Zero to Sixty to change a little…

May 14, 2008

As we, my wife and I, will be going from a 2 Chevy home to a 1 Chevy home the blog will change a bit.  I am gonna keep it on the down low till the paperwork get through…

To go along with the theme of this post, there is a good article for all us gas guzzling truck and SUV owners, over at Yahoo.




Spy shots…

October 11, 2007

2009 Chevy Traverse

Yea…another SUV… *roll eyes*

T1 T2T3

2010 Buick Lacrosse

Might be interesting, has that CTS look to it…




Follow up on G8…

October 3, 2007


Got some prices…

V6 Base $27,595

V8 GT Base $29,995.  Yep a V8 sedan basically imported from Down Under for under 30K!

And with $2,400 bucks separating the two,  we should see more people ponying up to buy the GT.



Halo 3 and Pontiac?

September 24, 2007

Well if you know me, and look at the other blog I run, you know I am a huge gamer.  And one of the games I hold near and dear to my heart is Halo.  I like the story, the characters, the multi-play, I like Halo.  Today is 9/24/2007, the day before Halo 3 comes out, the day before the end of the trilogy.  So poking around online I came across something…odd.

Halo Pontiac G6 GXP 1

G6 2

G6 3

Hmm….well you can win this vehicle…details here.


The Chevy Volt…SHOCKING!

September 17, 2007

Now I am all for a cleaner environment, plant a tree, save the seals, all that stuff.  So when I saw the Chevy Volt, I thought to myself, now that is cool. 

But the more I think about it, would I miss the rumble I get when I step on the gas and the RPMs rise on my 5.3l? Or the smile I get as I drive by that 40 year old guy in a four door 1998 Accord with a Pep Boys wing ,more stickers than a the latest Dora the Explorer sticker book, and a custom cold air intake made from PVC pipe bought at Home Depot, sorry that is another rant I have yet to make.

So for now the Volt is not for me, as cool as it is its not as cool as the next post I have planned….



Duramax 4500…aka a 4.5L

August 29, 2007

What does a small diesel mean for GM?  Well I can see the 1/2 ton getting it, that is a given.  But what about the H3?  Colorado? Canyon?   

This would make it a nice contender in the Mid-size truck market…kinda. 

I had looked at a Coly and I could not justify paying the same for a used mid-sized truck as I could get a full size for…

 Oh well…I love my 5.3l!


 4500 Duramax

Taken from

 Details of GM’s new 4.5L DuraMax diesel V-8

“At the General Motors Powertrain Technology show, ABG learned more about the upcoming 2009 Duramax 4500 diesel V-8. GM made some unusual design choices in order to improve the efficiency and get the engine to fit in the same package size as the traditional small block V-8.

GM started off by choosing a 72 degree bank angle rather than the typical ninety degrees making the engine narrower. Most V-8 engines traditionally have had the intake manifold in the V between the cylinder banks with the exhaust manifolds on the outside of the heads. The new Duramax places the exhaust manifold in the valley along with the turbocharger.

Continue reading about the new Duramax 4500 after the jump.
Placing the exhaust and turbo in the V allows for very short exhaust runs and minimal heat lost from the exhaust gases. That means more of the energy in the hot exhaust can be used to spin the turbo and the response is quick. The intakes are on top of the cylinder heads directly over the intake valves. The outer sides of the cylinder heads are devoid any appendages which allows for easy assembly line installation.

Downstream of the turbocharger comes all the hardware to make the new engine fifty-state legal and Tier 2 Bin 5-compliant. A diesel particulate filter cleans up the soot while excess nitrogen oxides are addressed by a urea injection system. The urea will need to be replenished periodically, but it should last longer than the oil change interval.

Overall, the Duramax 4500 should provide a great, fuel-efficient option for the light duty trucks while improving towing capability. The possibility of installing the new engine in passenger car applications certainly exists thanks to the packaging, but whether it happens will depend in part on how well other new diesels are accepted in the market in the next couple of years. “

Mid-engine Vette?!?!?!

August 23, 2007

A Vette that will have Lamborghini and Ferrari worried?

Well the idea of a mid-engine Corvette is not new and has been sought after by many enthusiasts for a long time.  And GM actually had began with some prototype vehicles in the the late 50’s. 

These were under the name of Chevrolet Experimental Racing Vehicle or CERV.  These went through the 90’s with the CERV I through the CERV IV.


Should be interesting, and so is the story below…



This story is posted with the the website’s permission…

RANTS by Peter M. De Lorenzo

AN AUTOEXTREMIST EXCLUSIVE: The Mid-Engined Corvette is not only back on the front burner – it looks to be a certainty.©2007

Detroit. It was already supposed to be a done deal that the seventh generation of the Corvette would arrive in its current, front-engined, rear-wheel-drive configuration – albeit slightly smaller, lighter and with two engine choices. There was serious talk of an extremely limited production mid-engined “super” Corvette (fewer than 500 units), which would be built as an adjunct program to the traditional car, but that had not been decided. That’s the way we reported it many weeks ago, and that was the assumption by many in the business as to how it was going to go down – until now. But after my conversations late last week with executives at the top of the company (who shall remain nameless for obvious reasons), I can tell you that the “idea” of a mid-engined “C7” Corvette has not only progressed far beyond the initial planning stages, the engineering on the car is well underway.

What brought on this monumental philosophical shift? Read on…

1. Cost.Up until this point, the argument that the Corvette’s fundamental high-performance-for-the-money equation – one that has been a hallmark of the car since Zora Arkus-Duntov took over the program in the mid-50s – would be compromised with a mid-engined car has held sway over every future Corvette product discussion/decision. That’s no longer the case, apparently. The two key stumbling blocks for a mid-engined Corvette that have always put a damper on previous discussions were the sophisticated, complex and highly expensive transaxle required, and the extremely difficult cooling challenges. The transaxle in particular has a heavy cost-per-piece price that cannot be subjected to shortcuts due to the engineering requirements necessary to accommodate the high horsepower output of a proper Corvette.

GM has found a way to solve these issues while still maintaining the Corvette’s fundamental value proposition and while still delivering the kind of high performance expected of a car that wears the famed Corvette name. I have it on impeccable authority that as a result of the intensive engineering push on the C7 in the last five weeks, the new car will have a target base price that’s very close to a loaded Corvette convertible of today, a number that will keep the future mid-engined Corvette well within reach of its core buyers at current volume levels. This would also obviously allow the Corvette to remain true to its raison d’etre – and continue to outperform cars costing thousands upon thousands more.

Judging by the digital images I have seen, the new mid-engined Corvette is sensational looking, which, given GM Design’s roll of late, certainly shouldn’t be a surprise. Futuristic, purposeful and bristling with exquisite “signature” Corvette design elements – with no “blades” and no bullshit gimmicks – the new Corvette is everything the Corvette faithful could hope for. But an interesting sidebar? Judging by the reactions of people I have spoken to who have seen it, the Cadillac XLR variant of the mid-engined car is drop-dead gorgeous too.

2. The Technological Imperative. There has always been a passionate group of True Believers within General Motors, Chevrolet and GM Racing that wanted to push the Corvette envelope further and aggressively present and promote the sports car as a technological showcase for the entire corporation. This group has always believed that GM has squandered the success of the Corvette – not only failing to use the power of the Corvette brand in corporate image advertising but failing to let the car’s significant achievements in racing in recent years speak forcefully on behalf of the corporation in terms of technical ability. This is a belief I share, by the way, because in an era when GM – and the rest of Detroit – is literally and figuratively on the ropes and has become the favorite punching bag of the anti-car, anti-Detroit “intelligentsia” (and I use that term derisively) in the media and in Washington, here is a car that not only humbles cars costing thousands more on the street, it regularly competes and wins against the best that the competition has to offer on racetracks around the world. And its success goes largely unnoticed and unappreciated both within and outside the corporation.

The mid-engined configuration will not only propel the Corvette to the next level in terms of performance – giving cars such as the new Audi A8 and any future Porsche 911 fits, by the way (not to mention making Ferrari and Lamborghini very uncomfortable) – it will finally be able to assume the role as a global technological showcase for the corporation, something that it couldn’t quite accomplish as long as it was hamstrung with its traditional front-engined configuration, even though the current Z06 already humbles some of the world’s most expensive exotic sports cars.

Rick Wagoner got up in front of the media at the L.A. Auto Show last November and touted that GM was going to become a technological leader. But being a technological leader is about much more than producing plug-in electric cars – it’s about demonstrating passion for the product and in your products – and the willingness to put your technological stake in the ground on all fronts. A mid-engined Corvette will help deliver Wagoner’s positioning in spades.

3. The Competitive Imperative.Right now, GM’s Corvette Racing program exists for one simple reason: to win the premier GT1 class in the 24 Hours of Le Mans – the world’s greatest sports car race – every year. Everything else Corvette Racing does revolves around that single quest, which is why they find themselves running without competition in the American Le Mans Series this year. The ALMS’ connection to the world’s most prestigious sports car race requires that Corvette Racing wins over here in the GT1 class first, even though no worthy competitor (other than the occasional Prodrive Aston Martin effort) runs consistently against the Corvette in the series, which makes for some less-than-ideal “We beat ourselves – again” headlines.

But a mid-engined production Corvette changes everything.

Remember the first scenario that I mentioned? That the next-generation Corvette would be in its current front-engined configuration with the possibility of a ultra-limited-production mid-engined “super” variant? The decision to go with a mid-engined configuration for the Corvette alters the landscape significantly. First of all, it eliminates the expense of developing (and paying for) two separate cars, which was something that the GM brass was not jumping up and down with joy about, understandably.

Secondly, it allows GM and Corvette Racing to do something that is long, long overdue, and that is to become the second American automobile manufacturer to go for the overall victory at the 24 Hours of Le Mans – something that hasn’t been achieved since the glory days of Ford’s four-year winning onslaught in the 60s – some 40 years ago.

As you read this, GM’s senior brain trust is contemplating every facet of this mid-engined scenario down to the last detail for the seventh-generation Corvette. The facts of the matter are hard to deny: The technical issues are on the way to being solved, the classic Corvette high-performance value proposition would remain intact, and GM’s drive to establish itself as a global technological leader would be enhanced and embellished, especially with a mid-engined Corvette Racing prototype going for the overall victory at Le Mans.

I strongly believe that Corvette’s True Believers out there – some of whom have been wishing and hoping for a mid-engined Corvette since the early 70s – are finally going to have their prayers answered – and very, very soon.

The word from inside sources intimately familiar with the next-generation Corvette is that a final “go” decision for the mid-engined C7 will be made by the first week in September, and given everything I’ve learned and everything I’ve pieced together on the timing, I’ll bet the farm right now that the next-generation mid-engined Corvette will make its debut – on the street and at Le Mans – in 2010.

Thanks for listening, see you next Wednesday.