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    Cadillac ELR To Begin Production In Late 2013



    William Maley

    Staff Writer - CheersandGears.com

    October 16, 2012

    Cadillac's long-awaited extended-range electric coupe, the ELR will begin rolling off the lines at GM’s Detroit-Hamtramck plant beginning in late 2013.

    “The ELR will be in a class by itself, further proof of our commitment to electric vehicles and advanced technology. People will instantly recognize it as a Cadillac by its distinctive, signature look and true-to-concept exterior design,” said GM's North America President Mark Reuss.

    GM is investing $35 Million into the plant to get it ready to build the ELR.

    Source: GM

    William Maley is a staff writer for Cheers & Gears. He can be reached at william.maley@cheersandgears.com or you can follow him on twitter at @realmudmonster.

    Press Release is on Page 2


    Cadillac ELR to be Built at Detroit-Hamtramck

    • Plant gets $35 million investment for extended-range electric vehicle

    DETROIT – Preparations will soon be under way at the Detroit-Hamtramck Assembly plant to build the Cadillac ELR, a luxury coupe featuring extended-range electric technology, General Motors North America President Mark Reuss said Tuesday.

    “The ELR will be in a class by itself, further proof of our commitment to electric vehicles and advanced technology,” Reuss said in a keynote address at the SAE Convergence Conference in Detroit. “People will instantly recognize it as a Cadillac by its distinctive, signature look and true-to-concept exterior design.”

    Production is scheduled to begin in late 2013.

    The addition of the ELR to Detroit-Hamtramck represents a $35 million investment and increases total product investment to $561 million since December 2009. It is the first two-door car built at the plant since the 1999 Cadillac Eldorado.

    "This investment reflects the corporation’s confidence that the highly skilled members of UAW Local 22 can successfully build one of the most technologically advanced vehicles in the world,” said UAW Vice President Joe Ashton, who directs the union's GM Department. “The hard work and dedication of our members demonstrates that we can competitively manufacture products for the future right here in Detroit.”

    The ELR is the production version of Cadillac’s Converj, a concept vehicle revealed at the North American International Auto Show in 2009. The ELR will advance the design theme of the Converj while featuring an electric propulsion system made up of a T-shaped lithium-ion battery, an electric drive unit, and a four-cylinder engine-generator. It will use electricity as its primary power source to drive the car without using gasoline or producing tailpipe emissions. When the battery’s energy is low, the ELR seamlessly switches to a gasoline-powered electric generator to allow hundreds of additional driving miles. The lithium-ion battery will be built at GM’s Brownstown Battery Assembly plant in Brownstown, Mich.

    Detroit-Hamtramck is the only U.S. automotive manufacturing plant that mass produces extended-range electric vehicles. The plant is home to the Chevrolet Volt, Opel Ampera, and Holden Volt extended-range electric vehicles. Extended-range electric vehicles are exported to 21 countries from the plant.

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    I hope GM keeps the expected sales volume low on these. I am sure they will sell but not in great numbers. If they go over board on the numbers it will only give the enemies of these cars ammo.

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    This is going to be a neat low volume halo car.

    It will be at that. I just don't want to see it beat on by media and idiots that do not understand what the real goal is here. Also I do not want GM to say we will build 50,000 a year. I would rather they under estimate the total. It is better to underestimate production vs over estimate it and look a failure.

    At least this one will hit the market unlike many other delayed electric cars like Fiskers next cat that may show up in 14-15-16 if ever.

    I hope they toss in some performance suprise here like a turbo 4 and bigger electric motors.

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    This is going to be a neat low volume halo car.

    It will be at that. I just don't want to see it beat on by media and idiots that do not understand what the real goal is here. Also I do not want GM to say we will build 50,000 a year. I would rather they under estimate the total. It is better to underestimate production vs over estimate it and look a failure.

    Some of the know-nothing asshats in other forums I'm active in are already calling it the 'Cimmaron II".

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    GM really needs to get across this is not a Prius and what the goals really are, other wise the truth will get twisted and bent as much as it did in tonights debate.

    GM needs to line out the goals and the reasons for this car. They need to address this is the seed to start growth of the segment that this car and the Volt represents. They need to state clearly this is not a car for everyone but it will grow into a segment that will suit attention into the future.

    If they had given up on the Gas powered automobile in 1900 as being too expensive, complicated and short on range where would we be today. But many like Ford, Leland, Olds, Benz, Winton etc kept at it and created a market where the cars imporved.

    Today people have little long term vision and already can't wait for the I phone 6. Somethings still take time and work to achieve and this is one.

    Cadillac needs to do something to make this special. It can not just be a good looking Volt. It needs to offer improved performance and things just not possible in a Volt. It also needs to be better than the Tesla and do it cheaper.

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    GM really needs to get across this is not a Prius and what the goals really are, other wise the truth will get twisted and bent as much as it did in tonights debate.

    GM needs to line out the goals and the reasons for this car. They need to address this is the seed to start growth of the segment that this car and the Volt represents. They need to state clearly this is not a car for everyone but it will grow into a segment that will suit attention into the future.

    If they had given up on the Gas powered automobile in 1900 as being too expensive, complicated and short on range where would we be today. But many like Ford, Leland, Olds, Benz, Winton etc kept at it and created a market where the cars imporved.

    Today people have little long term vision and already can't wait for the I phone 6. Somethings still take time and work to achieve and this is one.

    Cadillac needs to do something to make this special. It can not just be a good looking Volt. It needs to offer improved performance and things just not possible in a Volt. It also needs to be better than the Tesla and do it cheaper.

    I agree with you Hyper,

    So what is the real story here? What is the real message to the masses?

    I have to admit that while I am excited by this car and my personal understanding is this is a long range green car for the luxury market but with more performance so it will not be as fuel efficient as the Volt but still way better than if it was just another luxury 4 door.

    I honestly do not know the marketing message for this car yet. Does anyone else know what GM is trying to get across with this auto?

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    My thought is the newest technology goes in here. GM has already been working on gen 2 and 3 for the Volt so I would say add to this car first and move it to the Chevy when the next gen is available.

    The idea here is a play toy for those with money that are buying Tesla's and Fiskers. It also is a car that will use less gas.

    I also see them playing with the ICE and Electric combo for different performace. We already know the electric motors are instant torque and how could that be made to cut MPG but still keep performance in the car. I see GM playing around with the combo and as batteries improve the range and speed will increase.

    Like in the debate last night Obama was saying how great it will be that we can go more than twice as far in the new cars because of the standards. The real question will they have is sorted out by then that we will have cars we will want to go twice as far in.

    Right now they are all looking for what will work with the public.

    I see this as a way for GM to spread the cost of the Volt but also play around to see just what people like or will accept. Think of this as a live test for product.

    Lets face it no one has made a affordable luuxury electric car that looked good. I think they are just seeing what could be done for less than a Tesla and a car styled more than a science experiment.

    I think this car will be a learning experience not just for us and GM but also for the industry.

    Edited by hyperv6
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    Blu you miss the point.

    There is a growing market for these cars though it is small now. In time as they improve in range and power they will become more and more popular. The truth is I see the Electric cars taking off more in Europe with the strong green party support there not to mention their near $10 a gallon of gas or more.

    In the mean time companies even like Porsche and Ferrari are combining electric and ICE into performance cars.

    This is a time of discovery, invention and growth for these cars. It is not a case where companies just say we will build them when people want them as they need to create a market to get suppliers willing to invest into better and new technology.

    Lets face it these cars are just one step away from a Science experiment but they are growing more and more into cars that are almost like a normal car. GM has the best Idea for the moment but the only thing holding them back is price. Get the price down on the Volt to where the Prius is and people will say Prius what?

    In time we will have better batteries and motors with the investment. Lets face it what ever supplier comes up with the right parts stands to own the market with all MFG's. The Automaker who can come up with the right combo can also make a fortune on license fees to other makers for their technology.

    Either way this is one of those deals you have to walk before you can run. Also if you don't walk you will never run.

    Edited by hyperv6
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    I'm told that the interior will be among GM's finest.

    Let's hope so. It needs to carve a niche for itself, and the 'Luxury' part of the equation can very well be that niche...

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    I keep hearing the ELR being compared to the Tesla and I hope that GM understands the performance/economy balance that Tesla has is the wining formula in this low volume segment.

    IF A SMALL COMPANY LIKE TESLA CAN MAKE THE MODEL S COMPETITIVE SO CAN GM!!

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    This won't be nearly as good as a Tesla Model S from a performance standpoint. The Model S with the best battery/motor combo has a 0-60 time of 3.9 - 4.3 seconds depending on who tested it. That's pretty fast.

    I am not really sure what this will compete against, there are no other cars that close to it. When you think of $50-60k 2-door sports cars you think Z4, SLK, Boxster/Cayman, even Corvette. Those cars have way more performance than a FWD Volt based car will and 3 of the 4 have good interior too. People that want high MPG usually don't care about luxury, that is why the Lexus HS250h and CT200h bombed, and I don't think I've ever seen an S400 hybrid on the road, but I see S550s every day.

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    ^ The reason --as no doubt you can attest to-- that the s400 is a flop, is because a flagship luxury car cannot succeed with a V6, right? :P

    RE the Tesla S, IS it 'competitive'? What have it's sales been to date?

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    ^ Looking forward to seeing that, and that could easily go miles towards grabbing buyers vs. a performance stat.

    I don't see the ELR being marketed as a bona fide sports car, anyway.

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    ^ The reason --as no doubt you can attest to-- that the s400 is a flop, is because a flagship luxury car cannot succeed with a V6, right? :P

    RE the Tesla S, IS it 'competitive'? What have it's sales been to date?

    The Tesla and Fisker Karma don't sell either, very few people want to pay mega bucks for electric cars. The case for hybrids or high mileage exists more with environmentalists looking to save on transportation costs. Thus why the Prius has been a success and the Lexus attempts flopped.

    The A8 and 7-series have 6-cylinder power as well, that is going to be coming to all cars. The S400 doesn't make sense, the mileage is too low, the S350 Bluetec makes sense because it has 455 lb-ft and gets 31 mpg. Plus the reliability of diesel and that all appeals to the commercial use of the S-class. My guess though is the V8 crushes those in sales though, gas is cheap here. The diesel S-class is here for CAFE offset of the V12, limo market that wants reliability and high mileage and just in case gas prices rapidly go up.

    To me, people that pay $60k for a car, or especially $100k for a car don't want slow, they want performance, that is why all these eco-luxury cars don't sell, it is like making an hybrid V6 Corvette, no one wants that, they want a big V8.

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    The Interior of the ELR is said to be beyond anything GM has ever done.

    But at the same time, what have they done? And it is hard to sell a pricey car on just interior without any performance. Unless they are doing a Rolls Phantom level interior and selling that for $60k, I just can't see this car selling. Cadillac is wasting money and resources that could go to a RWD flagship sedan or a true sports car, or a RWD mid size SUV.

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    The Interior of the ELR is said to be beyond anything GM has ever done.

    But at the same time, what have they done? And it is hard to sell a pricey car on just interior without any performance. Unless they are doing a Rolls Phantom level interior and selling that for $60k, I just can't see this car selling. Cadillac is wasting money and resources that could go to a RWD flagship sedan or a true sports car, or a RWD mid size SUV.

    I totally disagree, here in Seattle as in Portland, the Hybrid and electric luxury auto's seem to sell well as I see a ton of them every day and I cannot wait for Caddy to get into this segment.

    The new Money being in High Tech seems to also go with the green movement.

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    The Interior of the ELR is said to be beyond anything GM has ever done.

    But at the same time, what have they done? And it is hard to sell a pricey car on just interior without any performance. Unless they are doing a Rolls Phantom level interior and selling that for $60k, I just can't see this car selling. Cadillac is wasting money and resources that could go to a RWD flagship sedan or a true sports car, or a RWD mid size SUV.

    The ATS is being compared to as equal or above the 3-series in some reviews. So I guess we'll see what else Cadillac can do.

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    The Cadillac will sell but we have to think in electric car volumes. It may sell about the same as the Volt at best. The Tesla and Fisker are more toys for the wealthy to play look at what I have. They are priced well beyond for what you get but most of these guys also have a Bently or Benz in the garage too.

    The appeal of the Cadillac will be that it will be cheaper than the other two. It also will have a dealer network in every city vs the others that have to be flat bedded to where ever you can get it fixed. Finally the Cadillac is a car that you really can drive. Run out of power and you still make it home.

    Like it or not the GM system is the best sorted one out there right now and offers the best option till better batteries come along. The only issue killing the Volt is cost but GM knew that as anyone informed knew that too. GIven time the cost will come down. Also with the changes coming for gas engined cars to meet 53 MPG their cost will go up.

    The electric car market is only just past the birth stage and will take time to grow and develope. If there were no market of any vehicles we would see little to no growth as we have for nearly 100 years. If there is a market people will invest in it. The company that makes a battery or power system that delivers will be the next Apple. Crack this tough nut and the cash will flow in. The reward is there but it will take time and money to reach it.

    The ELR will be pushed as a Luxury coupe with great perfomance and very good handling. The torque will help with the performance and the battery weight will help in ride and handling. It will not be termed a sport coupe but a sporty couple, Performance will be expressed not implied.

    Edited by hyperv6
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    • By William Maley
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      How was GM able to pull this off? They basically went through the engine with a fine tooth comb and made various changes. GM says 90 percent of this engine has been changed. Some of the changes include new electronically controlled, variable-vane turbocharger, revised cylinder heads, improved cooling, and revised fuel delivery system. The updated Duramax can also run B20 bio-diesel.
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      “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.
    • By William Maley
      The seemingly never-ending diesel heavy-duty truck war is back in force with Ford announcing the power figures for the F-Series Super Duty back in the summer. We were wondering when either FCA or GM would strike back. Well GM did this over the weekend by accidently and then subsequently deleting the figures for the next-generation Duramax V8 diesel.
      Truck Trend got screenshots of GM Powertrain's website where the details of the L5P 6.6L Duramax turbodiesel are there to see: 445 horsepower and 910 pound-feet of torque. Compared the 6.7L PowerStoke V8 found in the 2017 F-Series Super Duty, the updated Duramax produces 5 more horsepower but is slight behind in torque (15 down from the PowerStroke's 925 pound-feet).
      We know for sure that the new Duramax will debut a new air intake system (you can see the new hood scoop in the picture above). More air is a good thing as it means better cooling and more power.
      The Texas State Fair is this week and it has become a showplace for the various truck manufacturers to make big announcements. We wouldn't be shocked if General Motors debuts the new Duramax there.
      Source: Truck Trend

      View full article
    • By William Maley
      The seemingly never-ending diesel heavy-duty truck war is back in force with Ford announcing the power figures for the F-Series Super Duty back in the summer. We were wondering when either FCA or GM would strike back. Well GM did this over the weekend by accidently and then subsequently deleting the figures for the next-generation Duramax V8 diesel.
      Truck Trend got screenshots of GM Powertrain's website where the details of the L5P 6.6L Duramax turbodiesel are there to see: 445 horsepower and 910 pound-feet of torque. Compared the 6.7L PowerStoke V8 found in the 2017 F-Series Super Duty, the updated Duramax produces 5 more horsepower but is slight behind in torque (15 down from the PowerStroke's 925 pound-feet).
      We know for sure that the new Duramax will debut a new air intake system (you can see the new hood scoop in the picture above). More air is a good thing as it means better cooling and more power.
      The Texas State Fair is this week and it has become a showplace for the various truck manufacturers to make big announcements. We wouldn't be shocked if General Motors debuts the new Duramax there.
      Source: Truck Trend
    • By William Maley
      Cadillac is offering 400 of its smallest dealers a buyout if they don't want to be part of the ambitious and contentious Project Pinnacle.
      Automotive News reports the offers will range from $100,000 to $180,000. The dealers eligible for the buyout sold less than 50 new Cadillac models in 2015. While the 400 dealers make up 43 percent of Cadillac's total number of dealers in the U.S. (around 925), this group only made up 9 percent of total sales last year.
      Cadillac President Johan de Nysschen said the buyouts is to give those an alternative who don't want to forward with the new program.
      “This is going to be a long, arduous and challenging journey and certainly not one for the faint-hearted. Some people may choose to make life a little easier than what lies ahead,” said de Nysschen.
      de Nysschen did say while Cadillac has too many dealers compared to their rivals, the buyout program isn't meant to be seen as a way to get rid of low-volume dealers. 
      Project Pinnacle is a new incentive program that will separate dealers into five tiers based on sales volume. Each tier offers a varying level of customer perk along with different requirements for services and facilities. For example, small stores cannot stock vehicles on site. Instead, they would offer a virtual showroom for customers to explore and order a vehicle. This program has gotten backlash from dealer groups, saying it would violate franchise laws and be unfair to the smaller dealers. 
      Those who have been offered the buyout have until November 21st to either take it or move forward with Project Pinnacle, which is expected to begin January 1st.
      Source: Automotive News (Subscription Required)
       

      View full article
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