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    William Maley

    Chevrolet's Colorado ZH2 Isn't Like Any Colorado Before

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      This is what happens when GM and the U.S. Army team up


    Madness! That was our first thought when we saw the Chevrolet Colorado ZH2 - the result of a joint venture of General Motors and the U.S. Army Tank Automotive Research, Development and Engineering Center (TARDEC). 

    Even though it might be called a Colorado, it is unlike anyone you'll find at your nearest Chevrolet dealership. The model is 6.5-feet tall and over 7-feet wide. To accodimate for the larger size, Chevrolet used a lengthened and reinforced version of the Colorado's chassis. A set of 37-inch tires and specially modified suspension help the ZH2 go though any terrain that the Army will throw its way. That's because the ZH2 will be undergoing a number of field tests to determine the viability of hydrogen-powered vehicles on military missions. Yep, the Colorado ZH2 is a hydrogen fuel cell vehicle.

    General Motors doesn't provide many details on the fuel cell's powertrain except that it will feature a Exportable Power Take-Off (EPTO) unit. The truck can generate electrcity for the unit which then can be taken away to provide power for various devices.

    “The Colorado ZH2 is a terrific example of GM’s engineering and design skill in creating an off-road vehicle relevant to a range of potential users. Over the next year, we expect to learn from the Army the limits of what a fuel cell propulsion system can do when really put to the test,” said Charlie Freese, executive director of GM Global Fuel Cell Activities.

    Source: General Motors
    Press Release is on Page 2


    Mission-Ready Chevrolet Colorado ZH2 Fuel Cell Vehicle Breaks Cover at U.S. Army Show

    • Modified midsize pickup goes into extreme military field testing in 2017

    WASHINGTON, D.C. — The physically imposing Chevrolet Colorado ZH2, the most extreme off-road-capable fuel-cell-powered electric vehicle ever from General Motors, was revealed today at the fall meeting of the Association of the United States Army (AUSA).

    Standing more than 6½ feet tall and more than seven feet wide, the Colorado ZH2 was built on a stretched midsize pickup chassis. Reinforced inside and out, the ZH2 rides on 37-inch tires and a specially modified suspension that helps the vehicle climb over and descend all manner of terrain.

    The U.S. Army will test the Colorado ZH2 in extreme field conditions next year to determine the viability of hydrogen-powered vehicles on military missions.

    The Colorado ZH2 features an Exportable Power Take-Off unit (EPTO) that allows the fuel cell to power activity away from the vehicle, such as remote locations where electric power may otherwise be unavailable.

    GM and the U.S. Army Tank Automotive Research, Development and Engineering Center (TARDEC) collaborated to develop the Colorado ZH2 from contract to concept in less than a year.

    GM is leveraging a range of advanced technologies for multiple applications, including military.

    “The speed with which innovative ideas can be demonstrated and assessed is why relationships with industry are so important to the Army,” said Paul Rogers, director of TARDEC. “Fuel cells have the potential to expand the capabilities of Army vehicles significantly through quiet operation, exportable power and solid torque performance, all advances that drove us to investigate this technology further.”

    The Army will evaluate the ZH2 fuel cell for:

    • Near-silent operation enabling silent watch capability
    • Reduced acoustic and thermal signatures
    • High wheel torque at all speeds via electric drive
    • Low fuel consumption across operating range
    • Water by-product for field uses

    GM and TARDEC have fuel cell development laboratories located 20 miles apart in southeast Michigan. Most of the Colorado ZH2 was assembled in GM’s Advanced Vehicle Integration facility in Warren. Calibration testing at GM’s Milford Proving Ground will continue into early 2017, when the vehicle will be turned over to the Army for a year of field testing.

    “The Colorado ZH2 is a terrific example of GM’s engineering and design skill in creating an off-road vehicle relevant to a range of potential users,” said Charlie Freese, executive director of GM Global Fuel Cell Activities. “Over the next year, we expect to learn from the Army the limits of what a fuel cell propulsion system can do when really put to the test.”

    The Colorado ZH2 contract is GM’s second vehicle development with a U.S military branch announced this year. In June, the U.S. Navy unveiled a GM fuel cell-powered Unmanned Undersea Vehicle (UUV) that is currently in pool testing before eventual deployment. The UUV leverages GM fuel cell technology common with the Colorado ZH2, demonstrating the flexibility to power a range of mobile and stationary devices.

    GM has accumulated 3.1 million miles of hydrogen fuel cell testing via Project Driveway, a 119-vehicle fleet driven by more than 5,000 people in a multi-year fuel cell experience program.

    Edited by William Maley

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    Very Cool, but will never see the daylight of production even in the Military. The energy deficiency of Hydrogen makes no sense especially when deployed outside of this country. That is to clarify and say that while Hydrogen has power as a fuel, the ability to create the fuel to power a hydrogen engine is negative as it takes far more energy to create the fuel than you get out of it.

    Concept, an 11 on the 1-10 scale.

    Coolness Factor - 11

    Reality factor - (-11)

    The Military would do far better putting these tax dollars into an EV rapid assault vehicle that is whisper quiet or quieter that can sneak up on the enemy and with fast swap out energy cells.

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    @ocnblu

    Ocnblu, giving me a negative is fine, please post your own thought about this concept, why or why not it will work or what you think is a better solution.

    Anyone that follows alternative energy knows that Hydrogen is very wasteful to produce yet very green for the planet. So why not look to other forms of propulsion.

    Coming from a multi-generation military family, being stealth and sneaking up on your enemy in todays terrorist world is now more crucial than ever.

    So why not have a PURE EV assault vehicle that can have fast swap of energy cells to keep the auto moving. If there is a better idea, name it and explain why please.

    I loved the TV Series Terra Nova

    http://www.imdb.com/title/tt1641349/

    The auto's were all quiet electric ones with quick change energy cells that also quickly recharged off solar.This I would think would be perfect for a Military auto.

    i551316.jpg

    terra-nova-car.jpg

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    I don't think they want to use it to sneak up on anyone.  It has another purpose.  Plus with all the current hoopla over electrocution, why didn't GM go with that alternate propulsion method in this truck instead?  Because maybe there is something about hydrogen, or this truck in particular, that made the military ask for this instead.  I downvoted you because lately you have gone into every single thread and said that whatever the subject of that thread is... it would be better as an EV.  Even if it is about puppies and dandelions.  Or a ham sandwich.  I'm trying to help.

     

    WEHT natural gas anyway, sir?

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    5 hours ago, ocnblu said:

    I don't think they want to use it to sneak up on anyone.  It has another purpose.  Plus with all the current hoopla over electrocution, why didn't GM go with that alternate propulsion method in this truck instead?  Because maybe there is something about hydrogen, or this truck in particular, that made the military ask for this instead.  I downvoted you because lately you have gone into every single thread and said that whatever the subject of that thread is... it would be better as an EV.  Even if it is about puppies and dandelions.  Or a ham sandwich.  I'm trying to help.

     

    WEHT natural gas anyway, sir?

    GM needs to get their Hybrid on and stop just messing around with the Volt, that is a proven powertrain that should be in every CUV as well as they better have plans for EV's in other models.

    The planet is changing and with it, humans needs to change and adapt. Being set in one's way is a sure way to become extinct.

    GM gave the Military what was asked for as this was a Hydrogen Project. I also think they should have also looked at other options. Yes this hydrogen truck can make electricity for use by troops. Something EV is not ready for doing but moving in that direction. Someday we will have solar panels that can recharge quickly battery cells.

    I just personally think that the whole hydrogen thing is a waste of money. The military would have been far better off going with natural gas. As proven by the truck companies, you can have CNG or LNG on a generator with electric motors moving the actual rig.

    That is a fuel now that the Military can use for all the same reasons as they are stating about Hydrogen without the expensive cost of creating hydrogen.

    I am still very much a pro supporter of natural gas, but also clearly see a valid use for ev's. The technology is there now to start converting fleets of delivery trucks, vans, etc. to pure EV in the city reducing smog, emissions and noise as the cities become more quiet and a better place to live for those that like the city. We also have EV buses that can clearly go the miles on 1 charge for a day long service.

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    11 minutes ago, dfelt said:

    I also think they should have also looked at other options.

    Do you honestly think they haven't/aren't looking at other options? Do you think they made a phone call to GM and said,  "Build us a Colorado to run off of hydrogen."  Or the more likely scenario where they said what they needed out of a vehicle, and all of the supporting characteristics, and GM went hydrogen thinking it was the best for the given requirements. I think it's a little oblivious to think the government isn't looking into EV's for themselves. I don't know if hydrogen powered vehicles require the computers quite like an EV does but maybe they're trying to keep them from being hacked? If there's a computer, it can get hacked. That's why I said I don't know as much about hydrogen powered vehicles but it's just an idea.

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    2 hours ago, ccap41 said:

    Do you honestly think they haven't/aren't looking at other options? Do you think they made a phone call to GM and said,  "Build us a Colorado to run off of hydrogen."  Or the more likely scenario where they said what they needed out of a vehicle, and all of the supporting characteristics, and GM went hydrogen thinking it was the best for the given requirements. I think it's a little oblivious to think the government isn't looking into EV's for themselves. I don't know if hydrogen powered vehicles require the computers quite like an EV does but maybe they're trying to keep them from being hacked? If there's a computer, it can get hacked. That's why I said I don't know as much about hydrogen powered vehicles but it's just an idea.

    We know that you can build an EV without all the computers, this is being done all the time by the hobbyist groups.

    I know based on monitoring the DOD, that they have EV projects, this project was called out for by the DOD to explore this technology. I just think it is a waste of Tax dollars as the facts show it takes more energy to produce Hydrogen than what you get out of it. So I just think they could have invested in research for other better options.

    Why not a CNG/LNG truck that could easily do everything this truck could do and we have a ton of supply already available.

    That is all.

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      # # #
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      Inherently efficient and balanced
      Compared to a DOHC V-6, the inline-six architecture offers greater efficiency from the reduced friction of operating only two camshafts and their associated valvetrain components. The I6 configuration offers the perfect balance of primary and secondary forces, without the need for balancing shafts.
      “In addition to reduced friction, the architecture enables smooth operation,” Menarini said. “The new Duramax 3.0L elevates the 2019 Silverado with one of the most refined and efficient diesel engines in the segment.”
      Along with supporting elements such as a tuned air induction system and other noise-attenuating elements, the 3.0L Duramax delivers exceptional quietness and smoothness at all engine speeds.
      All-aluminum construction and tough rotating assembly
      The 3.0L Duramax cylinder block is made of a cast aluminum alloy that provides the strength required to support the high combustion pressures that occur within a diesel engine, while also offering an approximately 25 percent mass savings over a comparable cast iron engine block. Iron cylinder liners are used within the aluminum block to insure truck durability.
      There are seven nodular iron main bearing caps that help ensure the block’s strength under those high combustion pressures, while also enabling accurate location of the rotating assembly. A deep-skirt block design, where the block casting extends below the crankshaft centerline, also contributes to the engine’s stiffness and refinement. It’s complemented by a stiffness-enhancing aluminum lower crankcase extension attached to the main bearing caps.
      The rotating assembly consists of a forged steel crankshaft, forged steel connecting rods and hypereutectic aluminum pistons. The alloys in the respective castings for the rods and pistons make them lightweight and durable. Silicon is blended with the aluminum for heat resistance and tolerance within the piston cylinders, which enhances performance and makes the engine quiet.
      A thick piston crown — the top of the piston — and reinforced top ring add strength to support the tremendous cylinder pressures enabled by turbocharging and the engine’s high 15.0:1 compression ratio.
      DOHC Cylinder Head and Rear Cam Drive
      Overhead camshafts offer a direct, efficient means of operating the valves, while four valves per cylinder activated by maintenance-free finger followers with hydraulic lash adjusters increase airflow in and out of the engine. This arrangement is integrated on the Duramax 3.0L’s lightweight aluminum cylinder head, which is topped with a lightweight composite cam cover that incorporates the crankcase ventilation and oil separation systems.
      A pair of lightweight, assembled camshafts actuates 28.35 mm diameter (1.12-inch) intake and 24.55 mm diameter (0.97-inch) exhaust valves. The camshaft drivetrain is uniquely located at the rear (flywheel side) of the engine, for greater refinement and packaging considerations for the comparatively long inline-six. A crankshaft-driven chain drives the high-pressure direct-injection fuel pump, while a chain driven by the fuel pump drives both intake and exhaust camshafts. A smaller belt drives the variable flow oil pump from the crankshaft.
      Additional Technology Highlights
      Variable geometry turbocharging enables the Duramax 3.0L engine to deliver class-leading horsepower with minimal effect on overall efficiency. The system uses closed loop controlled vanes position and sophisticated electronic controls to automatically adjust boost pressure to the desired value based on engine running conditions and instantaneous power demand. The liquid-cooled turbocharger features a low-friction ball-bearing shaft and is mounted close to the exhaust outlet of the engine for quicker spool-up of the turbine and quicker light-off of the exhaust catalyst. A water-to-air intercooling system produces a cooler higher density air charge for greater power. Maximum boost pressure is 43,5 psi (300 Kpa) absolute.
      Low-pressure EGR: The Duramax 3.0L utilizes new low-pressure Exhaust Gas Recirculation to optimize performance and efficiency. The EGR system diverts some of the engine-out exhaust gas and mixes it back into the fresh intake air stream, which is drawn into the cylinder head for combustion. That lowers combustion temperatures and rates.
      Traditionally, EGR systems in diesel applications recirculate exhaust gases between the two high-pressure points, the exhaust manifold(s) and intake manifold. However, it generally requires efficiency-robbing assistance from the turbocharger or other supporting elements to achieve the pressure differential required for sufficient EGR flow rates.
      The new low-pressure system adds to the high-pressure system, supporting continual adjustment of exhaust backpressure for more efficient operation. It recirculates gases between the low-pressure points in the exhaust system (downstream of the particulate filter) and after the compressor inlet.
      When the low-pressure EGR is activated by an electronically controlled valve, the engine burns exhaust gas that has already passed through the particulate filter. That increases the turbocharger’s efficiency, which helps overall vehicle efficiency without deteriorating the rate of particulate matter emitted by the engine.
      A variable intake manifold offers dual air intake pathways for each cylinder. Electronically controlled flaps — one for each cylinder — shorten or lengthen the airflow to each cylinder. This optimizes the airflow into the engine and improves performance and responsiveness across the rpm band, particularly at lower engine speeds.
      A variable-pressure oiling system with a continuously variable-displacement vane oil pump enhances efficiency by optimizing oil pressure as a function of engine speed and load. With it, the oil supply is matched to the engine requirements rather than the excessive supply of a conventional, fixed-displacement oil pump. The engine uses low-friction Diesel Dexos 0W20 oil.
      Oil jets located in the block are employed for performance and temperature control. They target the inner core of the piston with an extra layer of cooling, friction-reducing oil. The jets reduce piston temperature, allowing the engine to produce more power and enhance long-term durability than engines without the technology.
      Active Thermal Management helps the engine warm up quickly to achieve and maintain its optimal engine temperature for performance and efficiency over the entire engine operating range. The system uses a three-actuator rotary valve system to distribute coolant through the engine in a targeted manner. It sends heat where it’s needed to warm up the engine to reduce friction and heat the passenger cabin or cools when needed for high-power operation. The Duramax 3.0L also features split cooling between the block and head.
      Common rail direct fuel injection of 2,500 bar (36,250 psi) helps generates class-leading horsepower and torque. The system’s pressure is generated by an engine-driven twin-piston pump sending fuel to solenoid-activated injectors with nine-hole nozzles that support precise metering of the fuel for a smooth idle and lower combustion noise. The fuel system is capable of multiple injections per combustion cycle — up to 10 times per injector — for more consistent and stable combustion performance that translates into smoothness and refinement, particularly at idle.   
      Electronic throttle valve: The Duramax 3.0L features an electronic throttle valve to regulate intake manifold pressure in order to optimize exhaust gas recirculation rates. It also contributes to a smooth engine shutdown via a more controlled method of airflow reduction.
      Ceramic glow plugs used in the Duramax 3.0L heat up more quickly and hotter than conventional metal-based glow plugs, helping the engine start and heat up more quickly in cold weather. The Duramax 3.0L achieves unassisted and assisted starting temperatures of -22 F (-30 C) and -40 F (-40 C) respectively.
      Stop/start technology helps optimize efficiency in city driving. The driver-selectable system shuts off the engine at stoplights and other stop-and-go situations. The engine automatically restarts when the driver takes their foot off the brake.
      ABOUT CHEVROLET
      Founded in 1911 in Detroit, Chevrolet is one of the world's largest car brands, doing business in more than 100 countries and selling more than 4.0 million cars and trucks a year. Chevrolet provides customers with fuel-efficient vehicles that feature engaging performance, design that makes the heart beat, passive and active safety features and easy-to-use technology, all at a value. More information on Chevrolet models can be found at www.chevrolet.com.
      # # #
      2019 CHEVROLET SILVERADO 3.0L DURAMAX TURBO-DIESEL SPECIFICATIONS
      Type:
      Duramax 3.0L DOHC Turbo Diesel I6 
      Bore & Stroke (in. / mm):
      3.30 x 3.54 inches (84mm x 90mm)
      Block Material:
      Aluminum
      Cylinder Head Material:
      Aluminum
      Compression Ratio:
      15.0: 1
      Firing Order:
      1-5-3-6-2-4
      Valvetrain:
      Dual-overhead camshafts, four-valves per cylinder
      Air Delivery:
      Single variable-geometry turbocharger; intercooling system. 42.8-psi / 2.95 bar max boost
      Fuel Delivery:
      High-pressure, common-rail direct injection (36,250 psi / 2500 bar); electronic throttle valve
      Ignition System:
      Compression
      Max Engine Speed:
      5100 rpm
      Additional Features:
      Continuously variable oil pump; engine oil cooler, automatic stop/start, Active Thermal Management,
      Emissions Control:
      Low-pressure Exhaust Gas Recirculation (EGR); Selective Catalyst Reduction on Filter (SCRF)
      Horsepower
      (hp / kW @ rpm):
      277 / 204 @ 3750 (SAE certified)
      Torque
      (lb.-ft. / Nm @ rpm):
      460 / 624 @ 1500 (SAE certified)
       
    • By Drew Dowdell
      Chevy unveiled the 2021 Trailblazer today, filling a space between the Chevrolet Trax and Equinox in the lineup.  This follows the recent release of the Buick Encore GX that fills a similar but more premium space. 
      Picking up on styling from the larger Blazer and the Camaro, the Trailblazer takes an aggressive, sporty posture. Yes, there also will be an RS version, but no word yet on what powertrains will be available. 
      Chevy is finally going to start offering active safety features as standard, something the competition started doing a few years ago. The standard active safety features are Front Pedestrian Braking, Automatic Emergency Braking and Lane Keep Assist with Lane Departure Warning.  Optional will be Adaptive Cruise Control - Camera, Rear Park Assist and a High Definition Rear Vision Camera.
      The 2021 Trailblazer will enter dealerships in early 2020. 


      View full article
    • By Drew Dowdell
      Chevy unveiled the 2021 Trailblazer today, filling a space between the Chevrolet Trax and Equinox in the lineup.  This follows the recent release of the Buick Encore GX that fills a similar but more premium space. 
      Picking up on styling from the larger Blazer and the Camaro, the Trailblazer takes an aggressive, sporty posture. Yes, there also will be an RS version, but no word yet on what powertrains will be available. 
      Chevy is finally going to start offering active safety features as standard, something the competition started doing a few years ago. The standard active safety features are Front Pedestrian Braking, Automatic Emergency Braking and Lane Keep Assist with Lane Departure Warning.  Optional will be Adaptive Cruise Control - Camera, Rear Park Assist and a High Definition Rear Vision Camera.
      The 2021 Trailblazer will enter dealerships in early 2020. 

    • By Drew Dowdell
      GM is delaying the launch of the new inline-6 diesel engine bound for the GMC Sierra 1500 and Chevrolet Silverado 1500.  No longer available for ordering on the 2019s, GM has pushed the availability into the 2020 model year. 
      According the GM, the emissions certification process on the engine is taking longer than normal.   Customers who ordered a 2019 Silverado or Sierra with the diesel engine will have their orders canceled and will need to resubmit the order for a 2020 model year vehicle once they become available for order.  GM has yet to open orders for 2020 truck models with the diesel engine, but a GM spokesperson said that it will be "soon".
      Assuming the current pricing holds, the 3.0 liter Duramax diesel will be priced $2,495 over a 5.3 liter V8 and $2,890 over the 4-cylinder 2.7-liter turbo. 
      Meanwhile for 2020, GM is expanding the availability of adaptive cruise control and the 10-speed automatic across the lineup.  At Chevy, the Silverado will now have the optional 6.2 liter V8 on five out of the eight trim levels.  The 6.2 V8 will be paired with the 10-speed automatic and available on the Custom Trail Boss, RST, LT Trail Box, LTZ, and High Country. At GMC, the CarbonPro box will be available at no additional cost when paired with certain other packages on the Sierra AT4 and Sierra Denali, while the double cab Sierra Elevation Trim will now also be available in a crew cab. 
       

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