MARY BARRY: GM WILL LEARN FROM COBALT MISTAKES

The following Opinion piece appears in today's USA Today.

Cars put food on our table and put me through college.  This industry gave me a career and has provided countless families with tremendous opportunities. 

I love making cars, and I'm proud of the cars we make at GM today.  So, when something goes wrong with any of our vehicles, I take it personally.  If that happens, our duty is to accept responsibility, fix the problem and make the changes needed to ensure it does not happen again.

Everyone at GM regrets that it took so long to confirm the problem associated with the Cobalt and similar models and issue a recall.  We are deeply sorry for the lives lost and the lives it has affected.

This issue goes back ten years and involved vehicles we no longer make, but I take responsibility for resolving it on behalf of our customers, our employees and the authorities.

This is an extraordinary situation, and so we are taking extraordinary steps.

We are working overtime with our supplier, doubling their capacity to make replacement ifnition switches that are to begin arriving by April 7.  Our goal is to repair every car.

We are reaching out to customers by mail, through social media, by phone and through the news media.  And we have beefed up our customer service centers to handle the influx of calls.

In addition to repairing their vehicles, we have empowered our dealers to fully support our customers, whether they need alternative transportation or additional help in purchasing another car.

Lots of people want to know what happened.  That's why I ordered a top-to-bottom review of how this happened and why, and I have entrusted that review to a highly respected lawyer and former U.S. Attorney.  He will bring us the facts and we will take any appropriate action as the facts demand.

We will determine what went wrong, and, more importantly, what we can do to ensure that our customers do not go through this again.  But we aren't waiting for the final results to act.

This week, I established a new global vehicle safety position to be led by a vice president -- a first for GM.  In this role, Jeff Boyer will set a new standard for customer and vehicle safety and his first order of business is to help prevent this from happening again.

He will look across the organization, identify and analyze the data, connect them and give the company the most accurate, real-time safety performance picture of any of our vehicles around the globe.

In his 40-year career, Jeff has distinguished himself as a safety zealot.  Jeff will open access to me and our board.  If there are obstacles in his way, he has authority to remove them.  If he needs more resources, he will get them.

As I've reminded our employees, GM will be judged by how we respond to this problem.  In addition to the steps outlined above, we are cooperating fully with the government as they investigate this situation.

I appreciate the effort that our people are putting into making this recall work as smoothly and efficiently as we can, thanks to the three values that guide us -- the customer is our compass, relationships matter and individual excellence is crucial.

Today's General Motors is truly committed to ensuring the safety, satisfaction and peace of mind of our customers.

2015 CHEVROLET TAHOE

By Jeremy Korzeniewski, Autoblog.com - Remember the SUV-assaurus?  As a character in an ad campaign, it made us chuckle, the general gist being that the huge sport-utility vehicles of years past were hopelessly out of date, falling prey to higher gas prices and a shifting consumer attitude toward more efficient transportation, namely the car-based crossover.  While no specific manufacturer was targeted (besides Suzuki, of course, as it was the brand that paid for the ad campaign), there were a few fullsize SUVs clearly wearing crosshairs -- most obviously the Chevrolet Tahoe and Suburban and their corporate Yukon and Yukon XL twins from GMC.

Humourous as it may have been to poke fun at a would-be dodo, it seems the grave meant for the fullsize body-on-frame SUV may have been dug rather prematurely (ironically, the burial plot ended up being for Suzuki itself, at least here in North America).  Proof positive can be seen in the 2015 Chevy Tahoe that is the subject of today's feature.  It's a completely redesigned machine, and it holds an important place in the automaker's lineup -- according to General Motors, fullsize SUVs make up 1.6 per cent of the US vehicle market (2.2 per cent if you include luxury nameplates), and GM owns a whopping 74 per cent of that chunk.  Add it all up and that equals 263,948 sales in 2013.  What's more, these aren't low-dollar sales, with an average transaction price of $53,000, and they are known to have particularly huge profit margins.

So, we've established that fullsize SUVs aren't yet dead, Chevrolet and GMC are two of the biggest players in the segment and, importantly, that the market is lucrative.  It was with these facts in mind that we slid behind the wheel of the 2015 Chevy Tahoe.  Just who is it that are buying up these massive utilities, and what are the specific virtues that lead to their continued success?  Let's find out.
To our eyes, it looks more purposeful than pretty.
When looking through an out-of-focus lens, just about any fullsize body-on-frame sport utility is going to appear mostly like a big box on wheels.  Fortunately, Chevy has gone to great lengths to give the Tahoe a distinctive look.  Whether it's an attractive vehicle, though, is certainly up for debate.  To our eyes, it looks more purposeful than pretty, with a handsome profile that's a bit spoiled by the strangely shaped headlamp clusters and massive, upright chrome grille.  If you don't like the look of the Tahoe, remember that there's probably a GMC dealer close by with a sales floor full of Yukons, which we think look quite a bit prettier.

The good news is that its long, straight lines and vertical stance mean its interior is large, bright and airy.  Seats are comfortable, and the leather surfaces of our LTZ tester were soft and supple.  In front of the driver sits a cluster with easy-to-read gauges, including a large tachometer on the left, a matching speedometer on the right and a row of four smaller ancillaries in between.  A reasonably sized LCD sits below those smaller gauges, offering the driver basic information that includes trip odometers and fuel mileage readouts.  When optioned up properly, all the surfaces you can touch are covered in a soft-ish leather substitute in either gray or brown shades with attractive stitching.  Similarly, the steering wheel is nicely covered and easy to put into a comfortable position.

The centre console is dominated by an eight-inch LCD screen in LT and LTZ models, with a cubby hidden behind.  That touchscreen features Chevy's MyLink infotainment system, which includes, among other things, Bluetooth, Pandora and, when so equipped, navigation.  As many as six USB ports and six power outlets can be found inside the Tahoe for today's totally connected families -- that's 12 devices drawing power from the Tahoe at once.  All in, some 10 separate devices can be linked to the infotainment system.
Some 10 separate devices can be linked to the infotainment system.
And that leads us to the Tahoe's first easily discernible virtue: size.  There's no getting around the fact that the Tahoe is a large vehicle, measuring in at 204 inches in length on a 116-inch wheelbase.  It is 80.5 inches wide, with a 68.7-inch track.  If that doesn't mean anything to you, consider this: maximum seating capacity sits at nine, and even when fully loaded with people, there's still 433 litres (15.3 cubic-feet) of storage space in back, which is comparable to the trunk size of a midsize sedan.  If you don't need all those seats, fold the third row flat (a new feature for 2015) and you'll be rewarded with 1,461 litres (51.6 cubes) with which to fill.  Fold all but the front seats flat and the Tahoe will swallow a truly impressive 2,682 litres (94.7 cubic-feet) of stuff.  Besides other fullsize SUVs like the Ford Expedition, Nissan Armada and Toyota Sequoia, the only kind of passenger vehicle with comparable specs would be a minivan, but those have their own set of limitations.

Got a boat?  A family-size travel trailer?  Dirtbikes, jet skis or a classic car?  No problem.  The 2015 Chevy Tahoe can tow as much as 3,900 kilograms (8,600 pounds) (minus 90 kilograms for 4x4s), far exceeding that of any minivans on the market.  It's also available with real, honest-to-goodness four-wheel drive, which means it can find traction in adverse conditions and can get places where less-capable machinery has to find a place to park.

Much of the Tahoe's machoness comes from its pickup-based genetic makeup.  While most utility vehicles on the market today have long since abandoned a perimeter frame, opting instead for lighter unibody construction, Chevrolet continues to bolt the body, powertrain and suspenders of its fullsizer to a fully boxed steel frame.  This, while hopelessly out of fashion in today's automotive world, has a few benefits, not the least of which is its ability to haul heavy loads, as previously discussed.
The Tahoe can tow as much as 3,900 kilograms.
Drawbacks, however, are often seen as outweighing factors -- (usually) poorer efficiency due in part to higher weight (in this case, 2,479 kg or 5,466 pounds with two-wheel drive or 2,578 kg or 5,683 lbs with four-wheel drive), and, due to the fact that they require multiple pieces to make a whole (as opposed to a single unibody structure), a rougher ride and a general sense of shimmying and shaking.  Starting with the latter, we're happy to report that GM has done an excellent job of assuaging those on-road jitters.

The 2015 Chevy Tahoe rides rather well, with a quiet confidence on rough roads that feels like at least a match for any of its competitors.  The Tahoe's ride and handling have been improved over its predecessor thanks to a number of engineering refinements that include a wider rear track and revised suspension geometry that includes a new cross-axis ball joing, more high-strength steel, shear-style body mounts and available Magneride magnetic ride control.  Most of these updates are inherited from the latest Silverado and Sierra pickup trucks, but the magneto-rheological shocks, which come standard in LTZ trim, is worth mentioning.  The technology, well known for its appearance on Chevy's own Corvette as well as Ferrari models, is capable of adapting its damping characteristics in as little as 10 milliseconds in response to changing road conditions.  Suffice it to say that the technology works as advertised, offering a smooth ride and responsive handling in one package with no extra work required of the driver.

Buyers who choose LS or LT models receive much more basic twin-tube shocks and coil springs that are as much as 30-per cent stiffer than before, while the Z85 package that comes with a heavy-duty trailering package benefits from a load-leveling rear suspension.  Neither of these suspension systems is as fancy or functional as Magneride, but they certainly do a fine job of isolating passengers from the most jarring of roadway infractions.  Eighteen-inch wheels come standard with P265/65R18 tires, and buyers with a thing for bling can option those all the way up to 22 inches in diameter.  That said, we would recommend exercising some restraint in that department, as the 20-inchers of our LTZ test car struck a fine balance between looks, ride and handling.  The 2015 Tahoe is also commendably quiet, though the Yukon is a bit quieter still due to its more extensive use of sound-deadening glass.
Chevy has done an excellent job of tuning the steering for its latest fullsize SUVs.
New for 2015 is an electronic steering system that replaces the old tried-and-true hydraulic setup.  While enthusiasts sometimes bemoan these variable units, we found that Chevy has done an excellent job of tuning the rack for its latest fullsize SUVs.  Little effort is required to turn the wheel at low speeds, as when maneuvering in a parking lot, and the effort stiffens admirably at higher speeds, giving a solid feel of straight-ahead steadiness.

Tahoe, Suburban and Yukon buyers will all benefit from Duralife brake rotors inherited from the company's fullsize pickups.  GM Says these units are far more durable than conventional rotors, making them extremely resistant to warpage that can be felt through the brake pedal, if not the steering wheel.  We found the brake pedal reassuringly firm, and that's comforting when piloting such a large vehicle full of precious cargo ... like seven human beings.  We also appreciated the power-adjustable brake pedals fitted to our LTZ test vehicle, though we noted that the brake pedal was positioned unusually closer to the driver's foot than the gas pedal.  We got used to the arrangement in short order, and we don't imagine anyone doing any heel-toe action in the big SUVs as there's no clutch pedal, but your mileage may vary.  GM includes a full suite of driver assistance technologies as standard equipment, including StabiliTrack, ABS, trailer sway control and Auto Grade Braking, which downshifts on long descents to help preserve the brakes while keeping vehicle speed in check.
The 6.2 was optional in the Tahoe for a few years, but buyers almost never wanted it.
All 2015 Chevy Tahoe and Suburban models are equipped with the latest version of GM's trusty 5.3-litre V8 engine, mated to a six-speed automatic transmission that pretty much carries over from the last generation.  There's 355 horsepower and 383 pound-feet of torque on tap, and that feels like plenty of power in the Tahoe ... until you take the Yukon Denali for a drive and experience the 420 hp and 460 lb-ft of its 6.2-litre V8.  We asked Chevy why the 6.2 isn't at least optional in the Tahoe and were told that it was for a few years, but buyers almost never wanted it.  So there you go ...

In any case, GM's 5.3-litre V8 engine offers lots of technology to keep it current, including direct injection and variable valve timing, which, along with active cylinder deactivation that turns this V8 into a V4 when ultimate power isn't required, equals EPA-estimated fuel mileage ratings of 14.7 L/100 km (16 miles per gallon) in the city and 10.2 L/100 km (23 mpg) highway for two-wheel-drive models (10.7 L/100 km or 22 mpg) on the highway with four-wheel drive).  Due to improved efficiencies across the entire Tahoe platform, we noticed that the 5.3-litre engine was able to operate on four cylinders much more often and for longer periods than past systems from GM, and the switch between the two modes was truly seamless.  As an interesting little factoid, GM notes that its very first small-block V8 engine appeared on the scene in 1955, displacing 4.3 litres and putting out 145 hp and 238 lb-ft as an option in the '55 Chevy Suburban.

It's also worth noting that Chevy offers different power ratings for its 5.3 engine when run on E10 fuel and when run on E85.  When filled with 85-percent ethanol, the V8 spits out 380 horses (35 more than on E10) and 416 lb-ft (33 more torques).  Score one for the higher octane ratings offered by ethanol, eh?  There aren't separate fuel economy listings on the differing fuels, though, and we'd expect Tahoe drivers to lose a few mpg on E85.
The 2015 Tahoe is easily the leader of the fullsize body-on-frame SUV pack.
Several paragraphs back, we mentioned some key competitors, namely the Expedition, Armada and Sequoia.  With a starting price of US$45,595, the Tahoe is priced in line with its segment, though it's easy to push the LTZ, which starts at US$60,490, up into the low US$70s with all its many option boxes checked (and for that prie, we'd be keen to look at the Yukon Denali).  These vehicles offer a similar size and a similar number of seats to the Tahoe, and they offer powerful V8 engines, just like the Chevy.  But none of them have the polish or poise of the Bowtie's big SUX, and neither can they claim anything near the Tahoe's estimated EPA mileage.

Put simply, if what you need is a big sport utility vehicle to haul your family, your stuff or some combination thereof, the 2015 Tahoe is easily the leader of the fullsize body-on-frame SUV pack.  And, with its newfound comfort and efficiency, we imagine that the beastly SUV-asaurus will manage to evade its grave for several more years, at least.

28 WAYS CHEVROLET CAMARO Z/28 RULES THE ROAD COURSE

By GM Media, Detroit - Lightweight, nimble and incredibly powerful, the original Z/28 was designed for road racing.  The 2014 Z/28 carries the same spirit, with every detail engineered specifically to create the ultimate track-capable Camaro.

To enable the Z/28 to quickly lap the most challenging road courses, engineers and designers focused on strengthening three key areas during development:

• Increased grip: The Z/28 is capable of 1.08 g in cornering acceleration, due to comprehensive chassis revisions
• Increased stopping power: The Z/28 features Brembo carbon ceramic brakes capable of 1.5 g in deceleration, and consistent brake feel, lap after lap
• Reduced curb weight: The naturally aspirated Z/28 weighs 136 kilograms (300 pounds) less than the supercharged Camaro ZL1 and almost 25 kilograms (55 pounds) lighter than the Camaro 1LE -- with changes ranging from lightweight to thinner rear-window glass.

To enhance the balance and overall driving feel of the Z/28, 100 percent of the unsprung mass -- suspension, wheels, tires and brake system -- differs from the Camaro SS.

"Like the first-generation Z/28, the new model is a road racer first and foremost.  It features a wide range of state-of-the-art exterior performance modifications, and weight-reduction measures.  It was bred for the track, pure and simple," said Mark Stielow, Camaro Z/28 engineering manager.

Exterior Design and Aerodynamics

With the driving goal focused on peak performance capability, nothing on the exterior is without purpose.  It shares several racing-inspired, design best practices and lessons learned with the 2014 Corvette Stingray.  New and revised exterior content was developed to improve aerodynamics, powertrain cooling and brake-system cooling, helping the Z/28 produce 150 pounds of downforce at 150 mph.

Here are 28 features that helped the Camaro Z/28 lap Germany's famous Nurburgring road course four seconds faster than the Camaro Zl1.

• Rear spoiler with 'wickerbill': The aerodynamic coefficient of drag goal was achieved with original Camaro SS content and an accessory rear spoiler, but to meet the downforce requirements for Z/28, the spoiler was modified with a "wickerbill" -- a small, vertical tab at the edge of the spoiler.  Although an aesthetically minor change, it helped improve rear lift performance by 70 counts.  That allows the Z/28 to handle turns at higher speeds and deliver greater overall high-speed stability.
• Unique front fascia: The Z/28's unique front fascia is based on the Camaro SS, but the fog lamps, air dam and the upper-base grille are replaced with covers that reduce weight from deleting fog lamps, an air duct support bracket, an airflow-optimized grille for enhanced cooling and a modified fascia bottom that incorporates provisions for the brake cooling ducts.  They funnel air from the lower grille to the wheelhouse liners and the unique splitter.
• Front splitter: The Z/28's front splitter is a large aero panel that provides downforce at the front of the car, enhancing cornering capability and high-speed stability.  Designed to withstand 250 pounds of downforce at its tip, it is matched with an aero closeout panel under the front of the engine compartment that also enhances aero characteristics -- along with molded-in aero features forward of the front wheels.
• Hood extractor:  A functional carbon fibre hood extractor provides increased engine cooling by allowing hot air an exit route.  The design is similar in function to the extractor featured on the Camaro ZL1.
• Rocker moldings and wheel flare moldings: Specific rocker moldings provide aggressive styling and  
• Front wheelhouse liners:  Unique wheelhouse liners with closeouts work with the vehicle underbody to make the most of airflow.
• Belly pan:  The Z/28 underbody incorporates a belly pan that helps reduce front lift.  Developed using computational fluid dynamics and wind-tunnel testing.  It provides an aero benefit and contributes to drivetrain cooling.  Modified NACA duct profiles are designed to draw air into the underbody tunnel area, where the highly energized air provides extra cooling for underbody components affected by the exhaust heat energy of the LS7 engine.

Weight Reduction

Making the most of mass is a key component of the Z/28's performance capability, contributing to a balanced feel and a high power-to-weight ratio.  With a curb weight of 3,820 pounds and 505 horsepower (376 kW), the Z/28 has a power-to-weight ratio of 7.6:1 -- or one horsepower for every 7.6 pounds of the car's mass.  That compares favorably to other performance coupes, including Audi RS 5 (8.9:1), BMW M3 (8.9:1) and Porsche 911 Carrera (8.7:1).

The Z/28's curb weight is approximately 136 kilograms (300 pounds) less than the ZL1 and about 25 kilograms (55 pounds) less than the 1LE, despite features that add mass, including a dry-sump oiling system with a 10 litre reservoir, higher-mass chassis and suspension components such as the support brackets for the front splitter.  Engineers offset the mass of those necessary features with a targeted weight-loss program that trimmed the Z/28 to the essential elements of performance.

• Thinner rear window glass:  Reducing the thickness of the rear window glass from 3.5 mm to 3.2 mm saved 400 grams.
• Lighweight rear seat:  Although it looks like the rear seat in the SS, the Z/28's rear seat is 4.7 kilograms lighter due to reduced seat foam and a fixed seatback design with no folding/pass-through feature.
• Lightweight wheels and tires:  The Z/28's 19-inch aluminum wheels save 8.7 kilograms compared to Camaro SS wheels.  Their thin split-spoke design features a back-cut at the rim, reducing mass at the outermost area of the wheel -- and reducing spin inertia by 5 percent, for enhanced performance.  They are matched with track-capable tires that save 13.2 kilograms per vehicle, compared to the SS.
• Carbon ceramic brake rotors:  Lighter than comparably sized steel brake rotors, the Z/28's carbon ceramic rotors save 9.6 kilograms, while also reducing un-sprung weight for immediate, responsive handling.
• No air conditioning:  Because the Z/28 is intended for the track, air conditioning was deemed non-essential component.  The deletion saved 12.9 kilograms.  Air conditioning is available as an option.

Powertrain

The Camaro Z/28's powertrain is rooted in the 7.0L LS7 engine that made the Corvette Z06 an instant performance icon.  With an SAE-certified 505 horsepower (376 kW) and 481 lb-ft of torque (652 Nm), it complements the lightweight vehicle components to give the car its 7.6:1 power-to-weight ratio while delivering the power to accelerate strongly out of corners and achieve high straightaway speeds.

A close-ratio six-speed manual transmission is the only transmission offered and power is distributed to the rear wheels via a limited-slip differential featuring a helical gear set, rather than traditional clutch packs.  The new design enables the driver to apply more power and get through corners faster, by continuously adjusting the torque bias to maximize available traction.

The differential works in unison with Chevrolet's proprietary Performance Traction Management system, which allows drivers to adjust the level of throttle and brake intervention to match their capability and driving environment.

• LS7 engine with dry-sump oiling:  The racetrack-bred LS7 includes features designed for the high-rpm environment of the track, including a durable forged-steel crankshaft, lightweight titanium connecting rods and high-flow cylinder heads with lightweight titanium intake valves.  It also features a racing-style dry-sump oiling system that helps ensure adequate oil pressure during high-load cornering.
• Air intake system:  The LS7 uses a unique open air box intake system to make the most of high-rpm airflow into the engine.  It features a K&N conical air filter and delivers the highest airflow performance of any production Camaro filter system.  The aire cleaner seals around the bottom of the hood, reducing the chance of recirculated hot air being drawn into the engine.
• Track-capable fuel system:  Engineered to meet the fueling demands of the high-output LS7 engine during aggressive driving maneuvers, the road course-ready fuel system is designed to keep the primary fuel pump reservoir full even under hard cornering and maximize the amount of fuel available during high-performance maneuvers around the most grueling road courses.
• Active dual-mode exhaust system and high-flow converter assembly:  The 2014 Z/28's dual-mode exhaust system is engineering to provide high-flow and muscular sound character under aggressive acceleration, while attenuating noise levels in cruising conditions.  It actively controls valves that change the flow path of the exhaust for the desired performance, depending on transmission gear and engine speed.  With the valves open, the system produces less back pressure and more power from the engine.  Additionally, the converter assembly has been modified to increase flow and horsepower.
• TREMEC TR6060 six-speed manual transmission:  Used in the Camaro ZL1 and Cadillac CTS V-Series, the TREMEC TR6060 six-speed manual has the capability to stand up to high-performance engines, with short throws, smooth gear synchronization and excellent shift feel.  Design features include a combination of double-cone and triple-cone synchronizers on all gears.  Double-cone synchronizers have two friction surfaces to affect gear acceleration and triple-cone synchronizers have three friction surfaces -- the greater the friction surface, the easier the transmission is to shift.
• 5.1-ratio short-throw shifter:  The Z/28 uses a 5.1-ratio short-throw shifter that provides quicker, more precise-feeling gear changes -- similar to ZL1 and SS 1LE models.

The Z/28's performance focus is maximum cornering, braking and lap times.  Comprehensive chassis and suspension changes, including a lower center of gravity, specific stabilizer bars, higher-rate coil springs and other chassis and suspension features, enable more than 1.05 g in lateral acceleration and 1.5 g in deceleration.  Racing-bred dampers, tires and carbon ceramic brakes play important roles in predictable and consistent maximum performance with every lap.

• Strut tower brace:  The Z/28 uses the same tower strut brace as the Camaro SS 1LE to provide extra chassis stiffness by tying the towers together.  It transmits the load of each strut tower during cornering via tension and compression of the strut bar, which shares the load between both towers and reduces chassis flex.
• Zero-preload limited-slip differential:  A high-performance, zero-preload limited-slip differential is employed to make the most of cornering capability and cornering exit traction.  It features a concentric helical gear set that generates friction proportional to the input torque and allows continuous torque biasing and differentation to be managed between the drive wheels.  A conventional limited-slip differential uses preloaded clutch plates and springs to create a fixed amount of friction that is always present.
  
  As torque increases from the engine, the separation forces in the gears increase to drive increased friction, maximizing the capability of individual-wheel antilock brake function during corner-entry braking, mid-corner speed and corner-exit traction.  On the track, that translates into quicker lap times, by allowing the Z/28 to put down more power in the turns, with greater traction, greater handling precision and enhanced steering centering.  The axle ratio is 3.91.
• Differential cooler:  The Z/28's differential cooler pulled from the knowledge gained in developing the ZL1, which is unlike that found in other sports cars.  It incorporates an integral heat exchanger, eliminating the need for an external pump, wiring, relays, temperature sensors and fan.  This innovative system pumps overcooled transmission fluid to a heat exchanger inside the differential housing, which removes excess heat from the differential fluid, reducing temperatures by more than 100 degrees F, helping the differential maintain cool, stable performance throughout the most aggressive road course sessions.
• Uprated lower control arm ride link "travel limiter" bushing:  This higher-durometer part offers 50-percent greater stiffness at high load than the SS, improving steering feel and brake force deflection steer while providing more consistent performance for continuous road-course driving.  Additionally, the lower control arm lateral link handling bushing is revised on all 2014 Camaros for more consistent track performance.
• Uprated rear upper control arm bushing and lower trailering link bushings:  The "P-bracket bushing for the rear upper arms is redesigned with increased durometer and eliminated voids to improve lateral stiffness during hard cornering, as well as toe-change compliance during braking.  The stiffness rate of this part is increased 400 percent, compared with the SS component.  Similarly, 25-percent stiffer lower inner and outer trailing links bushings deliver improved lateral stiffness during hard cornering and reduced toe-change compliance during hard braking.
• Higher-rate coil springs and smaller-diameter stabilizer bars:  Engineers increased the stiffness rate of the Z/28's coil springs -- the amount of energy required to compress them -- by 85 percent in the front and 65 percent in the rear.  The specific tuning of the springs reduces body movement, which allowed the engineers to use smaller, lighter stabilizer bars to maximize grip during hard braking, cornering and acceleration.  The solid stabilizer bars are 25mm in diameter in the front and 26mm in the rear -- compared to the 28mm front and 27mm solid bars used on the Camaro SS 1LE.
• DSSV damper technology:  The Z/28 is the first high-volume production road car to employ racing-derived DSSV or Dynamic Suspensions Spool Valve damper technology from Multimatic.  The dampers rely upon a pair of self-piloted spool valves to control fluid through tuned port shapes rather than conventional deflected disc dampers.  The design of the inverted-monotube front strut and aluminum-body monotube rear hydraulic dampers offers maximum response, stiffness and tuning optimized for the trck, with the highest level of damper predictability, accuracy and repeatability.  In short, they deliver optimal wheel control and vehicle control -- and they provide almost double the stiffness when compared to the dampers on the Camaro SS 1LE.
• Performance Traction Management:  Performance Traction Manager, or PTM, is an advanced system that integrates the chassis mode selection, Traction Control and Active Handling Systems, tuned specifically in the Z/28 for optimal road-course performance and consistency.  PTM allows the driver to press the accelerator pedal to wide open at the exist of the corner and manages acceleration based on the given vehicle dynamics.  Five performance levels or modes are available to acccommodate a variety of driving conditions.
• Nineteen-inch wheels and Pirelli PZero Trofeo R tires:  A major contributor to the lateral performance of the Z/28 is the wheel-and-tire combination, featuring the widest front whees/tires of any comparable sports coupe.  Engineers incorporated a comparatively smaller, 19-inch package, with P305/30/ZR19 tires front and rear -- mounted on 19x11-inch front wheels and 19x11.5-inch rear wheels -- which contributed to lowering the center of gravity 33mm, for enhanced handling.  The forged aluminum wheels are lighter and stiffer than comparable SS wheels, and they're used with Pirelli PZero Trofeo R motorsport compound tires.  Designed for summer use on the street, the tires' unique compound was developed for the track and provides a large contact patch for maximum grip.  They also offer a 13 kilogram (29.5-pound) weight advantage over Camaro SS tires.
• Brembo carbon ceramic brakes:  Large, robust and track-capable Brembo carbon ceramic matrix brakes deliver exceptional braking capability, while weighing in 9.6 kilograms under the comparable Camaro SS brakes.  The brakes offer unmatched levels of brake feel, lap after lap, with trememdous fade resistance, and the Z/28 is expected to produce 96-0 km/h stopping distances of less than 120 feet.  The system includes large, 15.5 x 1.4-inch two-piece front rotors matched with fixed monobloc, six-piston front calipers, and 15.3 x 1.3-inch two-piece rear rotors with four-piston calipers.  They also feature high-performance pad material with increased pad surface area, and electronic pad-wear sensors.

MODIFIED CHEVROLET BOWTIE MAKES Z/28 EVEN COOLER

By GM Media, Detroit - In developing the 2014 Camaro Z/28, the team scrutinized every component looking for ways to improve track performance, lap after lap.  Even the iconic Chevrolet bowtie faced audit.

During aerodynamics testing, Powertrain Cooling Development engineer Richard Quinn noticed that the bowtie on the Z/28's grill was displacing air away from the radiator, which can impact engine cooling -- an important aspect for all vehicles, especially track-oriented cars.

Removing the bowtie altogether did not seem to be an appropriate solution.  Instead, Quinn took a cut-off wheel to the gold fill of the bowtie, leaving the silver outline intact.  He installed the prototype on the grill and retested to see the results.

"There are engineers in our team that race as a hobby," said Quinn, "and we used that racer's mindset to look for ways small or large to get better performance out of the Z/28.  Even the smallest details on the Z/28 were weighed for cooling benefit, and this is one that stuck."

The "Flowtie", as the engineers now affectionately refer to it, is just the chrome outline of the traditional bowtie, with the center removed.  This simple solution alone was enough to allow three additional cubic meters of air into the engine per minute.  Engineers found the Flowtie dropped the temperatures of engine coolant and engine oil by 1.2 degrees celsius (2 degrees farenheit) during extended track sessions.  That seemingly small improvement was enough to justify making the Flowtie standard on every new Z/28.

"The Flowtie is just one example of the team's focus on track performance," said Al Oppenheiser, Camaro chief engineer.  "That same attention to detail is evident throughout the cooling systems for the LS7 engine, as well as the carbon ceramic brakes and the differential."

The naturally aspirated Z/28 weighs 136 kilograms (300 pounds) less than the supercharged Camaro ZL1 and 25 kilograms (55 pounds) lighter than the Camaro 1LE -- with changes ranging from lightweight wheels to thinner rear-window glass.

"The Camaro Z/28 has more than 190 unique parts, compared to a Camaro SS," Oppenheiser said.  "Like the Flowtie, each of these parts were changed with one objective: to deliver incredible performance on the track -- not just for the first lap, but lap, after lap, after lap."

The 2014 Camaro Z/28 arrives in dealerships this spring.

OUT OF SINKHOLE, ZR-1 'BLUE DEVIL' DRIVES IN MUSEUM

By GM Media, Bowling Green, Ky. - The recovery of the first of eight historic Corvettes that fell into a sinkhole under the National Corvette Museum last month began Monday with the successful extraction of the 2009 Chevrolet Corvette ZR-1 'Blue Devil'.  The car was in good enough condition to drive 20 feet to the doorway of the museum's Skydome.

Based on initial inspection, the ZR-1 sustained minimal damage, despite falling nearly 30 feet when the hold opened beneath an exhibit area on Feb. 12.  The ZR-1 emerged from the depths of the sinkhole, where workers test-lifted the car on Saturday, at about 11:35 am EST Monday.

"The 'Blue Devil' is in remarkable shape," said John Spencer, manufacturing integration manager for Corvette.  "Cosmetically, the carbon fibre running boards are shattered, there's some minor paint damage, and a small crack in the windshield.  Mechanically, the worst damage is a split in the oil-supply line for the 6.2L LS9 V-8.  If you fixed that, you could drive the ZR-1 back to Detroit."

The team plans to recover the 1962 Corvette and the 1993 40th Anniversary Corvette this week, and the remaining cars in the next 60 days.

"The recovery of the ZR-1 went incredibly well," said Mike Murphy, CEO of Scott, Murphy & Daniel construction.  "Obviously, there's a lot of work still to do.  But, watching the ZR-1 drive out of the museum was a great start to the recovery effort."

When the cars are recovered, they will be shipped to the Mechanical Assembly facility, a small specialty shop within GM Design in Warren, Mich., where the best restoration approach will be determined.  Mechanical Assembly has been part of GM Design since the 1930s, and today maintains and restores many of the vehicles in the GM Heritage Collection and GM's historic concept cars.

For more information on the National Corvette Museum sinkhole, visit www.nationalcorvettemuseum.org.