hyperv6

Word is the car is going to have some 2nd gen to it but it will not be as blatant as the present car. Sorry todays car is a modern interpretation on a 69 no matter how you try to cut it. Todays car was a show car that made it to market and it embraces the past heavily. I would note the changes in the new car as a clue on what to expect. The new car could have a fastback like the 2nd gen but you will not pin it to any one year. The smaller and lighter is part Europe but as Settlmire has stated CAFE is a major issue in the future of the car and a major issue they have to deal with. This segment will have to do some major changes to survive and they have to find ways to give the public what they want while giving the government what they demand. There is little known on the new car but there will be some major changes coming. The car is in deep cover as few know much and those I know who do know are not talking like they used to be able to years ago. In fact at this point we know less on the new car than we knew on the C7 at this point of the development. The 2nd gen was a design they lifted from some of the styling they saw in Italy. Bill Mitchell was intrigued with Italian design back then and was where he wanted to take the car. Low, fast looking and elegant. It was not by chance he had a V12 Ferrari engine installed in the Pontiac based Pegasus show car. It became his driver since they could not show the car in public with a non GM engine. It has been a while since I have read the story on the origin of the 2nd gen but it is a interesting one.

One problem Dew is that so many other will do the same and like some of the limited Mustangs they will be worth more than a stock one but will not be ultra rare unobtainium. too many people today buy these and stash them when in the old days they were used up as race cars etc. How many original ZL1 Camaros have been brought back from the edge of the scrap heap and how many never came back. You guys might want to read over on the Camaro sites as this car is causing a lot of rage on both sides right now. There are many happy people but just as many upset people too. I saw one guy saying they did not do enough and was crying for Carbon fiber doors, hood, trunk lid and titanium exhaust. Imagine what that would add to the price that he already has no clue about. Those things on a Z06 are right at $98,000 with the carbon edition sticker I saw.

I won Henrik Fisker drawing in a Autoweek trivia contest. I wonder if I have to wait for them to make a movie on Henrik before it will be worth anything. Till then I will hang it next to my Automotive Review full page ad for the Tucker I have. It is a very nice drawing on canvas. It may be a good piece of automotive memorabilia to hang on to.

Well as I see it on the web emotions are mixed here. The fact is there are two different Z/28 in the mind of the public. One is the original concept of the first 3 years where a car was built to make it legal to race. Then their is the other car built for many years that was the loaded up performance model for the Camaro line. In general many in the public are embracing the latter and rejecting this car. It will be interesting to see how all this plays out over time. Note too that this car will not be cheap. Anything with lap times faster then the ZR1 is not going to be cheap. Also GM will not want to sell many 7.0 liters so price will also help limit sale in respect of the Café. Yes that is a factor like it or not. [Not my opinion but GM's view]. While this car will make the purist happy the real issue remains with the general Camaro buyer. A lot of this may effect what we see in the next Gen. I am glad they built this car but with the general reaction I suspect GM may have been better keeping the 1LE name or a new option name and replace the SS with the Z/28 name in the publics eye. The truth be told the Z/28 name holds more equity as a model as vs. the original intent of what the original option package was. 3 years vs. how many other years we had a Z built a different image in the minds of many owners over the years. It is hard to undo that. I just hope this controversy does not overshadow a great car. To many will miss out on a great car just because of the name plate. If you have not read many of the out cry check it out. I was surprised so many got so worked up. This may be a good collectors car someday as there will be few of these built. It will be like the original not cheap and few in number. A true limited edition.

The tail lights are a little mid 60's impala with a nod to the 2nd and 3rd gen in the slanted wrap. It gives me hope the Alpha will be more of an original Camaro with just hints of the past. The nose is Very Clean and almost has a hint of Pontiac about it to me with the side cuts. It just looks more aggressive than the usual Camaro nose. It looks as if you put a 77 beak in the center it would have made a nice BIrd.

The interior is not great but it could be worse. They did fix the shifter and wheel which were the worst points. I just wished people would look at the big picture and understand this was mild refresh and that the new car should be here in late 2015 at a 2016. the money and time would be much better used in the new car. As for now it is what it is and the new front and tail fascia along with the very good left over Vette engine with a Z28 package will just have to be enough. At least now I can see they may going less retro with the future model as the new features are less retro dependent. No mistaking them for being Chevy but less dependent on trying to look like a 6768 or 69 Camaro. Time to move on. Time to move on and create new classics.

Why do people compare this to the XTS? They are apples to oranges in the type of car that they are. They have two different missions but yet people want to compare them? The Wagon I suspect is gone at least till they consider going back to Europe. As nice as the last one was they just could not sell them as there are so few around. I only hope they got the interior right on size for this segment. The ATS is just about too small in the rear but it gets a pass by most in the media because they got everything else so right. If it were any smaller it would have gotten Malibu'd.

Unless I was racing the car it would have air. To go air less to be noble is nutz. I would like to see GM do some kind of racing series with these cars or do a new kind of IROC on road race tracks. With the legal issues they would have to depend on mostly Indy, NASCAR and Daytona series for drivers already in Chevys. But that would give some big names. Or get a bunch of retired drivers like Mario, AJ, Gurney, Bell, Stuck etc. It would be fun to see them out the.

I just hope sales are solid enough to let them do this formula even better on a lighter platform. I know they did a good job killing weight with the limitations but just think what they could do from the ground up on a all new Alpha. Mark and company did good sticking to their guns but now they need the sales to back them up. If not they may get over ruled to do this on the next car. So for all those who have called for this kind of car it is time to pony up and support it with your purchase. GM did their part now do yours.

The rear to me shouts mid 60's Impala and that is not necessarily a bad thing.

It will be interesting to see the reaction here. It is geared for the true gear head but will those who want all the bells and whistles cry for more options? Will GM hold to their guns and limit the car to just the gear heads for two years.

The updates are fine as it does what it is intended to do. I suspect this is a sign the 6 gen will be less retro but would still not be mistaken for a Camaro with them moving away from some retro cues. The hood as long as it is functional is fine I just wished it was wider but they may have has limitations. If it is fake lose it. Hood vents as like I have on my Pontiac work in cooling and stability. They also make a hell of a bug deflector if you have never driven a car with one.. As for the interior people just need to stop. With a new car coming in 2 years you are not going to get a whole new interior. It is what it is and it will change in the new Alpha. You are lucky to get this mild refresh to be honest with sales as they are old GM would have just hung on for 2 more years to the old one.

I love the Haldex system but I hope they keep the price in check. Some how I suspect we may see some other engine option here for the GS once it is available. The Regal is in the squeezed middle and once they Lacrosse moves up it will give the Regal more room in 2 years. I just suspect the Lacrosse will make way for a Alpha RWD.

Everyone has their Aztec, thank God GM has gotten past theirs. So they want to sell 250,000 units? Hmm!

Why are we even speaking of the XTS here? The XTS is here for a reason and to do a job that is different from this car. Same for the coming LTS. The CTS is a bonified home run and the only negative I expect is that some will complain that there may not be more room in the back seat or some nit pick like this. The Key here is the weight as they made a slightly larger car and cut weight. Killing weight is something that will add performance in ways a more powerful engine can not and will not do on its own. This bodes well for coming Alpha Products like the Camaro and possible Buick More power adds so much to handling and braking that this car will be shocking in its performance even outside the V series. Now as long as they address the little details like shifters and have the fixed Cue system this car should be the one to have. I just hope they took to heart the little things that held them up just a bit on the ATS. They nearly got that perfect but just lacked a couple small detail. By the complaints from the BMW and Benz crowed I suspect they are concerned. You never heard them critic a Cadillac in so much detail and in mostly subjective areas as in the last day. This car also shows unless Lincoln has something different soon in a platform they will have lost even more ground. I feel they may be left to Buick to thrash out for sales here in America.

The fact is the when released GM did little or nothing on the first DI engines to cover the noise of the pump or injectors. Most of the noise is from the hi pressure pump on the engine and today most are encased in a foam box that muffles the noise. The injectors often buried under a plastic intake that removes most of the noise. GM in 08-09 had TSB's to address the noise issues and some option parts like the covers for the HP pump to remove much of the noise. Keep in mind engines like the 3.6,3.0 and Ecotec were all not designed originally as DI engines do they lacked much of the new things that GM is doing with the new LT engines. I own a 3.6 port injected 08 engine and a 3.0 DI 2012 engine and I can tell you inside there is no perceived issue with noise what so ever on either. Both engines have a growl to them most due to the intake at high RPM. The fact is there is some noise to the HV engine that some like in the Camaro and some hate in a XTS. The noise is subjective and as a whole few in the public have noticed or complained on the inside of the car. Now early on many complained about the ticking noise not understanding the injection system and when informed of the DI system they were ok. Most thought of it as a bad lifter. So the reality most are fine with this system and really have no issues with is from behind the wheel and few have issue outside any longer with the improved isolation of the sound. It is true the system is more expensive and if you play with it and are not careful can give you a painful and dangerous shock. The voltage is much higher in this system and can give you a thumping. The lines are one time use and need replaced if opened up but then how often do you really need to open a fuel system anymore? As far as fuel placement I have seen no issue with it as most new pistons have a spot to help with fuel flow and the fuel is from what GM claims placed where they want it. This is more true on the new LT engines as they did more work on the air and fuel flow on this engine than any other GM has ever done. I expect the other engines will see enhanced improvements with each upgrade. The new Eco has already seen it now. The bottom line the DI system is here to stay as the improvements well out weigh any issues. For better MPG and better emissions it is a must. Also the smaller engines work well with it as they can increase the compression of the engine with out having to go to high test fuels. Also DI loves and helps control many issues with fuel in a Turbo engine. It improves it in performance, emissions and durability as it can provide fuel as needed and has many other benefits as outlined by MFG. The only real unknown at this point is the carbon issue on the intakes and heads. All cars seep a little oil to keep the valve guide alive. In the past the fuels cleaners help keep this in check. Today no cleaners flow but GM claims to have addressed this. In may contacts with many people who own DI GM cars I have only see a few issues with carbon build up and one GM TSB on the subject. GM seems to have better control than VW/Audi did but I still see one with this issue once in a while in a GM engine. I suspect that people who drive and never see much RPM may have the issue more than an engine driven hard. I was told that GM leaves the intake open just a hair and injects some fuel to get a little fuel in on top of the intake valve. But I have not seen this in print and I am not sure if this is what they are doing. I know it can be done but how effective? Until I see how GM is really addressing it I will keep looking for info on this. Note too I have had the cover off both my HV engines and the new 2012 has much more insulation on it to dampen engine noise in general than the 08 Bu. GM looks like they are making an effort to quiet valve train noise as the V covers have sound deadening material on them. As for my DI on my Eco the only hash noise that really sounds bad is when I first start it and there is a door that opens in the intake and it sounds like a vacuum cleaner and makes a horrid noise like something is wrong. It shuts in less than 30 seconds but after that the pump makes a little noises and the injects just a little. In side the intake is heard more than anything and most Turbo owners complain that the turbo is too quiet and the blow off valve is also too quiet since you hear little inside. The HHR is not blessed with much insulation and DI is not an issue in it. Note I did retro fit the cover on the pump and it helps. Until there is something better they will just refine the DI system. I am waiting for the aftermarket to address it more with the new LT engine. Right now there are many companies working on and coming out with kits to eliminate the cylinder deactivation. Lingenfelter and the cam companies are the key players here.

I think many will be shocked at how much was covered buy the Camo in the spy shots. There is a lot more detail on the car than most expect. The standard car will be much more aggressive in styling than expected in standard form. I think unless Lincoln does something different and soon there will only be one American luxury car maker left in Cadillac. I think that GM finally have figured out how to finally take on the world. There will be some things that still need fixed but they will finally be on even ground as the others are far from perfect too. This will be the car that will transform the present Cadillac look from just being different to owning it's own look and style.

You just like to hear yourself talk don't you? Did you really read your statement above? The first two comments are nuts and you are changing things again to fit what you want to say. Here we speak of a TT 3.6 and comparing the two system to it with the same flow. What you state is like saying that Nome is just as warm as Death Valley if they are the same temperature. I am sure they would be but in the real world that is not likely and is the rare acceptation. First off your statement that a larger turbo has more lag at the same air flow is the whole point. But to get the wheel moving even with the added flow from a larger turbo still takes time. It is no different than trying to spin a larger tire wheel combo vs. a smaller tire wheel combo with the same engine. The same engine with the same size with the same conditions has more lag than a smaller turbo. This is the whole point of this exercise here since we are basically speaking of street cars. The whole idea of the 3.6 TT having two turbo's is that they will be better in low speed street driving conditions as they will provide better low end and better performance where a CTS is going to be driven. Sure you can use a turbo and not have any lag like a Drag Car but few people will want to launch their CTS at 7,000 RPM like my customers do a the track. As I also pointed out the failing of a small turbo is air flow as it can become a restriction to the exhaust at higher RPM and the second turbo can be used to also increase more exhaust volume at high speed. I do agree with the impractical part but that is subjective to the application. I know you make it a habit of fooling people with a lot of points but you always leave out enough to make them fit your analysis. This often leads you to making statements that even the lead engineers at the automakers do not agree with. In this case your statements are true to a point but in the reality with all the facts put into the analysis they are not what the Turbo MFG state or claim. Sorry but I will respectfully base my views on what the Automaker and the Turbo companies I work through state and have taught me. I think they may just know more of what they are doing and they need no convoluted explanations to try to get it cross. Like I stated before your argument is not with me all I present is what the MFG state. This is why I posted and recommended the links as they can explain what I was try to state better than I could and more consistent and accurately than you could. Turbonetics and others are much better suited and informed to explain this as are others like Honeywell and others. You may want to go to their sites and brush up. Honeywell has a new system now that is a single feed impeller with two compressors on each side. I would no be surprise to see this system come to the OE market at some point. It allows for better placement and still makes for a very street able charger with less lag. The fact is a lot of money right now is being sent to the development of Turbochargers with the explosion of them in the OE market. We will see more new innovations and more variations soon. Many will be fit to special needs that will crop up with the new engines and the size of engine compartments. The advent of better oils, bearings and now electronics with Di injection have made this all come about. I expect some real innovations are soon to come. We have come a long way from a Buick T Type to today. I

The only spin here is on the turbo. Read the following from Turbonetics one of the largest Turbo suppliers for racing. www.turboneticsinc.com/choose_turbocharger Sorry but they do not agree and I could bring up others like Gale Banks and others that will also not agree. Sorry if I have to choose between you or the Turbo MFG I will have to side with them. If they say a larger turbo has more lag then I suspect they know a little more then you do. As stated there are variables that can offset some of this but in the end it is a compromise. It is simple smaller turbochargers are better for street use and more fun to drive due to the less lag time. Duels help supply. The other reason for a duel set up is more air flow as while a smaller turbo has less lag it also works as a restriction in the system. The duel opens up more flow while still keeping the ability of a small turbo to spool up faster. It is simple physics like a fly wheel and it all comes down to inertia. Sorry but even you and you way of thinking can not over come the simple physics. The fact is most MFGs have abandon one large turbo for the street for 2 on most V6 and V8 applications and in the case of the Veyron they went to 4 smaller turbo chargers vs. one or two larger ones. This is how they keep the air volume up and better low end response. You sure like to post numbers but you always leave out the rest of the story. You may fool some but I am sorry I can go to MFG and show they disagree with you. It is not my opinion it is the facts stated by the people who build these system. There are a lot of variable to a turbo system and compromises. The key like Turbonetics state is to choose wisely. You must chose what best fits your application. If you are racing 1/4 mile or at Bonneville one large turbo is fine as you have ways to spool the turbo up before launch or you have time to get it up to speed. On the street mass and inertia take over and prevents the turbine to spool as fast. Gale Banks Lingenferlter Callaway Honeywell and others all work with smaller and duel systems for better low end and less lag on the street. Most diesels can go single just do to the greater torque.

The real issue with the Vette is this the price has gone up and is quickly leaving a void behind it where many buyers were. It is great to have all these options but one of affordability is getting left behind and this will effect volume. Even the bargin of the Z06 is not what it once was as if you add some of the performance options it is not well into the $90,000 range on the C6 and I am sure it will grow even more with the C7. I would like them to keep the ZR1 and Z06 with the new Stingray and then offer a lower base Corvette like they always have but make it more a'la cart. Make it so the buyer can build it to meet his performance needs and pocket. Now It still not get the Zo6 or ZR1 engines but it would give options of its own to enhance the car while keeping the price in the $50K-60K range.

No SC 3.6. The 3.8 is also gone There are advantages to both induction and in this case where you are looking to increase power in a smaller engine as they will in the future the Turbo tends to be better suited for it on several levels. 1 Turbo engines are demand pressure where the Supercharger is all ways there. and often can take up to 70 HP to drive. Granted the new Eaton units are greatly improved but there are still some issues with weight, efficency and drag. 2 Supercharged engines drive pulleys are set for max boost at specific RPM and will deliver less power at lower RPM when a Turbo is more flexible and can deliver more power at lower levers and under different loads. 3 DI injection, VVT and the new computers have solved many of the issues with past turbo's where it was hard to control them for the needs of the engine. DI thrives on Turbochargers. 4 Superchargers are difficult to mount in many smaller engine compartments and with the new hood clearance laws for crush space. They could go to a mount on the side of an engine but many compartments lack room there too. Turbos are flexible in where they can be mounted. While it can make for more work on piping they can go on, infront, beside , under an engine and some today even mount them near the rear axle. 5 Superchargers still have an advantage with heat as they do not introduce as much heat but they still do add heat to an engine compartment. Few companies are working withy SC anymore Ford is said to be dumping it for turbo's in the Shelby due to space. I have owned several SC engines and they were fine and reliable. My Series III was even flexible on fuel choice as it could run prem or reg at the cost of around 20 HP. I now own a 2.0 Eco with the GM turbo upgrade and if given a choice between the turbo and the Series II the Turbo engine would be my choice. It is just a much stronger engine and so much more torque with much better MPG. The lag is not an issue and the only problem I have is traction as in a FWD car it is difficult to hook up even at speeds over 35 MPG in the dry. Either system has advantages and disadvantages but both are pretty good system. The fact is today most Auto engineers for reason they have determined the Turbo is better suited to meet the goals of power, MPG, Emission and fitting on many of todays engines. I know many will want to argue one way or the other but the Automakers are going with what works best for their needs and doing a pretty good job with the Turbo today. I know some non engineer here will pop in and disagree with the auto company engineers but it is what it is and those who build the cars have made their best choice.

Well I did some more digging and here is what GM's reply was to the Duel Boost gauges as of 3-14-13. They claim they programed the TFT display with things for future models and they just did not shut it off. The TFT can be and will be used in some new models and they can turn on what they want. They did not go into detail to say if it was the CTS or other models. These models had it on as they were test cars and some of the TFT options were left on. The Stingray is the first to use the TFT system and we will see it used in more cars. This is like a advanced system of what is in my Terrain info center. I know someone who has jail breaked his Terrain and has all sorts of engine and car info at his disposal. He can now read tranny temps, engine oil temps, pressures and many other parameters that are not shown or offered in the stock configuration. This system seems to be similar but has much more it can do for many cars. While the shape of the dash may change I suspect the type of dash we see in the Stingray will be common to many GM cars.

Are they addressing all aspects or are they just addressing pure numbers? Too often people do not address the marketing aspect or the fact GM wants to take these cars globally where customers thinking is much different than it is here. Many places a V8 is not look upon as it is here. Also there at tax factors in play in other counties too. Just as Cadillac needs a Diesel overseas they need to address the gas engine to fit the wants and needs of the customer too. Not really...one of the guys is from Michigan and his view is always that a V8 improves anything. That is the problem as if Cadillac wants to grow and expand they need to take a global view and not just a Midwest view. I think with a good mix of technology engines and the V8 they will remain strong here but also start to draw interest overseas if they can under cut the price of the locals there. If anything comes of the Vette with the two boost gauges that could lead to a interesting engine for the LTS. It would be a case where it would meet the demands of both TT V8? We will have to see what comes of the duel boost gauge Easter egg GM left.

Here is a good general common sense tech article from Turbonetics. It is not so much twin vs single but it addresses large vs. small turbo and how you plan to use it. http://www.turboneticsinc.com/choose_turbocharger While Turbonetics supply most of the top racers today it kind of splits this down and better explains that one turbo or system does not fit all. Addressing the OE market is a challenge into itself.

Are they addressing all aspects or are they just addressing pure numbers? Too often people do not address the marketing aspect or the fact GM wants to take these cars globally where customers thinking is much different than it is here. Many places a V8 is not look upon as it is here. Also there at tax factors in play in other counties too. Just as Cadillac needs a Diesel overseas they need to address the gas engine to fit the wants and needs of the customer too.