec family member also has traits that have helped forge a reputation for durability and sophistication: •Dual overhead camshafts (DOHC) and four valves per cylinder •Twin counter-rotating balance shafts for operational smoothness •Electronic throttle control •Low-friction, roller-finger follower valvetrain with hydraulic lash adjusters •Low-maintenance chain-drive for the camshafts •58X crankshaft positioning •Direct-mount accessories, which reduce or eliminate traditional sources of noise and vibration •Full-circle transmission mount to reduce noise and vibration •GM Oil Life System, which can reduce the frequency for oil changes •Innovative cast-in oil filter housing, which eliminates the need to crawl under the vehicle to perform oil changes and eliminates throwaway oil filter cans that retain used oil As with other engines in the Ecotec family, the 2.0-liter Turbo engine also has premium features designed to ensure smooth and quiet operation, including a polymer coating and skirt design for the pistons that reduces noise during cold starts. An automatic hydraulic tensioner also is used to maintain optimal tension on the timing chain, which reduces noise and vibration. *SAE certification pending. A new voluntary power and torque certification procedure developed by the SAE Engine Test Code committee was approved March 31, 2005. This procedure (J2723) ensures fair, accurate ratings for horsepower and torque by allowing manufacturers to certify their engines through third-party witness testing. GM was the first auto manufacturer to begin using the procedure and expects to use it for all newly rated engines in the future. 2006 Los Angeles Auto Show: Solstice GXP Engine In-Depth from MPH-Online

For release: Jan 1, 2006, 12:01 a.m. EST PONTIAC REVEALS SOLSTICE GXP PERFORMANCE VARIANT AT 2006 LA AUTO SHOW LOS ANGELES – From its 2002 auto show introduction to an early-order program that sold 1,000 cars in 41 minutes, the Pontiac Solstice has always invoked a passionate response from customers. Now, Pontiac is taking the vehicle’s combination of sensuous styling and driving exhilaration to a new level with the announcement of the turbocharged 2007 Solstice GXP. “Creating a GXP performance edition of the Solstice is a natural extension of the capabilities of this car,” said John Larson, Pontiac general manager. “On its own, the base Solstice offers all of the qualities one would expect from a classic roadster – style, crisp handling, and spirited performance. The Solstice GXP takes that pure roadster DNA and pushes it to a new level, with a 47 percent boost in horsepower and other enhancements for a more thrilling driving experience.” The heart of the Solstice GXP is the Ecotec 2.0-liter turbo engine, GM’s first direct injection offering in North America . It produces 260 horsepower (194 kw) and 260 lb.-ft. of torque (353 Nm),* making it GM’s highest specific output engine ever, at 2.1 horsepower per cubic inch of displacement (130 hp / 97 kw per liter), and the most powerful production engine in the Ecotec family. A dual-scroll turbocharger with a lightweight turbine provides nearly instant power, and an air-to-air intercooling system boosts the turbo’s performance by reducing inlet temperatures. Dual cam phasing complements the turbocharging system by optimizing valve timing at lower rpm for best turbo response and quick access to engine torque. Direct injection technology helps the Ecotec engine produce more power while maintaining the lower fuel consumption of a small displacement port-injected engine. With direct injection, fuel is delivered directly to the combustion chamber to create a more complete burn of the air/fuel mixture. Less fuel is required to produce the equivalent horsepower, especially at normal cruising speeds, of a conventional port-injection combustion system. The GXP’s high-performance Ecotec turbo engine is connected to a standard five-speed manual gearbox, or an optional five-speed automatic transmission. Either transmission can propel the car from zero-to 60 mph in under 5.5 seconds. As with other members of GXP family, the Solstice GXP provides a number of standard features not available on the base model, including: •Unique front and rear fascias •High polish, dual-outlet exhaust •StabiliTrak vehicle stability enhancement system •3.73 rear axle ratio •Interior refinements including unique GXP gauge cluster and Cobalt Red seat stitching The GXP also comes standard with a number of features available as options on the base model, including: •Sport suspension system •Four-wheel disc brakes with anti-lock •Limited-slip rear differential •Power window/locks/mirrors and remote keyless entry •Leather-wrapped steering wheel with accessory controls and cruise control •Driver information center •18-inch polished aluminum wheels Additional options include a rear deck spoiler, leather seating, sport metallic pedals, chrome wheels, enhanced audio options, including XM Satellite Radio, and OnStar. The 2007 Solstice GXP will be available in fall 2006. Pricing has not yet been established. 2006 Los Angeles Auto Show: Pontiac Solstice GXP from MPH-Online

I just picked it up tonight with some of my Best Buy giftcard money I got for Christmas. I haven't played it yet but it should be fun tomorrow.

Ha, that was back when NOS was NOSFerrari. I was thinking about the Cheers and Jeers thread a few days ago and was hoping bobo had one planned for 2005 as well, I look forward to reading it.

Yeah, it's Underground. I don't know why I thought it was Unleashed. I may have to go pick it up tonight when I take back some stuff to Best Buy that I got and don't want.

How does it compare NFS Unleashed (I think that's what I have)?

It's been pretty much confirmed by evok in another thread regarding this that Edmunds is wrong on the engines.

I saw two CXS's at the dealer yesterday, a white one and a Sharkskin one. The special white paint really shows off the lines well and the Sharkskin looks great as well. I've yet to see a black CXS, but so far white is my favorite color for the Lucerne. I just wish that the Lucerne's interior was a little closer to the DTS's. They don't have many differences, but the differences do make a noticeable difference nonetheless.

I don't think a 425hp Charger SRT8 weighing in at a plump 4100lbs would cream a Camaro SS weighing 3600lbs even if it only had 400hp. Case in point: a nearly 3800lb GTO will beat a Charger SRT8 every time. As for the commercial, I think the theme is good, but I like the idea of just having the Camaro part.

Other than the GP-esque taillights, I don't see much GM in the Accord.

Thanks for confirming some people's doubts, evok. Do you know if we will know anything about the UV8 when the Enclave and other Lambdas debut, or will we have to wait a while to find out about it? I think it's actually good that the V8 won't be there at launch because that will avoid any sort of overload of V8s like the SRX had when it debuted and no one wanted to spend the extra money for the V8.

I'd much rather see an El Camino on a streched Kappa. I think that the only thing that makes a streched Kappa too expensive is engineering the rear seat into it, so I think it wouldn't cost much of anything to just lengthen it. Plus, we know Kappa can house a V8, and it'd handle on rails.

The 2008 Malibu should be a real car from Chevy, assuming GM doesn't mess it up since according to the media it's amazing.

WTF? This better be bad info on Edmunds' part, and not GM cheaping out again on new products. I thought the Lambdas were getting the 3.6L HF V6 and 4.7L UV8?

I would expect it to be probably $4-5k more than the Solstice GXP because the SKY is basically a fully loaded Solstice to begin with, I think there are only a couple of options (Onstar and 6-disc CD are options, I don't know what else is). A loaded GXP and loaded Red Line probably wouldn't be that far apart in price though.

Wow, so I wonder if you'll be able to get a base Solstice GXP for $23,995 or whether they'll add some standard equipment. My guess is that they'll add some equipment, but I wouldn't be surprised to see it start right at $25k if Autoweek claims it will only add $4-5k.

Wow, that's very nice. I don't think I'd get a silver SKY because you loose some of the nice chrome details, especially the little slots on the hood.