Jump to content

Recommended Posts

Posted

I agree on the rear blind spot, hope a back up cmaera is an option?

 

What happened to the twin turbocharged 3.6? it was rumoured to compete with the Ecoboost from Ford.

 

Ford doesn't offer their 3.5L in the Mustang, only the Ecoboost 4 banger, so GM has competing options for all of Ford's engine choices.

  • Like 1
Posted (edited)

I call the Challenger BLOATED also.

Although the Challenger more closely resembles the original car than does the Camaro or the Mustang.

All a matter of personal preference. :thumbs:

 

The current Challenger looks like a classic challenger got stung by a bee and had an allergic reaction. My biggest problem with the challenger is the horrible side profile. Due to being built on the modern charger platform, they had to put the windshield very far forward and it throws off the proportions once you really notice it. They tried to do ALOT of design work to mask it, but once you realize how short the hood is compared to the rest of the car, you can't see it any other way.

 

This is coming from a former Mopar guy that would have killed to get a 70/71 Cuda.

Edited by DanMan_S
Posted

Agreed.

If Ol' Henry Ford was still around, we would all be driving black cars.

 

Damn near bought a 71 Challenger, guy had ragged it out bad & it blew smoke like an old

GE loco.

 

When I hit the lottery.................. :ughdance:

Posted

Agreed.

If Ol' Henry Ford was still around, we would all be driving black cars.

 

Damn near bought a 71 Challenger, guy had ragged it out bad & it blew smoke like an old

GE loco.

 

When I hit the lottery.................. :ughdance:

 

It's funny that with a lot of things I'm picky and also stubborn most of the time, but when it comes down to muscle cars I couldn't have just 1. Seems like as time goes on there's more and more I would want. Maybe I need to stop watching Barrett-Jackson or just watch the Scottsdale one. When it comes to Vettes I prefer the new stuff while the others I prefer classic muscle from the mid 60s to early 70s.

Posted

My son won't let me get rid of mine

 

06afcbd84d5787b4baffd49b190c0640.jpg

 

Only if I could add to the fleet

 

 

Ryan

Posted

 

Ya should be the same platform as the Cadi ATS Coupe. Same as the Impala I believe is the same platform as the Cadi CTS and I'm sure the Malibu is the same platform as the Cadi XTS. I could be wrong though.

The XTS/Lacrosse/Impala may share the super zeta, but not the others. They are huge sedans. CTS and Camaro could. The ATS is much much smaller. I am just saying that this camaro has a lot of cues from the Vette.
Posted

Looks good to me. If I had the loot I'd pick it up and alternate with my sierra.

Posted

Love it! Everything about it... :cheers:

 

But I'm guilty of liking anything that's new... new styling, facelift, full redesign, whatever. I'm also guilty of being all about the latest and greatest. :lol:

 

When the 2014 C7 Corvette was first announced, the haters came out of the woodwork! Not me... loved it from day one! :thumbs: (Same for the '14 Silvy and Sierra... LOTTA Hate out there!) :rolleyes:

  • Like 1
Posted (edited)

I think GM knocked it out of the park with the last one - was a much needed redesign over those gawd awful looking ones from the 90's. I wasn't surprised the Camaro name died after that. I still hate those even today.

 

I hate how manufacurers always feel the need to mess with what works as far as styling goes, but I guess people like that sort of thing. Don't look bad from here, aside from the gaping lower grill that looks odd on that car. I'd have to see the new one in person. With the prices on these things, if I can't tow with it or make money with it, I ain't buyin it, so it's all a moot point I suppose.

When the '10 Camaro came out, I wasn't moved by the pics at all. Thought it looked good, but wasn't anything earth shattering for me. After I saw my buddy's, I said HOLY S*** ! Thing is just friggin beautiful in every way. WAY more impressive in person. I was expecting a car about the size of a '83 Ford Escort, so I was pleasantly surprised to find a somewhat normal sized car with not just a V8 under the hood ... but a decent sized one at that!

 

I'm not a big fan of all this computer crap on everything these days, but that car makes me actually like it a little bit ... especially after all the money he's sunk into the engine, driveline, and tuning. :)

 

Camaro%202%20EDIT_zpsrexfp4go.jpg

 

 


Edited by Jsdirt
Posted

The reason automakers don't keep the same body styles and so on as long as they used to is because people now a days have a lot shorter attention span and get bored easy so that's why automakers have to update stylings so often.

Posted

From the front bumper down, ugly.

From the rear taillights down, ugly.

 

The 2014 was awesome, coming and going. This new offering, not so much.

Posted

What are you referring to as "dual quads"?

 

Two part carry-over, now that's new. The rear end looks higher which won't help the already non-existent visibility out the back. I like the body styling, although I prefer a touring car. If the vents on the hood are functional, headwinds will be a fun drive with the turbo version. Just going on looks alone, I'll give it a 10, although I wouldn't buy one.

 

My son has a 5th Gen and he always loved the dual quads in the rear of my touring car. Now the 6th Gen has dual quads, going to be a hit with the 30 something crowd.

 

The Transformer look: During the production of the first Transformer movie, I was consulted by the producer if filming at my location was a possibility. My location was too important to national security to make it happen, but it was fun to hear the details. True story.

Posted

NPP exhaust

 

Dual exhaust with 4 outlets

 

 

Ryan

Create an account or sign in to comment

You need to be a member in order to leave a comment

Create an account

Sign up for a new account in our community. It's easy!

Register a new account

Sign in

Already have an account? Sign in here.

Sign In Now

  • Latest Articles

  • Posts

    • Can it still be Assembled I?    Stribeck says that we need a certain amount of viscosity under conditions of load and velocity to prevent two surfaces of a know roughness from tearing each other asunder. And we have marketing trying to tell the masses that those two surfaced require less of that commodity due to more exact limits being placed on the same old clearances. We also know that there are limits to how hard something can before it becomes to brittle to be viable and to smooth to 'wet' the surface and that both of those conditions have been known and met since about the Second World War.    That viscosity value shook out at 10 centistokes at 212 F just under a hundred years ago.  Give this a look: [Anton Parr]     What is advertised is the Kinematic viscosity (mm2/s) or that which has been density adjusted but the value we are after is the dynamic viscosity (mPa.s) or true viscosity. You can see that this number is dependent on density thus base stock and temperature. You can also see that an SAE 30 doesn't reach that value in this example. However an SAE 30 that is at the upper end of the SAE 30 range; 12.5 cSt (mm2/s), might. 12.5 * .83 = 10.375 (mm2/s). If you could find an SAE 30 at the upper end these days.   Then there is the complication of viscosity modifiers or VII or VM, whatever you wish to call them. Polymers added to very thin base oils, perhaps 3 to 6 cP oils, that will meet the SAE *W30 spec at 'tested' shear rates and 100 C/212F  target temperature. So a polymer fortified base that is a fraction of the 10 cP requirement Stribeck insist upon.   This could be all well and good if those polymers didn't have two very problematic 'features'. They shear or loose viscosity both 1.) permanently and 2.) temporality. And they do both omitted in the advertised data with the distinct  purpose of deceiving the consumer of the actual operating state of the fluid. I've shown the example of Warren Oils COSTCO 10.91 cSt 5W30 formuation several times where the 100 C HTHS value is 6.9 cP!! That's the temporary shear down and with and SSI or shear stability index of 9.4 cSt. Note the intentional deception in using mixed units?    After a short while that 9.4 cSt oil has a viscosity corrected dynamic value of 7.8 cP. But as the SSI is still within the range of an SAE *W30 whose lower value is 9.3 cSt.    This allows them to continue to call this SAE 16 weight oil a 30 weight, the cake, and still meet the API requirements for fuel efficiency IMPROVEMENT mandated by the EPA. The eating of the cake. By the time you've worn out your motor doing the responsible thing by adhering to the warranty requirements, (the stick), you get deprived of the carrot, wear control. So sad, to bad.   So what can be done? Do I need actually say? [Anton Parr]       Even this must be monitored if the oil is on the low side and the VII an organic or you opt for a 0W40 with an even lighter base oil and more / higher MW VII. (Note the lower density of the 40 weight versus the SAE 30 mono-weight?)    There is another workaround. Temperature. An SAE *W30 run at a bulk temperature of between 180 and 195 F.    Being the belt and suspenders sort I am I do both. Run it cook and run it heavy.    In Part II I'll work the AW package. 
    • So, do I go elbow-deep on this thing or list it for sale and play dumb? Seems to "runs good."   I'm about $1200 away from having: -a rebuilt injector ($300) -a new cat ($250) -a new cat back exhaust (OE style) ($300) -a new AC compressor ($200) -AC refrigerant charge ($150)   In theory, this should rectify the obvious detracting issues from its value and operability. Cold AC with a non-squeaking AC pulley both sounds and feels good. An exhaust that isn't cut/hacked in 17 different places and doesn't vibrate on a crossmember would make it sound and feel less janky. A working cat would help the stink, and will save the earth, but *if and only if* the fuel system is working properly, which would also address the intermittent "rich" CEL.   Heard a good one... CEL for "Rich condition" means you haven't spent enough money on the truck lately, and it's letting you know.   Rebuilding the injector would seem to be the most important part. Replacing the cat would be secondary. I don't think mine is plugged or overly restricted, but it might be a little restricted? I have no good way to tell other than seat of the pants feel. I hate the smell.   The current theory is I have a rich idle problem: A bad fuel pressure regulator, or a leaking injector(s) being the highest probabilities. I already replaced the FPR but that doesn't mean its replacement isn't also bad. It was a new part from Dorman, but the packaging looked like it had been sitting on a shelf for 20 years.   This is the (single) upstream O2 sensor shown at idle. I'm getting a lot of "rich" it seems. Sometimes it stays high like that and doesn't drop down. That makes me think it's processing injector leaks or a partially stuck open injector.     Other times it looks like this. Nice oscillations between rich and lean, which is what I think it should be. Under load and at speed, the oscillations are nice and tight and uniform looking, high and low.     Fuel trims suggest the PCM is compensating pretty hard at idle to pull fuel out. But it's not enough to trip a CEL. Something about slowing to a stop: brake vaccum booster, EGR, or the EVAP purge is delayed, or there's pooled fuel in the intake again that's draining into a cylinder is enough to set the CEL. Of course, in two days of driving, it hasn't set. I was hoping to actually look at the freeze-frame data when it sets. IAT is high because it's idling on an 83 degree day here.  
    • Have considered installing a DC to DC charger in your camper to replace your isolator?  
    • Common failure.  You need to replace the fuel door housing.   The painted cover transfers over to the new housing.  To remove the old one there is 4 spots where you poke the plastic to release it.  
    • No such thing as regenerative braking on a pure ICE vehicle.     Regenerative braking is the re-capture of energy from electric motors and stores it in the battery pack.  So hybrids, PHEV and EVs have regenerative braking.     What you are seeing is the charging system changing modes is all.  Its likely entering charge mode for some sort of reason is all.  All of the charging modes will be listed below.   As for L10 vs D.  L10 turns off automatic grade braking.  L10 puts you in control of grade downshifts where in D it will automatically do it based on brake pedal position and other factors.  Otherwise L10 and D drive exactly the same aside from that one aspect.    Battery Sulfation Mode The BCM will enter this mode when the interpreted Generator output voltage is less than 13.2 V for 45 minutes. When this condition exists the BCM will enter Charge Mode for 2–3 minutes. The BCM will then determine which mode to enter depending on voltage requirements.   Charge Mode The BCM will enter Charge Mode when ever one of the following conditions are met:   Windshield wipers are ON for more than 3 s. Climate Control Voltage Boost Mode Request is true, as sensed by the HVAC control module via serial data. High speed cooling fan, rear defogger, and HVAC high speed blower operation can cause the BCM to enter the Charge Mode. The estimated battery temperature is less than 0°C (32°F). Battery State of Charge is less than 80%. Vehicle speed is greater than 145 km/h (90 mph) A current sensor malfunction exists. System voltage is determined to be below 12.56 V When any one of these conditions is met, the system will set targeted generator output voltage to a charging voltage between 13.9–15.5 V, depending on the battery state of charge and estimated battery temperature.   Fuel Economy Mode The BCM will enter Fuel Economy Mode when the estimated battery temperature is at least 0°C (32°F) but less than or equal to 80°C (176°F), the calculated battery current is less than 15 A and greater than −8 A, and the battery state-of-charge is greater than or equal to 80%. Its targeted generator output voltage is the open circuit voltage of the battery and can be between 12.5–13.1 V. When fuel economy mode is active, the generator is not charging, only maintaining open circuit battery voltage. The BCM will exit this mode and enter Charge Mode when any of the conditions described above are present.   Headlamp Mode The BCM will enter Headlamp Mode when ever the head lamps are ON (high or low beams). Voltage will be regulated between 13.9–14.5 V.   Start Up Mode When the engine is started the BCM sets a targeted generator output voltage of 14.5 V for 30 s.   Tow/Haul Mode (if applicable) Pressing the Tow/Haul Mode button located on the center stack, the vehicle system voltage is raised and the remote (non-vehicle) battery will be charged. Having the headlamps on will raise the system voltage and if the Tow/Haul button is applied it will not serve any purpose. The voltage is regulated between 13.9-14.5 V.      
  • GM-Trucks.com Clubs

  • Popular Contributors

×
×
  • Create New...