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    Buick and GMC Announce Nine New Models For The Next 12 Months



    William Maley

    Staff Writer - CheersandGears.com

    September 18, 2012

    Buick and GMC have announced to their dealers today that the two brands will collectively launch nine new or revised products over the next 12 months.

    Some of the products have already been shown. Those products include,

    • Buick Enclave
    • Buick Encore
    • GMC Acadia

    Others have either been talked about and/or been caught in spy shots. Those vehicles are,

    • 2014 Buick LaCrosse
    • 2014 Buick Regal
    • 2014 GMC Sierra
    • 2014 GMC Sierra HD
    • 2014 GMC Yukon
    • 2014 GMC Yukon XL

    Dealers were also told that GMC Canyon would be returning. When the Canyon would be arriving wasn't talked about.

    “While we continue to make strong progress in fuel economy gains on our full-size trucks, we know that there is a group of customers who want the functionality of a truck but may not need full-size pickup. We believe that introducing a new, agile and efficient mid-size Canyon will meet the needs of many pickup buyers,” said Tony DiSalle, vice president of Buick and GMC Marketing.

    Source: GM

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

    Press Release is on Page 2


    Nine New Models in Next 12 Months for Buick and GMC

    Product surge comes amid third year of consecutive retail sales gains for both brands

    2012-09-20

    DETROIT – Buick and GMC told dealers today that it will introduce nine new or significantly updated models in the next 12 months, starting with the new Buick Enclaveluxury crossover SUV and GMC Acadiacrossover SUV this fall.

    The new Buick Encoresmall luxury crossover, which will be priced at $24,950 including a $750 destination charge, arrives in early 2013. A Buick Regalluxury sport sedan, Buick LaCrosseluxury sedan, GMC Sierra and Sierra HD full-size pickups, as well as GMC Yukon and Yukon XL full-size SUVs will arrive next year.

    In addition to these nine models, GMC will offer luxury-appointed Denali versions of its four upcoming vehicles and a new 2.0L turbocharged powertrain will be available in the Buick Verano this year.

    By the end of 2013, the oldest non-commercial models in a Buick/GMC showroom will be the Buick Veranoluxury sedan and GMC Terrainsmall SUV. Verano has been in dealer showrooms for less than a year and has gained sales volume every month since launch. Terrain arrived as a 2010 model and is on pace for its best sales year ever in 2012. A new Denali luxury trim level recently was added.

    GMC also announced the return of the GMC Canyon midsize pickup as an all-new model to be built in Wentzville, Mo. Arrival timing will be announced later.

    “While we continue to make strong progress in fuel economy gains on our full-size trucks, we know that there is a group of customers who want the functionality of a truck but may not need full-size pickup,” said Tony DiSalle, vice president of Buick and GMC Marketing. “We believe that introducing a new, agile and efficient mid-size Canyon will meet the needs of many pickup buyers.”

    Buick and GMC have grown together as distinctly different but complementary brands. Together, they have sold more than 400,000 vehicles so far this year, a pace that should allow each brand to achieve a third consecutive year of sales gains.

    “We’re not only selling more vehicles, we’re bringing new customers to the Buick and GMC showroom,” said Brian Sweeney, vice president of Buick and GMC Sales and Service. “Both brands report more than 40 percent conquest sales. Buick was the only automotive brand in the United States to reduce the average age of its buyer during the past five years, and GMC continues to attract more female buyers and – with Denali vehicles – more import and luxury owners.

    Overall, General Motors will have 70 percent all-new or significantly refreshed products across its four U.S. brands in 2012-2013.

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    By the end of 2013, the oldest non-commercial models in a Buick/GMC showroom will be the Buick Verano luxury sedan and GMC Terrain small SUV.

    I know it states non-commercial, but the GMC Savana is offered in a passenger version too... so technically that statement is not correct. Nitpicking, I know, but still.

    And here's a larger version of the press release picture, though you really can't tell anything in the shaded out models:

    post-418-0-86297200-1348173341_thumb.jpg

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    Wow. Remember when Buicks especially stayed as they were for five and six years? Not anymore. As for GMC, the trucks are still doing well and they keep the Buick dealerships around.

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    By the end of 2013, the oldest non-commercial models in a Buick/GMC showroom will be the Buick Verano luxury sedan and GMC Terrain small SUV.

    I know it states non-commercial, but the GMC Savana is offered in a passenger version too... so technically that statement is not correct. Nitpicking, I know, but still.

    I was wondering that as well. I'm wondering if GM has anything in the pipeline for a replacement

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    The Terrrain was set to go to the Delta II with the Nox in 2014 has that changed?

    Could the Savana not be offered in the passenger anymore? I do not see many of them in this version anymore. They may leave the passenger version to Chevy and focus GMC on other things to set them appart?

    With the loss of the Ford Econoline vans the Amish might have to find a new Yoder toter.

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    The Encalve and Acadia are hardly new, they are the same car with some slight cosmetic changes. It will be interesting what they do with the LaCrosse and Regal, if they just get a slight refresh like the Enclave or if they do more, such as move the LaCrosse up market a little, to say $35k base to make room for the Impala.

    GM needs a compact pickup that is fuel efficient and doesn't suck. That is a big void in their lineup right now, I am curious what they do with the Canyon to fix it.

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    The Encalve and Acadia are hardly new, they are the same car with some slight cosmetic changes. It will be interesting what they do with the LaCrosse and Regal, if they just get a slight refresh like the Enclave or if they do more, such as move the LaCrosse up market a little, to say $35k base to make room for the Impala.

    GM needs a compact pickup that is fuel efficient and doesn't suck. That is a big void in their lineup right now, I am curious what they do with the Canyon to fix it.

    The Regal will be getting a mild-update, if the spy shots of the Opel/Vauxhall Insignia are anything to go by.

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    The Encalve and Acadia are hardly new, they are the same car with some slight cosmetic changes.

    There is more than just cosmetic changes - the shell of the Acadia was changed to the former Saturn Outlook, I'm sure electrical issues the '07-'12's had were addressed with an updated/upgraded system, the dash in the Acadia is new (not sure about the Enclave, as I'm not as interested in that), and there are new features that the Gen1's don't have. This isn't just a grille and wheel swap here.

    As for the Canyon, I'm expecting it to look very different from the Colorado. While many are hoping that the Colorado gets a different "face" for the North American markets, I feel that the different face will be the Canyon. I'm expecting the Canyon/Colorado to be like the Terrain/Equinox - two different flavors for different buyers.

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    The Canyon will have the new GMC face that started with the Terrain. Also I would not be suprised if they move to change the bodys more with new lines.

    I agree the changes between the GMC and Chevy will be much like the Terrain and Nox. That means a different look but not a lot of changes under the skin.

    You would be suprised at how most Nox and Terrain owners are not fooled by the different styling of the two vehicles. They know they are the same vehicle but the styling gives them an option to choose what they like. The Chevy has more appeal to the car buyers and the GMC has more of a truck look. What better way to reach a wider group of buyers.

    Edited by hyperv6
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    Is it me or does the image of the arcadia look worse than when they first introduced the auto? The picture above makes it look like it was in a fight and has a black eye. Not a fan of the head lights with that black ring around it.

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      We'll begin with the most important detail, power output. The numbers that GM revealed match the numbers posted to their powertrain site - 445 horsepower and 910 pound-feet of torque. Compared to the current Duramax V8, the new engine produces 48 more horsepower and 145 more pound-feet of torque.
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      Press Release is on Page 2


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      The intake design is another example of the advanced integration included in the 2017 Silverado HD that makes it over-the-road capable.   
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      As with previous versions, the new Duramax block features a strong cast-iron foundation known for its durability, with induction-hardened cylinder walls and five nodular iron main bearings. It retains the same 4.05-inch (103mm) and 3.89-inch (99mm) bore and stroke dimensions as the current engine, retaining the Duramax’s familiar 6.6L (403 cu.-in./6,599 cc) displacement.
      A deep-skirt design and four-bolt, cross-bolted main caps help ensure the block’s strength and enable more accurate location of the rotating assembly. A die-cast aluminum lower crankcase also strengthens the engine block and serves as the lower engine cover, while reducing its overall weight.
      The new engine block incorporates larger-diameter crankshaft connecting rod journals than the current engine, enabling the placement of a stronger crankshaft and increased bearing area to handle higher cylinder loads.
      An enhanced oiling circuit, with higher flow capacity and a dedicated feed for the turbocharger, provides increased pressure at the turbo and faster oil delivery. Larger piston-cooling oil jets at the bottom of the cylinder bores spray up to twice the amount of engine oil into oil galleries under the crown of the pistons, contributing to lower engine temperature and greater durability.
      A new, two-piece oil pan contributes to the new Duramax’s quieter operation. It consists of a laminated steel oil pan with an upper aluminum section. The aluminum section provides strength-enhancing rigidity for the engine, but a pan made entirely of aluminum would radiate more noise, so the laminated steel lower section is added to dampen noise and vibration.
      There’s also an integrated oil cooler with 50 percent greater capacity than the current engine’s, ensuring more consistent temperatures at higher engine loads.
      Segment firsts
      Re-melt piston bowl rim Venturi Jet Drain Oil Separator Closed-loop glow plug temperature control Stronger pistons with remelt
      A tough, forged micro-alloy steel crankshaft anchors the new Duramax’s stronger rotating assembly. Cut-then-rolled journal fillets contribute to its durability by strengthening the junction where the journals — the round sections on which the bearings slide — meet the webs that separate the main and rod journals.
      The connecting rods are stronger, too, and incorporate a new 45-degree split-angle design to allow the larger-diameter rod bearings to pass through the cylinder bores during engine assembly. They’re forged and sintered with a durable powdered metal alloy, with a fractured-cap design enabling more precise cap-to-rod fitment. 
      A new, stronger cast-aluminum piston design tops off the rotating assembly. It features a taller crown area and a remelted combustion bowl rim for greater strength. Remelting is an additional manufacturing process for aluminum pistons in which the bowl rim area is reheated after casting and pre-machining, creating a much finer and more consistent metal grain structure that greatly enhances thermal fatigue properties.
      Additionally, the Duramax’s pistons don’t use pin bushings, reducing reciprocating weight to help the engine rev quicker and respond faster to throttle changes.
      Lightweight cylinder heads, solenoid injectors
      The redesigned engine retains the Duramax’s signature first-in-class aluminum cylinder head design, with six head bolts per cylinder and four valves per cylinder. The aluminum construction helps reduce the engine’s overall weight, while the six-bolt design provides exceptional head-clamping strength — a must in a high-compression, turbocharged application.
      A new aluminum head casting uses a new double-layer water core design that separates and arranges water cores in layers to create a stiffer head structure with more precise coolant flow control. The heads’ airflow passages are also heavily revised to enhance airflow, contributing to the engine’s increased horsepower and torque.
      The Duramax employs a common-rail direct injection fuel system with new high-capability solenoid-type injectors. High fuel pressure of 29,000 psi (2,000 bar) promotes excellent fuel atomization for a cleaner burn that promotes reduced particulate emissions. The new injectors also support up to seven fuel delivery events per combustion event, contributing to lower noise, greater efficiency and lower emissions. Technology advancements enable less-complex solenoid injectors to deliver comparable performance to piezo-type injectors.
      Electronically controlled, variable-geometry turbocharging system
      A new electronically controlled, variable-vane turbocharger advances the Duramax’s legacy of variable-geometry boosting. Compared to the current engine, the system produces higher maximum boost pressure — 28 psi (195 kPa) — to help the engine make more power, and revisions to enhance the capability of the exhaust-brake system.
      Along with a new camshaft profile and improved cylinder head design, the Duramax’s new variable-vane turbocharger enables the engine to deliver more power with lower exhaust emissions. It uses a more advanced variable-vane mechanism, allowing a 104-degree F (40 C) increase in exhaust temperature capability. The self-contained mechanism decouples movement from the turbine housing, allowing operation at higher temperature. That enables the engine to achieve higher power at lower cylinder pressure. Additionally, it has lower internal leakage, allowing more exhaust energy to be captured during exhaust braking.
      The integrated exhaust brake system makes towing less stressful by creating added backpressure in the exhaust, resulting in negative torque during deceleration and downhill driving, enhancing driver control and prolonging brake pad life.
      Venturi Jet Drain Oil Separator
      A new Venturi Jet Drain Oil Separator employed with the Duramax 6.6L is the first of its type in the segment and is designed to ensure oil control in sustained full-load operation. The totally sealed system collects the fine mist of oil entrained in the blow-by gas and uses a small portion of the boosted air generated by the turbocharger to pump the collected oil back to the engine oil sump for re-use by the engine. Less sophisticated systems are not able to return this oil during full-load operation, which can result in oil carryover into the cylinders during combustion.
      Cold Start System
      The new Duramax also provides outstanding cold-weather performance, with microprocessor-controlled glow plugs capable of gas-engine-like starting performance in fewer than 3 seconds in temperatures as low as -20 degrees F (-29 C) without a block heater. The system is enhanced with ceramic glow plugs and automatic temperature compensation — a first-in-class feature providing improved robustness and capability. The automatic temperature compensation assesses and adjusts the current to each glow plug for every use, providing optimal temperature for cold start performance and durability.     
      Electronic throttle valve and cooled EGR
      Unlike a gasoline engine, a diesel engine doesn’t necessarily require a throttle control system. The Duramax 6.6L employs an electronic throttle valve to regulate intake manifold pressure in order to increase exhaust gas recirculation (EGR) rates. It also contributes to smoother engine shutdown.
      Additionally, a cooled exhaust gas recirculation (EGR) system enhances performance and helps reduce emissions by diverting some of the engine-out exhaust gas and mixing it back into the fresh intake air stream, which is fed through the cylinder head for combustion. This lowers combustion temperatures, improving emissions performance by reducing NOx formation.
      The exhaust is cooled in a unique heat exchanger before it’s fed into the intake stream through a patented EGR mixing device, further improving emissions and performance capability. An integrated bypass allows non-cooled exhaust gas to be fed back into the system to help the engine more quickly achieve optimal operating temperature when cold.
      B20 Biodiesel Capability
      The new Duramax 6.6L is capable of running on B20 biodiesel, a fuel composed of 20 percent biodiesel and 80 percent conventional diesel. B20 helps lower carbon dioxide emissions and lessens dependence on petroleum. It is a domestically produced, renewable fuel made primarily of plant matter — mostly soybean oil.
      Manufacturing
      The new Duramax 6.6L turbo-diesel engine is produced with locally and globally sourced parts at the DMAX Ltd. (GM’s joint venture with Isuzu) manufacturing facility in Moraine, Ohio.
      Allison 1000 Automatic Transmission
      The proven Allison 1000 six-speed automatic transmission is matched with the new Duramax 6.6L. A number of refinements have been made to accommodate the engine’s higher torque capacity, including a new torque converter.
      The Allison 1000’s technologically advanced control features, such as driver shift control with manual shift feature and a patented elevated idle mode cab warm-up feature, haven’t changed. Also, the Tow/Haul mode reduces shift cycling for better control and improved cooling when towing or hauling heavy loads.
      There’s also a smart diesel exhaust brake feature that enhances control when descending steep grades.
    • By William Maley
      The seemingly never-ending diesel heavy-duty truck war is back in force with Ford announcing the power figures for the F-Series Super Duty back in the summer. We were wondering when either FCA or GM would strike back. Well GM did this over the weekend by accidently and then subsequently deleting the figures for the next-generation Duramax V8 diesel.
      Truck Trend got screenshots of GM Powertrain's website where the details of the L5P 6.6L Duramax turbodiesel are there to see: 445 horsepower and 910 pound-feet of torque. Compared the 6.7L PowerStoke V8 found in the 2017 F-Series Super Duty, the updated Duramax produces 5 more horsepower but is slight behind in torque (15 down from the PowerStroke's 925 pound-feet).
      We know for sure that the new Duramax will debut a new air intake system (you can see the new hood scoop in the picture above). More air is a good thing as it means better cooling and more power.
      The Texas State Fair is this week and it has become a showplace for the various truck manufacturers to make big announcements. We wouldn't be shocked if General Motors debuts the new Duramax there.
      Source: Truck Trend

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