Jump to content
  • Drew Dowdell
    Drew Dowdell

    Detroit Auto Show 2016: The 2017 GMC Acadia

    Sign in to follow this  

      The Acadia sheds 700lbs and almost 7 inches in length.


    At the North American International Auto Show in Detroit this morning, GMC took the wraps off the 2017 GMC Acadia.

     

    The new Acada is being re-positioned in GMC's lineup as more of a mid-size model. For 2017, the Acadia sheds 700 lbs, drops 7.2 inches in length, and 6.4 inches in wheelbase. While it has lost some of its bulk, it will still offer up to 7 passenger seating with 5 passenger and 6 passenger configurations available.

     

    The top of the line Denali trim returns with its unique trim and wheel, and additional features like HID headlamps and a new continuous control dampening control suspension system. Joining the lineup is an All-Terrain model that adds additional modes in the All-Wheel drive system for advanced hill climbing, body colored grille, and unique interior trim. The All-Terrain model will only be available in 5-passenger configuration.

     

    Powering the 2017 Acadia are the familiar 2.5 liter 4-cylinder and 3.6 liter V6. The 4-cylinder, a first for the Acadia, produces 194 hp and 190 lb-ft of torque at 4400 rpm and promises to return 28mpg highway in front-wheel drive models. For additional fuel savings in the city, the 4-cylinder features automatic Start-Stop. The 3.6 liter V6 is a newer version of the previous V6. It gains 29 horsepower and 5 lb-ft of torque over the previous version (less of a gain over previous Denali). The V6 does not have an estimated EPA fuel economy rating yet, however expect it to be slightly improved on over the old model's 17 city / 24 highway in FWD configuration. Both engines are coupled to the familiar 6-speed automatic transmission.

     

    The all-wheel drive system is new and is the same active dual-clutch system that has recently been introduced on the Cadillac XT5, Buick LaCrosse, and Buick Envision. The all-wheel drive system has a 2x4 mode that disconnects power to the rear wheels for additional fuel economy. Correction: The Active Dual-Clutch system is only on the All-Terrain model. Other models get a single clutch system.

     

    The 2017 GMC Acadia goes on sale this spring and will be produced in Spring Hill Tenn.

     

     

    You can follow all of our 2016 Detroit Auto Show coverage here.

     



    GMC Introduces All-New 2017 Acadia

    • 700-lb. lighter, more efficient crossover aimed at heart of midsize segment
    • Expanded range of available active safety features, including Front Pedestrian Braking and Surround Vision Camera
    • New powertrains include a 2.5L I-4, offering a GM-est. 28 mpg hwy, and an available est. 310-hp 3.6L V-6
    • Acadia Denali with new, exclusive Continuously Variable Ride Control
    • New Acadia All Terrain with an advanced AWD system with Active Twin Clutch
    • On sale this spring

     


    DETROIT – GMC today introduced the all-new 2017 Acadia – a reimagined crossover aimed at the heart of the midsize segment, designed to offer great versatility and refinement, with more advanced safety technologies.

     

    The new Acadia offers more-efficient powertrains, while continuing to offer three rows of seating on most models. The premium Acadia Denali returns, along with a new All Terrain model offering enhanced off-road capability.

     

    “GMC is a strong, growing premium brand and the Acadia is a cornerstone of our success story,” said Duncan Aldred, vice president of GMC Sales and Marketing. “The all-new Acadia leverages GMC’s proven SUV experience to take on and shake up one of the largest vehicle segments, with a strong blend of design, technology and capability.”

     

    The new Acadia goes on sale this spring, almost a decade after its original introduction, and coming off of its strongest sales year ever in 2015 with 96,393 deliveries.

     

    “Typically, a vehicle’s sales can be illustrated on a bell curve during its lifecycle, but the Acadia’s success has defied convention with impressive sustainability,” said Aldred. “It’s a shining example of GMC’s momentum and we’re confident it will grow with the new Acadia.”

     

    New size, bigger advantages
    The strategic re-scoping of the 2017 Acadia offers customers a midsize crossover positioned between the compact Terrain and full-size Yukon. Depending on the model, it is available with five-, six- or seven-passenger seating, while offering greater maneuverability than the first-generation model.

     

    “The new Acadia captures a greater feeling of refinement, in everything from the responsive feeling behind the wheel to the way passengers interact with its intuitive features,” said Rick Spina, executive chief engineer for compact and crossover SUVs at General Motors. “It’s a vehicle that offers the functionality Acadia is known for, while delivering big advantages and balance to customers’ everyday lives.”

     

    The new Acadia is 700 pounds lighter than the current model, which pays dividends at the gas pump. A new, 2.5L engine is standard, offering an estimated 28 mpg on the highway for FWD models (EPA estimate not yet available; estimate is based on GM testing). City fuel economy offered is GM-estimated at 22 mpg (FWD) and is bolstered by GMC’s first application of Stop/Start technology, which enhances efficiency in stop-and-go driving.

     

    A new, available 3.6L V-6 engine is more powerful and efficient than the current model, while offering 4,000 pounds estimated trailering capability (with the available towing package). It is GM-estimated at 310 horsepower (231 kW) and 25 mpg highway (FWD models – EPA estimate not available).

     

    Both of the Acadia’s new engines feature direct injection and variable valve timing, and both are mated to six-speed automatic transmissions and an electronically controlled drive mode selector.

     

    Legacy of functionality and spaciousness
    The 2017 Acadia builds on a legacy of intuitive functionality, with new features such as a split-folding second-row seat that improves on the original Smart Slide feature of the current model. It offers greater flexibility, including the capability of the curbside seat sliding and tilting forward, even with a forward-facing child seat in place, while the driver-side section tips and slides forward for easier access to the third row.

     

    The 50/50-split third-row seat folds flat for a completely flat load floor behind the second row and when the second row is also folded, there’s 79 cubic feet (2,237 liters) of cargo room. Levers at the rear of the vehicle make it easier to fold the second- and third-row seats.

     

    Additional solutions range from simple to technologically advanced. The rear of the center console, for example, features a unique pull-out storage drawer. It is accessible to rear-seat passengers and allows items such as electronic devices and small toys to be stored out of sight, for greater security and reduced clutter.

     

    There’s also a new, standard rear seat alert that can remind the driver when an item may have been left in the second- and third-row seats. Additionally, all three rows offer USB charge ports for compatible electronic devices.

     

    Design evolution
    The new Acadia offers a greater emphasis on refinement, while remaining instantly recognizable with an evolution of the vehicle’s signature, professional grade design cues such as a chrome-trimmed grille, squared off and flared wheel arches and wraparound rear side windows with dark D-pillars.

     

    “It’s a confident design influenced by extensive customer input,” said Helen Emsley, executive director, Global GMC Design and User Experience. “The original Acadia was very truck-inspired, but the new model has a decidedly SUV influence conveyed in sculptural details, softened corners and a sleeker windshield angle.”

     

    New dimensional grilles and wraparound headlamps – HID lamps on Denali and halogen projectors on other models – reinforce the confident, refined appearance, while standard LED signature lighting on all models reflect GMC’s premium attributes. Complementing C-shape rear lighting graphics add a cohesive detail to the design.

     

    Premium cues distinguish the Acadia Denali. Like all Denali models, it features a dimensional chrome grille, along with integrated chrome side trim, chrome-accented door handles, a chrome lower-rear fascia and specific six-spoke wheels.

     

    Inside, all Acadia trim levels feature unique interior color and trim combinations and incorporate authentic aluminum trim.

     

    Latest safety and connectivity technologies
    As a contemporary crossover designed for families on the go, the 2017 Acadia offers the latest active safety features to protect them, as well as the latest technologies to keep them connected.

     

    The active safety features are designed to help make drivers more aware of their surroundings and potential crash situations. They are available depending on the model and include:

    • New Front Pedestrian Braking
    • New Low Speed Forward Automatic Braking (standard on SLT-2 and Denali)
    • New Forward Automatic Braking (available on Denali)
    • New Following Distance Indicator
    • New IntelliBeam automatic headlamp high-beam control
    • New Surround Vision camera system
    • New Safety Alert Seat
    • Forward Collision Alert
    • Lane Keep Assist with Lane Departure Warning
    • Lane Change Alert with Side Blind Zone Alert
    • Front and Rear Parking Assist.

     


    An available Tow Vision Trailering system helps make hitching easier by employing a rear-vision camera, with dynamic guidelines, to help line up the Acadia’s hitch with the trailer, as well as offering views of the trailer while driving.

     

    And when it comes to connectivity, the Acadia is plugged in with available phone integration technology through GMC’s available IntelliLink system. It offers support for Apple CarPlay and Android Auto, making it easy to connect to some of the features smartphone users rely on most. (Vehicle user interfaces are products of Apple and Google and require a compatible smartphone and adherence to data plan rates, terms and privacy statements.)

     

    Additionally, an available OnStar 4G LTE Wi-Fi hotspot provides a mobile hub for drivers and passengers to stay connected. The hotspot is on whenever the vehicle is on and comes with a three-month/three-gigabyte data trial.

     

    New foundation and driving dynamics
    Built on a new, lighter body structure, the 2017 Acadia’s driving dynamics are more responsive, while its shorter length and narrower width enable greater maneuverability, for easier turning in parking decks and easier parking in home garages.

     


    Wheelbase (in / mm)

     

     

    Length

     

     

    (in / mm)

     

     

    Width

     

     

    (in / mm)

     

     

    Height

     

     

    (in / mm)

     

     

    Turning radius

     

     

    (ft / M)

     

     

    Curb weight

     

     

    (lb / kg)

     

     

    2017 Acadia

     

     

    112.5 / 2857

     

     

    193.6 / 4917

     

     

    75.4 / 1916

     

     

    68.7 / 1745 (w/o mast, w/ roof rack)

     

     

    38.7 / 11.8

     

     

    3956 / 1794 (est. - FWD)

     

     

    2016 Acadia

     

     

    118.9 / 3021

     

     

    200.8 / 5101

     

     

    78.9 / 2003

     

     

    72.6 / 1844 (w/o mast, w/ roof rack)

     

     

    40.4 / 12.3

     

     

    4656 / 2112 (FWD)

     


    The body structure incorporates press-hardened, high-strength steels, which allowed thinner components in some areas offering comparable or better crash performance than conventional materials. They also help reduce the base curb weight by 700 pounds (318 kg), compared to the current model.

     

    New splayed front frame rails also contribute to crashworthiness. They flare outward to provide effective folding and crushing performance during small overlap frontal crash situations.

     

    The new Acadia retains a front-drive layout with available all-wheel drive. All models feature a new drive mode selector, which allows the driver to alter chassis and powertrain attributes to suit a variety of driving conditions. Front-drive models offer Normal (2x4), Snow, Sport and Trailer/Tow modes, while AWD models offer 2x4 (AWD disconnect), 4x4, Sport, Off Road and Trailer/Tow modes.

     

    The AWD disconnect mode effectively disconnects the rear axle from the drive system to save fuel. On-demand AWD capability can be reapplied on the go by switching the drive mode selector to 4x4 mode.

     

    Additional chassis and driving dynamics features include:

    • MacPherson strut front suspension
    • Five-link rear suspension
    • Rack-mounted electric power steering system
    • Four-wheel disc brakes with Duralife rotors
    • Electronic park brake
    • Available electronically controlled continuous damping system.

     


    All Terrain
    The new All Terrain model matches distinctive design elements with enhanced off-road-driving ability.

     

    At the heart of the Acadia All Terrain’s capability is an advanced AWD system with Active Twin Clutch, which optimizes traction for every condition it encounters. And while it is engineered for optimal performance in wet, snowy and icy conditions, it also provides enhanced stability in dry conditions.

     

    It also has a specific All Terrain mode in place of the Off Road mode on the drive mode selector, which works with the model’s exclusive AWD system to offer enhanced hill-climb capability.

     

    All Terrain models are distinguished from the rest of the Acadia lineup with a body-color grille surround, black chrome trim and unique wheels. Inside is exclusive five-passenger seating, dynamic All Terrain interior accents and covered storage bins in the rear cargo floor in place of a third-row seat.

     

    Manufacturing
    The 2017 GMC Acadia will be produced at General Motors’ Spring Hill (Tenn.) assembly facility, with globally sourced parts.

     

    CONTACT:
    Megan Soule
    GMC Communications
    313-495-1297
    megan.soule@gm.com

     

    2017 GMC ACADIA PRELIMINARY SPECIFICATIONS

     

    Overview
    Models:
    GMC Acadia / Acadia Denali / Acadia All Terrain
    Body style / driveline:
    crossover SUV / front-engine; front-wheel drive and all-wheel drive
    Construction:
    body-frame integral
    EPA vehicle class:
    sport utility vehicle
    Manufacturing location:
    Spring Hill, Tenn.
    Key competitors:
    Honda Pilot, Toyota Highlander, Ford Explorer; Jeep Grand Cherokee

     

    Powertrains
    Engine:
    Ecotec 2.5L DOHC I-4 (LCV)
    3.6L V-6 VVT DI (LGX)
    Displacement (cu in / cc):
    150 / 2457
    223 / 3649
    Bore & stroke (in / mm):
    3.46 x 3.97 / 88 x 101
    3.74 x 3.37 / 95 x 85.8
    Block material:
    precision sand-cast aluminum w/ cast-in-place iron bore liners
    cast aluminum w/ cast-in-place iron bore liners
    Cylinder head material:
    cast aluminum
    cast aluminum
    Valvetrain:
    DOHC, four valves per cylinder, continuous VVT
    DOHC, four valves per cylinder, continuous VVT, Active Fuel Management
    Fuel delivery:
    high-pressure direct injection and electronic throttle control
    high-pressure direct injection and electronic throttle control
    Horsepower
    (hp / kW @ rpm):
    194 / 145 @ 6300 (SAE certified)
    310 / 231 @ 6600 (est.)
    Torque
    (lb.-ft. / Nm @ rpm):
    190 / 258 @ 4400 (SAE certified)
    271 / 367 @ 5000 (est.)
    GM-estimated fuel economy (city / hwy):
    22 / 28 (FWD)
    17 / 25 (FWD)
    Transmission:
    Hydra-Matic 6T50 six-speed automatic
    Hydra-Matic 6T70 six-speed automatic

     

    Chassis / Suspension
    Suspension (front):
    MacPherson strut; continuous damping control (Denali)
    Suspension (rear):
    Five-link independent; continuous damping control (Denali)
    Steering type:
    electric variable-effort power steering with Active Return Assist
    Turning circle (ft / m):
    38.7 / 11.8
    Brakes:
    four-wheel-disc, variable brake system with power assist; Duralife brake rotors and low-drag brake calipers
    Wheel size and type:

     

    18-in. aluminum
    20-in. aluminum
    Tires:
    P235/65R18all-season
    P235/55R20 all-season

     

    Dimensions
    Exterior
    Wheelbase (in / mm):
    112.5 / 2857
    Overall length (in / mm):
    193.6 / 4917
    Overall width (in / mm):
    75.4 / 1916
    Overall height (in / mm):
    68.7 / 1745 (w/o mast, w/ roof rack)
    Track (in / mm):
    64.5 / 1638 (front)
    64.5 / 1638 (rear)
    Curb weight (lb / kg):
    3956 / 1794

     

    Interior
    Seating capacity:
    five, six or seven passengers (depending on model/configuration)
    Headroom (in / mm):
    front: 40 / 1016 (without sunroof)
    2nd row: 39.6 / 1006 (without sunroof)
    3rd row: 37.2 / 945
    Legroom (in / mm):
    front: 41 / 1042
    2nd row: 39.7 / 1008
    3rd row: 31.1 / 789
    Shoulder room (in / mm):
    front: 59.4 / 1508
    2nd row: 58.7 / 1490
    3rd row: 54.3 / 1378
    Hip room (in / mm):
    front: 55.7 / 1414
    2nd row: 53.3 / 1355
    3rd row: 42.9 / 1090
    Cargo volume (cu. ft. / L):
    12.8 / 362 (behind third row)
    41.7 /1181 (behind second row, third row folded)
    79 / 2237 (second and third rows folded)

     

    Note: Information shown is current at time of publication. Please visit http://media.gmc.com for updates.

    Sign in to follow this  


    User Feedback

    Recommended Comments



    the downsize is a mistake.  The Acadia was hugely successful, they still need an Acadia sized entry in the showroom.  This would have been better off as 'Envoy'.

    Share this comment


    Link to comment
    Share on other sites

    Love this, and I do not think the shrinking in size will hurt GM or the sales of the Acadia. This is a lovely looking CUV! :D

    Share this comment


    Link to comment
    Share on other sites

    the downsize is a mistake.  The Acadia was hugely successful, they still need an Acadia sized entry in the showroom.  This would have been better off as 'Envoy'.

     

    You keep saying that like there isn't going to be a long-wheel base Enclave sitting in the same showroom.  If there is a huge drop in Acadia sales that Enclave is unable to pick up, they can always do an Acadia XL.  If you're looking for the most cubic feet per dollar, GM would invite you do visit a Chevrolet showroom.  The GMC showroom is for people with money. 

    • Upvote 2

    Share this comment


    Link to comment
    Share on other sites

    the downsize is a mistake.  The Acadia was hugely successful, they still need an Acadia sized entry in the showroom.  This would have been better off as 'Envoy'.

     

     

     

    Envoy is DEAD.

     

    And it should be. Always felt as tho it was weird.. crazy even to have the Acadia.. which was visually the size of the Yukon sitting on the same lot. Let me be clear.. At Buick and Saturn, at the time, the Enclave and Outlook made sense. The Acadia and Traverse only made sense if .. and I mean IF... the rumors were turning out to be true (I don't kno if U guys remember) that the Tahoe and Yukon were dying off.. leaving on the Suburban and XL as a ways and means to counter CAFE. Having the FWD based, V6 wearing CUVs were the answer. Obviously they didn't die.. Lambdas are somewhat redundant on the lots, and in this situation.. U might see a slightly cheaper Yukon and Tahoe result if the Traverse takes the same diet.

     

    Again.. Enclave should STAY the same size.. the Acadia being primed to go up against the Grand Cherokee, (and Explorer) show real life in the GMC brand. Especially the All-Terrain. My girlfriend who was considering an Acadia just recently.. saw these pics and said "Yes.. that's exactly what I would want. Sized like the GC, but probably way more reliable."  She owned a GC from 2011 to 2012. 

     

    Loving this. Actually looks like an SUV again. Size wise the interior volume, sans some of the cargo room is the same or better (2nd row has more legroom) 2017-GMC-Acadia-All-Terrain-001-720x340.

    Share this comment


    Link to comment
    Share on other sites

    The front is pretty decent. The midsection is very nice. The rear is handsome. Put them all together and it is an extremely incohesive design, imo. It doesn't look like a GMC.

     

    As for the downsize, just what exactly is GM doing here? What does this mean for the Traverse? Will there be no GMC to fill the role of the outgoing Acadia? I just don't get it. None of our reps seem to have any idea about any of this. Go figure. 

    Share this comment


    Link to comment
    Share on other sites

    I think the interior combination showed in the press photos is kind of drab. Varying shades of beige and brown. And it doesn't even appear as a upgrade either.

     

    Gotta see the other combinations.

     

    I agree with Frisky, it just looks a bit messy to me as well.

    Share this comment


    Link to comment
    Share on other sites

    Looks a lot like an Explorer from the front and side, the tail lights remind me of Durango and Grand Cherokee. Overall it looks good, and GM needs a true mid size SUV and this is it.

    I'd imagine the Terrain/Equinox is shrinking also. Buick will have the Enclave as the full size. It cuts down overlap which I think is good. Plus Cadillac is getting more crossovers and you want to drive the money toward the higher margin Caddies if possible.

    Share this comment


    Link to comment
    Share on other sites

    Despite mythical 'overlap' here, GM is taking a hugely successful anchor product for GMC and basically gutting it and redefining it. Acadia saved and made GMC relevant for a lot of buyers, in particular during a rough patch in the economy. You're going to now ask a lot of non enthusiast buyers, who know exactly what an Acadia is, to completely change what it is. You have no proof they wanted it to change, and no guarantee people want a frame based Yukon or any guarantee that the enclave wasn't a better option to downsize. Plus there are people who liked the choice of enclave vs terrain.

    On top of that the looks are ruined, it doesn't look as tough or as premium. And a four cylinder will illicit laughter.

    This is part of a strategy of having to comply with fuel economy regs and emissions crap. Crossovers are booming so much there is no way gmc had to do this. To introduce this new sized vehicle it should have gotten the envoy name or a new name.

    Sort of reeks of 'what is a CTS' anymore. We all know how successful that is.

    Acadia was a success because it was larger than a grand Cherokee. All gmc needed to do was add a model to take that on. Redefining what an Acadia is is a mistake. Even if they think the name equity is what ultimately helps them.

    2013 Malibu. Look at what good making it smaller did for them there too.

    Edited by regfootball
    • Upvote 1
    • Downvote 1

    Share this comment


    Link to comment
    Share on other sites

    I wonder if Chevrolet will get a version that is this size? This not a bad look vehicle. I do not like the headlights. I prefer a quad headlight design.  This vehicle looks like someone redesigned the GMC Envoy. It looks like the old Envoy.. The similarities may be intentional.  It is placed in the same segment as Ford Explorer now.

    That may be a good thing. The impressive thing is the 700 pound weight loss.

    Share this comment


    Link to comment
    Share on other sites

    Despite mythical 'overlap' here, GM is taking a hugely successful anchor product for GMC and basically gutting it and redefining it. Acadia saved and made GMC relevant for a lot of buyers, in particular during a rough patch in the economy. You're going to now ask a lot of non enthusiast buyers, who know exactly what an Acadia is, to completely change what it is. You have no proof they wanted it to change, and no guarantee people want a frame based Yukon or any guarantee that the enclave wasn't a better option to downsize. Plus there are people who liked the choice of enclave vs terrain.

    On top of that the looks are ruined, it doesn't look as tough or as premium. And a four cylinder will illicit laughter.

    This is part of a strategy of having to comply with fuel economy regs and emissions crap. Crossovers are booming so much there is no way gmc had to do this. To introduce this new sized vehicle it should have gotten the envoy name or a new name.

    Sort of reeks of 'what is a CTS' anymore. We all know how successful that is.

    Acadia was a success because it was larger than a grand Cherokee. All gmc needed to do was add a model to take that on. Redefining what an Acadia is is a mistake. Even if they think the name equity is what ultimately helps them.

    2013 Malibu. Look at what good making it smaller did for them there too.

     

    -1 on your comments as I have to totally disagree. I loved the first generation and second of the Acadia,but always thought is was a weird child that did not really fit in with the rest. Yes some loved the weirdness and might not stay with the third generation but this auto is sexy in a professional way and I believe continue to do well for GMC.

     

    I myself think the inside and outside is an outstanding change for the model and will bring in more people to the fold.

    • Upvote 1

    Share this comment


    Link to comment
    Share on other sites

    Reg.. U want to play it safe for the sake of playing it safe. GM is wise to differentiate these vehicles via size. The Acadia was almost spot-on in size to the Yukon. In think instead if playing it safe, GM sees the sales of both the GC and the Explorer and wants those sales too.. independent of the other brands.

    • Upvote 1

    Share this comment


    Link to comment
    Share on other sites

    700 pounds is probably misleading, if that comparison is a crude in line 4 cylinder no one wants compared to the old v6.

    When apples to apples get out on the scale it won't be 700 pounds difference we are talking about.

    The other misleading assumption is that creating more spacing between an Acadia and Yukon is what people want. People buy the Acadia because of the efficIent packaging and car chassis. You get a Yukon for the truck frame and different ride and drive that the truck gives. You put up with the horrendously inefficient rear seat and cargo packaging as a sacrifice for the truck frame (even though navigator seems to do this right)

    It's why people buy ridge lines vs f 150s. They ride and drive different and specialize in different ways.

    Edited by regfootball

    Share this comment


    Link to comment
    Share on other sites

    Last year GM sold 96K Acadias, Ford sold 249K Explorers, while the GC move 196K. Now obviously the LAMBDAS beat both of them when U combine them at 277K.. the Traverse moving the most, but I see what GMC is trying to do with their TRUCK brand.. and grab some of those sales currently going to the Explorer and GC.

     

    I for one never really thought of the Acadia, due to size, as a direct competitor to the GC. I looked it more as an alternative to the Yukon.  Perhaps a competitor to the Explorer, Pilot.. or Highlander

    Share this comment


    Link to comment
    Share on other sites

    700 pounds is probably misleading, if that comparison is a crude in line 4 cylinder no one wants compared to the old v6.

    When apples to apples get out on the scale it won't be 700 pounds difference we are talking about.

    The other misleading assumption is that creating more spacing between an Acadia and Yukon is what people want. People buy the Acadia because of the efficIent packaging and car chassis. You get a Yukon for the truck frame and different ride and drive that the truck gives. You put up with the horrendously inefficient rear seat and cargo packaging as a sacrifice for the truck frame (even though navigator seems to do this right)

     

     

     

    Navigator has IRS. It barely gives additional legroom in that and the Expy. The packaging of the Acadia is huge. GM should have never indulged people with it. Bottom line is that it looks like they have repackaged it in a way that won't effect the interior room very much at all.. while giving the second row occupants more room. The give-up is in the cargo area. Also.. due to the availability of the Long WB of the upcoming Enclave, if GM sees the need they can certainly intro a LWB Acadia in the way they did with the Envoy.. this vehicle rightful ancestor

    Share this comment


    Link to comment
    Share on other sites

    700 pounds is probably misleading, if that comparison is a crude in line 4 cylinder no one wants compared to the old v6.

    When apples to apples get out on the scale it won't be 700 pounds difference we are talking about.

    The other misleading assumption is that creating more spacing between an Acadia and Yukon is what people want. People buy the Acadia because of the efficIent packaging and car chassis. You get a Yukon for the truck frame and different ride and drive that the truck gives. You put up with the horrendously inefficient rear seat and cargo packaging as a sacrifice for the truck frame (even though navigator seems to do this right)

    It's why people buy ridge lines vs f 150s. They ride and drive different and specialize in different ways.

     

    GM has been pretty on point with weight predictions, Camaro SS lost 200 lbs, V6 and 4-cylinder lost 300 and 400 lbs respectively, CT6 is as light as the CTS, Malibu lost 300 lbs. Even if the 700 lbs refers to the 4-cylinder, the V6 will still be 500+ lbs lighter than the outgoing model. It's the difference of two NFL linebackers riding in the back of your car, automakers would kill for those gains.

    Share this comment


    Link to comment
    Share on other sites

    Explorer has deficiencies in packaging due to it's too short of wheelbase and long overhangs.

    Explorer is closer in length to the current Acadia than this new one.

    Share this comment


    Link to comment
    Share on other sites

    just curious as to the platform this is based off of. it reminds me an awful lot of the south american trailblazer... is there a reason for that or am i just delusional?

    Edited by cletus8269

    Share this comment


    Link to comment
    Share on other sites

     

    700 pounds is probably misleading, if that comparison is a crude in line 4 cylinder no one wants compared to the old v6.

    When apples to apples get out on the scale it won't be 700 pounds difference we are talking about.

    The other misleading assumption is that creating more spacing between an Acadia and Yukon is what people want. People buy the Acadia because of the efficIent packaging and car chassis. You get a Yukon for the truck frame and different ride and drive that the truck gives. You put up with the horrendously inefficient rear seat and cargo packaging as a sacrifice for the truck frame (even though navigator seems to do this right)

     

     

     

    Navigator has IRS. It barely gives additional legroom in that and the Expy. The packaging of the Acadia is huge. GM should have never indulged people with it. Bottom line is that it looks like they have repackaged it in a way that won't effect the interior room very much at all.. while giving the second row occupants more room. The give-up is in the cargo area. Also.. due to the availability of the Long WB of the upcoming Enclave, if GM sees the need they can certainly intro a LWB Acadia in the way they did with the Envoy.. this vehicle rightful ancestor

     

    There is 3 inches more legroom in the Expy than the Subruban(3rd row).

    37.7in vs 34.5in

     

    The current Traverse has 33.2in of 3rd row leg room.

     

    Take that how you'd like. I just looked it up because I was curious when I read what you said Casa. 

    Share this comment


    Link to comment
    Share on other sites

    just curious as to the platform this is based off of. it reminds me an awful lot of the south american trailblazer... is there a reason for that or am i just delusional?

     

    The south american trailblazer is based on the Colorado and it's no featherweight. The Acadia is FWD/AWD on the heavily modified Lambda platform, I'm not sure GM's new coding for it.

    Share this comment


    Link to comment
    Share on other sites

    I do admire a company willing to shrink a vehicle rather than continue to just blow it up until it fits the next class up...like everything else ever made save for the Miata. 

    Share this comment


    Link to comment
    Share on other sites

     

    just curious as to the platform this is based off of. it reminds me an awful lot of the south american trailblazer... is there a reason for that or am i just delusional?

     

    The south american trailblazer is based on the Colorado and it's no featherweight. The Acadia is FWD/AWD on the heavily modified Lambda platform, I'm not sure GM's new coding for it.

     

     

    It's on a new platform called C1XX. No real sharing with Lambda to speak of.  Shared with the new XT5.

    Here are my shots of the GMC Acadia from the show.   To me, this is the biggest evidence that the Terrain will shrink significantly next refresh.  In 5-passenger trim, the Acadia is dangerously close to the Terrain in interior room with almost all of the extra space happening behind the 2nd row.

     

    • Upvote 1

    Share this comment


    Link to comment
    Share on other sites



    Join the conversation

    You can post now and register later. If you have an account, sign in now to post with your account.
    Note: Your post will require moderator approval before it will be visible.

    Guest
    Add a comment...

    ×   Pasted as rich text.   Paste as plain text instead

      Only 75 emoji are allowed.

    ×   Your link has been automatically embedded.   Display as a link instead

    ×   Your previous content has been restored.   Clear editor

    ×   You cannot paste images directly. Upload or insert images from URL.




  • Similar Content

    • By Drew Dowdell
      GM released power figures today for the new inline 6-cylinder diesel engine that will be available in the Chevrolet Silverado and GMC Sierra.  Available at the same price as the 6.2 liter model, GM promises the new engine will change perceptions about diesel performance and refinement.  GM recently announced the delay of the 3.0-liter diesel until the 2020 model year due to emissions certification delays. 
      Paired with a 10-speed automatic transmission, the diesel produces an SAE-certified 277 horsepower and 460 lb-ft of torque with 95 percent of that torque being available at just 1,250 RPM.  Torque peak comes at 1500 rpm and peak horsepower at 3750 rpm.
      The powertrain is setup to offer diesel exhaust braking to help slow the vehicle when the truck is in tow-haul mode, limiting the number of applications of the brakes to save on brake wear. The engine also has a user selective start-stop function to save additional fuel in city driving. 
      2019 CHEVROLET SILVERADO 3.0L DURAMAX TURBO-DIESEL SPECIFICATIONS
      Type:
      Duramax 3.0L DOHC Turbo Diesel I6 
      Bore & Stroke (in. / mm):
      3.30 x 3.54 inches (84mm x 90mm)
      Block Material:
      Aluminum
      Cylinder Head Material:
      Aluminum
      Compression Ratio:
      15.0: 1
      Firing Order:
      1-5-3-6-2-4
      Valvetrain:
      Dual-overhead camshafts, four-valves per cylinder
      Air Delivery:
      Single variable-geometry turbocharger; intercooling system. 42.8-psi / 2.95 bar max boost
      Fuel Delivery:
      High-pressure, common-rail direct injection (36,250 psi / 2500 bar); electronic throttle valve
      Ignition System:
      Compression
      Max Engine Speed:
      5100 rpm
      Additional Features:
      Continuously variable oil pump; engine oil cooler, automatic stop/start, Active Thermal Management,
      Emissions Control:
      Low-pressure Exhaust Gas Recirculation (EGR); Selective Catalyst Reduction on Filter (SCRF)
      Horsepower
      (hp / kW @ rpm):
      277 / 204 @ 3750 (SAE certified)
      Torque
      (lb.-ft. / Nm @ rpm):
      460 / 624 @ 1500 (SAE certified)
      Manufacturing Location (of globally sourced parts)
      Flint, Mich.  
       
       
      Chevy Press release on page 2


      2020 CHEVROLET SILVERADO’S NEW, ADVANCED 3.0L DURAMAX TURBO-DIESEL REDEFINES EXPECTATIONS
      No-compromise engine delivers refinement, performance and efficiency
      2019-06-03
      DETROIT — The all-new 2020 Chevrolet Silverado’s available 3.0L Duramax inline-six turbo-diesel engine adds choice and versatility for full-size truck customers, offering class-leading torque and horsepower in addition to focusing on fuel economy and capability. It is the first-ever inline-six turbo-diesel offered in Chevrolet’s full-size light-duty trucks.
      Chevrolet engineers started with a clean-sheet design and developed an all-new engine that leverages the efficiency and refinement advantages of the inline six-cylinder architecture and incorporates advanced combustion and emissions technologies to optimize performance and efficiency. It is priced identically to the 6.2L V-8 as a $2,495 premium over a 5.3L V-8 model or $3,890 over a 2.7L Turbo model.
      “From the moment the engine is started, to its idle, acceleration and highway cruising, the 3.0L Duramax performance will change perceptions of what a diesel engine can offer in refinement,” said Nicola Menarini, director for Diesel Truck Engine Program Execution. “With advanced technologies that draw on global diesel expertise, it’s a no-compromise choice for those who want the capability and driving range of a diesel in a light-duty truck.”
      Available on LT, RST, LTZ and High Country models, the 3.0L Duramax diesel rounds out the new Silverado’s range of six propulsion choices, each tailored to suit customers’ needs for performance, efficiency, technology and value. It is rated at an SAE-certified 277 horsepower and 460 lb-ft of torque delivering 95 percent of peak torque at just 1,250 rpm. Peak torque is sustained from 1,500 rpm through 3,000 rpm, providing a powerfully smooth and satisfying driving experience.
      The 3.0L Duramax is paired with GM’s 10L80 10-speed automatic transmission, featuring a centrifugal pendulum absorber torque converter that reduces vibrations to improve smoothness, reinforcing its performance, efficiency and refinement. This combination also offers exhaust braking, which uses the diesel engine’s compression to help slow the vehicle, requiring fewer brake applications by the driver when in Tow Haul mode.
      Innovative Engine Technologies
      The inline six-cylinder architecture offers inherent efficiency and refinement, but the team expanded with smart technology choices to help improve efficiency and weight while optimizing the truck experience. A lightweight aluminum block and cylinder head reduce overall mass, and Active Thermal Management enhances efficiency and cold-weather warm-up. Ceramic glow plugs also help with shorter heat-up times and a quicker cold start, meaning the engine block heater is not needed until -22 degrees F.
      Towing is an important part of owning a truck, and customers can gain additional confidence thanks to the exhaust brake available in tow-haul mode. The water charge air cooler, coupled with low pressure EGR, reduces time to torque. The variable geometry turbocharger helps provide a greater balance of performance and efficiency, and an electronically variable intake manifold helps optimize performance across the rpm band.
      Inherently efficient and balanced
      Compared to a DOHC V-6, the inline-six architecture offers greater efficiency from the reduced friction of operating only two camshafts and their associated valvetrain components. The I6 configuration offers the perfect balance of primary and secondary forces, without the need for balancing shafts.
      “In addition to reduced friction, the architecture enables smooth operation,” Menarini said. “The new Duramax 3.0L elevates the 2019 Silverado with one of the most refined and efficient diesel engines in the segment.”
      Along with supporting elements such as a tuned air induction system and other noise-attenuating elements, the 3.0L Duramax delivers exceptional quietness and smoothness at all engine speeds.
      All-aluminum construction and tough rotating assembly
      The 3.0L Duramax cylinder block is made of a cast aluminum alloy that provides the strength required to support the high combustion pressures that occur within a diesel engine, while also offering an approximately 25 percent mass savings over a comparable cast iron engine block. Iron cylinder liners are used within the aluminum block to insure truck durability.
      There are seven nodular iron main bearing caps that help ensure the block’s strength under those high combustion pressures, while also enabling accurate location of the rotating assembly. A deep-skirt block design, where the block casting extends below the crankshaft centerline, also contributes to the engine’s stiffness and refinement. It’s complemented by a stiffness-enhancing aluminum lower crankcase extension attached to the main bearing caps.
      The rotating assembly consists of a forged steel crankshaft, forged steel connecting rods and hypereutectic aluminum pistons. The alloys in the respective castings for the rods and pistons make them lightweight and durable. Silicon is blended with the aluminum for heat resistance and tolerance within the piston cylinders, which enhances performance and makes the engine quiet.
      A thick piston crown — the top of the piston — and reinforced top ring add strength to support the tremendous cylinder pressures enabled by turbocharging and the engine’s high 15.0:1 compression ratio.
      DOHC Cylinder Head and Rear Cam Drive
      Overhead camshafts offer a direct, efficient means of operating the valves, while four valves per cylinder activated by maintenance-free finger followers with hydraulic lash adjusters increase airflow in and out of the engine. This arrangement is integrated on the Duramax 3.0L’s lightweight aluminum cylinder head, which is topped with a lightweight composite cam cover that incorporates the crankcase ventilation and oil separation systems.
      A pair of lightweight, assembled camshafts actuates 28.35 mm diameter (1.12-inch) intake and 24.55 mm diameter (0.97-inch) exhaust valves. The camshaft drivetrain is uniquely located at the rear (flywheel side) of the engine, for greater refinement and packaging considerations for the comparatively long inline-six. A crankshaft-driven chain drives the high-pressure direct-injection fuel pump, while a chain driven by the fuel pump drives both intake and exhaust camshafts. A smaller belt drives the variable flow oil pump from the crankshaft.
      Additional Technology Highlights
      Variable geometry turbocharging enables the Duramax 3.0L engine to deliver class-leading horsepower with minimal effect on overall efficiency. The system uses closed loop controlled vanes position and sophisticated electronic controls to automatically adjust boost pressure to the desired value based on engine running conditions and instantaneous power demand. The liquid-cooled turbocharger features a low-friction ball-bearing shaft and is mounted close to the exhaust outlet of the engine for quicker spool-up of the turbine and quicker light-off of the exhaust catalyst. A water-to-air intercooling system produces a cooler higher density air charge for greater power. Maximum boost pressure is 43,5 psi (300 Kpa) absolute.
      Low-pressure EGR: The Duramax 3.0L utilizes new low-pressure Exhaust Gas Recirculation to optimize performance and efficiency. The EGR system diverts some of the engine-out exhaust gas and mixes it back into the fresh intake air stream, which is drawn into the cylinder head for combustion. That lowers combustion temperatures and rates.
      Traditionally, EGR systems in diesel applications recirculate exhaust gases between the two high-pressure points, the exhaust manifold(s) and intake manifold. However, it generally requires efficiency-robbing assistance from the turbocharger or other supporting elements to achieve the pressure differential required for sufficient EGR flow rates.
      The new low-pressure system adds to the high-pressure system, supporting continual adjustment of exhaust backpressure for more efficient operation. It recirculates gases between the low-pressure points in the exhaust system (downstream of the particulate filter) and after the compressor inlet.
      When the low-pressure EGR is activated by an electronically controlled valve, the engine burns exhaust gas that has already passed through the particulate filter. That increases the turbocharger’s efficiency, which helps overall vehicle efficiency without deteriorating the rate of particulate matter emitted by the engine.
      A variable intake manifold offers dual air intake pathways for each cylinder. Electronically controlled flaps — one for each cylinder — shorten or lengthen the airflow to each cylinder. This optimizes the airflow into the engine and improves performance and responsiveness across the rpm band, particularly at lower engine speeds.
      A variable-pressure oiling system with a continuously variable-displacement vane oil pump enhances efficiency by optimizing oil pressure as a function of engine speed and load. With it, the oil supply is matched to the engine requirements rather than the excessive supply of a conventional, fixed-displacement oil pump. The engine uses low-friction Diesel Dexos 0W20 oil.
      Oil jets located in the block are employed for performance and temperature control. They target the inner core of the piston with an extra layer of cooling, friction-reducing oil. The jets reduce piston temperature, allowing the engine to produce more power and enhance long-term durability than engines without the technology.
      Active Thermal Management helps the engine warm up quickly to achieve and maintain its optimal engine temperature for performance and efficiency over the entire engine operating range. The system uses a three-actuator rotary valve system to distribute coolant through the engine in a targeted manner. It sends heat where it’s needed to warm up the engine to reduce friction and heat the passenger cabin or cools when needed for high-power operation. The Duramax 3.0L also features split cooling between the block and head.
      Common rail direct fuel injection of 2,500 bar (36,250 psi) helps generates class-leading horsepower and torque. The system’s pressure is generated by an engine-driven twin-piston pump sending fuel to solenoid-activated injectors with nine-hole nozzles that support precise metering of the fuel for a smooth idle and lower combustion noise. The fuel system is capable of multiple injections per combustion cycle — up to 10 times per injector — for more consistent and stable combustion performance that translates into smoothness and refinement, particularly at idle.   
      Electronic throttle valve: The Duramax 3.0L features an electronic throttle valve to regulate intake manifold pressure in order to optimize exhaust gas recirculation rates. It also contributes to a smooth engine shutdown via a more controlled method of airflow reduction.
      Ceramic glow plugs used in the Duramax 3.0L heat up more quickly and hotter than conventional metal-based glow plugs, helping the engine start and heat up more quickly in cold weather. The Duramax 3.0L achieves unassisted and assisted starting temperatures of -22 F (-30 C) and -40 F (-40 C) respectively.
      Stop/start technology helps optimize efficiency in city driving. The driver-selectable system shuts off the engine at stoplights and other stop-and-go situations. The engine automatically restarts when the driver takes their foot off the brake.
      ABOUT CHEVROLET
      Founded in 1911 in Detroit, Chevrolet is one of the world's largest car brands, doing business in more than 100 countries and selling more than 4.0 million cars and trucks a year. Chevrolet provides customers with fuel-efficient vehicles that feature engaging performance, design that makes the heart beat, passive and active safety features and easy-to-use technology, all at a value. More information on Chevrolet models can be found at www.chevrolet.com.
      # # #
      2019 CHEVROLET SILVERADO 3.0L DURAMAX TURBO-DIESEL SPECIFICATIONS
      Type:
      Duramax 3.0L DOHC Turbo Diesel I6 
      Bore & Stroke (in. / mm):
      3.30 x 3.54 inches (84mm x 90mm)
      Block Material:
      Aluminum
      Cylinder Head Material:
      Aluminum
      Compression Ratio:
      15.0: 1
      Firing Order:
      1-5-3-6-2-4
      Valvetrain:
      Dual-overhead camshafts, four-valves per cylinder
      Air Delivery:
      Single variable-geometry turbocharger; intercooling system. 42.8-psi / 2.95 bar max boost
      Fuel Delivery:
      High-pressure, common-rail direct injection (36,250 psi / 2500 bar); electronic throttle valve
      Ignition System:
      Compression
      Max Engine Speed:
      5100 rpm
      Additional Features:
      Continuously variable oil pump; engine oil cooler, automatic stop/start, Active Thermal Management,
      Emissions Control:
      Low-pressure Exhaust Gas Recirculation (EGR); Selective Catalyst Reduction on Filter (SCRF)
      Horsepower
      (hp / kW @ rpm):
      277 / 204 @ 3750 (SAE certified)
      Torque
      (lb.-ft. / Nm @ rpm):
      460 / 624 @ 1500 (SAE certified)
       

      View full article
    • By Drew Dowdell
      GM released power figures today for the new inline 6-cylinder diesel engine that will be available in the Chevrolet Silverado and GMC Sierra.  Available at the same price as the 6.2 liter model, GM promises the new engine will change perceptions about diesel performance and refinement.  GM recently announced the delay of the 3.0-liter diesel until the 2020 model year due to emissions certification delays. 
      Paired with a 10-speed automatic transmission, the diesel produces an SAE-certified 277 horsepower and 460 lb-ft of torque with 95 percent of that torque being available at just 1,250 RPM.  Torque peak comes at 1500 rpm and peak horsepower at 3750 rpm.
      The powertrain is setup to offer diesel exhaust braking to help slow the vehicle when the truck is in tow-haul mode, limiting the number of applications of the brakes to save on brake wear. The engine also has a user selective start-stop function to save additional fuel in city driving. 
      2019 CHEVROLET SILVERADO 3.0L DURAMAX TURBO-DIESEL SPECIFICATIONS
      Type:
      Duramax 3.0L DOHC Turbo Diesel I6 
      Bore & Stroke (in. / mm):
      3.30 x 3.54 inches (84mm x 90mm)
      Block Material:
      Aluminum
      Cylinder Head Material:
      Aluminum
      Compression Ratio:
      15.0: 1
      Firing Order:
      1-5-3-6-2-4
      Valvetrain:
      Dual-overhead camshafts, four-valves per cylinder
      Air Delivery:
      Single variable-geometry turbocharger; intercooling system. 42.8-psi / 2.95 bar max boost
      Fuel Delivery:
      High-pressure, common-rail direct injection (36,250 psi / 2500 bar); electronic throttle valve
      Ignition System:
      Compression
      Max Engine Speed:
      5100 rpm
      Additional Features:
      Continuously variable oil pump; engine oil cooler, automatic stop/start, Active Thermal Management,
      Emissions Control:
      Low-pressure Exhaust Gas Recirculation (EGR); Selective Catalyst Reduction on Filter (SCRF)
      Horsepower
      (hp / kW @ rpm):
      277 / 204 @ 3750 (SAE certified)
      Torque
      (lb.-ft. / Nm @ rpm):
      460 / 624 @ 1500 (SAE certified)
      Manufacturing Location (of globally sourced parts)
      Flint, Mich.  
       
       
      Chevy Press release on page 2


      2020 CHEVROLET SILVERADO’S NEW, ADVANCED 3.0L DURAMAX TURBO-DIESEL REDEFINES EXPECTATIONS
      No-compromise engine delivers refinement, performance and efficiency
      2019-06-03
      DETROIT — The all-new 2020 Chevrolet Silverado’s available 3.0L Duramax inline-six turbo-diesel engine adds choice and versatility for full-size truck customers, offering class-leading torque and horsepower in addition to focusing on fuel economy and capability. It is the first-ever inline-six turbo-diesel offered in Chevrolet’s full-size light-duty trucks.
      Chevrolet engineers started with a clean-sheet design and developed an all-new engine that leverages the efficiency and refinement advantages of the inline six-cylinder architecture and incorporates advanced combustion and emissions technologies to optimize performance and efficiency. It is priced identically to the 6.2L V-8 as a $2,495 premium over a 5.3L V-8 model or $3,890 over a 2.7L Turbo model.
      “From the moment the engine is started, to its idle, acceleration and highway cruising, the 3.0L Duramax performance will change perceptions of what a diesel engine can offer in refinement,” said Nicola Menarini, director for Diesel Truck Engine Program Execution. “With advanced technologies that draw on global diesel expertise, it’s a no-compromise choice for those who want the capability and driving range of a diesel in a light-duty truck.”
      Available on LT, RST, LTZ and High Country models, the 3.0L Duramax diesel rounds out the new Silverado’s range of six propulsion choices, each tailored to suit customers’ needs for performance, efficiency, technology and value. It is rated at an SAE-certified 277 horsepower and 460 lb-ft of torque delivering 95 percent of peak torque at just 1,250 rpm. Peak torque is sustained from 1,500 rpm through 3,000 rpm, providing a powerfully smooth and satisfying driving experience.
      The 3.0L Duramax is paired with GM’s 10L80 10-speed automatic transmission, featuring a centrifugal pendulum absorber torque converter that reduces vibrations to improve smoothness, reinforcing its performance, efficiency and refinement. This combination also offers exhaust braking, which uses the diesel engine’s compression to help slow the vehicle, requiring fewer brake applications by the driver when in Tow Haul mode.
      Innovative Engine Technologies
      The inline six-cylinder architecture offers inherent efficiency and refinement, but the team expanded with smart technology choices to help improve efficiency and weight while optimizing the truck experience. A lightweight aluminum block and cylinder head reduce overall mass, and Active Thermal Management enhances efficiency and cold-weather warm-up. Ceramic glow plugs also help with shorter heat-up times and a quicker cold start, meaning the engine block heater is not needed until -22 degrees F.
      Towing is an important part of owning a truck, and customers can gain additional confidence thanks to the exhaust brake available in tow-haul mode. The water charge air cooler, coupled with low pressure EGR, reduces time to torque. The variable geometry turbocharger helps provide a greater balance of performance and efficiency, and an electronically variable intake manifold helps optimize performance across the rpm band.
      Inherently efficient and balanced
      Compared to a DOHC V-6, the inline-six architecture offers greater efficiency from the reduced friction of operating only two camshafts and their associated valvetrain components. The I6 configuration offers the perfect balance of primary and secondary forces, without the need for balancing shafts.
      “In addition to reduced friction, the architecture enables smooth operation,” Menarini said. “The new Duramax 3.0L elevates the 2019 Silverado with one of the most refined and efficient diesel engines in the segment.”
      Along with supporting elements such as a tuned air induction system and other noise-attenuating elements, the 3.0L Duramax delivers exceptional quietness and smoothness at all engine speeds.
      All-aluminum construction and tough rotating assembly
      The 3.0L Duramax cylinder block is made of a cast aluminum alloy that provides the strength required to support the high combustion pressures that occur within a diesel engine, while also offering an approximately 25 percent mass savings over a comparable cast iron engine block. Iron cylinder liners are used within the aluminum block to insure truck durability.
      There are seven nodular iron main bearing caps that help ensure the block’s strength under those high combustion pressures, while also enabling accurate location of the rotating assembly. A deep-skirt block design, where the block casting extends below the crankshaft centerline, also contributes to the engine’s stiffness and refinement. It’s complemented by a stiffness-enhancing aluminum lower crankcase extension attached to the main bearing caps.
      The rotating assembly consists of a forged steel crankshaft, forged steel connecting rods and hypereutectic aluminum pistons. The alloys in the respective castings for the rods and pistons make them lightweight and durable. Silicon is blended with the aluminum for heat resistance and tolerance within the piston cylinders, which enhances performance and makes the engine quiet.
      A thick piston crown — the top of the piston — and reinforced top ring add strength to support the tremendous cylinder pressures enabled by turbocharging and the engine’s high 15.0:1 compression ratio.
      DOHC Cylinder Head and Rear Cam Drive
      Overhead camshafts offer a direct, efficient means of operating the valves, while four valves per cylinder activated by maintenance-free finger followers with hydraulic lash adjusters increase airflow in and out of the engine. This arrangement is integrated on the Duramax 3.0L’s lightweight aluminum cylinder head, which is topped with a lightweight composite cam cover that incorporates the crankcase ventilation and oil separation systems.
      A pair of lightweight, assembled camshafts actuates 28.35 mm diameter (1.12-inch) intake and 24.55 mm diameter (0.97-inch) exhaust valves. The camshaft drivetrain is uniquely located at the rear (flywheel side) of the engine, for greater refinement and packaging considerations for the comparatively long inline-six. A crankshaft-driven chain drives the high-pressure direct-injection fuel pump, while a chain driven by the fuel pump drives both intake and exhaust camshafts. A smaller belt drives the variable flow oil pump from the crankshaft.
      Additional Technology Highlights
      Variable geometry turbocharging enables the Duramax 3.0L engine to deliver class-leading horsepower with minimal effect on overall efficiency. The system uses closed loop controlled vanes position and sophisticated electronic controls to automatically adjust boost pressure to the desired value based on engine running conditions and instantaneous power demand. The liquid-cooled turbocharger features a low-friction ball-bearing shaft and is mounted close to the exhaust outlet of the engine for quicker spool-up of the turbine and quicker light-off of the exhaust catalyst. A water-to-air intercooling system produces a cooler higher density air charge for greater power. Maximum boost pressure is 43,5 psi (300 Kpa) absolute.
      Low-pressure EGR: The Duramax 3.0L utilizes new low-pressure Exhaust Gas Recirculation to optimize performance and efficiency. The EGR system diverts some of the engine-out exhaust gas and mixes it back into the fresh intake air stream, which is drawn into the cylinder head for combustion. That lowers combustion temperatures and rates.
      Traditionally, EGR systems in diesel applications recirculate exhaust gases between the two high-pressure points, the exhaust manifold(s) and intake manifold. However, it generally requires efficiency-robbing assistance from the turbocharger or other supporting elements to achieve the pressure differential required for sufficient EGR flow rates.
      The new low-pressure system adds to the high-pressure system, supporting continual adjustment of exhaust backpressure for more efficient operation. It recirculates gases between the low-pressure points in the exhaust system (downstream of the particulate filter) and after the compressor inlet.
      When the low-pressure EGR is activated by an electronically controlled valve, the engine burns exhaust gas that has already passed through the particulate filter. That increases the turbocharger’s efficiency, which helps overall vehicle efficiency without deteriorating the rate of particulate matter emitted by the engine.
      A variable intake manifold offers dual air intake pathways for each cylinder. Electronically controlled flaps — one for each cylinder — shorten or lengthen the airflow to each cylinder. This optimizes the airflow into the engine and improves performance and responsiveness across the rpm band, particularly at lower engine speeds.
      A variable-pressure oiling system with a continuously variable-displacement vane oil pump enhances efficiency by optimizing oil pressure as a function of engine speed and load. With it, the oil supply is matched to the engine requirements rather than the excessive supply of a conventional, fixed-displacement oil pump. The engine uses low-friction Diesel Dexos 0W20 oil.
      Oil jets located in the block are employed for performance and temperature control. They target the inner core of the piston with an extra layer of cooling, friction-reducing oil. The jets reduce piston temperature, allowing the engine to produce more power and enhance long-term durability than engines without the technology.
      Active Thermal Management helps the engine warm up quickly to achieve and maintain its optimal engine temperature for performance and efficiency over the entire engine operating range. The system uses a three-actuator rotary valve system to distribute coolant through the engine in a targeted manner. It sends heat where it’s needed to warm up the engine to reduce friction and heat the passenger cabin or cools when needed for high-power operation. The Duramax 3.0L also features split cooling between the block and head.
      Common rail direct fuel injection of 2,500 bar (36,250 psi) helps generates class-leading horsepower and torque. The system’s pressure is generated by an engine-driven twin-piston pump sending fuel to solenoid-activated injectors with nine-hole nozzles that support precise metering of the fuel for a smooth idle and lower combustion noise. The fuel system is capable of multiple injections per combustion cycle — up to 10 times per injector — for more consistent and stable combustion performance that translates into smoothness and refinement, particularly at idle.   
      Electronic throttle valve: The Duramax 3.0L features an electronic throttle valve to regulate intake manifold pressure in order to optimize exhaust gas recirculation rates. It also contributes to a smooth engine shutdown via a more controlled method of airflow reduction.
      Ceramic glow plugs used in the Duramax 3.0L heat up more quickly and hotter than conventional metal-based glow plugs, helping the engine start and heat up more quickly in cold weather. The Duramax 3.0L achieves unassisted and assisted starting temperatures of -22 F (-30 C) and -40 F (-40 C) respectively.
      Stop/start technology helps optimize efficiency in city driving. The driver-selectable system shuts off the engine at stoplights and other stop-and-go situations. The engine automatically restarts when the driver takes their foot off the brake.
      ABOUT CHEVROLET
      Founded in 1911 in Detroit, Chevrolet is one of the world's largest car brands, doing business in more than 100 countries and selling more than 4.0 million cars and trucks a year. Chevrolet provides customers with fuel-efficient vehicles that feature engaging performance, design that makes the heart beat, passive and active safety features and easy-to-use technology, all at a value. More information on Chevrolet models can be found at www.chevrolet.com.
      # # #
      2019 CHEVROLET SILVERADO 3.0L DURAMAX TURBO-DIESEL SPECIFICATIONS
      Type:
      Duramax 3.0L DOHC Turbo Diesel I6 
      Bore & Stroke (in. / mm):
      3.30 x 3.54 inches (84mm x 90mm)
      Block Material:
      Aluminum
      Cylinder Head Material:
      Aluminum
      Compression Ratio:
      15.0: 1
      Firing Order:
      1-5-3-6-2-4
      Valvetrain:
      Dual-overhead camshafts, four-valves per cylinder
      Air Delivery:
      Single variable-geometry turbocharger; intercooling system. 42.8-psi / 2.95 bar max boost
      Fuel Delivery:
      High-pressure, common-rail direct injection (36,250 psi / 2500 bar); electronic throttle valve
      Ignition System:
      Compression
      Max Engine Speed:
      5100 rpm
      Additional Features:
      Continuously variable oil pump; engine oil cooler, automatic stop/start, Active Thermal Management,
      Emissions Control:
      Low-pressure Exhaust Gas Recirculation (EGR); Selective Catalyst Reduction on Filter (SCRF)
      Horsepower
      (hp / kW @ rpm):
      277 / 204 @ 3750 (SAE certified)
      Torque
      (lb.-ft. / Nm @ rpm):
      460 / 624 @ 1500 (SAE certified)
       
    • By Drew Dowdell
      GM is delaying the launch of the new inline-6 diesel engine bound for the GMC Sierra 1500 and Chevrolet Silverado 1500.  No longer available for ordering on the 2019s, GM has pushed the availability into the 2020 model year. 
      According the GM, the emissions certification process on the engine is taking longer than normal.   Customers who ordered a 2019 Silverado or Sierra with the diesel engine will have their orders canceled and will need to resubmit the order for a 2020 model year vehicle once they become available for order.  GM has yet to open orders for 2020 truck models with the diesel engine, but a GM spokesperson said that it will be "soon".
      Assuming the current pricing holds, the 3.0 liter Duramax diesel will be priced $2,495 over a 5.3 liter V8 and $2,890 over the 4-cylinder 2.7-liter turbo. 
      Meanwhile for 2020, GM is expanding the availability of adaptive cruise control and the 10-speed automatic across the lineup.  At Chevy, the Silverado will now have the optional 6.2 liter V8 on five out of the eight trim levels.  The 6.2 V8 will be paired with the 10-speed automatic and available on the Custom Trail Boss, RST, LT Trail Box, LTZ, and High Country. At GMC, the CarbonPro box will be available at no additional cost when paired with certain other packages on the Sierra AT4 and Sierra Denali, while the double cab Sierra Elevation Trim will now also be available in a crew cab. 
       

      View full article
    • By Drew Dowdell
      GM is delaying the launch of the new inline-6 diesel engine bound for the GMC Sierra 1500 and Chevrolet Silverado 1500.  No longer available for ordering on the 2019s, GM has pushed the availability into the 2020 model year. 
      According the GM, the emissions certification process on the engine is taking longer than normal.   Customers who ordered a 2019 Silverado or Sierra with the diesel engine will have their orders canceled and will need to resubmit the order for a 2020 model year vehicle once they become available for order.  GM has yet to open orders for 2020 truck models with the diesel engine, but a GM spokesperson said that it will be "soon".
      Assuming the current pricing holds, the 3.0 liter Duramax diesel will be priced $2,495 over a 5.3 liter V8 and $2,890 over the 4-cylinder 2.7-liter turbo. 
      Meanwhile for 2020, GM is expanding the availability of adaptive cruise control and the 10-speed automatic across the lineup.  At Chevy, the Silverado will now have the optional 6.2 liter V8 on five out of the eight trim levels.  The 6.2 V8 will be paired with the 10-speed automatic and available on the Custom Trail Boss, RST, LT Trail Box, LTZ, and High Country. At GMC, the CarbonPro box will be available at no additional cost when paired with certain other packages on the Sierra AT4 and Sierra Denali, while the double cab Sierra Elevation Trim will now also be available in a crew cab. 
       
    • By Drew Dowdell
      GMC is taking its CarbonPro carbon-fiber bed into limited production in June for the 2019 model year and making it into its own edition.
      GMC announced the CarbonPro when the 2019 GMC Sierra Denali debuted back in March 2018. GMC says that at first, the CarbonPro edition will be available in limited numbers of Denali and AT4 models and will expand availability of the package in those trims for 2020.  
      The CarbonPro bed is lighter than a steel bed by about 60 pounds, but has much stronger durability and scratch resistance.  Carbon fiber is naturally corrosion resistant, making the GMC CarbonPro edition the most corrosion resistant bed in the industry.
      Additionally, the CarbonPro bed has best in class cargo volume, increasing the cargo capacity over the steel bed by 1 cubic foot.  Tire indentations are in place at the front wall for motorcycles, and two additional tie downs are installed on the front wall. 
      GMC tested the durability of the bed in extreme scenarios by dropping cinder blocks, 1800 lbs of gravel, and 450-pound water filled steel drums into the bed.  A generator was used to test the high heat exposure durability by aiming the exhaust directly at the corner of the bed. GMC even drove a Snowmobile with a studded track onto the bed and then accelerated at full throttle resulting in only minimal scratching of the material.
      The CarbonPro bed comes with GMC's Multi-pro talegate
      The GMC Denali and AT4 Carbon Pro Editions go on sale this summer.


      View full article
  • Social Stream

  • Who's Online (See full list)

  • My Clubs

About us

CheersandGears.com - Founded 2001

We ♥ Cars

Get in touch

Follow us

Recent tweets

facebook

×
×
  • Create New...