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    William Maley

    GMC Adds More Gears, New Grille for 2018 Yukon Denali

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      Some changes arrive for the Yukon Denali for 2018


    Here is some food for thought: over 50 percent of Yukon/Yukon XL models sold are Denalis. A pretty nice number and one that makes a fair amount of profit for GMC. But that also means GMC needs to keep Denali models up to date to keep those sales up.

    For 2018, GMC is making some updates to the Denali trim for the Yukon family. First up is a new multidimensional chrome grille featuring grille shutters to improve fuel economy.

    "The new grille, which is flanked by HID headlamps and LED Signature Lighting, advances the design legacy established with the very first Yukon Denali in 1999. It’s a more exciting and sophisticated design, while remaining instantly recognizable as part of the GMC Denali family,"  said GMC Global Exterior Design Director Matt Noone.

    Under the skin is a new 10-speed automatic transmission featuring wider, 7.39 overall gear ratio spread that will help make the Yukon/XL Denali more efficient. A 6.2L V8 engine offering up 420 horsepower is standard.

    The updated Yukon/XL Denali arrives at dealers this fall.

    Source: GMC
    Press Release is on Page 2


    2018 GMC Yukon Denali Elevates Style, Refinement

    • The ultimate expression of Professional Grade gets bold refresh on GMC Yukon models

    DETROIT – GMC is elevating the 2018 Yukon Denali lineup with styling and trim enhancements, as well as a new, advanced 10-speed automatic transmission.

    A new, sculpted grille design distinguishes the Yukon Denali, while new Mastique Ash real wood trim adds depth and richness to the interior.

    The new Hydra-Matic 10-speed transmission — paired with Yukon Denali’s 6.2L V-8 engine — enhances refinement with world-class shift smoothness, responsiveness and quietness.  

    “Yukon Denali has always matched style with substance, and the enhancements for 2018 advance that legacy,” said Duncan Aldred, vice president of Global GMC. “The foundational elements of exclusive design, premium touches and uncompromising capability have made Yukon Denali an icon for nearly 20 years.”

    Multi-Dimensional Grille Design

    GMC designers evolved the iconic Denali grille with a multidimensional, sculpted interpretation that, like other contemporary GMC elements, was designed in a layered manner. It’s a theme seen in other new GMC models such as the Acadia and Terrain.

    “The new grille, which is flanked by HID headlamps and LED Signature Lighting, advances the design legacy established with the very first Yukon Denali in 1999,” said Matt Noone, director, Global GMC Exterior Design. “It’s a more exciting and sophisticated design, while remaining instantly recognizable as part of the GMC Denali family.”

    In addition to a more sophisticated appearance, the new grille offers greater airflow to the radiator. Active aero shutters behind the grille close in certain conditions on the highway to reduce aerodynamic drag and enhance efficiency.

    10 Speeds, Refined Performance

    The Yukon Denali’s new 10-speed automatic leverages the engineering experience of General Motors’ multispeed transmissions to deliver improved performance.

    A wider, 7.39 overall gear ratio spread, compared to the Yukon Denali’s previous eight-speed automatic, enables a lower numerical top gear ratio and contributes to greater efficiency.

    The transmission’s optimized gearing and proprietary controls allow the 6.2L V-8 engine to deliver a winning combination smooth operation and precise response.

    Standard and available features include:

    • 420-hp 6.2L V-8 engine with direct injection and Active Fuel Management
    • StabiliTrak electronic stability control, tow/haul mode, trailer sway control, auto grade braking and hill start assist
    • Magnetic Ride Control for improved body motion control
    • Standard 20-inch wheels and available 22-inch wheels
    • Automatic locking rear differential
    • Four-wheel-disc brakes with Duralife™ brake rotors
    • Active Noise Cancellation for a quieter interior
    • 8-inch diagonal GMC Infotainment system with Navigation includes Apple CarPlay and Android Auto capability
    • Standard 8-inch diagonal customizable driver display with head-up display
    • Multiple USB ports and accessory power outlets, including a 110-volt three-prong outlet, to support electronic devices
    • OnStar Basic Plan1 is standard for five years and includes access to an in-vehicle 4G LTE Wi-Fi hotspot2 and select features via the myGMC mobile app3
    • Wireless phone charging
    • Heated and ventilated driver and passenger seats, heated second-row seats
    • Hands-free programmable power liftgate

    The Denali trim accounts for well more than half of all Yukon sales. It is offered in Yukon and Yukon XL models, with the XL featuring a 14-inch-longer wheelbase (20 inches longer overall), for increased third-row legroom and more than double the cargo room behind the third-row seat.

    The 2018 Yukon Denali goes on sale this fall.

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    Up next for the 10-speed, Escalade.

    There is the possibility that the 10-speed Escalade is here before the 10-speed Navigator is. 

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    Wow. A ten-speed automatic.. . . . . with Cadillac and Buick having 8AT in their vehicles.

    GM has come A LONG WAY from the 4T65E transmission in my 2008 Lucerne.  Then again, are there ANY GM vehicles with a 6AT left?

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    for comparison,

    Quote

    10-speed automatic transmission featuring wider, 7.39 overall gear ratio spread

    8L90 has a *7.015 ratio spread

    The 6L80 (and similar 6L90) has a *6.037 ratio spread

    The 4L80-E (and similar 4L85-E) has a *3.3 ratio spread

    -Ratios were calculated from wikipedia's info.

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    23 minutes ago, loki said:

    for comparison,

    8L90 has a *7.015 ratio spread

    The 6L80 (and similar 6L90) has a *6.037 ratio spread

    The 4L80-E (and similar 4L85-E) has a *3.3 ratio spread

    -Ratios were calculated from wikipedia's info.

    Would you be able to show the gear ratios for those since you found the information already?  I'm curious if there is more than one overdrive gear in the 10-speed.

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    1 hour ago, Drew Dowdell said:

    Would you be able to show the gear ratios for those since you found the information already?  I'm curious if there is more than one overdrive gear in the 10-speed.

    I found the transmission ratios on wikipedia. ;)  assuming they're right.

    1 hour ago, Drew Dowdell said:

    Would you be able to show the gear ratios for those since you found the information already?  I'm curious if there is more than one overdrive gear in the 10-speed.

     

    1  2  3  4  R
    2.48  1.48  1.00  0.75  2.07

     

    1  2  3  4  5  6  R
    4.027  2.364  1.532  1.152  0.852  0.667  3.064

     

    1  2  3  4  5  6  7  8  R
    4.56  2.97  2.08  1.69  1.27  1.00 0 .85 0 .65  3.82

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    Hey- I got a 6.40 spread out of my 4-speed! :D

    - - - - - -

    >>"I'm curious if there is more than one overdrive gear in the 10-speed."<<


    Every auto with 6 gears or more I've seen is at least a double OD.
    GM 10Lxx ~
    1 : 4.70
    2 : 2.99
    3 : 2.15
    4 : 1.80
    5 : 1.52
    6 : 1.28
    7 : 1.00
    8 : .85
    9 : .69
    10 : .64

    10th gear hardly seems worth it. Also seems busy in 4-6, like that should be 2 gears vs. 3. The 8Lxx seems far better spaced, making me think the 10Lxx is more marketing than anything else.

    Edited by balthazar

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    13 hours ago, balthazar said:

    Hey- I got a 6.40 spread out of my 4-speed! :D

    - - - - - -

    >>"I'm curious if there is more than one overdrive gear in the 10-speed."<<


    Every auto with 6 gears or more I've seen is at least a double OD.
    GM 10Lxx ~
    1 : 4.70
    2 : 2.99
    3 : 2.15
    4 : 1.80
    5 : 1.52
    6 : 1.28
    7 : 1.00
    8 : .85
    9 : .69
    10 : .64

    10th gear hardly seems worth it. Also seems busy in 4-6, like that should be 2 gears vs. 3. The 8Lxx seems far better spaced, making me think the 10Lxx is more marketing than anything else.

    The transmission has the ability to skip shift both up and down... so I expect that in relaxed driving, you'll skip a few gears. 

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    13 hours ago, balthazar said:

    Hey- I got a 6.40 spread out of my 4-speed! :D

    - - - - - -

    >>"I'm curious if there is more than one overdrive gear in the 10-speed."<<


    Every auto with 6 gears or more I've seen is at least a double OD.
    GM 10Lxx ~
    1 : 4.70
    2 : 2.99
    3 : 2.15
    4 : 1.80
    5 : 1.52
    6 : 1.28
    7 : 1.00
    8 : .85
    9 : .69
    10 : .64

    10th gear hardly seems worth it. Also seems busy in 4-6, like that should be 2 gears vs. 3. The 8Lxx seems far better spaced, making me think the 10Lxx is more marketing than anything else.

    In a truck that is hauling stuff, this should do well to have smooth shifting with gas milage. 

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    1 hour ago, dfelt said:

    In a truck that is hauling stuff, this should do well to have smooth shifting with gas milage. 

    yeah, when going up hills and just need a little more HP... say 200rpm?  this will hardly be noticed.

    • Upvote 1

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    When a diesel truck was non-turbo'd and had 300 TRQ, a 10-spd would've been excellent for aiding acceleration.
    Now that they have 700-900 TRQ and 400+ HP, there really isn't a measurable benefit of a 10-spd over an 8-spd by looking at the ratios... tho I'd happily take a test drive in both back to back to prove myself wrong. ;)

    - - - - -

    I have 310 HP and 520 TRQ going thru the Allison 5-spd in my 2500HD :

    1 : 3.09
    2 : 1.80
    3 : 1.40
    4 : 1.00
    5 : .71

    When the Allison gained it's 6th gear in 2006, they merely added a .61 6th gear, but the trucks struggle to ever get into that gear- has to be a feather pedal and @ cruise speed on level ground. TDs geared like these 'power down' relatively quickly when you get off the pedal.

    Edited by balthazar

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    I'd be interested to see if this let's the Yukon stay in 4 cylinder mode more often. Allowing 1 gear lower while running on 4 cylinders may be better for fuel economy.

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    2 hours ago, Drew Dowdell said:

    I'd be interested to see if this let's the Yukon stay in 4 cylinder mode more often. Allowing 1 gear lower while running on 4 cylinders may be better for fuel economy.

    I'm thinking that this will be the case. The 4cylinder mode even in my 6Speed used to love to come on during Highway cruising until I tuned it out. That being said.. I really haven't considered a change-over for the sake of a new tranny. 

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    I like 4 cylinder mode. I get some amazing fuel economy out of Suburbans with it. Better to have a V8 that shuts half off when not needed than a 6 that I have to spin up a turbo to get any power out of.

    • Upvote 1

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    Better to have a lighter weight SUV.  Imagine if the Escalade was built on Omega and lost 1,000 lbs.

    Even with a heavy SUV, I think it depends on the V6, some V6s can make a lot of power at low end and if you introduce hybrid powertrain or 48 volt electric systems, then you can get some electric boost of the line and a V6 would not even have to work that hard.

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    Imagine if the s-class was built on the e-platform and lost 1500 lbs.

     

    Or better yet; the CT6 platform! :)

    Edited by balthazar
    • Upvote 2

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    16 hours ago, smk4565 said:

    Better to have a lighter weight SUV.  Imagine if the Escalade was built on Omega and lost 1,000 lbs.

    Even with a heavy SUV, I think it depends on the V6, some V6s can make a lot of power at low end and if you introduce hybrid powertrain or 48 volt electric systems, then you can get some electric boost of the line and a V6 would not even have to work that hard.

    Essentially, you want the Escalade to be a Buick Enclave.  Yes Ford (with the Explorer) and Nissan (with the Pathfinder) have switched from BOF to unibody in order to lose 800 pounds at least.   The reason that may not happen is because the Escalade makes more profit on its existing platform as we speak.  Also, have you seen the prices on an Escalade, or even a GMC Yukon?

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    17 minutes ago, riviera74 said:

    Essentially, you want the Escalade to be a Buick Enclave.  Yes Ford (with the Explorer) and Nissan (with the Pathfinder) have switched from BOF to unibody in order to lose 800 pounds at least.   The reason that may not happen is because the Escalade makes more profit on its existing platform as we speak.  Also, have you seen the prices on an Escalade, or even a GMC Yukon?

    I think the Escalade should stay where it is for now, but I would like to see an Omega platform Cadillac crossover.  Nothing like a front drive V6 Enclave.  I was thinking more 600 hp V8 in 3 row crossover weighing 5,000 lbs.  They could probably sell that at $150,000 and make way more profit than an Escalade does.    

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    On 5/27/2017 at 7:13 PM, balthazar said:

    Imagine if the s-class was built on the e-platform and lost 1500 lbs.

     

    Or better yet; the CT6 platform! :)

    Classic..  The Sclass on Omega? GM should license it to Benz..  their far superior platform. Some person i kno would be found the next day after the announcement, with a bottle of pills next  to there rotting corpse. 

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    22 hours ago, smk4565 said:

    I think the Escalade should stay where it is for now, but I would like to see an Omega platform Cadillac crossover.  Nothing like a front drive V6 Enclave.  I was thinking more 600 hp V8 in 3 row crossover weighing 5,000 lbs.  They could probably sell that at $150,000 and make way more profit than an Escalade does.    

    i hope U mean an optional 600hp V8. One of the  reasons i hate coming to forums these days are the ludicrous comments made by "enthusiasts " pertaining to HP and consumer products. I agree that a XT8 should exist on Omega, but i think a base engine should be around 400-450hp with optional engine in the 500s and 600s, tge latter being a orderable option built at direct customer request thru dealership

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    1 hour ago, Cmicasa the Great said:

    i hope U mean an optional 600hp V8. One of the  reasons i hate coming to forums these days are the ludicrous comments made by "enthusiasts " pertaining to HP and consumer products. I agree that a XT8 should exist on Omega, but i think a base engine should be around 400-450hp with optional engine in the 500s and 600s, tge latter being a orderable option built at direct customer request thru dealership

    Agreed.  No one would buy such a vehicle.  What he's really doing is setting the bar in such a ridiculous way that Cadillac could never succeed in his eyes. Cadillac could match Benz vehicle for vehicle except skip the GLE Coupe AMG and @smk4565 would roast them for not building a useless tall hatchback with poor handling and 550hp..... point to it and say "See!? Cadillac can't compete!"

    Sometimes the choice is to not compete with a niche that is really quite dumb. 

    • Upvote 1

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    Guest AsianPersuasian

    Posted

    Very slight difference, but it looks tight. I don't think this competes with the new 10 speed Navigator though.  This is much closer to new 10 speed Expedition.

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    47 minutes ago, Guest AsianPersuasian said:

    Very slight difference, but it looks tight. I don't think this competes with the new 10 speed Navigator though.  This is much closer to new 10 speed Expedition.

    The Denali version competes on price.

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      Driveline: Ten-Speed Automatic, Four-Wheel Drive
      Horsepower @ RPM: 420 @ 5,600 
      Torque @ RPM: 460 @ 4,100
      Fuel Economy: City/Highway/Combined - 15/19/17
      Curb Weight: 5,015 lbs
      Location of Manufacture: Roanoke, Indiana
      Base Price: $53,200
      As Tested Price: $64,955 (Includes $1,595 Destination Charge and $500 discount for the AT4 Premium Package)*
      Options:
      Off-Road Performance Package - $4,940
      AT4 Premium Package - $3,100 with a $500 discount
      Technology Package - $1,875
      Driver Alert Package II - $745
    • 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)
       

      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)
       
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