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    Detroit Auto Show 2016: The 2017 GMC Acadia


    • 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 The 3.6 liter V6 is a newer version of the previous V6.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.

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    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'.

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    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

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    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. 

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    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.

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    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. 

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    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.

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    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.

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    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
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    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.

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    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.

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    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.

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    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
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    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

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    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

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    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.

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    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.

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    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
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    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. 

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    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.

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    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. 

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    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.

     

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      Based on initial estimates, GM’s retail market share jumped 0.3 percentage points in November to 16.8 percent.  GM has gained retail market share in 17 of the past 20 months.
      GM’s four U.S. brands posted strong retail sales results in November compared to last year.
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      “GM’s November performance reflects the continued strength of our U.S. business.  We gained profitable retail share, commercial and small business deliveries were strong and we commanded the industry’s best average transaction prices,” said Kurt McNeil, GM’s vice president of U.S. Sales Operations. “We are ahead of plan selling down our 2016 model year inventory and we expect to close out December with more retail share growth. GM is heading into 2017 in a position of strength with the planned launch of key new products, like the all-new Chevrolet Equinox, into the heart of the market.” 
      GM’s ATPs, which reflect retail transaction prices after sales incentives, were $35,767 in November, more than $4,000 above the industry average and ahead of last November. 

      Through the first 11 months of the year, GM’s U.S. retail sales were up nearly 2 percent compared to last year. GM gained 0.5 percentage points of U.S. retail market share during that timeframe, the largest retail share gain of any full-line automaker. Year to date, Chevrolet U.S. retail sales are up nearly 3 percent and the brand’s retail share has grown 0.5 percentage points to 11.1 percent. Chevrolet continues to be the U.S. industry’s fastest-growing brand.
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      GM continues to benefit from a strong U.S. economy and strong retail demand for its products.
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      Chevrolet
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    • By William Maley
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      In October, GM’s incentive spending as a percent of ATP was 11.7 percent, below the industry average of 11.8 percent.
      GM’s ATPs, which reflect retail transaction prices after sales incentives, were $36,155 in October, more than $4,650 above the industry average and more than $1,000 above last October’s performance. 

      Through the first ten months of the year, GM retail sales are up 1 percent, compared to last year. GM has gained 0.6 percentage points of retail share during that timeframe, the largest retail share gain of any full-line automaker. Year to date, Chevrolet retail sales are up more than 2 percent and the brand’s retail share has grown 0.5 percentage points to 11.2 percent. Year to date, Buick retail deliveries have grown nearly 4 percent and Buick has gained 0.1 percentage points of retail share.
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    • By William Maley
      Previous Page Next Page GMC has been expanding their off-road offerings with the All Terrain X package for the Canyon and Sierra 1500. Today, GMC announced that the All Terrain X package will be available for the 2017 Sierra 2500HD.
      The package adds the Z71 off-road suspension with Rancho shocks, Eaton automatic locking rear differential, underbody shield for the transfer case, a set of Goodyear off-road tires with an aggressive tread pattern, and 18-inch off-road wheels finished in black. Outside, the Sierra 2500HD All Terrain X features a body-color grille surround, side-steps finished in black, spray-in bedliner, and a sport bar mounted in the bed for lights.
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      Source: GMC
      Press Release is on Page 2
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      The All Terrain X’s customized appearance blends a premium package of monochromatic exterior trim and special equipment, complemented with GMC’s latest technologies. Content includes:
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      Previous Page Next Page
    • By William Maley
      Previous Page Next Page GMC has been expanding their off-road offerings with the All Terrain X package for the Canyon and Sierra 1500. Today, GMC announced that the All Terrain X package will be available for the 2017 Sierra 2500HD.
      The package adds the Z71 off-road suspension with Rancho shocks, Eaton automatic locking rear differential, underbody shield for the transfer case, a set of Goodyear off-road tires with an aggressive tread pattern, and 18-inch off-road wheels finished in black. Outside, the Sierra 2500HD All Terrain X features a body-color grille surround, side-steps finished in black, spray-in bedliner, and a sport bar mounted in the bed for lights.
      You'll be able to choose from either a 6.0L Vortec V8 engine (360 horsepower, 380 pound-feet) or the brand new 6.6L Duramax turbodiesel V8 (445 horsepower, 910 pound-feet of torque).
      GMC says the Sierra 2500HD All Terrain X will be available later this year. Pricing will be announced at a later date.
      Source: GMC
      Press Release is on Page 2
      GMC Introduces Sierra HD All Terrain X
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      It joins Canyon and Sierra 1500 this fall as the third model in GMC’s distinctive, limited-edition All Terrain X series, offered on the Sierra 2500HD crew cab 4WD with a 6.0L gas V-8 engine or the all-new, next-generation Duramax 6.6L V-8 turbo-diesel. More powerful than ever, the new Duramax delivers a segment-topping SAE-certified 445 hp (332 kW) and an SAE-certified 910 lb.-ft. of torque (1,234 Nm).
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      Previous Page Next Page
      View full article
    • By William Maley
      Over the weekend, General Motors published and then deleted the power figures for the new 6.6L Duramax Diesel V8 that would be appearing in the 2017 Chevrolet Silverado HD and GMC Sierra HD. Today at the Texas State Fair, GM revealed everything about this new engine.
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      Figures for payload and towing will be announced at a later date.
      Source: Chevrolet, GMC
      Press Release is on Page 2


      DALLAS — Chevrolet today announced the redesigned Duramax 6.6L V-8 turbo-diesel offered on the 2017 Silverado HD. This next-generation redesign offers more horsepower and torque than ever — an SAE-certified 445 horsepower (332 kW) and 910 lb.-ft. (1,234 Nm) — to enable easier, more confident hauling and trailering.
      Along with a 19 percent increase in max torque over the current Duramax 6.6L, the redesigned turbo-diesel’s performance is quieter and smoother, for greater refinement. In fact, engine noise at idle is reduced 38 percent.
      “With nearly 2 million sold over the past 15 years, customers have forged a bond with the Duramax diesel based on trust and capability,” said Dan Nicholson, vice president, Global Propulsion Systems. “The new Duramax takes those traits to higher levels.”
      The new Duramax 6.6L shares essentially only the bore and stroke dimensions of the current engine and incorporates a new, GM-developed control system. The Duramax’s signature low-rpm torque production hasn’t changed and still offers 90 percent of peak torque at a low 1,550 rpm and sustains it through 2,850 rpm.
      “Nearly everything about the Duramax is new, designed to produce more torque at lower rpm and more confidence when trailering or hauling,” said Gary Arvan, chief engineer. “You’ll also notice the refinement improvements the moment you start the engine, and appreciate them as you cruise quietly down the highway — with or without a trailer.”
      Additional highlights include:
      New, stronger cylinder block and cylinder heads New, stronger rotating and reciprocating assembly Increased oil- and coolant-flow capacity New EGR system with single cooler and integrated bypass New electrically actuated/electronically controlled turbocharging system All-new advanced solenoid fuel system All-new electronic controls New full-length damped steel oil pan that contributes to quietness New rocker cover/fuel system acoustical treatments B20 bio-diesel compatibility SAE-certified 445 net horsepower (332 kW) at 2,800 rpm SAE-certified 910 net lb.-ft. of torque (1,234 Nm) at 1,600 rpm A new, patent-pending vehicle air intake system — distinguished on the Silverado HD by a bold hood scoop — drives cool, dry air into the engine for sustained performance and cooler engine temperatures during difficult conditions, such as trailering on steep grades. Cooler air helps the engine run better under load, especially in conditions where engine and transmission temperatures can rise quickly. That allows the Duramax to maintain more power and vehicle speed when trailering in the toughest conditions.
      The intake design is another example of the advanced integration included in the 2017 Silverado HD that makes it over-the-road capable.   
      A strong foundation
      As with previous versions, the new Duramax block features a strong cast-iron foundation known for its durability, with induction-hardened cylinder walls and five nodular iron main bearings. It retains the same 4.05-inch (103mm) and 3.89-inch (99mm) bore and stroke dimensions as the current engine, retaining the Duramax’s familiar 6.6L (403 cu.-in./6,599 cc) displacement.
      A deep-skirt design and four-bolt, cross-bolted main caps help ensure the block’s strength and enable more accurate location of the rotating assembly. A die-cast aluminum lower crankcase also strengthens the engine block and serves as the lower engine cover, while reducing its overall weight.
      The new engine block incorporates larger-diameter crankshaft connecting rod journals than the current engine, enabling the placement of a stronger crankshaft and increased bearing area to handle higher cylinder loads.
      An enhanced oiling circuit, with higher flow capacity and a dedicated feed for the turbocharger, provides increased pressure at the turbo and faster oil delivery. Larger piston-cooling oil jets at the bottom of the cylinder bores spray up to twice the amount of engine oil into oil galleries under the crown of the pistons, contributing to lower engine temperature and greater durability.
      A new, two-piece oil pan contributes to the new Duramax’s quieter operation. It consists of a laminated steel oil pan with an upper aluminum section. The aluminum section provides strength-enhancing rigidity for the engine, but a pan made entirely of aluminum would radiate more noise, so the laminated steel lower section is added to dampen noise and vibration.
      There’s also an integrated oil cooler with 50 percent greater capacity than the current engine’s, ensuring more consistent temperatures at higher engine loads.
      Segment firsts
      Re-melt piston bowl rim Venturi Jet Drain Oil Separator Closed-loop glow plug temperature control Stronger pistons with remelt
      A tough, forged micro-alloy steel crankshaft anchors the new Duramax’s stronger rotating assembly. Cut-then-rolled journal fillets contribute to its durability by strengthening the junction where the journals — the round sections on which the bearings slide — meet the webs that separate the main and rod journals.
      The connecting rods are stronger, too, and incorporate a new 45-degree split-angle design to allow the larger-diameter rod bearings to pass through the cylinder bores during engine assembly. They’re forged and sintered with a durable powdered metal alloy, with a fractured-cap design enabling more precise cap-to-rod fitment. 
      A new, stronger cast-aluminum piston design tops off the rotating assembly. It features a taller crown area and a remelted combustion bowl rim for greater strength. Remelting is an additional manufacturing process for aluminum pistons in which the bowl rim area is reheated after casting and pre-machining, creating a much finer and more consistent metal grain structure that greatly enhances thermal fatigue properties.
      Additionally, the Duramax’s pistons don’t use pin bushings, reducing reciprocating weight to help the engine rev quicker and respond faster to throttle changes.
      Lightweight cylinder heads, solenoid injectors
      The redesigned engine retains the Duramax’s signature first-in-class aluminum cylinder head design, with six head bolts per cylinder and four valves per cylinder. The aluminum construction helps reduce the engine’s overall weight, while the six-bolt design provides exceptional head-clamping strength — a must in a high-compression, turbocharged application.
      A new aluminum head casting uses a new double-layer water core design that separates and arranges water cores in layers to create a stiffer head structure with more precise coolant flow control. The heads’ airflow passages are also heavily revised to enhance airflow, contributing to the engine’s increased horsepower and torque.
      The Duramax employs a common-rail direct injection fuel system with new high-capability solenoid-type injectors. High fuel pressure of 29,000 psi (2,000 bar) promotes excellent fuel atomization for a cleaner burn that promotes reduced particulate emissions. The new injectors also support up to seven fuel delivery events per combustion event, contributing to lower noise, greater efficiency and lower emissions. Technology advancements enable less-complex solenoid injectors to deliver comparable performance to piezo-type injectors.
      Electronically controlled, variable-geometry turbocharging system
      A new electronically controlled, variable-vane turbocharger advances the Duramax’s legacy of variable-geometry boosting. Compared to the current engine, the system produces higher maximum boost pressure — 28 psi (195 kPa) — to help the engine make more power, and revisions to enhance the capability of the exhaust-brake system.
      Along with a new camshaft profile and improved cylinder head design, the Duramax’s new variable-vane turbocharger enables the engine to deliver more power with lower exhaust emissions. It uses a more advanced variable-vane mechanism, allowing a 104-degree F (40 C) increase in exhaust temperature capability. The self-contained mechanism decouples movement from the turbine housing, allowing operation at higher temperature. That enables the engine to achieve higher power at lower cylinder pressure. Additionally, it has lower internal leakage, allowing more exhaust energy to be captured during exhaust braking.
      The integrated exhaust brake system makes towing less stressful by creating added backpressure in the exhaust, resulting in negative torque during deceleration and downhill driving, enhancing driver control and prolonging brake pad life.
      Venturi Jet Drain Oil Separator
      A new Venturi Jet Drain Oil Separator employed with the Duramax 6.6L is the first of its type in the segment and is designed to ensure oil control in sustained full-load operation. The totally sealed system collects the fine mist of oil entrained in the blow-by gas and uses a small portion of the boosted air generated by the turbocharger to pump the collected oil back to the engine oil sump for re-use by the engine. Less sophisticated systems are not able to return this oil during full-load operation, which can result in oil carryover into the cylinders during combustion.
      Cold Start System
      The new Duramax also provides outstanding cold-weather performance, with microprocessor-controlled glow plugs capable of gas-engine-like starting performance in fewer than 3 seconds in temperatures as low as -20 degrees F (-29 C) without a block heater. The system is enhanced with ceramic glow plugs and automatic temperature compensation — a first-in-class feature providing improved robustness and capability. The automatic temperature compensation assesses and adjusts the current to each glow plug for every use, providing optimal temperature for cold start performance and durability.     
      Electronic throttle valve and cooled EGR
      Unlike a gasoline engine, a diesel engine doesn’t necessarily require a throttle control system. The Duramax 6.6L employs an electronic throttle valve to regulate intake manifold pressure in order to increase exhaust gas recirculation (EGR) rates. It also contributes to smoother engine shutdown.
      Additionally, a cooled exhaust gas recirculation (EGR) system enhances performance and helps reduce emissions by diverting some of the engine-out exhaust gas and mixing it back into the fresh intake air stream, which is fed through the cylinder head for combustion. This lowers combustion temperatures, improving emissions performance by reducing NOx formation.
      The exhaust is cooled in a unique heat exchanger before it’s fed into the intake stream through a patented EGR mixing device, further improving emissions and performance capability. An integrated bypass allows non-cooled exhaust gas to be fed back into the system to help the engine more quickly achieve optimal operating temperature when cold.
      B20 Biodiesel Capability
      The new Duramax 6.6L is capable of running on B20 biodiesel, a fuel composed of 20 percent biodiesel and 80 percent conventional diesel. B20 helps lower carbon dioxide emissions and lessens dependence on petroleum. It is a domestically produced, renewable fuel made primarily of plant matter — mostly soybean oil.
      Manufacturing
      The new Duramax 6.6L turbo-diesel engine is produced with locally and globally sourced parts at the DMAX Ltd. (GM’s joint venture with Isuzu) manufacturing facility in Moraine, Ohio.
      Allison 1000 Automatic Transmission
      The proven Allison 1000 six-speed automatic transmission is matched with the new Duramax 6.6L. A number of refinements have been made to accommodate the engine’s higher torque capacity, including a new torque converter.
      The Allison 1000’s technologically advanced control features, such as driver shift control with manual shift feature and a patented elevated idle mode cab warm-up feature, haven’t changed. Also, the Tow/Haul mode reduces shift cycling for better control and improved cooling when towing or hauling heavy loads.
      There’s also a smart diesel exhaust brake feature that enhances control when descending steep grades.

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