Auto blog on youtube: Auto news on Youtube Jan 2 2018

The Chevrolet Aerovette was a concept car created by Chevrolet, beginning life as Experimental Project 882 (XP-882) in the late 1960s.

It had a mid-engine configuration using a transverse mounting of its V8 engine.

Zora Arkus-Duntov's engineers originally built two XP-882 prototypes during 1969, but John DeLorean, Chevrolet's general manager, canceled the program believing it to be impractical and costly.

However, when Ford announced plans to sell the DeTomaso Pantera through Lincoln-Mercury dealers, DeLorean ordered that one XP-882 prototype be cleaned up for display at the 1970 New York Auto Show.

In 1972, DeLorean authorized further work on the XP-882 chassis and gave it a new project code, XP-895.

A near-identical body in aluminum alloy that resembled the XP-895 was constructed, and became the "Reynolds Aluminum Car."

Two of the Chevrolet Vega 2-rotor engines were joined together as a 4-rotor, 420 horsepower (310 kW) engine, which was used to power XP-895.

The XP-895 was first shown in late 1973.

Another Corvette concept, XP-897GT, also appeared in 1973, which used a 2-rotor engine.

However, with the energy crisis of the time, GM scrapped its rotary development work and all plans for a Wankel-powered car.

The XP-897GT 2-rotor Concept was sold to Tom Falconer and fitted with a Mazda 13B rotary engine in 1997.

In 1976, the 4-rotor engine was replaced by a 400 cu in (6,600 cc) Chevrolet V8, and the concept car was named Aerovette and approved for production for 1980.

The Aerovette featured double folding gullwing doors.

The production car would use a 350 cu in (5,700 cc) V8, and be priced between $15000-$18000.

However, after chief supporters Duntov, Bill Mitchell, and Ed Cole had retired from GM,

David R. McLellan decided that a front/mid-engine car would be more economical to build and would have better performance, and canceled the Aerovette program entirely.

Contemporary imported rear mid-engine cars had poor sales in the United States compared to the front-engined Datsun 240Z,

which ultimately determined the Aerovette's fate, further contributing to termination of production plans.

For more infomation >> Chevrolet Aerovette - Duration: 2:34.

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Chevrolet Nubira Station Wagon 1.6-16V STYLE ECC Deels/leer Trekhaak - Duration: 0:54.

For more infomation >> Chevrolet Nubira Station Wagon 1.6-16V STYLE ECC Deels/leer Trekhaak - Duration: 0:54.

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Chevrolet Matiz 0.8 Spirit / Airco ,5-Deurs - Duration: 0:54.

For more infomation >> Chevrolet Matiz 0.8 Spirit / Airco ,5-Deurs - Duration: 0:54.

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Chevrolet Tahoe & Suburban : le retour du Z71 - Duration: 1:43.

For more infomation >> Chevrolet Tahoe & Suburban : le retour du Z71 - Duration: 1:43.

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Chevrolet Spark 1.2 16V LTZ, Airco, 5 Drs, Dakrail, LM, etc - Duration: 0:59.

For more infomation >> Chevrolet Spark 1.2 16V LTZ, Airco, 5 Drs, Dakrail, LM, etc - Duration: 0:59.

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2018 Chevrolet Tahoe RST Quick Spin Review | Finally, a 6.2-liter Tahoe! - Duration: 4:44.

It took awhile, but GMC and Cadillac's exclusive on the 420-horsepower truck motor is over.

Available only in the new Tahoe RST and backed by a 10-speed automatic, the 6.2-liter V8

makes this the fastest Tahoe ever, with Chevy claiming 0-60 in 5.7 seconds.

That being said, the tires are good for only 130 mph and the limiter is lower than that,

so you still can't outrun a 5.3-powered PPV.

The Rally Street Truck package for the Tahoe or Suburban is only a cosmetics bundle, including

wheels and tires, with blackout and color-matched trim replacing chrome, new grille and badges,

and Dueler Alenza HL P285/45R22 110H tires on the unique wheels.

We like the subtle improvements, which aren't overwrought, but to each her own.

The RST package is available on 2WD or 4WD models, and none of the mechanical options

affect the tow ratings, which are greater than 8,000 pounds.

Optional on the Tahoe but not the Suburban is the 6.2-liter engine package.

For a reasonable $2,800, it adds the 420-horsepower engine with 460 pound-feet of torque, the

10-speed automatic, 3.23:1 gears, integrated trailer brake control, two-speed active transfer

case on 4WD, big alternator, and most important, magnetic ride control damping with a performance

tilt.

You can also get Brembo-supplied 16.1-inch front brakes with six-piston calipers for

$2,795 (which are also offered on the 2018 Yukon Denali), and a Borla exhaust Chevy says

adds 7-10 rear-wheel horsepower and 28-percent more flow.

At certain throttle settings it adds about 28 percent more noise, too.

Hammer the gas and the 6.2 bellows, launching the Tahoe forward with barely a chirp (in

2WD).

The sub-six-second 0-60 mph time feels entirely plausible, but when at that magic number we

wondered what will I do with the other eight gears.

It's conceivable you can use any of seven gears at most road speeds, and the shifts

are quick and clean regardless how many intervals are skipped, so the nominal 1,500 revs between

peak horsepower and peak torque are largely irrelevant.

EPA city ratings drop by 2 from the 5.3 but highway numbers are identical, and ours showed

21 against EPA's 22 estimate.

Our ears still find the 5.3 a mechanically sweeter, more refined sound, but at these

cruising revs it's more likely audiophiles will detect V4 operation instead of raucous

sonority.

The Borla exhaust sounds authoritative at moderate to wide throttle application before

settling into background noise, though it should be noted our rear seat passenger announced

unprompted that after 45 minutes he'd tire of it.

You might, too, towing a trailer up a long grade.

The marriage of engine to gearbox is very good, with only one awkward shift felt where

traffic couldn't work itself out, and going from D to M at highway speeds generally dropped

it into 7th.

In gentle highway cruising the tach occasionally fluttered in the 1,100-1,300 range, which

we'll attribute to converter locking as the V4 icon was dark.

The steering feels heavier than other recent Tahoes, even those fitted with dealer-installed

22s of the same size, and the damping calibration is definitely firmed up yet there's no pogo-sticking

on interstate slabs or jolts.

Ultimate grip may be up slightly, and improvement increases the poorer the road surface gets

because MRC is so much better at keeping tires in contact.

We're torn as to whether the added performance benefits outweigh the rubber-band-tire drawbacks.

The brake pedal may have slightly better modulation, at least deep into the travel, than the standard

arrangement and the huge increase in swept area should cope with those iffy trailer brakes

better, but rush-hour Dallas traffic offered no investigative options.

On a 4WD Premier Tahoe the RST pack is $2,630, most of which is the wheels, the 6.2 performance

pack $2,820, the front brakes $2,795 and a few sundry upgrades brought the total to just

shy of $79,000.

For quick reference that's about the same as a base X5 50i M Sport, $5,000 less than

a GLS450, and $8,000 more than a nicely fitted Durango SRT ... none of which tow or carry

as much.

A Platinum Expedition with 400 hp and 480 lb-ft, that tows a thousand pounds more, is

similar money.

For more infomation >> 2018 Chevrolet Tahoe RST Quick Spin Review | Finally, a 6.2-liter Tahoe! - Duration: 4:44.

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Chevrolet Matiz 0.8 PURE - Duration: 1:00.

For more infomation >> Chevrolet Matiz 0.8 PURE - Duration: 1:00.

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Chevrolet Matiz 0.8 PURE - Duration: 0:54.

For more infomation >> Chevrolet Matiz 0.8 PURE - Duration: 0:54.

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2018 Chevrolet Tahoe RST Quick Spin Review | Finally, a 6.2-liter Tahoe! - Duration: 5:06.