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    William Maley

    The 2018 Chevrolet Equinox Could Have Looked So Much Different

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      How focus groups caused Chevrolet to go back to the drawing board

    If it weren't for focus groups, the design of the 2018 Chevrolet Equinox could have looked so much different.

    Speaking to Automotive News, chief engineer of the 2018 Equinox Mark Cieslak revealed that focus groups weren't not impressed with the first designs of the redesigned model. They described the design as being bulky, 'not compelling', and looking a bit odd. If this was old GM, they would have gone forward with the design.

    "Back in the day, we would have probably just kept going," said Cieslak.

    "What we had on paper we felt was not going to win."

    But this being the new GM where bean counters lost a fair amount of influence, the decision was made to go back to the drawing board. At the time, GM was scrambling to fix the Malibu as its redesign earned poor reviews and a drop in sales which likely played a part in this decision. They needed to get the Equinox redesign right as the model it would replace was very popular. There were concerns that this could cause the new Equinox to be delayed. But in the end, the team were able to design a new Equinox without falling off schedule.

    Source: Automotive News (Subscription Required)

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    Interesting, at least GM listened to the focus groups and did the right thing. If the potential customers will not like it, trash it and start over.

    Todays market is one not to let be lazy or just meh. You have to always listen to the customers and push the edge.

    Honda might have move up in edgy design language, but is Meh in overall driving dynamic and excitement.

    It's like living on cold mush breakfast cereal. 

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    Is it a good thing though? Customers don't know what will look good in 5-10 years they just know what things look like now and what they're used to seeing. They didn't push anything  

    The Camaro got focus groups...of Camaro owners.. and look what we got. The same thing and their sales haven't taken off like most do with a brand new car. 

    Edited by ccap41
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    It it pushing more Korean this way.....not bad, but kinda boring as well. Liked the fact the old Nox had a kinda boxier shape to it.....

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    14 hours ago, ccap41 said:

    Is it a good thing though? Customers don't know what will look good in 5-10 years they just know what things look like now and what they're used to seeing. They didn't push anything  

    The Camaro got focus groups...of Camaro owners.. and look what we got. The same thing and their sales haven't taken off like most do with a brand new car. 

    The thing is that technically the Camaro groups got it right. Especially considering they moved the Camaro from a Full-Size platform to a compact one. The sales deficiency comes from lack of fleet sales IMO.. especially when compared to what Ford has done with the Mustang and FCA has done with the Chally. The only other thing Camaro team could have done would have simply left the car alone in styling.. trying to literally replicate the Camaro5 with no changes at all to visuals.. much in the way the Challenger folks have done. Well I guess they could improve (by simply going back to the 2010-2012 model) taillights

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    12 hours ago, ocnblu said:

    To me it skews too far toward feminine.  Cooties.  Plus it drags its belly in the dirt.  Piggy.

    I think that is the point. The smaller CUV market normally skews to women. The Terrain on the other hand still looks more masculine.. at least to me. AND there may be a huge set-up for Chevy trying to get ready for a Trailblazer (based on Colorado7) launch

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    6 minutes ago, Cmicasa the Great said:

    The thing is that technically the Camaro groups got it right.

    How? How did they "technically" get it right? There's no measure of right or wrong other than people buying or not buying the product.

     

    7 minutes ago, Cmicasa the Great said:

    The only other thing Camaro team could have done would have simply left the car alone in styling.. trying to literally replicate the Camaro5 with no changes at all to visuals..

    That IS what they did. WE, enthusiasts, know the difference but I would wager $100 that average Joe and Jane couldn't pick one from the other on a drive-by.

     

    8 minutes ago, Cmicasa the Great said:

    much in the way the Challenger folks have done.

    That was only a refresh not a whole new car, assuming you're talking about the 2015 refresh.

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    22 minutes ago, ccap41 said:

    How? How did they "technically" get it right? There's no measure of right or wrong other than people buying or not buying the product.

     

    That IS what they did. WE, enthusiasts, know the difference but I would wager $100 that average Joe and Jane couldn't pick one from the other on a drive-by.

     

    That was only a refresh not a whole new car, assuming you're talking about the 2015 refresh.

    The Camaro 6 is technically a waaaaaaay better car than the Camaro 5. I hate using the analogy when it comes to sales but saying what U are saying essentially means that the Corolla.. is the best car on the copact market because it has sold for longer and more so than all other compacts. Same for the Camry. I personally don't kno anyone who would say that the Corolla is a better car than the Cruze, Civic, or Mazda 3

    Well there is not a necessity for revolution in car design every 5 years anymore. The Challenger is a prime example of this.. to your next comment.. Refresh??? The Challenger has been the same since 2006 for all intents with a simply change to front and rear clips to anyone looking. Its design is still HOT. There was no need to change it IMO. Ford could have left the Mustang alone.. the pre-facelift was actually slick.. but they effed it up. The Camaro rear end is the only negative I see on it.. it should have been left the same going all the way back to 2013 when they made the change from the 4 squares. Ironically I feel the same about the ATS front. The original front was better looking, IMO, than the change that took place for 2015.

    Point is that in terms of sales Chevy could do a bunch of things to boost their numbers.. the first being dump to fleet by about 25-30% like the other two Pony Cars

    and seriously.. no one can tell me that.. looking like the old one or otherwise.. that this car is not effin SWEET maxresdefault.jpg

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    6 minutes ago, Cmicasa the Great said:

    The Camaro 6 is technically a waaaaaaay better car than the Camaro 5. I hate using the analogy when it comes to sales but saying what U are saying essentially means that the Corolla.. is the best car on the copact market because it has sold for longer and more so than all other compacts. Same for the Camry. I personally don't kno anyone who would say that the Corolla is a better car than the Cruze, Civic, or Mazda 3

    It is a better car as a whole, EASILY. But we're strictly talking about exterior design/looks. That's why there really isn't much of a way to measure. There's usually a good sales bump for a new generation just because it's the new, hip thing and they look BRAND NEW. I also am not a huge sales-talk fan but new generations always create a decent bump in sales. The Gen5 outsold the Gen6 every year it was sold compared to the first year for Gen6.

     

    17 minutes ago, Cmicasa the Great said:

    Well there is not a necessity for revolution in car design every 5 years anymore.

    I agree. I think automakers need to spread the costs out longer than 5 years. Life cycles should be more in the 8 year range with a good refresh at the 4 year mark. Buuuuut competition always makes them do it sooner.

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    51 minutes ago, ccap41 said:

    It is a better car as a whole, EASILY. But we're strictly talking about exterior design/looks. That's why there really isn't much of a way to measure. There's usually a good sales bump for a new generation just because it's the new, hip thing and they look BRAND NEW. I also am not a huge sales-talk fan but new generations always create a decent bump in sales. The Gen5 outsold the Gen6 every year it was sold compared to the first year for Gen6.

    Gen 5 had a 7 year glut of Camaro/Firebird fans. Granted New generations normally create a sales bump.. but I can't stress the fact that the new GM is doing business has nothing to do with NORMALLY.. especially when it pertains to them. In other words the numbers are not the true measure by which GM, under Barra rule is gauging things. The old GM.. (1980-2009),  even the newish GM ( 2009-2013) under Smith to Wagoner to Henderson (Whitaker was too short and Akerson, IMO, started this new way of business) saw sales as a gauge of success. Barra sees profit and innovation as the measure. I prefer this.. as a fan cars and a stock holder.  Also.. the Camaro is a PLATFORM (Camaro, CTS, ATS)vehicle similar to the previous. I wouldn't be surprised if the Alpha Global sales are similar to the ZETA (Commodore, Caprice, Omega, Lumina, Camaro) Global sales 2016-2017 because as much as people like to dog out the ATS, for instance, its doing pretty decently globally. I kno that sounds like an excuse.. but from a business stand point if its producing more profit.. not producing and selling like this then why wouldn't U. 2015's $9.7 and '16s $9.5 Billion is hard to argue against. This is after leaning out and not adding a bunch of rental fat. 

    BTW.. I always though that the Challenger should have been outselling the Camaro and Mustang for that matter.. simply because it really isn't as performance focused as the two. Its a big family coupe that happens to use the old Detroit option of a big engine. It kinda has a niche of its own.. and Sergio, if U notice, really hasn't effed with it. Considering it and the Charger are his only sellers in the CAR world, I could see both being the same for another 2 years min.

     

     

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    the are putting BIG money on the hoods of Camaros right now, so I don't know how the whole profit over sales thing is working for it.  You are right though, a lot of the 5th gens success was because of a backup of fans waiting for it.  I love the exterior of the new Camaro.  For me I feel like the tightened up the lines to a point they should have been from the beginning.  I think they could have done much better with the interior, particularly style-wise.   they also didn't fix the most major issues of visibility and space. 

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    12 minutes ago, Stew said:

    For me I feel like the tightened up the lines to a point they should have been from the beginning. 

    Agreeeeed!

    13 minutes ago, Stew said:

    they also didn't fix the most major issues of visibility and space. 

    Also, Agreed. lol

    Honestly, if I could see out of one of these it would be ahead of the Mustang on my list. It just performs so damn well and my driving style suits the low end grunt of the LT1 over the Coyote.

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    1 hour ago, Stew said:

    the are putting BIG money on the hoods of Camaros right now, so I don't know how the whole profit over sales thing is working for it.  You are right though, a lot of the 5th gens success was because of a backup of fans waiting for it.  I love the exterior of the new Camaro.  For me I feel like the tightened up the lines to a point they should have been from the beginning.  I think they could have done much better with the interior, particularly style-wise.   they also didn't fix the most major issues of visibility and space. 

    Big Money??? $3000 on Loyal or 3500 on Conquest buyers.. on a car that starts off at $1700 more than the Mustang.. WHICH IS DOING THE EXACT SAME REBATE. Your point is NULL. Believe me I checked all of that before I made my original post.. just in case a dullard tried to fuck with mei70mfl.jpg

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    Just now, Cmicasa the Great said:

    Big Money??? $3000 on Loyal or 3500 on Conquest buyers.. on a car that starts off at $1700 more than the Mustang.. WHICH IS DOING THE EXACT SAME REBATE. Your point is NULL

    A friend's son on FB got a 2016 1SS for 28k.

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    4 minutes ago, ccap41 said:

    A friend's son on FB got a 2016 1SS for 28k.

    A friend of mine.. in REAL LIFE.. got a 17 Mustang GT for $29K

     

    COME ON... COOOOOME ON!!!

    tumblr_n06uuqxsTB1rsiv4fo1_500.gif

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    9 minutes ago, Cmicasa the Great said:

    A friend of mine.. in REAL LIFE.. got a 17 Mustang GT for $29K

     

    COME ON... COOOOOME ON!!!

    tumblr_n06uuqxsTB1rsiv4fo1_500.gif

    I'm not arguing Mustang discounts at all, am I? YOU brought mustang discounts into this.

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    4 minutes ago, ccap41 said:

    I'm not arguing Mustang discounts at all, am I? YOU brought mustang discounts into this.

    I didn't bring the Mustang discounts in as a put-down.. I brought them in because the Mustang and the Camaro are in the same segment... competitors.. and each is a gauge of the other. If one does something then the other must follow. That shill Stew tried to make a thing of the incentives.. as if GM was actually losing money on a car that they obviously artificially priced higher

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    19 minutes ago, Cmicasa the Great said:

    Big Money??? $3000 on Loyal or 3500 on Conquest buyers.. on a car that starts off at $1700 more than the Mustang.. WHICH IS DOING THE EXACT SAME REBATE. Your point is NULL. Believe me I checked all of that before I made my original post.. just in case a dullard tried to f@#k with mei70mfl.jpg

    There are dealership selling them for as much as 10 grand off............

    1 minute ago, Cmicasa the Great said:

    I didn't bring the Mustang discounts in as a put-down.. I brought them in because the Mustang and the Camaro are in the same segment... competitors.. and each is a gauge of the other. If one does something then the other must follow. That shill Stew tried to make a thing of the incentives.. as if GM was actually losing money on a car that they obviously artificially priced higher

    The shill would be the one that thinks GM can do no wrong no matter what...........

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    5 minutes ago, Cmicasa the Great said:

     

    LOL, we aren't talking about the Mustang, but for the heck of it, the Mustang is in it's 3rd model year with a MAJOR update coming up soon.  the Camaro is in year 2 with no major update over the horizon.   They started having to offer rebates almost immediately after the Camaro came out BTW. 


    Off topic, but that has to be the best looking RC I have seen. 

    Edited by Stew

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    Hey, @Cmicasa the Great   Related image

     

    Ill make you famous!

    Casa, the Camaro6 LOOKS EXACTLY like a copy then pasted and reduced by 10-15% Camaro5.

    There are more VISUAL differences between a 1970 Camaro versus a 1978 Camaro than the Zeta Camaro versus the Alpha Camaro!

    There are more VISUAL differences between a 1982 Camaro then there is a 1992 Camaro!

    There are more VISUAL differences between a 1993 Camaro and a 2002 Camaro!

    The Camaro6 is an absolute MONSTER of a car performance wise...VISUALLY though...it leaves much to be desired.

    The Camaro6 should have been the Camaro5 visually and dimensionally. GM had to make do withy the Zeta platform, and that is GREAT! So the Camaro5 is what it was, which at the end was a FAN-PHOQUING-TASTIC car that was LOOOONG in the tooth in the VISUAL department...and what does GM do for the next gen? GM copy and pastes the Camaro5 and reduces it by 10-15%....

    The Camaro6 should have NOT looked that way. It SHOULD have taken a different approach.

    But @Cmicasa the Great, its OK...we had are showdown at the OK Corral a looong time ago regarding this! Time to move forward.

    A little reminder...

    Transformers the Movie came out in 2007 when we got a glimpse of what the Camaro will look like...we are in 2017....that is a decade of having a similar look!

    Deny is all you could do...but unlike Johnny Ringo, I am your huckleberry and I do NOT back down and I certainly don't lose to you!

     

     

     

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      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)
       

      View full article
    • By Drew Dowdell
      GM released power figures today for the new inline 6-cylinder diesel engine that will be available in the Chevrolet Silverado and GMC Sierra.  Available at the same price as the 6.2 liter model, GM promises the new engine will change perceptions about diesel performance and refinement.  GM recently announced the delay of the 3.0-liter diesel until the 2020 model year due to emissions certification delays. 
      Paired with a 10-speed automatic transmission, the diesel produces an SAE-certified 277 horsepower and 460 lb-ft of torque with 95 percent of that torque being available at just 1,250 RPM.  Torque peak comes at 1500 rpm and peak horsepower at 3750 rpm.
      The powertrain is setup to offer diesel exhaust braking to help slow the vehicle when the truck is in tow-haul mode, limiting the number of applications of the brakes to save on brake wear. The engine also has a user selective start-stop function to save additional fuel in city driving. 
      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)
      Manufacturing Location (of globally sourced parts)
      Flint, Mich.  
       
       
      Chevy Press release on page 2


      2020 CHEVROLET SILVERADO’S NEW, ADVANCED 3.0L DURAMAX TURBO-DIESEL REDEFINES EXPECTATIONS
      No-compromise engine delivers refinement, performance and efficiency
      2019-06-03
      DETROIT — The all-new 2020 Chevrolet Silverado’s available 3.0L Duramax inline-six turbo-diesel engine adds choice and versatility for full-size truck customers, offering class-leading torque and horsepower in addition to focusing on fuel economy and capability. It is the first-ever inline-six turbo-diesel offered in Chevrolet’s full-size light-duty trucks.
      Chevrolet engineers started with a clean-sheet design and developed an all-new engine that leverages the efficiency and refinement advantages of the inline six-cylinder architecture and incorporates advanced combustion and emissions technologies to optimize performance and efficiency. It is priced identically to the 6.2L V-8 as a $2,495 premium over a 5.3L V-8 model or $3,890 over a 2.7L Turbo model.
      “From the moment the engine is started, to its idle, acceleration and highway cruising, the 3.0L Duramax performance will change perceptions of what a diesel engine can offer in refinement,” said Nicola Menarini, director for Diesel Truck Engine Program Execution. “With advanced technologies that draw on global diesel expertise, it’s a no-compromise choice for those who want the capability and driving range of a diesel in a light-duty truck.”
      Available on LT, RST, LTZ and High Country models, the 3.0L Duramax diesel rounds out the new Silverado’s range of six propulsion choices, each tailored to suit customers’ needs for performance, efficiency, technology and value. It is rated at an SAE-certified 277 horsepower and 460 lb-ft of torque delivering 95 percent of peak torque at just 1,250 rpm. Peak torque is sustained from 1,500 rpm through 3,000 rpm, providing a powerfully smooth and satisfying driving experience.
      The 3.0L Duramax is paired with GM’s 10L80 10-speed automatic transmission, featuring a centrifugal pendulum absorber torque converter that reduces vibrations to improve smoothness, reinforcing its performance, efficiency and refinement. This combination also offers exhaust braking, which uses the diesel engine’s compression to help slow the vehicle, requiring fewer brake applications by the driver when in Tow Haul mode.
      Innovative Engine Technologies
      The inline six-cylinder architecture offers inherent efficiency and refinement, but the team expanded with smart technology choices to help improve efficiency and weight while optimizing the truck experience. A lightweight aluminum block and cylinder head reduce overall mass, and Active Thermal Management enhances efficiency and cold-weather warm-up. Ceramic glow plugs also help with shorter heat-up times and a quicker cold start, meaning the engine block heater is not needed until -22 degrees F.
      Towing is an important part of owning a truck, and customers can gain additional confidence thanks to the exhaust brake available in tow-haul mode. The water charge air cooler, coupled with low pressure EGR, reduces time to torque. The variable geometry turbocharger helps provide a greater balance of performance and efficiency, and an electronically variable intake manifold helps optimize performance across the rpm band.
      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. 
       

      View full article
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