Car News

Hyundai today introduced another exciting model, its all-new 2011 Elantra at the Los Angeles Auto Show. This marks the world debut of the latest version of the popular compact sedan. The 2011 Hyundai Elantra encompasses Hyundai's latest ambitions including "Fluidic Sculpture" design, advanced safety and fuel efficiency. In the very competitive compact car segment the Elantra continues to be on a fast four year lifecycle.



HIGHLIGHTS FOR 2011 ELANTRA



* All-new fifth generation Hyundai Elantra compact sedan



* "Fluidic Sculpture" design



* Launches with new 1.8-liter "Nu" engine and in-house six-speed automatic transmission



* 40 mpg highway on all models with A/T or M/T



* Best-in-class standard fuel economy



* Improved fuel efficiency by up to 18 percent over its predecessor



* More fuel efficient than Honda Civic and Toyota Corolla



* Production began at Hyundai Motor Manufacturing Alabama in November with shipments to dealers before year-end



* "Class-above" mid-size car interior volume



* Standard VSM, ESC, TCS, ABS with Brake Assist and EBD



* Touch-screen navigation with rearview camera and iPod®/USB inputs



* Bluetooth® hands-free phone system with voice recognition



* Segment first: Heated rear seats





2011 Hyundai Elantra is the fourth vehicle in Hyundai's 24/7 version 2.0 product initiative (seven new models in the next 24 months), following on the heels of the all-new Tucson, Sonata and Equus.



The 2011 Elantra represents a modern approach to the traditional compact sedan segment, using emotional design and luxury features offered with Hyundai's strong value proposition. The Hyundai Elantra poses some intriguing questions:



* Why can't a compact car have modern, sleek, sophisticated style?



* Why pay luxury car prices to get advanced safety features?



* • Why buy a mid-size sedan when you can get exceptional room in a compact car?



* Why can't a compact car get subcompact car fuel economy?





HYUNDAI "FLUIDIC SCULPTURE" DESIGN



2011 Elantra exemplifies Hyundai's emotional "Fluidic Sculpture" design principles. "Fluidic Sculpture" considers the interplay of wind with rigid surfaces to create the illusion of constant motion. Elantra is an evolution of the design qualities found in Sonata.



Successful sedans in the U.S. market all have a distinct silhouette and Day Light Opening (DLO - a designer's term for the side glass) and Elantra is no different. Along Elantra's sides are Sonata's flowing lines, with the addition of a strong undercut feature line starting at the front door. These lines, along with muscular wheel arches and a sleek roofline, create a memorable and spacious package. Flowing lines also lead to an aerodynamic body. The drag coefficient for the Elantra is an exceptionally low 0.28 that compares favorably to the Chevrolet Volt (0.29).



Hyundai's signature hexagonal front grille and detailed swept-back headlights give Elantra a compact athletic face. The assertive stance is complimented by 15-, 16- or 17-inch alloy wheels and athletic proportions. Available fog lights and side repeater mirrors complete the distinct design. Elantra was designed at Hyundai's North American Design Center in Irvine, Calif.





40 MPG - AN 18 PERCENT IMPROVEMENT IN FUEL ECONOMY



2011 Elantra's fuel economy is 29 mpg city and 40 mpg highway, with the six-speed automatic transmission or manual transmission. These figures give Elantra a highway-only driving range of up to 500 miles.



40 MPG POWERTRAIN



Under the hood, the Elantra is powered by an all-new 1.8-liter Nu four-cylinder engine with 148 horsepower and 131 lb-ft of torque (145 horsepower and 130 lb-ft of torque for Elantra PZEV). The Nu engine was developed to replace the 2.0-liter Beta engine from the previous generation Elantra. The Nu is smaller in size, weighs 74 pounds less and helps achieve an 18-percent improvement in highway fuel economy, when compared with its predecessor. Thanks to advanced clean engine technology, most Elantras sold in California, Oregon and several Northeast states are certified as Partial Zero Emission Vehicles (PZEV) by the EPA. The PZEV Elantra is as clean as many hybrid electric vehicles. The PZEV Elantra helps Hyundai meet its environmental commitments. Outside of these "green" states, the 2011 Hyundai Elantra is available as an Ultra Low Emission Vehicle (ULEV).



Key Engine Components



* Aluminum block and head



* Dual Continuously Variable Valve Timing (D-CVVT)



* Variable Induction System (VIS)



* Roller swing arm and Hydraulic Lash Adjusters (HLA)



* Electronic throttle control



* Offset crankshaft



The Nu engine features an aluminum block with a cast iron cylinder liner, cylinder head and crank. This unique configuration results in a block that is 30 percent lighter than an iron block, shedding more than 74 pounds off the entire engine weight, while still providing comparable strength.



The 1.8-liter Nu also offers Dual Continuously Variable Valve Timing (D-CVVT) camshafts and hydraulic engine mounts for optimum power, efficiency and refinement. Using D-CVVT on both camshafts has several advantages when compared with using it just on the intake camshaft. They include a two percent improvement in performance (increased volumetric efficiency), two percent improvement in fuel economy (reduced pumping loss) and a 30 percent reduction in hydrocarbon emissions. In the valvetrain, roller swing arms and hydraulic lash adjusters reduce valve driven friction to improve fuel economy one percent compared with direct valve driving. The Nu engine also features a maintenance-free silent timing chain system to enhance durability and improve Noise Vibration and Harshness (NVH).



The application of a plastic two-stage Variable Intake System (VIS), enables switching between long and short intake manifolds, resulting in an across-the-board performance increase. These result in a four percent improvement in performance, a 15 percent reduction in cost and 30 percent reduction in weight, when compared with aluminum.



Another tool Hyundai engineers have incorporated into the next generation Elantra is an electronic throttle control. The electronic throttle control replaces the conventional cable and mechanical linkage found in the previous generation Elantra with fast responding electronics. This system accurately controls air intake and engine torque, improving drivability, response and fuel economy.



Hyundai's first application of double-pipe plumbing (internal heat exchanger) is found in Elantra. Double-pipe plumbing improves cabin cooling performance, while minimizing the capacity of the compressor, which further reduces fuel consumption. An external controlled variable compressor is also used to improve fuel efficiency versus an internal variable compressor.



The Nu four-cylinder engine also has an offset crankshaft design that reduces friction between the piston and cylinder wall for a one percent improvement in fuel economy.



SIX-SPEED TRANSMISSIONS



The 2011 Elantra can be equipped with a six-speed manual (M6CF3-1) or automatic (A6GF1) transaxle with SHIFTRONIC manual control. The 2011 Elantra is the first small car in the Hyundai lineup to receive a six-speed automatic. Hyundai now has its own six-speed automatic transmissions in its small, medium and large FWD cars. Hyundai is also only one of four global car manufacturers building their own unique six-speed automatic transmissions.



The all-new six-speed automatic is 11 pounds lighter than Hyundai's global five-speed and 17 pounds lighter than the five-speed automatic found in Honda Civic. It is considerably simpler, having 62 fewer parts, which is a key to increased durability, lighter weight and lower cost. It also features a super flat torque converter that shortens the unit's overall length by 0.43 inches, while being 2.6 pounds lighter.



This transmission mated to the 1.8-liter Nu engine helps Elantra deliver improved fuel efficiency - 11 percent more than its closest competitors and a four percent gain in fuel economy.



The 2011 Elantra's six-speed manual transmission is also all-new and provides crisp shifts and further optimizes engine performance. These crisp shifts are courtesy of triple-cone synchronizers for first and second gears, double-cone for third gear and single-cone for fourth, fifth and sixth gears.



OVERALL DIMENSIONS



The all-new Elantra rides on a 106.3-inch wheelbase, just two-inches longer than the previous generation. Its overall length has increased by 0.9 inches to 178.3 inches, with the 69.9-inch width remaining the same. The height has been lowered by 1.8 inches to 56.5 inches, without affecting headroom. Consequently, Elantra maintains its "class above" status when it comes to interior room, in comparison to Honda Civic and Toyota Corolla. In fact, the Elantra is so roomy the U.S. Environmental Protection Agency (EPA) classifies it as a mid-size car, not a compact car like Civic and Corolla.



2011 Elantra's total interior volume of 110.4 cubic feet beats the 2011 Honda Civic sedan, 2011 Nissan Sentra, 2011 Chevrolet Cruze, 2011 Ford Focus and 2011 Toyota Corolla. Surprisingly, it even surpasses the Acura TSX (107.1 cu. ft.), Nissan Maxima (110.0 cu. ft), and VW Passat CC (109.3 cu. ft.) in total interior volume. Ultimately, the long wheelbase allows for compact car efficiency with mid-size car comfort. An example of this is found in the long seat track, delivering best-in-class front seat legroom. Hyundai Elantra's trunk volume at 14.8 cubic feet also beats Civic and Corolla.



2011 ELANTRA ARCHITECTURE



The all-new Elantra is fitted with a McPherson strut front suspension, with coil springs and gas shock absorbers. The rear suspension is a light weight coupled torsion beam rear suspension for enhanced steering stability and monotube shock absorbers for ride comfort. A 23.0 mm diameter front stabilizer bar helps reduce body roll when cornering.



All Elantras have column-mounted, motor-driven electric power steering that adjusts instantly to changing driving conditions while improving fuel economy over a conventional steering system. A quick-ratio steering rack is used for crisp feel on turn-in. Elantra's turning diameter of 34.8 feet is better than Corolla's at 35.6 feet.

World-class weight efficiency was one of the program targets for the Hyundai Elantra engineering team. In fact, the 2011 Elantra leads all of its competitors in weight efficiency. Hyundai engineers also targeted leadership in power-to-weight ratio. Having these targets paid huge dividends in both performance and fuel economy.



The Elantra's widespread use of high-strength steel provides a 37 percent increase in body stiffness at a lower body weight. High-strength steel allows the suspension to work optimally. At 2,701 pounds, the automatic transmission Elantra GLS is lighter than its competitors, while offering more interior room than Focus, Cruze, Civic and Corolla, with body-bending rigidity 50 percent higher than the Corolla. This weight efficient unibody architecture allows for Elantra to achieve an estimated 40 mpg EPA highway rating, without the need for a special eco model.



MODERN, SOPHISTICATED INTERIOR



Inside the Elantra, customers will find Hyundai's expertise in interior packaging, lighting, leading-edge design and craftsmanship. This approach is visible in the clarity of the instruments and the tilt and telescopic steering wheel. The seats help fuel economy and the environment, being made of lightweight, environmentally friendly foam. Heated seats are available in the front and the rear, a segment first. Not only does Elantra have multiple storage areas, but it delivers useable storage capacity.



The 2011 Elantra GLS has a two-tone interior. Gray and beige are the two GLS interior color choices. The Limited trim adds a monotone black interior. All Elantras have cloth-like pillar trim made of fibrous tissue and volcanic rock for a premium look and feel.



Elantra is available with two audio systems. Standard is a 172-watt AM/FM/Satellite Radio/CD/MP3 audio system with six-speakers and iPod®/USB/auxiliary input jacks. A 360-watt system with external amplifier is optional.



Touch-screen navigation is available on GLS and Limited trims and includes a high-resolution 7.0-inch screen and voice-activation by headliner-mounted microphone. The sound system plays compact discs, accesses digital music files via Bluetooth streaming audio or allows driver and passenger to access their personal listening devices through the iPod/USB/auxiliary inputs. Bluetooth audio wirelessly streams music from select mobile phones to the head unit. The XM Satellite Radio interface is also integrated into the navigation unit and features channel logos, real-time NavTraffic and XM Data services, such as XM NavWeather®, XM Stock Ticker and XM Sports Ticker. The system also integrates a rear-view camera, which cannot be found on the Honda Civic or Mazda 3. Users can even upload personal pictures from a USB rather than a CD to be displayed on the system's home screen.



Elantra owners can also get premium features, such as a proximity key with push button start and immobilizer, power sunroof, one touch driver's window and leather seating surfaces.



This modern, sophisticated interior is also whisper quiet. Engineers worked hard on reducing noise and vibrations inside the cabin.



NVH COMPARISONS



The all-new Elantra is fitted with a McPherson strut front suspension, with coil springs and gas shock absorbers. The rear suspension is a light weight coupled torsion beam rear suspension for enhanced steering stability and monotube shock absorbers for ride comfort. A 23.0 mm diameter front stabilizer bar helps reduce body roll when cornering.



ADVANCED STANDARD SAFETY TECHNOLOGIES: PART OF HYUNDAI'S ASSURANCE COMMITMENT



Elantra was one of the first compact sedans with ESC when it launched in July of 2007. The 2011 Elantra now takes compact car safety to the next level with the introduction of Vehicle Stability Management (VSM). Similar to the one found in the Hyundai Equus, VSM optimally manages ESC (Electronic Stability Control) and the Motor-Driven electric Power Steering (MDPS).



VSM works to control two effects. The first is when a driver accelerates or brakes on a split-mu surface (slippery on one side, dry pavement on the other) and the vehicle wants to pull in one direction. VSM detects this condition and sends a signal to the MDPS to apply steering assist. VSM counters the pull and automatically provides 8 Newton meters of counter steering. VSM reacts the same way during sudden lane changes or fast cornering. ESC is still not standard on the 2011 model year Civic.



Elantra features six airbags-including dual front, front seat-mounted side-impact, and front and rear side curtain airbag.



The Elantra also features a state-of-the-art braking package. The package includes four-wheel disc brakes (Civic, Jetta and Corolla still feature rear drum brakes) and an Anti-Lock Braking System (ABS) including Brake Assist, which provides maximum braking force when a panic stop is detected, and Electronic Brake-force Distribution (EBD), to automatically adjust the braking force to front and rear axles based on vehicle loading conditions. This package delivers shorter braking distances from 60 miles per hour than Civic, Corolla and Mazda 3.



Elantra engineers even looked at something as simple as the parking brake, having introduced Hyundai's first integrated rear parking brake caliper for weight reduction.



In terms of passive safety, the Elantra has strong unibody construction, along with front and rear crumple zones and the rear doors have internal dual beams unlike some of its competitors.



2011 ELANTRA PRICING



The all-new Elantra offers modern design, loads of comfort and convenience features, and is an outstanding weapon against gas prices all with a low starting price of $14,830.

Press Release



An All-new Dynamic for the 2011 Dodge Avenger: A Mid-size Sedan Designed, Engineered for Spirited Performance



October 28, 2010 , Auburn Hills, Mich. -



Dodge today introduced the new Dodge Avenger, totally overhauled for 2011 with an all-new interior, a redesigned exterior and performance attributes that put the "fun" in functional. A new powertrain lineup and completely redesigned and retuned suspension mean drivers will experience Dodge's fun-to-drive dynamics in a front-wheel-drive mid-size sedan.



The Avenger's "fun to drive" quotient rises exponentially for 2011 with a significantly upgraded suspension to give drivers agile, confident, handling performance in all driving situations, whether it's a spirited adventure on twisty roads or an emergency maneuver.



Dodge engineers retuned or redesigned virtually every part of the suspension for 2011, including 26 of 30 suspension bushings. The suspension and the geometry were completely rethought. The track is an inch wider, tire width increased from 215 to 225 millimeters and the vehicle is 12 millimeters lower in the front and 6 millimeters in the rear for a more aggressive stance. Customers will feel more confident when driving the new Avenger because of less body roll, less vehicle shake, improved isolation, better steering precision, response and feel and the increased grip of new premium tires.



A new and improved powertrain lineup also contributes to the 2011 Avenger's driving experience. The vehicles has a standard 2.4-liter World Gas Engine, which has been recalibrated and is now available mated to a new smooth-shifting six-speed transmission for an exceptionally fun and fuel-efficient driving experience. Avenger customers also can opt for the new Pentastar V-6 engine mated to a six-speed automatic transmission that gives customers the best of both worlds – best-in-class 283 horsepower (an increase of 20 percent compared with the engine it replaces) and 260 lb.-ft. of torque (an increase of 12 percent) combined with competitive fuel economy.



New exterior styling features clean, smooth aggressive lines. The new fascia sports the new signature Dodge Brand "split crosshair" grille, while an aggressive lower fascia completes the Dodge look from top to bottom.



The Chrysler Group LLC's Interior Design Studio also worked its magic on the new 2011 Avenger. The all-new instrument panel, bezels, gauge faces and new Dodge steering wheel transform the driver seat into a cockpit-like experience. Upgraded seats incorporate more cushion material and revised spring geometry. Dodge Avenger also features several new two-tone interior color schemes, new leather and cloth seating materials and accent stitching. Owners can select from these schemes to design a vehicle that matches their lifestyle needs.



Designers developed the 2011 Dodge Avenger with new "soft touch" armrests and instrument panels, new, premium interior finishes for touch points that are not only pleasing to the touch but also to the eye. They also redesigned the heating and cooling outlets in the instrument panel to make them more appealing and better functioning. The 2011 Dodge Avenger also offers one of the quietest cabins in the segment with 45 new or upgraded sound-deadening treatments integrated throughout the vehicle.



Clever features include new ambient interior lighting and a new multi-function three-spoke Dodge steering wheel with integrated controls that allows drivers to operate the radio, cruise control, hands-free phone and other vehicle functions while keeping their hands on the wheel. Available cool technology includes voice command functions for hands-free phones, integrated USB port for streaming music, navigation and memo record, an iPod/MP3 jack, Bluetooth streaming music; Gracenote music identification; a hard drive that stores approximately 6,700 songs and remote start.



The standard mid-size sedan segment is the largest vehicle segment in the United States, with more than 1.6 million vehicles sold in 2009. The 2011 Dodge Avenger is uniquely positioned as an alternative for consumers looking for a sedan with more style, personality and performance than the segment is traditionally known for.



The 2011 Dodge Avenger will be built at the Sterling Heights Assembly Plant in Sterling Heights, Mich., and will arrive in dealerships in the fourth quarter this year.

Fiat Freemont, international debut



The next Geneva motor show will host the debut of the new Fiat Freemont, which will go on sale in the second half of 2011.



The Freemont built on the base of the Dodge Journey, is the first Fiat vehicle to come out of the partnership with the Chrysler Group. It will be produced in the Mexican plant of Toluca, where the 500 is produced for the US market.



The very name conjures up a sense of freedom, the pleasure of life in the open air, of adventure and the possibility of facing any situation that arises in daily life with equanimity.



The Fiat Freemont is in fact a 'factotum vehicle' designed to meet the diverse needs of families and those seeking a spacious, comfortable and versatile vehicle to cater for the frenetic pace of everyday life or weekend leisure time.



The vehicle combines flexibility and practicality with its own distinctive and original style. The dimensions (length of 489 cm, width of 188 cm and height of 172 cm) guarantee outstanding interior roominess, aided by the best wheelbase in its category (289 cm).



The Fiat Freemont guarantees maximum roominess, comfort and versatility due to its 7 standard seats with a genuine third row of roomy seats that is easily accessible because the doors open to 90°. The seats of the third row may be folded down with one simple movement to disappear completely below the floor and create a regular load platform. The seats of the second row are fitted higher than those at the front while the third row is raised in relation to the second allowing all occupants maximum visibility.



The second row can also be fitted with the innovative child booster system: booster seats are used to make sure that children on board are sitting correctly, optimising the seatbelt geometry and guaranteeing greater protection, practicality and comfort.



On-board comfort is also assured by a high driving position, new roomy and ergonomic seats, a host of storage compartments, a generous luggage area with two compartments and a flat load platform for an overall capacity of up to 1461 litres.



The vehicle's very individual design includes muscular, decisive lines that are expressed in a front end with brand new bumpers and grille. The rear end has been redesigned with the adoption of a new bumper and LED tail lights.



The all-new passenger compartment features an up-to-date design and soft touch materials. Features include a wrap-around dashboard with chrome elements, a brand-new instrument panel, a strikingly good-looking central console and an innovative infotainment system with a large colour touchscreen.



To simplify the selection and purchase process, only two outfits will be provided that are aimed at different customer types. The equipment level for both outfits is extremely comprehensive and all the main content items comply with the 'Fiat fair price' strategy.



Both outfits will offer 7 seats, triple-zone automatic climate control system, keyless entry system, cruise control, advanced trip computer, tyre pressure monitoring system (TPMS), fog lights and touchscreen radio with colour screen and controls on the steering wheel. The more metropolitan version will include 17" alloys, touchscreen radio with 8.4" screen, SD card and DVD reader, Bluetooth system, rear parking sensors, fold-down door mirrors, automatic headlight activation, darkened rear windows and roof bars.



The Freemont will have front wheel drive with turbo diesel power units (140 HP or 170 HP 2.0 MultiJet) combined with a manual gearbox. Later, the vehicle will also be available in 4x4 versions with 170 HP 2.0 MultiJet and 276 HP 3.6 petrol V6 engines, both with automatic transmissions. With the exception of the powerful 3.6 litre unit from the Chrysler Group Pentastar family and its automatic transmission, all power units are produced and developed by FPT- Fiat PowerTrain.

The vehicle's dynamic performances have also been improved with the aid of Fiat engineering, which has developed and introduced a special suspension and steering configuration for greater accuracy and directness. Driving comfort is further guaranteed by significant improvements to passenger compartment soundproofing.



Safety is top level with 7 airbags, anti-lock braking system (ABS) with Brake Assist, Electronic Stability Program (ESP) with Hill-Holder and electronic roll mitigation (ERM) as standard on all vehicles.

Lumma Design has announced will unveil the BMW X6 CLR X650 at the 2011 Geneva motor show.



The exterior is dominated by the widebody kit which which turns the LUMMA CLR X 650 BMW X6 into an aggressive looking machine, and which includes components like new spoilers, headlight trims, a redesigned bonnet, new side skirts, wider wheel arches, a rear diffuser incorporating the 4-tailpipe exhaust system, and various carbon fiber applications.



As for the interior, this treats passengers with a black and beige upholstery leather/Alacantra fisnish with diamond-shaped stitching, an Alcantara finish for the palstics, a sports steering wheel, carbon trimming, color coordinated instruments and aluminum pedals. We also have to mention that the cabin now uses for sport seats.



Lumma offers a D-Box power kit for diesel engines, which ups the power to 340 hp (250 kW) and 670 Nm of torque for the CLR X 650. The Lumma BMW X6 D-Box kit includes an ECU upgrade and a new four-pipe sports exhaust system.

The 2012 Acura TL sedan debuted at the Chicago auto show on 9 Feb.



The 2012 Acura TL delivers improved performance and upgraded technology to go along with the newly redesigned exterior. Most readily apparent are the visual changes to the front and rear fasciae but there’s also a new Sequential SportShift six-speed automatic transmission for improved performance and reduced fuel consumption, and a revised interior with a host of technology upgrades.



The 2012 Acura TL will be put on sale with a refined 3.5-liter V6 engine, featuring various friction-reduction technologies, while the 3.5-liter and 3.7-liter engines have received a new air inlet system. The 2012 Acura TL will be offered with an output of 280 hp and a front-wheel-drive system and a 305 hp version equipped with the Super Handling All-Wheel Drive (SH-AWD).



The interior gets mild enhancements that are hard to discern. But folks who opt for the Technology Package will get the brand's most advanced navigation unit, which we liked in the new ZDX and refreshed MDX. There's an Advance Package that adds blind spot monitoring and ventilated front seats.



New 17- and 18-inch wheels are featured, along with a new Advance package that bundles ventilated front seats with a new blind-spot information system.

Press Release



ZL1: Chevrolet Camaro Enters The Realm Of Advanced Performance Technology



* LSA 6.2L supercharged engine will produce an estimated 550 horsepower (410 kW) and is matched with a six-speed manual transmission with a dual-disc clutch system



* Packed with performance technologies, highlighted by Magnetic Ride Control, and advanced materials – including a vented carbon fiber hood insert. Extensive aerodynamic development designed for high-performance driving

* Development ongoing, targeting launch at the beginning of 2012





The 2012 Chevrolet Camaro ZL1 debuted today at the Chicago Auto Show. It is the highest-performing Camaro and the most technically advanced car ever developed in its class. The new ZL1 continues the momentum of Camaro, propelling it into an entirely new realm of leading-edge performance technology. It is planned to launch at the beginning of 2012.



Motivated by a supercharged V-8 engine producing an estimated 550 horsepower (410 kW), the Chevrolet Camaro ZL1 will be the fastest Camaro ever offered by Chevrolet. And more than just power, the ZL1 features technologically advanced and highly developed chassis and suspension systems that help it deliver balanced, track-ready handling and braking power to complement its high engine output. Rigorous development of the ZL1 is ongoing, and official estimates of the car’s capabilities will be released later in 2011, as testing nears completion.



“Chevrolet Camaro ZL1 is about high-tech performance and design, and is a type of car no one has ever brought to this segment previously,” said Rick Scheidt, vice president of Chevrolet marketing. “It’s the most technically advanced Camaro ever, so we’ve chosen a name from the most elite and exclusive Camaro in history.”



The ZL1 name is derived from the all-aluminum racing engine of the same name, which was developed in the late 1960s and installed into a handful of regular-production 1969 Camaros. Only 69 were built with the engine, but they’ve achieved mythical status among enthusiasts, as they represented the pinnacle in Camaro performance – until now. The 2012 ZL1 model is designed to be a major leap forward for the Camaro, bringing a new level of performance capability to the segment.



The central goal of the car’s development was creating something new – a Camaro intended to reach optimal lap times on top road-racing circuits and excellent driving dynamics on the street. To achieve that goal, engineers evolved many of the existing Camaro’s systems, as well as incorporated new technologies such as electric power steering and Magnetic Ride Control, the world’s fastest-reacting suspension system.



Chevrolet Camaro ZL1’s design communicates and supports its performance mission. Rather than using decorative elements, ZL1 is visually differentiated from other current Camaro models with elements vital to the car’s elevated capabilities.



“Everything about the ZL1’s design is directly related to its technology and serious performance, especially aerodynamics,” said Ed Welburn, vice president, Global Design. “Our designers’ goal was to execute that function-oriented design with beautifully sculpted forms, creating an imposing, powerful persona. Function becomes the aesthetic. The intent is a car that delivers on the attitude it projects.”



Major elements of the ZL1’s design are a new front fascia and hood with air extractors, designed in tandem to create aerodynamic downforce to aid handling. The car’s hood includes a signature center section constructed of carbon fiber and rendered in satin black finish. New rocker panels, wide tires, 20-inch wheels and exhaust tips portray the car’s handling and power.

The ZL1 badge appears on the grille, hood and the brake calipers, all key areas portraying the technology within.



Tech overview

Supporting the dynamic track and street performance of the ZL1 is the LSA 6.2L supercharged engine, which will produce an estimated 550 horsepower (410kW) and 550 lb.-ft. of torque (677 Nm), with specific features for the Camaro. Built on GM’s legendary all-aluminum, small-block V-8 architecture, the LSA features an intercooled supercharger system, premium heat-resistant aluminum-alloy cylinder heads and other details designed to ensure its exceptional performance is delivered with smoothness and refinement. Components and design elements that contribute to the LSA’s performance include:



* Balanced, lightweight reciprocating assembly

* High-strength hypereutectic pistons

* Sixth-generation Eaton supercharger with four-lobe rotors

* Piston oil squirters.



Because the Chevrolet Camaro ZL1 uses electric power steering, the engine does not incorporate a conventional hydraulic power steering pump on its accessory drive system. This enhances performance, because no engine power is used to turn a steering pump pulley.



Chevrolet Camaro ZL1 is a complete high-performance car, not just a Camaro with more power. Key technical highlights include:



Transmission – The high-performance Tremec TR-6060 six-speed manual is matched with the LSA engine. It is the “MG9” version of the transmission, with a higher torque capacity. It is used with a dual-mass flywheel and twin-disc clutch for easy operation and shift smoothness. A new, shorter-throw shifter actuates the gear changes.



Exhaust – ZL1 is equipped with a dual-mode exhaust system, which alters the sound level and character in response to engine rpm. First used on the legendary Corvette, and specifically tuned for Chevrolet Camaro ZL1, the dual-mode exhaust will give the car a signature sound.



Drivetrain – It is revised with a stronger driveshaft and rear axle system, featuring a larger and stronger cast iron differential housing, stronger axles and heavy-duty limited-slip differential. This patent-pending system is designed to ensure that ZL1’s tremendous power is delivered smoothly to the ground.



Suspension – The suspension features completely revised tuning and the inclusion of segment-exclusive Magnetic Ride Control. ZL1’s Magnetic Ride system will include driver selectable modes (Tour and Sport) tailored for the preferred style of driving. It uses advanced magneto-rheological science to produce shock damping with the highest level of precision, enabling body control optimized for excellent performance in everyday driving as well as track situations. This technology appears on only a small roster of some of the world’s finest performance cars. Other chassis elements are redesigned to support the car’s high-performance limits. Rear stabilizer bars have drop links repositioned outboard of the control arms. This makes the bars more effective in controlling body roll in turns, with crisp response to driver commands.



Brakes and Steering – Chevrolet Camaro ZL1 features an advanced track-capable braking system, developed in conjunction with experts from Brembo. The large 14.6-inch (370 mm) two-piece front rotors have six-piston calipers; the 14.4-inch (365 mm) rear rotors have four-piston calipers. ZL1 marks the entry of a new electric power steering system to Camaro. It is being developed to ensure precise control and feedback to the driver, with greater variability of effort for high-performance driving.



Exterior – ZL1’s signature from the front is the redesigned fascia and aluminum hood with a raised, carbon fiber insert. The fascia includes a front splitter and new vertical fog lamps. The fog lamp area includes air intakes designed for brake cooling. The hood features front-mounted air extractors that direct air precisely over the car. Visually, this center section, in satin black carbon fiber, communicates the car’s high-performance intent as a visual contrast to the car’s exterior color. Functionally, the air extractor is a key in connecting airflow closely to the bodywork, creating aerodynamic downforce. The carbon fiber center section reduces the mass of the hood. High-intensity discharge (HID) headlamps and fog lamps are standard. The rear of the car includes a diffuser and spoiler, also functional elements that enhance the car’s aerodynamics.



Wheels and Tires – New-design, 20-inch forged aluminum wheels, which are lighter than the 20-inch wheels used on the Camaro SS, are used with new Goodyear Supercar F2 ties developed specifically for the ZL1.



Interior – ZL1 is tailored for high-performance driving. The front seats feature microfiber suede inserts. Other enhancements include a redesigned steering wheel, alloy pedals, Head-Up Display with unique performance readouts and the “four-pack” auxiliary gauge system featuring a boost readout.



Production details

All of the Camaro exterior colors will be offered with the ZL1, but black is the only interior color. The unique exterior features are complemented with a black center section on the hood. Inside, the Chevrolet Camaro ZL1 has heated leather seats with microfiber inserts and ZL1 logos embroidered on the front headrests. Microfiber suede is repeated as an accent on the instrument panel, adding a richer look to the interior. The ZL1 will include the same content as the current 2SS package and include the following new or unique features:



* Six-way power driver and passenger seats

* Unique instrument panel and door panel inserts; and ZL1-logo sill plates

* Steering wheel audio controls with Bluetooth capability

* Wireless PDIM and USB-port

* Boston Acoustics premium audio system

* Rear parking assist

* Rear camera system (displayed in the inside rearview mirror).



Engineers have already driven Chevrolet Camaro ZL1 prototypes extensively at demanding road courses in the U.S. and Germany, with final testing being completed through the balance of 2011.



PRELIMINARY SPECIFICATIONS

Overview



Model: Chevrolet Camaro ZL1



Body style / driveline:

four-passenger, front-engine, rear-drive coupe



Construction:

unitized body frame, one- and two-sided galvanized steel



EPA vehicle class:

coupe



Manufacturing location:

Oshawa, Ontario, Canada



Key competitors:

Ford Mustang Shelby GT500





Engines





LSA 6.2L Supercharged V-8



Displacement (cu in / cc):

376 / 6162



Bore & stroke (in / mm):

4.06 / 103.25 x 3.62 / 92 mm



Block material:

cast aluminum



Cylinder head material:

cast aluminum



Valvetrain:

overhead valve, two valves per cylinder



Fuel delivery:

1.9L supercharger with intercooler; sequential fuel injection



Compression ratio:

9.1:1



Horsepower (hp / kW @ rpm):

550 / 410 @ 6100 (estimated)



Torque (lb-ft / Nm @ rpm):

550 / 745 @ 3800 (estimated)



Recommended fuel:

premium required



Maximum engine speed (rpm):

6200





Transmission



Tremec TR6060 six-speed manual



Gear ratios (:1):





First:

2.66



Second:

1.78



Third:

1.30



Fourth:

1.00



Fifth:

0.80



Sixth:

0.63



Reverse:

2.90



Final drive ratio:

3.73





Chassis / Suspension



Front: double-ball-joint, multi-link strut; direct-acting stabilizer bar; progressive-rate coil springs; with Magnetic Ride Control



Rear:

4.5-link independent; progressive-rate coil springs over shocks; stabilizer bar; with Magnetic Ride Control



Steering type:

electric power steering with variable-ratio, variable-effort rack-and-pinion



Steering ratio:

16.1:1



Steering wheel turns, lock-to-lock:

2.5



Turning circle, curb-to-curb (ft / m):

37.7/11.5





Brakes



Type: four-wheel disc w/ ABS; ventilated two-piece front and one-piece rear rotors; six-piston fixed Brembo aluminum front and four-piston rear calipers



Rotor diameter, front (in / mm):

14.6 / 370



Rotor diameter, rear (in / mm):

14.4 / 365



Rotor thickness, front (in / mm):

1.26 / 32



Rotor thickness, rear (in / mm):

1.1 / 28





Wheels / Tires



Wheel size and type: 20 x 8-inch aluminum (front)

20 x 9-inch aluminum (rear)



Tires:

P245/45ZR20 summer (front)

P275/40ZR20 summer (rear)





Dimensions

Exterior



Wheelbase (in / mm): 112.3 / 2852



Overall length (in / mm):

190.4 / 4836



Overall width (in / mm):

75.5 / 1918



Overall height (in / mm):

54.2 / 1376



Track, front (in / mm):

63.7 / 1618



Track, rear (in / mm):

63.7 / 1618



Curb weight (lb / kg):

TBD



Weight balance (% front / rear):

TBD



Coefficient of drag:

TBD





Interior



Seating capacity (front / rear): 2 / 2



Headroom (in / mm):

front: 37.4 / 950

rear: 35.3 / 897



Legroom (in / mm):

front: 42.4 / 1077

rear: 29.9 / 757



Shoulder room (in / mm):

front: 56.9 / 1444

rear: 42.5 / 1080





Capacities



Cargo volume (cu ft / L): 11.3 / 320



Fuel tank (gal / L):

19 / 71.9



Engine oil (qt / L):

8.9 / 8.5



Chevrolet announced the 2012 Camaro ZL1, the highest-performing model in the car’s 45-year history and the most technically sophisticated.



Until now, the ZL1 designation was never an official model name, but the newest and most high-tech Camaro takes its name from the most exclusive and elite Camaro in history – one that was never intended for production. ZL1 was the code name for the 427-cubic-inch, all-aluminum big-block engine developed for Corvette race cars in the late 1960s, but found its way into a small number of 1969 Camaros. From there, a legend was born.



When the muscle car war was at its peak in the ’60s, enterprising and racing-minded dealers did everything they could to get more powerful cars from the factory. Some Chevrolet dealers discovered that the company’s special order system known as COPO – the acronym for Central Office Production Order – could be used for higher-performance powertrains. It was intended for dealers to place custom orders for things like special paint packages for fleet vehicles, not building factory hot rods. Nevertheless, Camaro-hungry dealers used the system to request larger, 427-cubic-inch engines and other equipment that wasn’t available in regular-production models.



The ZL1 427 engine was originally developed as a racing engine for the Can Am series, where early all-aluminum 427 engines had delivered encouraging results in vehicles such as the groundbreaking Chaparral 2F race car. It was similar to Chevrolet’s L-88 427 engine, which had an iron engine block and aluminum heads, but the ZL1’s aluminum block reduced the engine’s overall weight by more than 100 pounds. That was a tremendous benefit for racing, not only because of the obvious weight savings, but it also enhanced the race cars’ overall balance.



In 1969, Illinois-based Chevy dealer Fred Gibb stretched the COPO system to its limit when he ordered 50 Camaros with the new ZL1 racing engine. The idea was to pack the most powerful engine available from Chevrolet into otherwise regular Camaros and sell them to racers. The ZL1 engine was officially rated at 430 horsepower, but was known to produce more than 500.



Despite never being intended for use in a regular-production car, Gibb’s COPO order was fulfilled – but not before a few other dealers got wind of it. They ordered a few, too, and production totaled 69 Camaros (two production Corvettes also were built with the engine).



Those original ZL1-equipped Camaros carried a special-order price of nearly $4,200 for the engine package, essentially doubling the total price of the car. Not surprisingly, those little-known and expensive Camaros with the new engine didn’t sell quickly, although they were capable of running 11-second quarter-mile times. Berger Chevrolet in Grand Rapids, Mich., for example, ordered a ZL1, but it sat on the showroom floor for more than a year and required a significant discount before it finally sold.



More than 40 years later, the original ZL1-powered Camaros are among the most valuable collector cars. Their exceptionally low production numbers, exotic engine and “king of the hill” mythology fuels their demand. And because they were ordered and used as drag racers, few of the cars remain intact today – even fewer still have their original engine – making them all the more special to enthusiasts and collectors.



The ZL1 option was not found in any 1969 Camaro catalog, but the original cars hold a very special place in Chevrolet’s performance heritage – thanks to a few clever dealers.



The new 2012 Camaro ZL1 will be powered by the LSA 6.2L supercharged engine, producing at least 550 horsepower (410 kW), and featuring advanced technology including Magnetic Ride Control, the world’s fastest-reacting suspension system.



2012 Camaro ZL1 Features Technically Advanced 6.2L Supercharged V-8



The all-new, 2012 Chevrolet Camaro ZL1 is powered by the LSA 6.2L supercharged V-8 engine that produces an estimated 550 horsepower (410 kW) and 550 lb.-ft. of torque (745 Nm).



The LSA is the most powerful engine ever offered in a Camaro, eclipsing even the original ZL1 engine from 1969 that inspired the name of the new, maximum-performance model. Built on GM’s legendary small-block V-8 architecture, it features an intercooled supercharger system, premium heat-resistant aluminum cylinder heads and other details designed to ensure its exceptional performance is delivered with smoothness and refinement.



“The LSA is the ultimate engine for the ultimate Camaro,” said John Rydzewski, assistant chief engineer for small-block engines. “It has a broad power band that matches the Camaro ZL1’s performance capabilities at every notch on the tachometer.”



Components and design elements that contribute to the LSA’s performance include:



* Balanced, lightweight reciprocating assembly

* High-strength hypereutectic pistons

* Sixth-generation Eaton supercharger with four-lobe rotors

* Center-feed fuel system

* Piston oil squirters.



A Tremec TR6060 six-speed manual transmission is matched with the LSA. It uses a 240-mm dual-mass flywheel matched with a 240-mm twin-disc clutch system to provide excellent shift smoothness.



Compared to the Cadillac application, the LSA used in the Camaro features the following unique components and details:



* Black intercooler housing with unique heat exchanger and plumbing to accommodate the Camaro engine compartment

* Cast stainless steel exhaust manifolds for enhanced thermal management

* Camaro-specific oil pan

* Revised accessory drive with unique alternator and air conditioning compressor

* Idler pulley in place of the conventional power steering pump pulley, because of the use of electric power steering

* Special engine cover in red.



Supercharged power delivery

The LSA engine’s sixth-generation Eaton supercharger, with high-helix, four-lobe rotors, enables a broad range of power through the rpm band, giving the engine great low-end torque and excellent horsepower at higher rpm.



“The design of the supercharger’s rotating internal components extends its effective range, giving the engine a wide, flat power band that is usable at all rpm levels,” said Rydzewski, assistant chief engineer. “Whether at low speeds or on the highway, the feeling of power is instant, strong and sustained.”



Heavy-duty and lightweight reciprocating components support the engine’s high-rpm, supercharged performance. The parts are housed in an aluminum cylinder block that features nodular iron, six-bolt main caps. Cast iron cylinder liners – measuring 4.06 inches (103.25 mm) in bore diameter – are inserted in the aluminum block and they are finish-bored and honed with a deck plate installed. The deck plate simulates the pressure and minute dimensional variances applied to the block when the cylinder heads are installed, ensuring a higher degree of accuracy that promotes maximum cylinder head sealing, piston ring fit and overall engine performance.



Nestled inside the LSA’s deep-skirted cylinder block is a forged steel crankshaft that delivers a 3.62-inch (92 mm) stroke. It features an eight-bolt flange – the outer face of the crankshaft on which the flywheel is mounted – that provides enhanced clamping strength. Other non-supercharged GM 6.2L engines have a six-bolt flange. A torsional damper mounted to the front of the crankshaft features a keyway and friction washer, which is designed to support the engine’s high loads.



Connected to the crankshaft is a set of lightweight powder-metal connecting rods and hypereutectic pistons, which, when combined with the cylinder heads, delivers a 9.1:1 compression ratio. The alloy of the pistons was selected for its strength and heat resistance properties, while the cast design provides inherent quieting advantages over other piston materials, such as forged aluminum.



Exceptional airflow

High-flow cylinder heads based on GM’s proven L92 design channel incoming air into the combustion chambers. They are made with a premium A356T6 alloy that offers excellent heat resistance, particularly in the bridge area of the cylinder head, between the intake and exhaust valves. Additionally, each head is manufactured with a roto-casting method.



Also known as spin casting, the roto-casting process involves pouring the molten alloy into a rotating mold, for a more even distribution of the material that virtually eliminates porosity – air bubbles or pockets trapped in the casting – for a stronger finished product.



For optimal combustion, the cylinder heads feature swirl-inducing wings cast into the intake ports, improving the mixture motion of the pressurized air/fuel charge. The gatekeepers of the heads’ combustion chambers are large-diameter, 2.16-inch (55 mm) intake valves and 1.59-inch (40.4 mm) exhaust valves. The intake valves are made of steel and feature thick heads. Unique, four-layer steel head gaskets are used between the heads and cylinder block.



The LSA’s valves are actuated by a hydraulic roller-type camshaft that delivers a relatively low 0.480-inch (12.2 mm) lift on both the intake and exhaust sides. The low lift – relative to the engine’s high horsepower and torque – and low overlap foster a smoother idle and excellent low-rpm driving characteristics. The wider efficiency band of the Eaton supercharger enabled the use of the low-lift cam to achieve the engine’s performance targets.



Sixth-generation supercharger

The LSA’s supercharger is the sixth-generation design from Eaton and displaces 1.9 liters. It features a four-lobe rotor design that promotes quieter and more efficient performance, while its large displacement ensures adequate air volume at high rpm. Maximum boost is 9.0 psi (0.62 bar).



The supercharger is an engine-driven air pump that contains a pair of long rotors that are twisted somewhat like pretzel sticks. As they spin, the lobes mesh and incoming air is squeezed between the rotors and pushed under pressure into the engine – forcing more air into the engine that it could draw under natural aspiration. The rotors are driven by a dedicated pulley and eight-rib belt that are connected to a third track on the engine’s crankshaft damper.



Because the pressurized air is hotter than naturally aspirated air, the LSA employs a liquid-to-air charge cooling system to reduce inlet air temperature after it exits the supercharger – reducing the inlet air temperature by up to 70 degrees C (158 degrees F). Cooler air is denser and allows the engine to make the most of its high-pressure air charge.



The charge cooler’s heat exchanger is located atop the supercharger. This “brick,” as it is called by engineers, looks like a small radiator and is housed under an aluminum cover. Pressurized air from the supercharger passes through the exchanger and is cooled on its way to the cylinder heads. The charge cooling system includes a dedicated coolant circuit with a remote-mounted pump and reservoir. Ribs cast into the top of the intercooler housing add strength and promote quietness.



Quiet fuel system and more

The LSA uses a center-feed fuel system that contributes to the engine’s performance and refinement. It introduces fuel at the midpoint of each cylinder bank’s fuel rail, which ensures more even fuel delivery to all the injectors. It also isolates fuel system noise for quieter performance.



Several other features support the LSA’s balance of refinement and power, including:



* An oil pan-mounted oil cooler to manage engine oil temperature

* Block-mounted piston squirters to cool the pistons

* Direct-mounted ignition coils (located on the rocker covers)

* A large, 87mm electronically controlled throttle body.



The engine also has unique, cast stainless exhaust manifolds that support the airflow capability of the 550-horsepower (410 kW) engine.

Baldwin-Motion has released details on a series of 5 special models based on the 2011 Camaro SS.



The 800 HP upgrade package will include a 2.8-liter Twin-Screw supercharger system, eight-rib supercharger drive assembly, unique block, 4.125-inch bore, pressed-in liners, forged 2618 Aluminum 9.3-to-1 pistons, forged 6.125-inch H-Beam Steel connecting rods, forged 4.00-inch stroke steel crankshaft, race-prepped CNC-ported aluminum heads, custom Redline R3-SC Blower camshaft, ATI/Redline damper, high-efficiency tubular exhaust system and an upgraded TR6060 six-speed manual transmission.



Available through DeNooyer Chevrolet in upstate New York, customers will have a choice of cars ranging from the SS-427 (dyno-rated at 525hp), or the 427-SC Supercar (dyno-rated at 800 horsepower). The 2011 Camaro SS Phase III cars will start at under $80,000 and go up from there. It should be interesting to see how things actually run, especially since Chevrolet is working on their own 550+ hp Camaro Z/28 that’s set to debut for the 2012 model year.

2012 Regal to Offer New eAssistTM Fuel-Saving Technology



* eAssist "light electrification" system improves fuel economy 25 percent

* Estimated 26 mpg city / 37 mpg highway (pending EPA certification)

* On sale this fall



CHICAGO - Buick announced the 2012 Regal with eAssistTM fuel-saving technology, which improves overall fuel economy by 25 percent over the 2011 four-cylinder/six-speed powertrain. Estimated fuel economy is 26 mpg city and 37 mpg on the highway (pending EPA certification).



Regal with eAssist joins the 2012 LaCrosse as the second Buick to feature the efficiency-enhancing technology. The system uses a state-of-the-art lithium-ion battery system, electric induction motor-generator and regenerative braking capability to improve fuel economy. Its fuel economy tops competitors such as the Acura TSX, rated at 22 mpg city and 31 mpg highway. Regal's estimated 37 mpg on the highway is 20 percent greater and the TSX doesn't offer a six-speed automatic transmission, which is standard on the Buick.



"Buick's eAssist technology means customers don't have to trade a premium driving experience for efficiency," said Tony DiSalle, vice president of Buick marketing. "We believe Regal and LaCrosse with eAssist provide more logical and affordable choices, compared to other hybrid midsize and full-size luxury sedans."



Regal with eAssist goes on sale this fall. It joins an expanding lineup that also includes 2.4L and 2.0L Turbo (with manual transmission) models, as well as the upcoming Regal GS. Regal with eAssist offers the range of luxury and convenience packages offered in the other models, along with unique features that include:



Lightweight 17-inch alloy wheels and tires with lower rolling resistance

A driver-selectable, fuel economy-optimizing mode for the air conditioning system, which enables more frequent and longer-duration engine stop periods

An ECO gauge on the instrument panel that continuously responds to driving behavior, enabling the driver to drive with greater efficiency

A powerflow readout in the 7-inch infotainment screen, which shows the flow of energy through the electric assist system, such as battery charging from regeneration and electric power directed to the engine.

eAssist details

Mated to Regal's 2.4L Ecotec direct injection four-cylinder engine and next-generation six-speed automatic transmission, the eAssist system uses power stored in the battery to provide needed electrical boost in various driving scenarios, optimizing engine and transmission operation. An advanced 115V lithium-ion battery and latest-generation 15-kW induction motor-generator unit help increase fuel economy through:



Regenerative braking, which provides up to 15 kW of electricity to charge the battery

Providing up to 11 kW (15 hp) of electric power assistance during acceleration

Automatic engine shut-off when the vehicle is stopped

Aggressive fuel cut-off during deceleration down to zero vehicle speed, enabled by the torque smoothing provided by the induction motor-generator unit

Intelligent charge/discharge of the high-voltage battery.

"The capability to deliver electric boost to the powertrain system during heavy acceleration and grade driving enables the engine and transmission to operate more efficiently," said Steve Poulos, global chief engineer of the eAssist system. "Full fuel shutoff at stops and during deceleration complements electric boost and regenerative braking with additional fuel savings."



Regal with eAssist technology also features improved underbody aerodynamics and tires optimized for performance and fuel economy. It also features a hill-assist system that captures brake pressure to help the driver more comfortably accelerate from a stop on a moderate or steep grade. It does this by greatly reducing the tendency of the vehicle to roll backward with the engine in shut-down mode.



The eAssist system's 115V air-cooled lithium-ion battery bolsters the 2.4L Ecotec four-cylinder engine with approximately 11 kW (15 hp) of electric power assist during heavy acceleration and 15 kW of regenerative braking power. The system also enables the Ecotec engine to shut down fuel delivery in certain deceleration conditions, which saves additional fuel. While in fuel shut-off mode, the induction motor-generator unit continues spinning along with the engine to provide immediate and smooth take-off power when the driver presses on the accelerator. Then, as the vehicle comes to a stop, the induction motor-generator unit spins the engine, bringing it to a smooth stop - properly positioned for a smooth restart.



"The battery system is designed to provide power assistance to the internal combustion engine, rather than store energy for all-electric propulsion," said Poulos. "It's really an extension of the conventional internal combustion engine, not a replacement for it."



The eAssist power pack contains the lithium-ion battery pack, the integrated power inverter and 12V power supply. It is located in a compartment between the rear seat and trunk; and it is surprisingly compact and lightweight, weighing only about 65 pounds (29 kg). Trunk space is slightly reduced when compared with 2011 models with the four-cylinder/six-speed powertrain, but still offers 11.1 cubic feet (314 liters) of storage. A quiet electric fan cools the power pack, drawing air from a vent located in the package tray, behind the rear seat.



The eAssist system's electric induction motor-generator is mounted to the engine in place of the alternator to provide both motor assist and electric-generating functions through a unique engine belt-drive system. The induction motor-generator is a high-performance, compact induction motor that is liquid-cooled for increased performance and efficiency.



Next-generation six-speed

The eAssist system works with Regal's direct injected 2.4L Ecotec four-cylinder and next-generation six-speed automatic powertrain combination. In the Regal with eAssist, the engine is rated at 182 horsepower (136 kW) and the next-generation Hydra-Matic 6T40 takes transmission technology to the next level with features designed to enhance powertrain efficiency.



Significant internal transmission changes to clutch controls and hardware provide reduced spin losses while improving shift response and time. The added electric power provided by the eAssist system allows for higher gearing to improve steady state efficiency without impacting acceleration performance or driveability. The system's ability to provide some electric assistance at cruising speeds allows the driver to accelerate lightly or ascend mild grades without the transmission downshifting.



An auxiliary, electric-driven transmission oil pump is added to the 6T40, which keeps the transmission primed and the fluid flowing when the engine shuts down at a stop. That keeps the transmission ready to perform when the driver accelerates, for a seamless, uncompromised driving experience.