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    GMC Announces The Specs For The 4.3L EcoTec V6

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    By William Maley

    Staff Writer - CheersandGears.com

    May 7, 2013

    GMC has announced the specs on the 4.3L EcoTec V6 that will be installed in the 2014 Sierra. The 4.3L produces 285 horsepower and 305 pound-feet of torque. GMC says the 305 pound-feet of torque is the best in class. Also best in class is the 4.3L V6 tow rating of 7,200 lbs.

    The 4.3L V6 goes on sale later this fall with a starting price of $25,085.

    Source: General Motors

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

    Press Release is on Page 2


    2014 Sierra’s New 4.3L Tops in Standard V-6 Pickup Torque

    New EcoTec3 engine continues rich GMC V-6 heritage

    2013-05-06

    DETROIT – When the all-new 2014 GMC Sierra full-size pickup arrives this summer, its standard 4.3L EcoTec V-6 it will offer the most torque of any standard V-6 in the segment – 305 lb-ft (413 Nm).

    Buyers will choose from three new, advanced EcoTec3 engines – a 5.3L available at launch, followed by the 4.3L and 6.2L versions available later this year. All are designed specifically for the high trailering and hauling demands unique to truck buyers.

    Torque is the turning force that generates off-the-line acceleration and confident trailering performance. Sierras equipped with the 4.3L EcoTec3 V-6 will have trailering ratings up to 7,200 pounds (3,266 kg) for a regular cab, short bed, four-wheel-drive model – 500 pounds more than the most capable Ford F-150 3.7L and 700 pounds more than a Ram 1500 3.6L. Sierra’s standard V-6 produces an SAE-certified 285 horsepower (212 kW) and is matched with a proven, efficient six-speed automatic transmission. EPA fuel economy estimates will be released later.

    Like Sierra’s optional 5.3L and 6.2L EcoTec3 V-8 engines, the new V-6 features three state-of-the-art technologies – direct injection, active fuel management (cylinder deactivation) and continuously variable valve timing – that have been proven and perfected through 6 million hours of computational analysis by engineers studying the combustion process. In all, 10 million CPU hours were spent refining and making the most of the Sierra’s EcoTec3 engines.

    “This is technology no other truck maker can match, and we offer it in every EcoTec3 engines, for every customer,” said Jordan Lee, GM Powertrain chief engineer. “It is a standard feature, so our drivers get our best and most sophisticated technology regardless of trim level.”

    Although they share only a handful of parts with previous Sierra engines, the new EcoTec3 V-6 builds on experience gained from millions of trucks and billions of real-world customer miles resulting from a half-century of leadership in V-6 engine development. In 1960, GMC debuted the first V-6 pickup truck ever and offered it exclusively through most of the ’60s.

    That engine, offered in various displacements starting at 5.0L, was designed with aluminum pistons, improved cooling and a stout crankshaft and bearings designed for unprecedented durability.

    “The family of V-6 engines introduced in 1960 was designed to last, and I’ve heard of some owners going more than 450,000 miles on the original engine,” said Donald Meyer, GMC truck historian. “They had really high torque and pulled loads well. GMC engineers know how to build durable, reliable engines that never quit.”

    Like the 2014 engine, the 4.3L V-6 introduced as standard equipment for GMC half-ton pickups in 1985 used geometry and engineering from the brand’s proven Small Block V-8. As with today’s V-6, engineers studied the combustion chamber, developing “Vortec” technology that swirled the air and fuel inside the engine to create a more homogenous mix, improving power and efficiency. That engine was the basis for new generations of engines through the 2013 model year.

    2014 Sierra models with the 4.3L EcoTec3 V-6 go on sale later this year with a suggested starting price of $25,085, including a destination charge of $995 but excluding tax, title, license and dealer fees.

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    305 lb-ft at what RPM? If it's like the 3.0 and produces its peak torque at red line, it won't fly.

    Don't see any mention of it in the press release at all.. Coming soon I guess?

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    pretty spectacular that they wrung another 100hp out of the 4.3's. i havent read too much on them, are these based on the old 4.3's in anyway?

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    No, cletus. The 4.3L V6 for 2014 is all new and has no relations to the previous 4.3L V6 that's been around since forever.

    Surprisingly, no mention of fuel efficiency ratings either, mud.

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    No, cletus. The 4.3L V6 for 2014 is all new and has no relations to the previous 4.3L V6 that's been around since forever.

    Surprisingly, no mention of fuel efficiency ratings either, mud.

    Yeah.. I'm expecting we'll see those numbers come out sometime this or next week since GM is doing the media drives for the Silverado this week.

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    A fine TRUCK engine. Proud of GM for sticking to what makes a truck... real.

    The Colorado/Canyon have their new top engine!

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    An excellent engine for the trucks. For comparison, my dad had a 1992 Sierra base with the old 4.3L V6, and from what I can find it was rated for 160hp & 235 lb ft. It wasn't fast, and probably wouldn't have been any good for any real towing, but my dad would regularly get over 20mpg highway, and haul a truck bed FULL of livestock feed sacks. He got 340,000 miles out of it before it gave him enough issues to move on. If this new engine can get some good fuel economy and prove reliable, it'll make for some great base trucks.

    • Upvote 1

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    Sounds like the Vortec V6 is now the Ecotec V6. I wonder how Eco it really is, the Ram gets 25 mpg, and if an automaker got smart and cut the weight and put a 3.0 liter turbo diesel in a pick up they could get 30 mpg highway or close to it. I wonder if this 4.3 L has better NVH characteristics than the Pentastar 3.6 or Ford's 3.7 liter, my guess is no,

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    The current SIlverado 1500 starts @ 5300 lbs. I strongly agree this is too heavy, my old mid-'90s F-150 RC/LB started around 3900 lbs.

    Damn electronic BS- pulling some of that nonsense out would be a good start to slimming down.

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    The current SIlverado 1500 starts @ 5300 lbs. I strongly agree this is too heavy, my old mid-'90s F-150 RC/LB started around 3900 lbs.

    Damn electronic BS- pulling some of that nonsense out would be a good start to slimming down.

    I doubt if the electronics weigh very much...

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    Really? Well, it's not overall size, it's not an increase in steel, frames aren't that much different, there's more plastics & aluminum (don't the Silvies had AL hoods?), glass is thinner...
    ...from a Jeep forum, going from a 15" rim/tire to an 18" rim with identical (otherwise) tire size, same brands in both cases, raises weight only 55 lbs total....

    ...where else besides interior (insulation, sound deadening, consoles, 10 air bags, padded power telescoping sunvisors... & electronics? Electronic throttles, parking brakes, rearview cameras, front proximity warning, cruise, NAV, telemetrics, tire inflation, anti-lock brakes, TC, ESC, etc etc is the weight coming from? It's certainly not primarily from the basic structure.

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    Really? Well, it's not overall size, it's not an increase in steel, frames aren't that much different, there's more plastics & aluminum (don't the Silvies had AL hoods?), glass is thinner...

    ...from a Jeep forum, going from a 15" rim/tire to an 18" rim with identical (otherwise) tire size, same brands in both cases, raises weight only 55 lbs total....

    ...where else besides interior (insulation, sound deadening, consoles, 10 air bags, padded power telescoping sunvisors... & electronics? Electronic throttles, parking brakes, rearview cameras, front proximity warning, cruise, NAV, telemetrics, tire inflation, anti-lock brakes, TC, ESC, etc etc is the weight coming from? It's certainly not primarily from the basic structure.

    Most of the electronics share the same modules (e.g., ABS, TC, and ESC or parking sensors, cameras, OnStar, and nav) and don't weigh very much. Some even help to save weight, like electronic power steering, which replaces a heavy hydraulic pump.

    I would explain the increase in weight, without a corresponding increase in size, through the over-engineering of components like the frame, powertrain, suspension, body, brakes, etc. Each new generation of trucks brings higher towing capacities (as much a function of the chassis as the powertrain) and quicker acceleration. A Silverado 2500HD weighs 1,000 lbs more than a 1500 of the same size. Perhaps the light-duty trucks of today are as capable as the HD trucks of yesteryear.

    Another thing is 4WD. It seems like more and more buyers are going for 4WD, and that usually adds 300+ lbs.

    Edited by pow

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    I looked at the weight on the 2500HD : RC/LB 6.0L in 2013 is 5788. You have to jump to the Duramax in the same truck to get to 6469 lbs. - chevy website.

    Looks like I had picked the wrong truck (from the extensive portfolio) in my above post; site says the 1500 WT RC/LB 4.3L starts at 4596, not 5300. That is in keeping with pow's list above IMO, accounting for the strengthening since the Ford I referenced at 3900 lbs.... so I will back off of blaming electronics. The trucks aren't as heavy as I initially thought in baseline.

    Still, hopefully GM will continue it's newfound 'fitness regimen' and get the needle ticking downward some.

    IIRC, my F-150 was rated to tow 4900 lbs., and the chevy site says the same 1500 WT (with 3.23 axle) is good for 4700 lbs. Stronger truck... but the added weight takes away from towing capacity, it seems.

    Edited by balthazar

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    Sounds like the Vortec V6 is now the Ecotec V6. I wonder how Eco it really is, the Ram gets 25 mpg, and if an automaker got smart and cut the weight and put a 3.0 liter turbo diesel in a pick up they could get 30 mpg highway or close to it. I wonder if this 4.3 L has better NVH characteristics than the Pentastar 3.6 or Ford's 3.7 liter, my guess is no,

    The 4.3 has balance shafts... it's probably about equal.

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    IIRC, my F-150 was rated to tow 4900 lbs., and the chevy site says the same 1500 WT (with 3.23 axle) is good for 4700 lbs. Stronger truck... but the added weight takes away from towing capacity, it seems.

    The limitation you're seeing is purely power train related and nothing to do with the frame or weight. Simply opt up to the 5.3 V8 in the W/T (which also puts you into the 6-speed rather than 4-speed auto) with a 3.08 rear end and you can have 7400lbs. trailering or 9100lbs. with 3.42 rear end.

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    IIRC, my F-150 was rated to tow 4900 lbs., and the chevy site says the same 1500 WT (with 3.23 axle) is good for 4700 lbs. Stronger truck... but the added weight takes away from towing capacity, it seems.

    The limitation you're seeing is purely power train related and nothing to do with the frame or weight. Simply opt up to the 5.3 V8 in the W/T (which also puts you into the 6-speed rather than 4-speed auto) with a 3.08 rear end and you can have 7400lbs. trailering or 9100lbs. with 3.42 rear end.

    Or 10,400 with the 6.2 and 3.73's :AH-HA:

    Edited by Daryl Z71

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    You had the 5 liter Inline 6, no? It's basically a tractor engine and can tow anything.... the weak spot is the rear diff.... which my dad blows up every once in a while.

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    Ya: 300, or 4.9L. TRQ was 265- not bad. Never had an issue with the rear (over 146K). 3.08 gears.

    All the domestic trucks are underrated WRT capacity, anyway.

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      # # #
      2019 CHEVROLET SILVERADO 3.0L DURAMAX TURBO-DIESEL SPECIFICATIONS
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    • By Drew Dowdell
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      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
      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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