• Sign in to follow this  
    Followers 0

    GM: Diesel For The Light-Duty Trucks Are Under Consideration


    • The 4.5L Diesel V8 Could Be Coming To GM's Pickups

    With Ram offering a small diesel and Ford announcing that next F-150 will be considerably lighter, GM is considering all options with their pickups to raise fuel economy. One of those options happens to be a 4.5L Diesel V8 that was planned to go into their pickups five years ago.

    Steve Kiefer, GM's vice president of global powertrain tells Automotive News that GM is considering dusting off that engine and slip it into their new trucks.

    "We are looking closely at diesel entrees in that segment. In fact, I heard the terms 'dust off' that 4½-liter at one point. That is certainly one of the options. Clearly, we have a portfolio of diesel engines," said Kiefer.

    Source: Automotive News (Subscription Required)

    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.

    0


    Sign in to follow this  
    Followers 0


    User Feedback


    YES YES YES, Put that bad boy into the Full Size SUV's line. Tahoe, Suburban, Yukon, Yukon XL and Escalade, Escalade ESV would do well with this.

    Class leading HP, Torque and MPG would be awesome for GM.

    0

    Share this comment


    Link to comment
    Share on other sites

    Well, GM needs to do something. With both Ram and Ford bring new innovations to the segment, GM really played it too safe with the redesigns of the trucks with not enough to set them apart from the competition.

    0

    Share this comment


    Link to comment
    Share on other sites

    We're talking like 7 years ago. Talk about another opportunity lost... oh well, bring it on, let's see what they've got.

    1

    Share this comment


    Link to comment
    Share on other sites

    Forget the 4.5 Duramax Diesel -- the cost, complexity and mass of a four cam V8 isn't worth the specific output improvement. A very simple solution is to simply build on the Pushrod-32v Duramax 6.6 architecture. Instead of building a smaller V8, just take two cylinders off the Duramax 6.6. The resulting 4.95L V6 will make about 300 bhp / 575 lb-ft. That's close enough to the projected 310 bhp output of the 4.5 they were developing and more importantly superior in stump pulling torque (which is what really matters in a truck). While they are at it, why not a 3.3L V4 with 200 bhp / 383 lb-ft? The beauty of a cam-in-block + pushrod design is that you can use a V configuration with no penalty in terms of number of camshafts or phasers needed. The Duramax 6.6 and/or it's 6 or 4 cylinder engines are already reverse flow engines where the exhaust exits the valley of the Vee permitting the efficient use of a single turbo instead of two smaller ones flanking the engine. Unlike the 4.5, the 4.9 and 3.3 Duramax 6.6 derivatives will share the piston, connection rods, wrist pins, valves, springs, lifters, pushrods, bolts and a huge number of other parts with the 6.6L sibling.

    0

    Share this comment


    Link to comment
    Share on other sites

    I agree with Dwightlooi, GM should just use the existing 6.6 and scale it down as a V6, V4 and really kick ass in the auto industry. People would buy up every 4.95L V6 powered Yukon Denali and Tahoe with this engine. I also can see huge sales in both full size and mid size pickups with a 3.3L V4 Duramax Engine.

    0

    Share this comment


    Link to comment
    Share on other sites

    Forget the 4.5 Duramax Diesel -- the cost, complexity and mass of a four cam V8 isn't worth the specific output improvement. A very simple solution is to simply build on the Pushrod-32v Duramax 6.6 architecture. Instead of building a smaller V8, just take two cylinders off the Duramax 6.6. The resulting 4.95L V6 will make about 300 bhp / 575 lb-ft. That's close enough to the projected 310 bhp output of the 4.5 they were developing and more importantly superior in stump pulling torque (which is what really matters in a truck). While they are at it, why not a 3.3L V4 with 200 bhp / 383 lb-ft? The beauty of a cam-in-block + pushrod design is that you can use a V configuration with no penalty in terms of number of camshafts or phasers needed. The Duramax 6.6 and/or it's 6 or 4 cylinder engines are already reverse flow engines where the exhaust exits the valley of the Vee permitting the efficient use of a single turbo instead of two smaller ones flanking the engine. Unlike the 4.5, the 4.9 and 3.3 Duramax 6.6 derivatives will share the piston, connection rods, wrist pins, valves, springs, lifters, pushrods, bolts and a huge number of other parts with the 6.6L sibling.

    What would the timeframe testing-to-production be like with this plan?

    0

    Share this comment


    Link to comment
    Share on other sites

    Forget the 4.5 Duramax Diesel -- the cost, complexity and mass of a four cam V8 isn't worth the specific output improvement. A very simple solution is to simply build on the Pushrod-32v Duramax 6.6 architecture. Instead of building a smaller V8, just take two cylinders off the Duramax 6.6. The resulting 4.95L V6 will make about 300 bhp / 575 lb-ft. That's close enough to the projected 310 bhp output of the 4.5 they were developing and more importantly superior in stump pulling torque (which is what really matters in a truck). While they are at it, why not a 3.3L V4 with 200 bhp / 383 lb-ft? The beauty of a cam-in-block + pushrod design is that you can use a V configuration with no penalty in terms of number of camshafts or phasers needed. The Duramax 6.6 and/or it's 6 or 4 cylinder engines are already reverse flow engines where the exhaust exits the valley of the Vee permitting the efficient use of a single turbo instead of two smaller ones flanking the engine. Unlike the 4.5, the 4.9 and 3.3 Duramax 6.6 derivatives will share the piston, connection rods, wrist pins, valves, springs, lifters, pushrods, bolts and a huge number of other parts with the 6.6L sibling.

    A few questions. I thought you had said on another thread that diesels benefited most from using DOHC due to the superior breathing offered from DOHC and the lack of air obstructions in diesels. It would certainly make intuitive sense that an engine that always runs lean would benefit most from using a DOHC valvetrain. Is the smaller packaging, lower parasitic friction of a pushrod V engine still sufficient to overcome the higher specific output / better breathing / lower reciprocating mass of a DOHC even in a diesel - at least in your estimation?

    The upcoming Canyon/Colorado are going to offer a 2.8L duramax, which is VMRA208 puts out ~200hp (possibly less after US emissions are added) and weighs ~520 lbs. The ecodiesel that Chrysler is using in the Grand Cherokee and the Ram 1500 is a Vm Motori A630 which puts out ~240hp and weighs ~500 lbs. Dimensions really don't look like the I4 does much to save space over the V6. So, at the end of the day, if these were the two options why on earth would GM choose the I4 over the V6? Is it a cost issue? Volume production issue? Will an I4 with a lower power output produce better fuel economy numbers of a more powerful V6? My impression is that perhaps this would be true in a gasoline engine with a throttle, but without a throttle does this logic still apply to a diesel?

    The dimensions of the ecodiesel, which is a DOHC 3.0L V6 are 695 mm (27.36 in) in length, 729 mm (28.7 in) in width and 697.5 mm (27.46 in) in height. Do you have the dimensions of the 6.6L duramax? And your proposed 4.95L smaller duramax, what would the proposed weight/dimensions of that engine be? Would it be appreciably larger and heavier than the ecodiesel?

    Your proposal seems to be fantastic on its face. 2 different displacement diesel engines for the half tons which would *easily* give them best in class fuel economy across all models. What are the drawbacks to doing something like this? Is there any limitation from attempting to shrink the current duramax architecture? How difficult would it be to add balance shafts to a V6 at that angle? Does it being a heavier diesel engine make any difference with balance shafts / NVH? Very genuinely curious since on its face your idea seems to result in engines that put out near *perfect* power/torque numbers for a half ton pickup, all built on an engine architecture that already exists and could be extremely modular - thus significantly reducing costs.

    0

    Share this comment


    Link to comment
    Share on other sites

    Your proposal seems to be fantastic on its face. 2 different displacement diesel engines for the half tons which would *easily* give them best in class fuel economy across all models. What are the drawbacks to doing something like this? Is there any limitation from attempting to shrink the current duramax architecture? How difficult would it be to add balance shafts to a V6 at that angle? Does it being a heavier diesel engine make any difference with balance shafts / NVH? Very genuinely curious since on its face your idea seems to result in engines that put out near *perfect* power/torque numbers for a half ton pickup, all built on an engine architecture that already exists and could be extremely modular - thus significantly reducing costs.

    It is not hard to add balance shafts... you can simply put one in the oil pan or above the camshaft. There is a difference between shrinking -- as in making the pistons, combustion chambers, valves, etc. smaller -- and simply removing two cylinders and changing the crank pin angles. The latter is easy because all the combustion and aspirational work is done. A diesel has heavier pistons and rods. They need bigger weights on the balancer. It doesn't affect refinement as much as it affects engine resposiveness. Still... the same applies to the 4.5 DOHC and the difference is immaterial between a 4.5 and a 4.95L engine. In fact, the 4.5 is trickier because it is a 72 degree Vee engine -- which is worse from a balance standpoint than a 60 degree (unbalance shafted) or a 90 degree (with balance shaft). This is why V6es are usually either 60 degree (for good intrinsic balance) or 90 degree (when derived from a 90 deg V8 or when it is desirable to stuff a supercharger or turbo(s) in the valley.The 72 degree angle was chosen entirely for packaging reasons to make the fat DOHC heads fit in the same width as a 90 deg pushrod design, and still be wide enough in the valley for the single turbo to fit

    0

    Share this comment


    Link to comment
    Share on other sites

    They need a 3 liter V6 diesel in a bad way, they just don't see it yet. There are other diesel V6s out there with 240ish hp and 425 lb-ft, whether they be in an Audi A6 or a Ram 1500, the numbers are similar. That is the sort of engine GM needs, with an 8-speed transmission you can keep the engine in it's power band and you'd have adequate acceleration, plus the fuel economy.

    Rumor is Ford is planning a diesel V6 with a 10-speed automatic for the F150, add that with the drop in weight and they are surely to have over 30 mpg in a pick up, if GM's best offering is 23 mpg, they are screwed.

    0

    Share this comment


    Link to comment
    Share on other sites

    Forget the 4.5 Duramax Diesel -- the cost, complexity and mass of a four cam V8 isn't worth the specific output improvement. A very simple solution is to simply build on the Pushrod-32v Duramax 6.6 architecture. Instead of building a smaller V8, just take two cylinders off the Duramax 6.6. The resulting 4.95L V6 will make about 300 bhp / 575 lb-ft. That's close enough to the projected 310 bhp output of the 4.5 they were developing and more importantly superior in stump pulling torque (which is what really matters in a truck). While they are at it, why not a 3.3L V4 with 200 bhp / 383 lb-ft? The beauty of a cam-in-block + pushrod design is that you can use a V configuration with no penalty in terms of number of camshafts or phasers needed. The Duramax 6.6 and/or it's 6 or 4 cylinder engines are already reverse flow engines where the exhaust exits the valley of the Vee permitting the efficient use of a single turbo instead of two smaller ones flanking the engine. Unlike the 4.5, the 4.9 and 3.3 Duramax 6.6 derivatives will share the piston, connection rods, wrist pins, valves, springs, lifters, pushrods, bolts and a huge number of other parts with the 6.6L sibling.

    A few questions. I thought you had said on another thread that diesels benefited most from using DOHC due to the superior breathing offered from DOHC and the lack of air obstructions in diesels. It would certainly make intuitive sense that an engine that always runs lean would benefit most from using a DOHC valvetrain.

    IIRC; the emphasis was on 4-valve heads for air flow, not DOHC. Duramax is an IBC 4-valve design- best of both worlds in some instances.

    0

    Share this comment


    Link to comment
    Share on other sites


    Your content will need to be approved by a moderator

    Guest
    You are commenting as a guest. If you have an account, please sign in.
    Add a comment...

    ×   You have pasted content with formatting.   Remove formatting

    ×   Your link has been automatically embedded.   Display as a link instead

    ×   Your previous content has been restored.   Clear editor




  • Popular Stories

  • Today's Birthdays

    1. NOS2006
      NOS2006
      (29 years old)
  • Similar Content

    • By William Maley
      This morning, General Motors announced that it would be investing $1 billion into their manufacturing operations in the U.S. The investment will go towards “new vehicle, advanced technology and component projects,” that will create or retain 1,500 jobs. GM also announced that it would create at least 5,000 more jobs in the U.S. for various parts of their business, and insource the production of axles for their next-generation of full-size trucks to create 450 jobs.
      Announcements on where the investments will go will be announced at a later date.
       
      “As the U.S. manufacturing base increases its competitiveness, we are able to further increase our investment, resulting in more jobs for America and better results for our owners. The U.S. is our home market and we are committed to growth that is good for our employees, dealers, and suppliers and supports our continued effort to drive shareholder value,” said GM Chairman and CEO Mary Barra in a statement.
      This news comes on the heels of comments made by President-elect Donald Trump on possibly imposing a 35 percent tariff on vehicles built in Mexico. According to NBC News, various General Motors officials stress these moves were months, and some years in the making.
      Source: General Motors, NBC News
      Press Release is on Page 2


      GM Announces 7,000 U.S. Jobs, Builds Off Strong Track Record
      Investing Additional $1 Billion in U.S. Manufacturing Moves Axle Jobs to U.S. from Mexico More than 5,000 New Jobs in Key Growth Areas    DETROIT – General Motors today announced that it will invest an additional $1 billion in U.S. manufacturing operations. These investments follow $2.9 billion announced in 2016 and more than $21 billion GM has invested in its U.S. operations since 2009.
      The new investments cover multiple new vehicle, advanced technology and component projects. A combination of 1,500 new and retained jobs are tied to the new investments. Details of individual projects will be announced throughout the year.
      The company also announced it will begin work on insourcing axle production for its next generation full-size pickup trucks, including work previously done in Mexico, to operations in Michigan, creating 450 U.S. jobs.
      “As the U.S. manufacturing base increases its competitiveness, we are able to further increase our investment, resulting in more jobs for America and better results for our owners,”  said GM Chairman and CEO Mary Barra. “The U.S. is our home market and we are committed to growth that is good for our employees, dealers, and suppliers and supports our continued effort to drive shareholder value.”
      GM’s announcement is part of the company’s increased focus on overall efficiency over the last four years. With a strategy to streamline and simplify its operations and grow its business, GM has created 25,000 jobs in the U.S. − approximately 19,000 engineering, IT and professional jobs and 6,000 hourly manufacturing jobs – and added nearly $3 billion in annual wages and benefits to the U.S. economy over that period. At the same time, GM reduced more than 15,000 positions outside the U.S., bringing most of those jobs to America. During that period, the company moved from 90 percent of its IT work being outsourced to an insourced U.S.-based model.
      “We will continue our commitment to driving a more efficient business,” said Barra, “as shown by our insourcing of more than 6,000 IT jobs that were formerly outside the U.S., streamlining our engineering operations from seven to three, with the core engineering center being in Warren, Michigan, and building on our momentum at GM Financial and in advanced technologies.  These moves, and others, are expected to result in more than 5,000 new jobs in the U.S. over the next few years.”
      GM has also been facilitating its supplier base to do the same. The company has been executing a strategy to create supplier parks adjacent to its U.S. manufacturing sites (already accomplished at GM’s Fairfax Assembly Plant in Kansas, Spring Hill Assembly Plant in Tennessee, Fort Wayne Assembly Plant in Indiana, and Lordstown Assembly Plant in Ohio), and will continue to expand this effort. Supplier parks locating near assembly plants result in significant savings from reduced transportation costs, higher quality communications and continuous improvement activities as suppliers are located closer to the final assembly location.
      In addition, GM is confirming that another supplier has committed to make components for GM’s next-generation full size pick-up trucks in Michigan, moving 100 supplier jobs from Mexico to the U.S.

      View full article
    • By William Maley
      This morning, General Motors announced that it would be investing $1 billion into their manufacturing operations in the U.S. The investment will go towards “new vehicle, advanced technology and component projects,” that will create or retain 1,500 jobs. GM also announced that it would create at least 5,000 more jobs in the U.S. for various parts of their business, and insource the production of axles for their next-generation of full-size trucks to create 450 jobs.
      Announcements on where the investments will go will be announced at a later date.
       
      “As the U.S. manufacturing base increases its competitiveness, we are able to further increase our investment, resulting in more jobs for America and better results for our owners. The U.S. is our home market and we are committed to growth that is good for our employees, dealers, and suppliers and supports our continued effort to drive shareholder value,” said GM Chairman and CEO Mary Barra in a statement.
      This news comes on the heels of comments made by President-elect Donald Trump on possibly imposing a 35 percent tariff on vehicles built in Mexico. According to NBC News, various General Motors officials stress these moves were months, and some years in the making.
      Source: General Motors, NBC News
      Press Release is on Page 2


      GM Announces 7,000 U.S. Jobs, Builds Off Strong Track Record
      Investing Additional $1 Billion in U.S. Manufacturing Moves Axle Jobs to U.S. from Mexico More than 5,000 New Jobs in Key Growth Areas    DETROIT – General Motors today announced that it will invest an additional $1 billion in U.S. manufacturing operations. These investments follow $2.9 billion announced in 2016 and more than $21 billion GM has invested in its U.S. operations since 2009.
      The new investments cover multiple new vehicle, advanced technology and component projects. A combination of 1,500 new and retained jobs are tied to the new investments. Details of individual projects will be announced throughout the year.
      The company also announced it will begin work on insourcing axle production for its next generation full-size pickup trucks, including work previously done in Mexico, to operations in Michigan, creating 450 U.S. jobs.
      “As the U.S. manufacturing base increases its competitiveness, we are able to further increase our investment, resulting in more jobs for America and better results for our owners,”  said GM Chairman and CEO Mary Barra. “The U.S. is our home market and we are committed to growth that is good for our employees, dealers, and suppliers and supports our continued effort to drive shareholder value.”
      GM’s announcement is part of the company’s increased focus on overall efficiency over the last four years. With a strategy to streamline and simplify its operations and grow its business, GM has created 25,000 jobs in the U.S. − approximately 19,000 engineering, IT and professional jobs and 6,000 hourly manufacturing jobs – and added nearly $3 billion in annual wages and benefits to the U.S. economy over that period. At the same time, GM reduced more than 15,000 positions outside the U.S., bringing most of those jobs to America. During that period, the company moved from 90 percent of its IT work being outsourced to an insourced U.S.-based model.
      “We will continue our commitment to driving a more efficient business,” said Barra, “as shown by our insourcing of more than 6,000 IT jobs that were formerly outside the U.S., streamlining our engineering operations from seven to three, with the core engineering center being in Warren, Michigan, and building on our momentum at GM Financial and in advanced technologies.  These moves, and others, are expected to result in more than 5,000 new jobs in the U.S. over the next few years.”
      GM has also been facilitating its supplier base to do the same. The company has been executing a strategy to create supplier parks adjacent to its U.S. manufacturing sites (already accomplished at GM’s Fairfax Assembly Plant in Kansas, Spring Hill Assembly Plant in Tennessee, Fort Wayne Assembly Plant in Indiana, and Lordstown Assembly Plant in Ohio), and will continue to expand this effort. Supplier parks locating near assembly plants result in significant savings from reduced transportation costs, higher quality communications and continuous improvement activities as suppliers are located closer to the final assembly location.
      In addition, GM is confirming that another supplier has committed to make components for GM’s next-generation full size pick-up trucks in Michigan, moving 100 supplier jobs from Mexico to the U.S.
    • By William Maley
      Most of us knew this was going happen, but there were some that hoping that somehow the Chevrolet SS would continue on after production of the Holden VF Commodore ended. To those who fall into this camp, it is time to move on as the SS will be no more after 2017.
      Alan Batey, head of GM North America confirmed this yesterday at the Detroit Auto Show. Batey also said there would not be a replacement for the rear-drive sedan.
      “Obviously it’s unlikely there is anything to follow because of what is going on in Australia. It was an optimistic play from our perspective and it’s played out well and been a nice addition to the range. It’s not mainstream. It’s small volume,” said Batey
      In 2016, Chevrolet moved 3,013 SS sedans.
      Source: Motor Trend
      Pic Credit: William Maley for Cheers & Gears

      View full article
    • By William Maley
      Most of us knew this was going happen, but there were some that hoping that somehow the Chevrolet SS would continue on after production of the Holden VF Commodore ended. To those who fall into this camp, it is time to move on as the SS will be no more after 2017.
      Alan Batey, head of GM North America confirmed this yesterday at the Detroit Auto Show. Batey also said there would not be a replacement for the rear-drive sedan.
      “Obviously it’s unlikely there is anything to follow because of what is going on in Australia. It was an optimistic play from our perspective and it’s played out well and been a nice addition to the range. It’s not mainstream. It’s small volume,” said Batey
      In 2016, Chevrolet moved 3,013 SS sedans.
      Source: Motor Trend
      Pic Credit: William Maley for Cheers & Gears
    • By William Maley
      The current Chevrolet Traverse has been with us for nine years and it was time for a replacement. This morning at the Detroit Auto Show, Chevrolet introduced the 2018 Traverse.
      The new Traverse's shape carries the spirit of the last-generation GMC Acadia. The shape is boxier with both the front and rear being squared-off. Chevrolet's new dual grille design and narrow headlights are present. In terms of size, the Traverse has grown with overall length measuring 204.3 inches long, riding on a 120.9-inch wheelbase. This makes it slightly bigger than a Chevrolet Tahoe (203.9 inches long, 116-inch overall wheelbase). Despite the increase in size, Chevrolet was able to slice off 351 pounds from the new Traverse (note: comparing front-wheel drive models).
      Inside, Chevrolet promises best in class head and legroom for those sitting in the second and third-row seats. This does come at a price as cargo space does decrease. Behind the third-row, the Traverse will offer 23 cubic feet, which beats the likes the Ford Explorer (21 cubic feet). Fold both rows and space increases to 99 cubic feet. Other interior details include either seven or eight-inch infotainment touchscreen, Apple CarPlay and Android Auto compatibility; OnStar 4G LTE with Wi-Fi, and USB ports for all three-rows.
      Most Traverse models will come with the existing 3.6L V6 producing 305 horsepower and 260 pound-feet of torque. This has us scratching our heads since this engine was one our biggest issues with the current Chevrolet Traverse (and Buick Enclave). The new Traverse RS will use a new 2.0L turbo-four making 255 horsepower and 295 pound-feet of torque. Again, this is slightly odd as the RS is being positioned as the sporty-looking model with blacked-out elements. Both engines will come paired with a nine-speed automatic and front-wheel drive. The V6 will only have the option of all-wheel drive. Speaking of all-wheel drive, the top-line High Country will come with the twin-clutch all-wheel drive system found in the Cadillac XT5. This system can decouple the rear-axle to help with fuel economy.
      The 2018 Chevrolet Traverse arrives at dealers this fall.
      Source: Chevrolet
      Press Release is on Page 2
      The 2018 Chevrolet Traverse will arrive at dealers this fall.
      Chevrolet Introduces the 2018 Traverse
      Bold, refined new look with expected segment-best cargo space, third-row legroom DETROIT — Chevrolet today introduced the all-new 2018 Traverse. Wrapped in bold and refined styling, the completely redesigned Traverse offers technologies to help keep passengers of all ages and lifestyles comfortable and connected.
      Traverse will deliver what is expected to be best-in-class third-row legroom, maximum cargo room and passenger volume with an enhanced roster of available active safety features. 
      “The all-new Traverse offers the ultimate in style and convenience for the segment, with the versatility customers need and a thoughtful, spacious design they’ll love,” said Alan Batey, president of GM North America and brand chief, Global Chevrolet. “It’s the midsize SUV designed to help keep you safe, comfortable and connected.”
      When it goes on sale this fall, the 2018 Traverse will be the fourth updated crossover or SUV from Chevrolet within a year, joining the Trax, Bolt EV and 2018 Equinox, further strengthening the brand’s crossover and SUV lineup.
      “Nobody in the industry offers a broader, fresher lineup of SUVs and crossovers than Chevrolet,” said Batey. “From the all-electric Bolt EV to America’s longest-running nameplate, Suburban, we’ve got something for every customer and lifestyle.”
      Bold and refined 
      The 2018 Traverse has a new look inspired by Chevrolet’s full-size SUVs, with purposeful proportions complemented by premium cues such as chrome accents, LED signature lighting and available D-Optic LED headlamps.
      Chevrolet is adding two new trim levels for the 2018 Traverse — the sporty RS and luxurious High Country — to offer customers more choices for a personalized appearance.
      The new RS package includes unique, blacked-out exterior cues with a black chrome grille, black bowtie, 20-inch wheels and more.
      The High Country trim features premium content and technology, including a unique interior trim featuring Loft Brown leather appointments with suede accents, 20-inch polished wheels, High Country badging, D-Optic headlamps, standard twin-clutch AWD and power-fold third row seats.
      “The all-new Traverse blends Chevrolet’s characteristic SUV cues with capability and refinement,” said John Cafaro, executive director, Global Chevrolet Design. “Inside and out, it offers style with a purpose.”
      With available seating for up to eight and a longer wheelbase than the current model, the Traverse has few peers when it comes to capacity and roominess. In fact, the new Traverse is expected to offer best-in-class passenger volume as well as max cargo room at 98.5 cubic feet (2,789 liters), while greater storage options and larger bins throughout the ergonomically optimized cabin are designed to enhance convenience and versatility.
      Loading the Traverse is a breeze with a new Chevrolet bowtie logo lamp feature illuminating the ground to show where drivers need to place a foot to activate the available hands-free power liftgate.
      A new split-folding second-row seat improves on the Traverse’s original Smart Slide® feature. The curbside seat is capable of tipping up and sliding forward, even with a forward-facing child seat in place, to provide open and easy access to the third row.  Third-row legroom is expected to be the most spacious in the segment at 33.7 inches (856 mm).
      Connected and protected
      The 2018 Traverse offers purposeful technology designed to help keep passengers safe, comfortable and connected.
      Chevrolet’s latest connectivity technologies include available 7- and 8-inch-diagonal MyLink infotainment systems designed to support Apple CarPlay and Android Auto, as well as an available OnStar 4G LTE Wi-Fi hotspot. (Apple CarPlay and Android Auto are products of Apple and Google and their terms and privacy statements apply.  Requires compatible smartphone and data plan rates apply.)
      Passengers will have access to USB charging ports in all three seating rows, available wireless charging and steering wheel-mounted phone and audio controls. Chevrolet’s Rear Seat Reminder feature is standard on all trim levels.
      When it comes to helping to protect passengers, a comprehensive suite of available safety technologies and adaptive crash-avoidance features offers ease of use and added peace of mind, with new available features including:
      Surround Vision D-Optic LED headlamps (standard on High Country and Premier) Lane Keep Assist with Lane Departure Warning Front Pedestrian Braking Forward Collision Alert Low and High-Speed Forward Automatic Braking. Teen Driver is standard, allowing parents to set certain controls and review performance in order to help encourage better driving habits, even when parents are not in the vehicle. 
      Performance and efficiency
      A new 3.6L V-6 and nine-speed automatic transmission form the standard propulsion system, expected to offer nearly 10 percent more horsepower than the current model and a GM-estimated 25 mpg highway (FWD). The combination also supports an estimated 5,000-pound (2,268 kg) trailering capacity when properly equipped.
      Sporting the new RS trim, the Traverse will exclusively feature a 2.0L turbocharged engine that provides a unique driving experience, with more maximum torque than the V-6. It is also paired with the nine-speed automatic transmission.
      Both engines feature new intelligent stop/start technology that determines the best times for fuel-saving engine-stop events, based on a variety of driving factors.
      New Traction Mode Select is standard on all models and allows the driver to make real-time adjustments to the vehicle’s driving mode to account for varying road conditions. On available AWD models, it also allows the system to be completely disconnected from the rear axle, which helps save fuel and enhances refinement.
      High Country’s exclusive Advanced AWD system employs twin-clutch technology that optimizes traction for every condition it encounters. It is engineered for optimal performance in wet, snowy and icy conditions, while also providing enhanced stability in dry conditions.

      View full article
  • Recent Status Updates

  • Who's Online (See full list)