Need For Horsepower : July 2015

GCU & Keller: Master degree online edu american school master College University. Evening Degree programs In response to our students’ diverse needs, Grand Canyon University is now offering selected degree programs in an evening format.These programs are designed to meet the needs of todays working adults as they balance their work and personal lives with the desire to earn a degree. With programs that meet just one evening per week, students can conveniently integrate advancing their education with maintaining their career. Many programs will be offered on the main GCU campus, located in the heart of Phoenix, Arizona. Some specialized programs may be offered at strategic off-site or satellite locations through the greater Phoenix metro area as well as other areas.Developed specifically for working professionals, these evening programs are designed for a specific number of students. By keeping classes small, students will receive individual attention and progress through the program with the same classmates, providing an opportunity to forge relationships that go beyond the classroom. Evening Program Benefits Convenience. Courses conveniently meet one evening per week. Various Phoenix locations. Evening programs are primarily offered in Phoenix. Some programs will be offered on GCU main campus and others will be available in strategic locations. Small class size. With just 15-20 students, class sizes are kept intentionally small so each student can receive the individual attention he/she needs. American University is a private institution that was founded in 1893. It has a total undergraduate enrollment of 7,341, its setting is suburban, and the campus size is 84 acres. It utilizes a semester-based academic calendar. American University's ranking in the 2015 edition of Best Colleges is National Universities, 71. Its tuition and fees are $41,833 (2014-15). When you earn a degree from DeVry University Keller Graduate School of Management, you ll gain the professional credibility and essential skills necessary to advance your career.

Sunday, July 12, 2015

Gold Chrome Camaro Spotted! Hell YES Or Hell NO?

We have seen so many bizarre looking cars. There are cars sitting on huge tires, cars with insane modifications and some cars with insane body paints that will surely catch everyone’s attention. In this video, we are about to see an insane looking Camaro, a gold chrome Camaro that outshines every car at Tampa Bay. If you have a Camaro plated in gold cover, then you have to prepare yourself as you can be the center of attraction. We have seen various gold plated cars including a Lamborghini and a Ferrari and we all know how much attention they are catching. Well, same thing goes with this Gold Camaro and you can see a huge crowd staring at this car. Now, we want to know your reactions. What do you think about this car? Is it a Hell Yes or a Hell no?
full video===>>>https://youtu.be/JESOVuRmbgE
more video===>>>https://youtu.be/OCnWY3wiwDM
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Find Out Why the 2016 Camaro is the Best Ever!

2016 Camaro in Depth: We Take a Deeper Look Under the Skin of the Gen 6, Thoroughly Modernized Muscle Car

Next-generation Camaros don’t come along very often – the 2016 model is only the sixth in the nearly 50 years since the car went into production – so when one does appear, it’s an understandably big deal.

It was certainly a big deal when Chevrolet resurrected the car for 2010. The “heritage”-style homage to the iconic first-generation design was an unqualified hit. To date, Gen 5 Camaro sales have surpassed 500,000 and has outsold the Mustang for the past four years. In an age when car buyers are turning increasingly to crossovers, that’s no small feat.

We’re going to argue, however, that the all-new Gen 6 Camaro is more significant. In our admittedly limited experience with preproduction examples and careful evaluation of the elements comprising it, it’s more of a driver’s car. We don’t mean to cast aspersions on the unquestionably popular Gen 5, but it was a car trimmed to fit an existing platform – one that wasn’t originally envisioned as a 21st century ponycar.

In short, it was kind of like a chunky guy buying an off-the-rack sport coat because the party was tonight. The Gen 6 Camaro, on the other hand, appears to be precisely tailored and draped over the chest of somebody who’s been taking pilates classes. It’s leaner in both appearance and substance, and it’s one of the few vehicles these days that can boast it’s lighter and more powerful than the previous model. Chevrolet says the overall weight loss is more than 200 pounds. That’s a pretty significant and welcome reduction that will pay dividends in everything from agility to fuel economy.

When it rolls into showrooms at the end of 2015, the new Camaro will be offered only in LT and SS models, with an RS package, too. Chevy won’t comment yet on higher-performance variations such as the 1LE, ZL1 and Z/28. The SS, of course, receives the 6.2L LT1 engine, while the LT comes standard with a 2.0L turbo four-cylinder or an optional, all-new iteration of GM’s 3.6L naturally aspirated V-6.

More on all of them below, but it’s worth noting for anyone having philosophical reservations about a four-cylinder Camaro that at 275 horsepower, it’s more powerful than any small-block V-8 offered between 1972 and 1992 – and at 335 horses, the new V-6 flat-out trumps every small-block from 1967 to 2002. Progress can be a wonderful thing.

2016 Camaro styling is evolutionary, with much greater attention to detail than the Gen 5. It has a tauter, shrink-wrapped appearance that is very apparent when viewed in person. You can tell this one is an LT model because it doesn’t have hood vents exclusive to the SS.

The rear view shows an almost fastback-like roofline and highly detailed, Corvette-inspired taillights. SS and LT/RS models feature LED lighting for the taillights.

New Foundation

Production of the 2016 Camaro begins later in the year at GM’s Lansing Grand River facility, in Michigan. It’s the home of the Cadillac ATS and CTS, which is appropriate, because that’s the architecture on which the new car is built. Those Caddies have been hailed as dynamic equals or better than German competitors such as the BMW 3-Series, so having that structure as the Camaro’s foundation is as good as it gets.

Importantly, about 70 percent of the architectural components are unique to Camaro; and compared to the Gen 5 architecture, structural rigidity has increased 28 percent. The new structure also represents the bulk of the Camaro’s weight loss, in everything from the switch from a steel to aluminum instrument panel frame, to lighter suspension components. They even designed honeycomb-style lightening “holes” in a number of components to save fractions of pounds here and there.

That’s all great, but we’re more excited about the Camaro’s new, multi-link MacPherson strut front suspension, which leverages a double-pivot design that makes those Cadillacs so agile. At the rear, a new five-link independent suspension yields outstanding wheel control and reduces “squat” during acceleration. All-new Drive Mode Selector is offered and tailors up to eight driving attributes for four modes: Snow/Ice, Tour, Sport, and – on SS models – Track.

Chevrolet is also making Magnetic Ride Control available on the Camaro SS for the first time, and all models offer Brembo brakes (they’re standard on SS). For the Camaro LT, the available brakes include 12.6-inch front rotors with four-piston calipers and 12.4-inch rear rotors with single-piston sliding calipers. The Camaro SS features 13.6-inch front rotors with four-piston fixed calipers and 13.3-inch rear rotors with four-piston fixed calipers.

Goodyear tires are used on all models: The LT features standard 18-inch wheels wrapped with Goodyear Eagle Sport all-season tires with available 20-inch wheels matched with Eagle F1 Asymmetric all-season run-flat tires as an option. Camaro SS features standard 20-inch aluminum wheels with Eagle F1 Asymmetric 3 run-flat tires.

The Gen 6’s all-new structure is based on the rigid platform used for the Cadillac ATS, but with about 70 percent unique components for the Camaro. It’s 28 percent stiffer than the Gen 5 structure and the body in white is a full 133 pounds lighter.

Greater use of aluminum suspension components further contributes to the Camaro’s weight loss – and they even honeycombed some of the suspension links for further savings. Overall, suspension weight is reduced by 26 pounds.

Design Details

At a glance, the design of the 2016 Camaro may seem evolutionary, but there are some serious details in it that become more apparent when you see it in the flesh. Chevrolet says it’s more sculpted and we have to agree. From the various planes seen in the hood to even the form of the outside mirrors, there is tremendous attention to detail in it. There’s definitely some C7 Corvette in the details, giving it a familial look, too.

Dimensionally, the new Camaro is slightly trimmer in all exterior dimensions – and notably in a nearly 2-inch reduction in wheelbase – but the overall effect is more dramatic, particularly with almost fastback profile. It simply looks lean and taught.

Camaro Comparison Chart: 2016 vs. 2015
	2016 Camaro	2015 Camaro
Length	188.3 in.	190.6 in
Width	74.7 in.	75.5 in
Height	53.1 in.	54.2 in.
Wheelbase	110.7 in.	112.3 in.
Front Track	63 in (SS)	63.6 in (SS)
Rear Track	62.9 in (SS)	63.9 in (SS)

The Camaro SS has a unique front fascia with integrated brake cooling ducts and a unique hood with functional air vents, which improve engine cooling and reduce front lift. It also has a specific rear spoiler. The hood vents don’t simply provide an exit point for hot underhood air. They funnel air drawn through the grille out and over the car, which improves performance because it prevents the air from being forced under the car, where it can cause lift.

Standard lighting includes halogen projector beam headlamps and taillamps. RS and SS models add HID projector-beam headlamps and LED “signature lighting” daytime running lights – including a sweeping LED light pipe integrated in the headlamp and an LED light pipe integrated into the front fascia. RS and SS models also feature LED lighting for the rear taillamps, including auxiliary LED light guides that mirror the shape of the front signature lighting.

There’s also a new interpretation of the Camaro’s iconic red, white, and blue “banner” insignia, displayed on the front fenders. We are told it was pushed by the Chevy design studio’s younger members, who thought the nod to earlier generations was wholly appropriate. We agree.

Rated at 455 horsepower and 455 lb-ft of torque, the Camaro SS’s 6.2L LT1 delivers about 7 percent more power than the Gen 5’s LS3, in a car that is significantly lighter. It also employs direct injection, cylinder deactivation, and variable valve timing.

One of the Camaro-specific attributes of the LT1 engine is the Tri-Y header design. With it, primary pipe pairings join cylinders one and five, then three and seven on the left bank. Cylinders two and four and six and eight are paired on the right bank. At each bank, the primary pairings collect in a secondary Y, delivering a combination of pulse separation of adjacent firing cylinders and improved scavenging for the LT1 firing order of 1-8-7-2-6-5-4-3.

Interior Details

Like the exterior, the 2016 Camaro’s interior is completely new. In many ways, it represents a greater departure in style and functionality, too. The instrument panel, for example, retains the familiar dual-binnacle-style hood over the instruments, but the rest of it has been completely redesigned. Gone, too, is the cute but ergonomically challenged retro gauge panel in the center console.

As with many cars these days, the gauge panel is a mix of analog instruments and digital readouts. In the Camaro, there’s a big, 8-inch high-def screen in some models and it’s matched by another 8-inch screen for the MyLink “infotainment” system. Like many other Chevys for 2016, it is compatible with Apple CarPlay, which means you can plug your phone in and “project” many of its controls and apps to the MyLink screen. Again, progress can be a wonderful thing.

There’s also a new center console that shows Chevrolet was listening to its more enthusiastic Gen 5 owners. It is designed specifically for easier shifting with a manual transmission, thanks to a repositioned armrest and the elimination of the mechanical, pull-up parking brake. In its place is a simple switch for an electric park brake.

Chevy was apparently listening to all that feedback at tuner events, because there’s also a new LED ambient lighting system with 24 different colors that can be switched to a car show mode when the car is parked. It creates a theatrical light show that we can only assume will be hacked to strobe in rhythm to bands like, well… we’re too old-school to hazard a guess. Kids today and their music. Let’s just move on to the engines.

Like the exterior, the new cockpit ratchets up the attention to detail. Elements such as the specific diameter of the flat-bottom steering wheel are not shared with other Chevys. The instrument cluster is all new, too, and features a large, color digital readout between the tach and speedometer.

The center console was designed for shifting. An electric parking brake switch and repositioning of the cup holders makes it easier to bang gears. Chevrolet was listening to its customers on this one.

Camaro LT Powertrains

The Gen 6 Camaro will be offered with six powertrain combinations and there ain’t a compromise in the bunch.

The aforementioned 2.0L turbo is standard and rated at 275 horsepower and 295 lb-ft of torque. When the thing is on boost, it offers a wide torque band with 90 percent of peak torque available from 2,100 rpm to 3,000 rpm – and maximum torque from 3,000 to 4,500 rpm. Chevy says that’s strong enough for 0-60 mph acceleration in less than 6 seconds, while enabling 30 mpg. What’s not to like, right?

The all-new 3.6L V-6 is optional in the LT and is rated at 335 horsepower and 284 lb-ft of torque. It features direct injection, variable valve timing and, for the first time, Active Fuel Management (cylinder deactivation), which disables two cylinders. The 2.0L turbo and 3.6L engines are offered with a standard six-speed manual transmission or GM’s all-new 8L45 paddle-shift eight-speed automatic transmission, which is based on the eight-speed design introduced in the Corvette and fullsize trucks.

We spent a little time in preproduction V-6 models and came away impressed. Very impressed, in fact. With more power than the previous V-6 channeled into a lighter, more agile chassis, the effect is enlightening. Power delivery is strong and immediate, with a strong feeling of torque at low rpm. We look forward to driving the SS, but the V-6-powered LT is no slouch.

This 2.0L turbo four is the Camaro LT’s standard engine. It produces 275 hp by generating up to 20 psi of boost with a twin-scroll turbocharger system. It’s built tough, too, with a forged, cross-drilled crank and forged rods.

Here’s the 335hp V-6 offered in the Camaro LT. It’s the next generation of GM’s 3.6L V-6 engine family and, like the LT1, features direct injection, variable valve timing, and even cylinder deactivation. Because of the balance issues that would come with three-cylinder operation, the engine only shuts down two cylinders rather than the full half of them.

LT1-powered Camaro SS

Of course, the Camaro SS is powered by the 6.2L LT1 V-8 engine introduced on the Corvette Stingray. About 20 percent of the components are specific for the Camaro’s architecture, including new, tubular “tri-Y”-type exhaust manifolds. And yes, it also employs variable valve timing, direct injection, and Active Fuel Management (on automatic-equipped models). Output is 455 horsepower and 455 lb-ft of torque, making it the most-powerful standard V-8 ever in a Camaro.

The LT1 engine is available with a standard Tremec TR6060 six-speed manual transmission that borrows the Active Rev Match technology from the Corvette’s seven-speed manual. It “blips” the throttle automatically on downshifts. It’s very effective, but a little disconcerting the first time you use it. The Hydra-Matic 8L90 paddle-shift eight-speed automatic is optional.

Also like the Corvette, the LT1 (and 3.6L V-6) is available with a dual-mode exhaust, which features electronically controlled valves that bypass the mufflers under acceleration, uncorking the engine and more importantly enhancing the sound level. You can even personalize the exhaust sound, from a “stealth” mode to the most aggressive “track” mode.

All of the new Camaro’s powertrains sound enticing in their own ways – and we’re very much interested in what tuners will do with the turbocharged four-banger. Moreover, the promise of the sixth-generation car’s stronger yet lighter chassis and a more driver-focused cockpit are attributes that, on paper, should make it the best Camaro ever.

With nearly half a century of history behind it, that’s a huge legacy to build upon. Our confidence is high, based on our initial impressions, and we look forward to putting those impressions to the test. We’ll keep you posted.

Early driving impressions in a V-6-powered preproduction model were impressive. The lighter, more agile car pulls hard with 335 hp.

1969 Chevrolet Camaro - Blown Out Of Proportion

A low-profile ‘69 Camaro that packs a 780-horsepower punch!

Some car collectors purchase restored muscle cars with rare options as investments. Others collect cars to reflect their personality or because a particular make and model reminds them of a special time in their life. But for this discrete collector, who only wants to be known as Les T., his collection of cars is definitely meant to impress. With a warehouse full of vehicles that includes a Dodge Viper, a '32 Ford coupe, a custom 1958 Chevy pickup, a 1957 Chevy, and a 2014 Corvette (all painted red), Les' cars clearly demonstrate his love for high-performance street machines.

His latest addition is this '69 Camaro, built by Rob Green of RG Custom Cars in Orange, California. Originally gutted and used as a race car, Les saw the '69 as a perfect platform for creating a vintage-style muscle car with a modern drivetrain and upgraded chassis. Green suggested using a GM Performance E-Rod LS3 engine that would not only make this Camaro a head turner, but also be a basis for obtaining big horsepower from a modern V-8. Les agreed, and the project moved forward based around the LS engine platform.

Chassis

Once the Camaro got to RG Customs, the disassembly began to prepare it for a new tube chassis from Total Cost Involved. Green set up the chassis so the Camaro would sit low to the ground and incorporate rack-and-pinion steering, adjustable coilover shocks, and a trailing-arm rear suspension. The Camaro already had the inner wheelwells modified for larger tires, so it was easy to install a Currie 9-inch rear, set to the factory axle width, along with a set of 17-inch American Racing wheels with 225/45 tires in front and 275/40s at the rear. Green upgraded the brakes to a Wilwood system front and rear. With the rolling chassis properly bolted together and the Camaro sitting three inches lower than its original ride height, everything was disassembled so that all of the pieces could be sent off to be powdercoated in bright red.

Engine

In the meantime, Green began figuring out how to upgrade the LS3 E-Rod engine to reach the level of performance Les would want for the car. Without having to completely disassemble the engine for new heads, camshaft, and piston work, Green decided to install a polished Kenne Bell 2.8L Mammoth twin-screw supercharger, transforming the 430-horse street performance mill into a 780-horsepower monster. A Turn Key pulley kit took care of the alternator, air conditioning, and other accessories needed to make the Camaro comfortable to drive on the street. Green also fabricated the large air inlet tube that feeds the Kenne Bell 168mm billet throttle body, directing cold air taken from in front of the radiator core support. Completing the package is a Be Cool aluminum crossflow radiator, a Holley HP billet fuel pump, and Earl's stainless braided hose that extend from the Camaro's original fuel tank.

Drivetrain

The kind of power the LS is creating needs a late-model transmission to handle the torque and power curve. But since the Camaro didn't come with a transmission when Les purchased it, Green got a hold of a used GM 4L60E automatic. To make sure it was up to snuff it got a refresh with some light modifications. A modified factory shifter in the center console selects the gears. Handling the spent fumes are custom stainless headers and pipes by Gibson Performance.

Interior

The '69's interior was completely gutted and the Camaro was taken over to Martine Interiors in Orange, California. Les opted for tan leather so Martine covered the dash, center console, and created custom door panels to match the Camaro's completely reupholstered seats. Tan carpeting is used throughout. Leather-covered panels in the trunk hide the sound system and rear-mounted battery. After the Camaro came back from the upholstery shop, Les had Green install a satellite radio, a billet tilt-steering column, and a matching steering wheel.

Body

Les wanted the exterior of the Camaro to remain completely stock. With the exception of a billet grille, the '69 maintains its classic body lines. Of course, like most all of the cars in Les' collection, the Camaro was painted bright red. While the Camaro wasn't intended to be a complete “sleeper,” its lowered stance and simple 17-inch wheels don't give away the big horsepower beast residing under the hood. Lucky for us, Les is keeping this '69 in his collection. But should he decide to take it out for a cruise and come across a challenge, you can bet he won't hesitate to bruise some egos in the process.