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    2014 Chevrolet Volt Sees A $5,000 Price Cut



    William Maley

    Staff Writer - CheersandGears.com

    August 6, 2013

    Despite piling on incentives to move Chevrolet Volts off dealer lots a couple months ago, sales rose to a meager 0.1 percent to 11,643 vehicles through July. Add in the fact that the Nissan Leaf dropped it price earlier and is currently experiencing a rise in sales and the inevitable was bound to happen.

    Today, General Motors announced a $5,000 price cut to the 2014 Volt. That means the starting price is now $34,995 (including $810 in destination). Factor in the $7,500 federal tax credit and you're looking at a price of $27,495.

    “The lower price and cost savings from driving on electricity provide Volt owners an unmatched balance of technology, capability and cost of ownership. The 2014 Volt will offer the same impressive list of features, but for $5,000 less," said Don Johnson, Chevy’s US VP of sales.

    Source: General Motors

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

    Press Release is on Page 2


    2014 Chevrolet Volt Now Offers Even Greater Value

    • Pricing for the 2014 model will start at $34,995

    2013-08-06

    DETROIT – The Chevrolet Volt, already recognized for having the most satisfied owners will soon come with another people pleaser: a lower price. The 2014 model will start at $34,995, including an $810 destination fee (excluding tax, title, license and dealer fees).

    If consumers include federal tax credits ranging from $0-$7,500 (depending on individual tax liability), pricing could start at $27,495. Individual tax situations differ, so consult a tax professional prior to claiming any credits to confirm eligibility for vehicle tax benefits.

    “The lower price and cost savings from driving on electricity provide Volt owners an unmatched balance of technology, capability and cost of ownership,” said Don Johnson, U.S. vice president, Chevrolet sales and service. “The 2014 Volt will offer the same impressive list of features, but for $5,000 less.

    “We have made great strides in reducing costs as we gain experience with electric vehicles and their components,” Johnson said. “In fact, the Volt has seen an increase in battery range and the addition of creature comforts, such as a leather-wrapped steering wheel and MyLink, since its launch in 2010.”

    Volt owners who charge regularly typically drive 900 miles between fill-ups and visit the gas station about once a month. The 2014 Volt will continue to provide owners with impressive fuel economy of 98 MPGe (electric) and 35 city/40 highway on gasoline power without any need to change their daily driving habits while saving $900 in annual fuel costs. Today’s Volt owners have logged 364 million miles, including 225 million electric miles.

    The Volt’s lower price also changes the comparative set of vehicles on popular auto information sites like kbb.com, Edmunds.com and cars.com, where visitors to these sites can search for a new vehicle by type and/or prices. The Volt’s lower price will broaden its exposure to price-sensitive prospective buyers using these sites to search for a plug-in electric vehicle or a gas-powered alternative sedan.

    The Volt continues to be the best selling plug-in vehicle in America and is attracting new buyers to the Chevrolet brand. More than 70 percent of Volt buyers are new to General Motors. Not surprisingly, the Toyota Prius is the most frequently traded-in vehicle for a Volt.

    California continues to be Volt’s largest market. The 2014 Volt will continue to offer a low emissions package that earns the Volt a coveted “sticker” for single-occupancy HOV lane access in California and New York.

    The Chevrolet Volt allows gas-free driving for an EPA-estimated 38 miles (61 km), depending on terrain, driving techniques and temperature. The range-extending engine gives the Volt up to 380 total miles (615 km) of total driving range. The 2014 Volt will start to be available in dealer showrooms late this summer. Chevrolet will introduce two new colors – Ashen Gray Metallic and Brownstowne Metallic for the 2014 model year – and a leather-wrapped steering wheel.

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    I mentioned this to my coworker that bought a Volt in June. He thinks it's a good thing, should lead to more sales. He's still happy he bought the 2013 rather than wait on the '14, partially because the color he got isn't available on the '14.

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    All I can say for people for who bought a plug-in hybrid is that these cars do not make economic sense without the $7500 in federal tax credit and up to $6000 in state subsidies (eg. California) -- and sometimes not even then.

    That's $13,500 of hard earned tax payer dollars and/or increase in the national debt. If it works for you after the subsidies, well... good for you! But, bad for the tax payer, bad for me, bad for the economy and bad for energy independence.

    I have no problems with misguided "global warming" coolaid drinkers wanting to feel good about themselves and cut carbon emissions. But, I do have a problem with them doing it with my money.

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    I agree with Dwight. Plus it makes everyone who has already purchased one look like a fool, and resale value will plummet. All around bad deal.

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    This is the wrong thread to persist in this discussion, but I want to emphasis that I have absolutely no qualms with people who feel good about driving a car that gets them 70 mpg or 100 mpg -- nevermind the economics -- just like I have no problems with people wanting to drive cars that go from 0-60 mph in 3.8 secs but doesn't have rear seats. If hyper-miling makes you happy, all the power to you!

    My quarrel is with the public policy of using tax payer money to subsidized such behavior, especially when the reasoning behind such policy is based on an environmental hypothesis that is totally bogus, founded on fraudulent data and propagated through bullying voices of proper science into silence.

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    The taxpayer subsidies to ExxonMobile are much greater than any subsidy the public gets via the Volt or Leaf. So spread your outrage around proportionally please.

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    The taxpayer subsidies to ExxonMobile are much greater than any subsidy the public gets via the Volt or Leaf. So spread your outrage around proportionally please.

    That's untrue on so many levels...

    The Federal government does not subsidize Exxon Mobil per say, they provide tax credits for certain energy production activities. And in fact, a lot of the so called subsidizes are not subsidies at all.

    Every year, we spend about $75 billion on such activities. Of these only about half ($38 billion) goes to fossil fuel producers. The remaining half goes to Alcohol incorporation, renewable electric production and Ethanol production.

    Of the 37 billion or so that goes to fossil fuel production, most ARE NOT subsidies at all...

    About $16 billion is foreign tax credits -- credits company receive on US taxes for taxes they already paid to foreign governments. It's like if you worked in Russia and paid 12% (Russia as a 12% flat tax) of your income in Russian income taxes, you get to take that 12% as a deduction on your US income taxes because you didn't actually earn that money -- it was lost to foreign taxation. This applies to you, to any company and to oil companies! Why shouldn't it?

    About 14 billion goes to credit for producing unconventional fuels. Most of the time, it is for producing fuels the oil companies don't want to produce or cannot make a profit on, but is mandated by the government. Again, I hardly call that a subsidy, more like a compensation for compelled activity. It's like you don't want to ride a bicycle to work, but the government say you must. You claim that this results in 2.5 hours a day of lost productivity and lost wages because of increased commute time and increased tiredness. The government says, OK, we'll pay you 2.5 hours of wages, but you ride that bicycle.

    The rest, about 8 billion goes to credit for expenses incurred in oil, gas and coal exploration. Again, why would anyone consider that a subsidy? That'll be like saying that if you buy a food truck and install the equipment so you can sell hotdogs, that you shouldn't get to deduct that on your business tax returns as an expense!

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    The Federal government does not subsidize Exxon Mobil per say, they provide tax credits for certain energy production activities.

    You could have saved yourself a lot of typing if you had stopped right there, for a rose by any other name....

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    All I can say for people for who bought a plug-in hybrid is that these cars do not make economic sense without the $7500 in federal tax credit and up to $6000 in state subsidies (eg. California) -- and sometimes not even then.

    That's $13,500 of hard earned tax payer dollars and/or increase in the national debt. If it works for you after the subsidies, well... good for you! But, bad for the tax payer, bad for me, bad for the economy and bad for energy independence.

    I have no problems with misguided "global warming" coolaid drinkers wanting to feel good about themselves and cut carbon emissions. But, I do have a problem with them doing it with my money.

    Again this is about more then numbers. You thinking is always so narrow.

    The last sentence sums it up for now.

    The real picture here is to create a market for these cars and let them advance and grow to the point that they cost much less and get more efficient. This is like the space program. Shooting a chimp into space may not look like a big deal but it and satellites were the first steps to the moon.

    This is where the real point comes in. The whole thing was not really landing on the moon the whole thing was about developing technology to do it. This is what propelled up into the future with electronics and other systems and medical things we never would have had. In fact we all would not be here now discussing this.

    I understand why the government is doing what they are doing and why GM is investing so much into this. With out a market the suppliers can not and will not invest in the new and improved technology.

    I can see a lot of good coming from improved Batteries and other electronics and not just cars. I am not a global warming guy and really have little interest on this end but I can see a cell phone battery that may need charged once a week. I see a smaller electric motor that may one day replace my heart and run the pump to keep me or someone in my family alive when no donor heart is available. It is endless.

    The fact is the government squanders many more trillions than what they are doing here. The fact is they are not going to cut the pay outs to the voters as they have been buying votes for years. They will continue to increase our taxes too.

    While this may not be as exciting as the space program I think we can reap similar rewards long term here. Lets face it since they axed much of the space program we are behind the 8 ball on technology growth. Today we need some kind of program to bring this new technology forward. The company who cracks the battery issue will become the new Microsoft or Apple.

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    Well, I will very much have preferred zero subsidizes for Ethanol, "Green" Energy and no gasohol blending mandates. But on the otherhand, there is no justification for double taxing oil companies when every other business and individual do not have to pay foreign taxes on top of US taxes with no deductions or for saying that capital expenses should not be deductible.

    But, yes, philosophically I am of the persuasion that US government should be significantly smaller in size and scope.... that it should take less (in taxes) and do less (in services, entitlements and, yes, subsidies).

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    Well, saw that coming..hopefully more coming. I can agree with both sides, but Hyper hit it on the nose-we need to get the tech out there-

    There will always be car people cars (maybe!), but for the person who shops for cars like a fridge and want to save money, the Volt could not be any more picture perfect....

    We are getting there....

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    The new ELR I suspect will show some of the new second gen Volt technology. I see it will have around 55-56 more HP, Not sure how they figure it as electric or gas but it should be more fun to drive. The Volt is not really a slug to start with.

    I am not a big spending guy and I would shut down most of the crazy government spending that is going on. They just toss it around like garbage. But the investment into this line of cars is the only way they will grow to the point people will like them and it will make them to the point where they may make a difference in your wallet.

    Also the fall out from the investment into the electronics here will reap benefits elsewhere.

    Now for the spending on all these other programs for the study of slugs and other many other issues I would axe in a heart beat. Too many people with their hands out expecting the government to do it all where they have no place being.

    The Ethanol would get cut right away. It not only is damaging to cars but it also drives up grain prices some years to increase food cost. With the lesser MPG etc. I just do not see a need for these blends other to make a few companies happy and farmers.

    At least with the Volt and other electric cars you have a choice if you want them and if not don't buy one. Later on even if you do not own one you will reap the benefits they have learned from the investments in you other cars in aero dynamics, tires and electronics. I think a lot of new ideas will be applied to even gas cars with lighter materials.

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    Gov spending on R&D for Space to the auto industry and High Tech is good for the country. We could easily get this out more if we just closed some of our 1082 military bases and 500 black op bases and spent that money at home. Just closing 25% would allow us to invest in the roads, Electrical Grid, Clean water and securing the borders along with pushing the VOLT technology into more GM cars.

    I would have no problem giving each auto company even asian and europe company say 1 billion each as long as they deliver within 18 to 24 months a CUV or SUV Hybrid auto that uses a VOLT like power train. Helping companies to move to better technology that is over all good for the planet and for job creation is a good thing in my book.

    I really HOPE GM will scale the VOLT technology and get it into full Size SUV's, Pickups and Vans. This is where we can really see benefits for fuel savings.

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    we do have to diversify vehicle propulsion beyond gasoline and its inevitable that electrification is part of it.

    That said, right now, the whole appeal to me of electrification is the possibility of saving my own money on gas.

    The govt will conspire to make electricity much more expensive over time and in the end will figure out how to get as much out of your pocketbook each month for electricity as they do for gas right now.

    That is where the outrage should be directed. Electrification's main success in cars would be to allow multifuels and mainly to reduce driving costs overall. The government will look at it as an opportunity to tax the shi-t out of it and rob you of that potential benefit.

    So the discussion of how much of the development of electric cars is subsidized to the point where economy of scale takes over it pointless and minor.

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    I'm indifferent to them building the plant or not, but if they don't build the plant, they should refund the customers their money.

    Totally agree with you. Back in the 80's washington state had a major Nuclear plant series being built. They stopped after 2 plants and scrapped the other 4 and were forced by the state to refund millions back to the citizens. Did not go over well with the power company but the people loved it and I agree that they should refund all of it.

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    I'm indifferent to them building the plant or not, but if they don't build the plant, they should refund the customers their money.

    Too early to say that.

    Duke plans to pursue the license and expects to receive it in 2016, spokesman Rick Rhodes said today. The company considers the project to be merely delayed, he added, with future construction there remaining likely. “Our philosophy at Duke is that you need a diversity of different types of fuel,” Rhodes said. “I think as a utility, and as a country, we have to have nuclear in our future.”

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    What I would be more concerned about the killing of coal with little to replace it. I am fine to replace coal but the fact is there are no real replacements for coal at this point. We are already short power in many areas and if the grid fails we will see a collapse like we did in 1993. A tree branch took out the grid that was already over loaded.

    Where are most of the electric cars targeted? Places already short on power.

    This talk of green energy has a long way to go before it can effetely and affordable replace coal. There are no wind mills and solar panels that can replace it no matter how much money you spend right now. It like the batteries for the Volt need more time and investment that is not wasted like so much already.

    Brittan now has some people trying to remove fossil fuel vehicles buy 2040. Nice idea but if there is no real replacement what are they going to do? If they make it so they can not bail they are screwed.

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    Hyperv6, You are right about the power grid issues. The best thing to do is to upgrade and replace the grid, much of which dates back 30 or more years. Down here in FL, a lot of our electricity is generated from natural gas rather than oil or coal. That has led to lower electricity bills all around from my utility. We do need more natural gas and more nuclear energy just to get ourselves off of coal-generated power because coal is the least efficient hydrocarbon we have for power gereation. Green energy is nice, but it is probably not good enough (or cheap enough) for baseline power without subsidies.

    As for the Volt, even their new prices are too damn high. Remember when the Prius first came out? It was actually affordable then, and it is largely under $30K now. If the Volt were priced to match the Prius or Leaf, sales would probably take off quickly.

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    CNG is being used to replace dirty coal as fast as possible. But even then we still need more power. Interesting is Washington State has huge wind farms and 25% of the time they are offline due to no room to store the power as we have an abundance of Hydro Power. We need storage farms that can hold the power generated by wind and solar and then transfer it to areas that need more power.

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    The key here is Coal is the cheapest and easiest fuel to find and use right not and the are cutting it off before we have a real alternative. CNG is cheap now but the price like oil can jump. The Oil line from Canada looks lost and that would be key to a steady cheap supply that will end up in China if we do not change the thinking. Not all of us are lucky to have damns for Hydro.

    Nukes are behind in building and many we have now are old and having issues to the point of many closures.

    Windmills just are not cutting it and solar is not cheap or practical in many places. Storage is not easy for the lack of better batteries.

    I am ok with green energy development but do not take the cheapest and most abundant energy away till you have a real replacement. The plants are not dirty anymore and we are no choking to death here. If you want to clean the air talk to China.

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    • 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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      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.
      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.
    • 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
      Previous Page Next Page We weren't expecting this, but Chevrolet has revealed the all-new 2018 Equinox tonight in Chicago. 
      The exterior borrows heavily from the Cruze and Malibu designs. Up front is a revised grille (similar to the one seen on the Cruze) with new headlights and LED daytime running lights. Around the side is a character line that swoops down and 'Equinox' name on the front doors. The back features a restyled tailgate, blacked-out pillars to give the impression of wrap-around glass, and horizontal taillights. The interior matches up with newer Chevrolet models with a floating screen (either seven or eight-inches) and either cloth or leather covering bits of the dash. One key item Chevrolet is quick to point is the dashboard is lower to provide better visibility.
      There will be three turbocharged four-cylinders on offer; a 1.5L, 2.0L, and a 1.6L diesel. The 2.0L turbo will come paired with GM's new nine-speed automatic. We're guessing the 1.5 and 1.6 will get a six-speed automatic. Front-wheel drive will come standard and an all-wheel drive system with a disconnecting rear axle when not in use will be optional. One item we're glad to see is Chevrolet dropping 400 pounds out of the Equinox.
      On the safety front, the Equinox will feature the options of surround-view camera system, forward collision warning, autonomous emergency braking, lane keep assist, and blind spot monitoring with rear cross traffic alert. Two new features will be Teen Driver (can set limits on speed and volume for your young driver) and Rear Seat Reminder (reminds you to check the back seat to prevent kids from overheating on a hot day).
      No word on pricing, but Chevrolet says the 2018 Equinox will arrive at dealers in the first quarter of 2017.
      Source: Chevrolet
      Press Release is on Page 2
      CHEVROLET INTRODUCES ALL-NEW 2018 EQUINOX
      The perfect balance of design and technology DETROIT — Call it the right balance. On the autumnal equinox today, Chevrolet introduced the all-new 2018 Equinox, a fresh and modern SUV sized and designed to meet the needs of the compact SUV customer.
      “We’ve got the strongest truck business in the industry and we’ve reinvigorated our car lineup with Volt, Cruze and Malibu,” said Alan Batey, Global Chevrolet president. “We’re applying the same customer focus to grow our crossover/SUV business — starting with the Chevrolet Equinox.”
      Today’s compact SUV customers want a vehicle that meets all of their needs, from design, connectivity and safety perspectives. The Equinox delivers on all fronts, starting with its fresh new design and all-new propulsion systems.
      Fresh, new design
      The new Equinox’s expressive exterior has a lean, muscular skin echoing the global Chevrolet design cues and sculpted shapes seen in the Volt, Malibu and Cruze. Extensive aero development in the wind tunnel influenced the sleek shape.
      It is a richer, more detailed design featuring chrome trim on all models and Malibu-inspired styling. Projector-beam headlamps are standard, along with LED daytime running lamps. At the rear, horizontal taillamps emphasize the Equinox’s wide stance, while uplevel models feature LED taillamps. 
      “Customers who previewed the vehicle early on had a strong emotional response to the sleek and sophisticated exterior design,” said John Cafaro, executive director, GM Design. “Those same themes are carried through to the interior, making the space beautifully intuitive.”
      The interior takes advantage of the Equinox’s all-new architecture to offer a down-and-away instrument panel, while a low windshield base provides a commanding outward view. New elements such as available denim-style seat fabric blend high style with high durability, while a new “kneeling” rear seat enhances functionality. With it, the bottom cushions tilt forward when the split-folding seatbacks are lowered, allowing a flat floor for easier loading.
      Connectivity
      The 2018 Equinox offers purposeful technology that helps keep passengers safe, comfortable and connected.
      Chevrolet’s latest connectivity technologies are front and center, including 7- and 8-inch-diagonal MyLink infotainment systems designed to support Apple CarPlay and Android Auto, as well as an available OnStar 4G LTE Wi-Fi hotspot. (Apple CarPlay and Android Auto compatibility is subject to their terms, privacy statements and data plan rates, as well as a compatible smartphone.)
      Safety
      The Equinox offers a comprehensive suite of available active safety technologies and adaptive crash-avoidance features that provide ease of use and peace of mind on the road.
      Teen Driver is also offered, allowing parents to set controls and review an in-vehicle report card in order to encourage safer driving habits, even when they are not in the vehicle.  
      Available advanced active safety features to enhance driver awareness on the road include radar- and camera-based adaptive technologies that can provide alerts to potential crash threats, allowing the driver to react and make changes to avoid them, including:
      New Safety Alert Seat New Surround Vision New Forward Collision Alert with Following Distance Indicator New Low-Speed Forward Automatic Braking New Lane Keep Assist with Lane Departure Warning New Rear Seat Reminder Lane Change Alert with Side Blind Zone Alert  Rear Cross Traffic Alert Turbocharged engines and more 
      A range of three turbocharged engines — including the compact SUV segment’s first turbo-diesel in North America — provides customers more choices when it comes to performance, efficiency and capability in the all-new 2018 Chevrolet Equinox.
      They include a 1.5L turbo, a 2.0L turbo — matched with GM’s new nine-speed automatic transmission — and a 1.6L turbo-diesel.
      “With three choices, customers can select an engine that offers more of the attributes that are important to them: efficiency, performance and capability,” said Dan Nicholson, vice president, Global Propulsion Systems. “The advantage for each is the power of a larger engine and the efficiency of a smaller engine.”
      The new Equinox is the first Chevrolet model in North America to use an all-turbocharged, multi-engine powertrain lineup. That includes the expected segment-exclusive 1.6L turbo-diesel that will offer customers excellent efficiency and capability.
      “It is an all-new SUV from the ground up and one that takes on the industry’s biggest competitors with a stronger architecture, greater efficiency and more technology,” said Rick Spina, executive chief engineer. “And it looks great doing it.”
      Additional vehicle highlights:
      Approximately 400 pounds (180 kg) lighter than the current model — a 10 percent weight reduction Switchable AWD system that enhances efficiency by disconnecting from the rear axle when not needed  Unique kneeling rear seat that enables a flat rear load floor and up to 63.5 cubic feet (1,798 liters) of maximum cargo space Equinox sales have reached more than 2 million since its launch and it is Chevrolet’s second-best retail selling vehicle, after the Silverado.
      The 2018 Equinox goes on sale in the first quarter of 2017 in North America. It rolls out to approximately 115 additional global markets later in the year.
      2018 CHEVROLET EQUINOX PRELIMINARY SPECIFICATIONS 
      (NORTH AMERICA)
      Overview

      Models: 2018 Chevrolet Equinox
      Body style / driveline:
      five-passenger, four-door SUV, front-engine, front- or all-wheel drive
      EPA vehicle class:
      compact SUV
      Powertrains

      Engine / Type: 1.5L turbo DOHC DI
      2.0L turbo DOHC DI
      1.6L turbo-diesel
      Block material:
      cast aluminum
      cast aluminum
      cast aluminum
      Cylinder head material:
      cast aluminum
      cast aluminum
      cast aluminum
      Fuel delivery:
      direct injection
      direct injection
      direct injection
      Horsepower (hp / kW):
      170 / 127 (GM-estimated)
      252 / 188 (GM-estimated)
      136 / 101 (GM-estimated)
      Torque (lb.-ft. / Nm):
      203 / 275 (GM-estimated)
      260 / 353 (GM-estimated)
      236 / 320 (GM-estimated)
      GM-est. fuel economy:
      31 hwy
      28 hwy
      40 hwy
      Transmission:
      Hydra-Matic 6T40 six-speed automatic
      Hydra-Matic 9T50 nine-speed automatic
      Hydra-Matic 6T45 six-speed automatic
      Chassis / Suspension

      Suspension (front): MacPherson strut with side-loaded modules, specifically tuned coil springs, direct-acting stabilizer bar
      Suspension (rear): 
      4 Link Independent Rear Suspension
      Steering type:
      Dual Rack and Pinion Electric Power Steering
      Turning circle (ft / m):
      37.4 / 11.4 (17-inch wheels)
      Brakes & Wheels

      Brake type: four-wheel disc with ABS and ESC; Duralife rotors and low-drag calipers (US)
      Wheel size and type:
      17-, 18- and 19-inch aluminum
      Exterior Dimensions

      Wheelbase (in / mm): 107.3 / 2725
      Overall length (in / mm):
      183.1 / 4652
      Overall width (in / mm):
      72.6 / 1843
      Overall height (in / mm):
      65.4 / 1661
      Track (in / mm):
      front: 62.2 / 1580
      rear: 62.2 / 1581
      Interior Dimensions

      Seating capacity: 2 / 3
      Headroom (in / mm):
      Front - 40.0/1015 (w/o SR), 38.2/970 (w/ Sunroof)
      Rear - 38.5/977 (w/o SR), 36.9/936 (w/ Sunroof)
      Legroom (in / mm):
      40.9 / 1040 (front)
      39.7 / 1008 (rear)
      Shoulder room (in / mm):
      57.2 / 1452 (front)
      55.5 / 1410 (rear)
      Hip room (in / mm):
      54.2 / 1377 (front)
      51.7 / 1314 (rear)
      Weights & Capacities

      Base curb weight (lb / kg): 3327 / 1509 (1.5L w/ FWD)
      Fuel capacity (gal / L):
      14.7 / 55 (FWD)
      TBD (AWD)
      15.5 / 58 (1.6L diesel)
      Max cargo room (cu ft / L):
      29.9 / 846 (behind rear seat)
      63.5 / 1798 (rear seat folded)
      Max trailering (lb / kg):
      3500 / 1585 (2.0L turbo)
      Previous Page Next Page
      View full article
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