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    GM Talks Pricing For 2015 Chevrolet Colorado and GMC Canyon


    • How Much For A Colorado and Canyon?


    Another piece of the puzzle has been announced for the 2015 Chevrolet Colorado and GMC Canyon. General Motors announced this afternoon pricing for their two new midsize trucks. The Colorado will come in at $20,995 (includes a $895 destination charge) and the Canyon will start at $21,880 (includes a $925 destination charge).

    Standard equipment on both models include a 2.5L DI four-cylinder engine with 200 horsepower and six-speed manual. The Colorado gets power windows with express up for the driver, a backup camera, and a locking tailgate. Canyon's standard equipment includes four-way power driver’s seat, CornerStep rear bumper, and sixteen-inch aluminum wheels.

    There will be a number of configurations and options available for both trucks including the 3.6L DI V6, extended and crew cab models; six-speed automatic transmission, forward collision alert, and OnStar 4G LTE.

    General Motors say the Colorado and Canyon will be available at dealers later this fall. More details on pricing and fuel economy numbers will be revealed closer to the sales date.

    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


    2015 Chevrolet Colorado Starts at $20,995

    • Includes extended cab, 200-horsepower 2.5L engine, 6-speed manual transmission

    DETROIT – Suggested retail prices for the 2015 Chevrolet Colorado extended-cab pickup will start at $20,995, including an $895 dealer freight charge, Chevrolet announced today.

    Standard features will include a 200-horsepower 2.5L four-cylinder engine with direct fuel injection and continuously variable valve timing for strong midrange torque; a 6-speed manual transmission; power windows with express up for the driver; a rear-vision camera with dynamic guide lines; and a locking tailgate.

    “Colorado is an all-new midsize pickup that offers truck customers great versatility and great value,” said Tony Johnson, Colorado marketing manager. “It will also have strong appeal for people who know they want a truck, but want one that is easier to maneuver in traffic and easier to park at work or at home.”

    Available options will include a 305-horsepower 3.6L V-6, also with direct fuel injection and variable valve timing; a 6-speed automatic transmission; 4G LTE with a built-in WiFi hotspot; Forward Collision Alert and Land Departure Warning; and the GearOn™ accessory system, a comprehensive solution for organizing and carrying bikes, paddle boards and other equipment.

    Colorado customers can chose from two cab configurations, extended-cab and crew-cab. Crew-cab Colorados will offer a choice of 5- or 6-foot boxes; extended-cab models come with the 6-foot box.

    Other Colorado models also will offer great value. For example, the Colorado LT crew cab with 2WD and the 5-foot box has a starting price, including dealer freight, of $27,985. The Colorado Z71 crew cab 4x4 with the 5-foot box starts at $34,990.

    Colorado will be available in Chevrolet dealerships nationwide in the fall of 2014. Detailed pricing and EPA fuel economy estimates will be available closer to launch.

    2015 GMC Canyon Pricing Starts at $21,880

    • Signature LED lighting, rear vision camera among standard equipment

    DETROIT – Pricing for the all-new 2015 GMC Canyon mid-size pickup will start at $21,880, including a $925 dealer freight charge, GMC announced today.

    “The all-new Canyon provides a one-two punch that customers tell us they’ve been waiting for,” said Canyon Marketing Manager Kenn Bakowski. “Now they can get a premium vehicle in terms of styling, features and technology, with all the inherent capabilities and maneuverability of a mid-size pickup.”

    Standard equipment on the Canyon includes the 2.5L I-4 Direct Injected engine, rated at 200 horsepower, signature light-emitting diode, or LED, lighting, four-way power driver’s seat, CornerStep rear bumper, and 16-inch aluminum wheels.

    Additional models will bring additional value – beginning with the SLE trim level, with prices starting at $27,520 (2WD extended cab), Canyon customers get aluminum interior trim, soft-touch instrument panel and door pads, EZ-lift and lower tailgate, eight-inch diagonal color-touch radio with Intellilink, and OnStar 4G LTE Wi-Fi hotspot with a three-month or three-GB trial (whichever comes first). A 4WD Canyon SLT crew cab short box model starts at $37,875, and includes the 3.6L V-6 engine with 305 horsepower, leather-appointed seating, automatic climate control, 18-inch polished cast-aluminum wheels, remote start and an automatic locking rear differential.

    Available options include the 3.6L V-6 engine with direct injection and variable valve timing, a six-speed automatic transmission, Bose premium seven-speaker audio system, and the GearOn™ accessory system, a comprehensive solution for organizing and carrying bikes, kayaks and other equipment.

    Canyon customers will have multiple cab and bed configurations to choose from, including extended cab models with a 6-foot 2-inch box, or crew cab models with either the 6-foot 2-inch or a 5-foot 2-inch box.

    Additionally, every 2015 Canyon comes with Pro Grade Protection, which, in addition to a five-year/100,000-mile powertrain warranty and three-year/36,000-mile bumper-to-bumper warranty, includes two years or 24,000 miles – whichever comes first – of standard scheduled maintenance.

    The new Canyon will be in dealerships this fall. Detailed pricing information and EPA-estimated fuel economy ratings will be announced closer to vehicle availability.

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    Too expensive in the more popular configurations.  I'm bereft, but I am only one insignificant po' boy.  I am extrapolating that a 4WD ext cab Z71 will be $32k with a puny 4 cylinder, maybe $30k for an LT.  :(

    Edited by ocnblu
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    GM like everyone else is missing a major sales boat by not having a mini pickup. Sorry but the Mid Size is a waste when you can get a full size for not much difference in coin.

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    I think the prices are good, the base models are cheap, and the Colorado basically covers the same price range as the Malibu, which makes sense.  I'd agree with dfelt though that most of these mid-size pickups are too close in size and price to the full size.  They could have just made the new Colorado/Canyon a little bit smaller, which would probably help to keep the cost down a bit.  A Crew Cab long box Colorado is longer than a Suburban, even the smallest Colorado is longer than a Tahoe, it isn't exactly mid-size, it is still a fairly big truck.

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    $20-22K to start?  That is way too high.  If GM were smart, these would start at about $15K so that no onw would think to buy a Silverado/Sierra instead.

     

    As for size, if mini-trucks are forthcoming very soon, then these prices might be justifiable.

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    For $20k though you get the same engine in a Cadillac ATS that costs $35k! 

     

    A Cruze is like 16-25k, I don't see a problem with a pickup being $20-30k, they have to offer bigger engines and it is a bigger vehicle.  These are cheaper than an Equinox too, so I think the price is okay.  I could agree with the argument that instead of the mid-size, they could have made the Colorado more like old school S10 size and sold it a cheaper price point for greater separation from the Silverado.

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    For $20k though you get the same engine in a Cadillac ATS that costs $35k! 

     

    A Cruze is like 16-25k, I don't see a problem with a pickup being $20-30k, they have to offer bigger engines and it is a bigger vehicle.  These are cheaper than an Equinox too, so I think the price is okay.  I could agree with the argument that instead of the mid-size, they could have made the Colorado more like old school S10 size and sold it a cheaper price point for greater separation from the Silverado.

    Agreed, there is to much overlap and not enough gain for having a mid size and full size. Better use was to have a Mini Pickup and then full size.

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    It's apparent that I'm a truck guy, that I'm the target market for GM's new mid-size pickups and though I prefer trucks to cars I don't necessarily need a full-size pcikup truck for daily hauling/towing abilities.  Having said that, the 2004-2012 GMT-355 Canyon & Colorado was too small for my family needs.  I appreciate GM making the new Canyon/Colorado trucks the size they did.  I had a '14 Silverado 1500 Crew Cab 4WD rental for a weekend in June and while I was totally in love with GM's full size truck, the cost to buy one and fuel it (though it was more fuel efficient than my '06 Envoy) would really tax my paycheck.  The new 2015 Canyon looks to fit my expectations - still large enough truck to fit my family, has an affordable price range (a similarly equipped Sierra 1500 4WD SLT Crew Cab would run MSRP $50-51k; I'm projecting the Canyon Crew Cab SLT Long Bed 4WD to run MSRP $39-40k), and I expect it to be better in fuel efficiency then the full-size trucks.

     

    I do agree that GM's current small-medium-large approach (Canyon/Colorado-1500-2500/3500) is a farce.  A true s-m-l approach would be if a compact truck was offered below the Canyon/Colorado and would be more "back-to-basics" in its style & equipment (think Spark-Sonic) than lifestyle/luxury minded (mid- & full-size pickups).

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    The only difference in the SLT Trim 2LT vs. 4LT package is that the VJQ front recovery hooks, NQ6 2-speed Autotrac transfer case and a lower GVWR (5800 lbs. vs. 6000 lbs) are not included in the 2LT.   Doesn't make sense to me to bother offering this package at all and just offer the 4LT.

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    A $25k Colorado is going to be much better equipped than a $25k Silverado.... At $30k you'll have a nicely loaded Colorado while you're still in W/T V6 trim in the Silverado.

     

    I don't see much overlap here.

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    I do not see where there is price overlap for this and full-sizers. An equivalent Silverado Double Cab WT with V6 starts at $30,695, i.e. $10k or 50% more, for an apples to apples comparison.

     

    Toyota double cab and Nissan Frontier extended cabs start within few hundred dollars of this one. A loaded Tacoma rings in at close to $37k. And those are dinosaurs.

     

    Days of getting a 250 hp diesel small truck with all ammenities for $16K are in Walgreen's world.

     

    To me this is fair pricing given market conditions.

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    it would be nice to see a standard cab and long box basic truck.

     

    if one can get a cheap version of this, and with the 4, it should still be fairly cheap transport.  Shouldn't have a problem getting 25 mpg.  I bet a 4 cyl basic 6 speed truck would be fun.

     

    I didn't look for myself, but can you get a manual trans and AWD together?

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    -No Regular Cab offered

    -Manual transmission standard only on the basic 2WD extended cab model

    -Diesel engine will be available to order late Q3/early Q4 2015 as a 2016 model year option

    -Diesel engine will come with automatic transmission only

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    Ya know if GM is not willing to import or build and sell a mini pickup with diesel then maybe we should import the Thailand version and resell it here. :P

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    dfelt, I don't believe the Thailand version is any smaller (maybe only in length).  GM needs a true small truck, same size as a Sonic and in regular & extended cab offerings only, to target the weekend DIY'er who may need occasional hauling capabilities or a somone who wants a small truck as a daily driver with excellent FE.

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    See, we have a GMC franchise at work, I will need to give our own ppl first shot at pricing one out.  SLE extended cab 4X4 V6 with G80 locker... and maybe the all weather floor mat/bed mat package.  If Emerald/Rainforest Green is too expensive, then Cyber Gray.  I can't help but get my hopes up... it could all be for naught though.  We'll see.  *bites nails*

    Edited by ocnblu
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    Reality has bitten the left cheek.  I just chatted with a Chevy rep on their site.

     

    2015 Colorado WT 4X4 extended cab $26,885

    Destination $875

    3.6 V6 $1220

    Off-road side steps $745

    WT Appearance Package $435 (aluminum 16" wheels, chome beltline moldings, body color handles and power mirrors with body color caps, plus a body-color rear bumper)

    WT Convenience Package $490 (EZ lift tailgate, keyless entry, theft prevention, cruise control)

    G80 locking diff $325

    Interior Protection Package $250 (all-weather floor mats and a bed mat)

     

    MSRP:  $31,225.

     

    LT version with same options would be $2100 higher, with the LT convenience package costing $1080 (instead of $490 for the WT) included in that price, all other options being equal.  The green paint would be $495 on top of all of this.

     

    Z71 4X4 would be $34,065 with V6, steps and mat package.

     

    Jeez man.

     

    EDIT:  I just found out that some of these prices could be wrong.  The chat person gave me some incorrect information.  SO, I will wait for the official "Build & Price" site to come live before panicking.

    Edited by ocnblu
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    2014 Silverado 1500 2WT regular cab 4X4 4.3L V6

     

    Base MSRP $31,760

    Destination $1095

    G80 locker $395

    All-terrain tires $200

    Black side steps $600

    Tailgate liner $75

    Bed mat $140

     

    Total MSRP $34,265.

     

    Current rebate is $3000, putting it down to $31,265, if this exact truck could be somehow located.

    Edited by ocnblu
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    OK, GM has their full Colorado site up, finally.  But the Build & Price is crashed already.  Went over to cars.com, and their pricing is clean and easy to use.  Official prices.

     

    2015 Colorado WT 4X4 extended cab, $27,760 with destination

    Convenience package, $490

    Appearance package, $435

    3.6L V6, $1235

    G80 locker, $325

    Trailering package, $250 (forced tie-in with G80)

    Interior protection package, $250 (rubber mats and bed mat)

    Tailgate liner, $80

    Off-Road side steps, $745 (open style steps that should be easy to keep clean)

     

    $31,650.  Lotsa dough.

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    I can buy a decent house in my area for the cost of these new pickups. Ridiculous. I'll keep my 2006 Silverado.

    Detroit?   $30k is more of a partial down payment on a house in the world I'm used to...

    Edited by Cubical-aka-Moltar
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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.
      We'll begin with the most important detail, power output. The numbers that GM revealed match the numbers posted to their powertrain site - 445 horsepower and 910 pound-feet of torque. Compared to the current Duramax V8, the new engine produces 48 more horsepower and 145 more pound-feet of torque.
      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.”
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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

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