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    GM Expands Ignition Switch Recall Amid A Climbing Death Toll


    • GM expands their already big recall concerning faulty ignition switches


    Two weeks ago, General Motors announced a massive recall that involves 778,562 Chevrolet Cobalts built between 2005 to 2007 and Pontiac G5s built in 2007 because of a faulty ignition switch that slip out of the run position if jostled or if any weight was applied to the key in the cylinder. Now this problem has caused 22 accidents and claimed the lives of six people since the air bags didn't deploy since the key was turned away from the run position. Now a GM spokesman pointed out at the time that the lack of air bags weren't the only factor in these fatalities; high speed, alcohol, not wearing a seat belt, and going off the road played a role in the six different fatalities.

    At that time, GM told owners to remove non-essential items from their key rings and get to their nearest dealer for a free replacement of the switch.

    Well today, GM has expanded the recall to an additional 588,000 vehicles bringing the total amount to over 1.6 million vehicles. The vehicles announced in this additional recall are,

    • 2003-07 Saturn Ion
    • 2006-07 Chevrolet HHR
    • 2006-07 Pontiac Solstice and Saturn Sky

    Along with the addition of the vehicles to the recall, the number of crashes and fatalities has increased to 31 and 13 respectively.

    In a statement, General Motors says they have begun the process of letting owners owners of the affected vehicles know. But it will go further by reaching out to social media and its customer care centers.

    But this may be only the beginning of problems for GM. Last week USA Today got their hands on documents in a court case concerning the death of pediatric nurse Brooke Melton. In 2010, she got into a accident with her 2005 Cobalt, killing her. A dump of the vehicle's black box showed that before the crash, the key was not in the run position, thus turning off the vehicle and causing the vehicle to lose control. During the trial, a GM engineer said the problem appeared when testing the Cobalt before went on sale.

    This was confirmed by documents filed by GM to safety regulators yesterday. Engineers were able to replicate the problem and an inquiry was opened. However, no action was taken after lead time, cost and effectiveness of potential solutions were taken into account.

    The paperwork goes on to say that in 2005, GM started getting reports that Cobalts were losing power when a driver inadvertently hit the key or the steering column. The company issued a service bulletin telling dealers that the likely cause came down to a heavy or large key ring. Dealers were told to notify customers to remove non-essential items from the key ring. During the 2007 model year, GM transitioned to a new ignition switch.

    But it was a few years ago that GM started getting reports of accidents in Cobalts where the airbag didn't deploy. It was discovered that the key was turning into the accessory position.

    With this, GM has opened itself up to the potential of lawsuits.

    "The chronology shows that the process employed to examine this phenomenon was not as robust as it should have been. Today's GM is committed to doing business differently and better. We will take an unflinching look at what happened and apply lessons learned here to improve going forward," said GM North America President Alan Batey.

    Source: Automotive News (Subscription Required), USA Today, (2), General Motors

    Press Release and GM's Filing is on Page 2


    GM Expands Ignition Switch Recall

    • Chevrolet HHR, Pontiac Solstice, and Saturn Ion and Sky included
    • Company Launches Process Review

    DETROIT – General Motors is expanding the recall of certain 2003-2007 model year vehicles to correct a condition with the ignition switch that may allow the key to unintentionally move or switch to the "accessory" or "off" position, turning off the engine and most of the electrical components on the vehicle.

    In addition to 2005-2007 Chevrolet Cobalts and Pontiac G5 and Pontiac Pursuit sold in Canada only, GM is separately recalling 2003-2007 Saturn Ions, 2006-2007 Chevrolet HHRs, and 2006-2007 Pontiac Solstice and Saturn Sky models. The affected U.S. vehicle population, including those vehicles recalled Feb. 13, totals 1,367,146.

    This expanded vehicle population raises the number of reported incidents involving frontal crashes, in which the recall condition may have caused or contributed to the non-deployment of the frontal airbags, to 31 involving 13 front-seat fatalities.

    As part of the recall, GM is taking steps to address customer concerns and working with its suppliers to increase parts production and accelerate availability.

    GM will notify all affected customers that in addition to recalling their vehicles and performing repairs at no charge to them, GM and its dealers will work with customers on an individual, case-by-case basis to minimize inconvenience associated with the recall.

    "Ensuring our customers' safety is our first order of business," said GM North America President Alan Batey. "We are deeply sorry and we are working to address this issue as quickly as we can."

    Going beyond required written notification, GM, through its customer care centers and social media teams, is using customer records and communications channels to notify affected customers of the recall and additional actions the company is willing to take to relieve their concerns and minimize inconvenience.

    GM is recalling these vehicles because the ignition switch torque performance may not meet GM specifications. If the torque performance is not to specification, and the key ring is carrying added weight or the vehicle goes off road or experiences some other jarring event, the ignition switch may inadvertently be moved out of the "run" position.

    The timing of the key movement out of the "run" position, relative to the activation of the sensing algorithm of the crash event, may result in the airbags not deploying, increasing the potential for occupant injury in certain kinds of crashes.

    Dealers will replace the ignition switch to prevent the unintentional or inadvertent key movement. Until this correction is performed, customers should use only the ignition key with nothing else on the key ring. As always, customers should drive responsibly and use their safety belts.

    On Monday, the company submitted to the National Highway Traffic Safety Administration a detailed chronology associated with its initial recall of the ignition switch torque performance condition in Chevrolet Cobalts and Pontiac G5s and Pursuits. The chronology outlines events that happened during the time that elapsed between receiving the first field reports and issuing a recall.

    "The chronology shows that the process employed to examine this phenomenon was not as robust as it should have been," said Batey. "Today's GM is committed to doing business differently and better. We will take an unflinching look at what happened and apply lessons learned here to improve going forward."

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    What is sad is they new about in testing phase, so that was probably 2003-2004 and they for sure knew of the problem in 2005, yet did nothing. This is why they have a bad reputation and people don't trust them. How about getting it right the first time, rather than doing what is cheapest or "good enough." GM always had these press releases that say we are committing to doing better or being world class, and the new GM is different from the old, but they have been saying that for 30 years. Actions would speak louder than words.

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    One PreGM Bankruptcy and the BEAN counters were in control, so the cost of lawsuits outweighed building the product right. Clear enough, GM is aggressively working to fix this.

    I feel for the people who died and the families who lost loved ones. I think GM would be wise to let people know if all the deaths were only due to this or if human error also truly played a part as they imply in the comment about alcohol and other issues.

    End game, GM is still way better than they used to be. Can they improve YES THEY CAN, I believe this is a good test case for them to show it by aggressively going after repairing this.

    I would still take one of these GM auto's over anything German or Asian built. Simple fix, replace the ignition switch.

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    This same thing happened in my 1997 Cavalier causing the steering wheel to lock in a turn but luckily I was able to get the car into neutral and get the car restarted before I crashed. I have a feeling that this recall will get bigger over time.

    I resolved the issue by switching to my spare key which was still crisp and sharp unlike the worn key that I was using.

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    I hate to sound insensitive, but I think there is a major driver problem when the driver can't cope with a stall, except to crash.

    There's a stall, which is easy to manage...

    ... and then there's an unexpected steering wheel lock while driving. At that point, stalling is the least of one's concerns.

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    I hate to sound insensitive, but I think there is a major driver problem when the driver can't cope with a stall, except to crash.

    There's a stall, which is easy to manage...

    ... and then there's an unexpected steering wheel lock while driving. At that point, stalling is the least of one's concerns.

    Show me a source that claims the steering wheel locked. I haven't seen it. This is about the key either being loose and the car "falling out" of run or the driver bumping the key and knocking the key out of 'run'... but in either case, turning the key from run to acc to lock is not easy to do by bumping it. All the articles I've seen only mention the car stalling, not locking the steering... and then the airbag not functioning on impact.

    Since I am all too familiar with a '98 Sunfire (and a bit less familiar with the recently acquired '97 CheapHoe (Tahoe), which has the same exact key and ignition), it would take quite a bit a bumping to get the ignition to fall out of run... and consider that the '97's ignition is loose enough I can start it with my mailbox key. Playing with these, it really would take an unusual operation to accidentally lock the steering. Of course, these are not the ignition in question. I am not familiar with the Cobalt/SSR/Kappa ignitions and keys.

    In any case, if I jerked my ignition key and the car stalled and locked the steering, I would be immediately turning the key to see if it unlocked it.

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    Too much weight on the key ring has been named as one cause. These people who have fifty pounds of unnecessary stuff attached to their car keys always induce an eye roll. The ignition switches on Cobalts, etc., that are involved are a unique design.

    The fact that it has come out that GM discovered the problem long ago and came up with an ineffective fix is damning, though.

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    GM will have to eat crow, do normal damage control and pay out money. Then hopefully they will not listen to a bunch of bean counters and lawyers who only have their own wealth in mind and actually listen to the engineers who design and create these auto's so that the next problem like this comes up and they actually fix the issue never allowing it to get to the field.

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    I hate to sound insensitive, but I think there is a major driver problem when the driver can't cope with a stall, except to crash.

    There's a stall, which is easy to manage...

    ... and then there's an unexpected steering wheel lock while driving. At that point, stalling is the least of one's concerns.

    Show me a source that claims the steering wheel locked. I haven't seen it. This is about the key either being loose and the car "falling out" of run or the driver bumping the key and knocking the key out of 'run'... but in either case, turning the key from run to acc to lock is not easy to do by bumping it. All the articles I've seen only mention the car stalling, not locking the steering... and then the airbag not functioning on impact. <snip>

    If the ignition switch moves out of "run" in any car -- which is exactly what's happening with these vehicles -- the steering wheel locks subsequently. You don't need a news report for that.

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    If the ignition switch moves out of "run" in any car -- which is exactly what's happening with these vehicles -- the steering wheel locks subsequently. You don't need a news report for that.

    Simply wrong.

    On modern cars, there are four positions... Lock, Accessory, Run and Start, in that order. (See page 2-16 and 2-17 in the 2005 Cobalt Owners Manual (http://www.vadengmpp.com/owners-manual/chevrolet/2005-Chevrolet-Cobalt.pdf). The steering only locks on Lock. Falling out of Run would place the ignition either in Accessory or (depending on the switch contacts) something of a cross between Accessory and Run... If the steering locks in Accessory, you need to have your car ignition fixed, as its not working to GM specs.

    Even on older cars, with an ignition order of Accessory, Lock, Run and Start, there is enough of a gap between Lock and Run that you can remove the car from Run and place it in the gap between Lock and Run, where its off, but the steering it not locked. I know this for a fact, as I've shut off and restarted many of my cars countless times without locking the steering while the car was rolling along at speed.

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    OK, I shall admit my mistake and defer to your experience on this one. :bowdown:

    I had my Bonneville stall out countless times -- even on freeways -- when the MAF sensor was dying out. So many times that, in fact, I became a pro at rolling starts myself. Not fun, but hey. The thing was, I could actually feel the car stall out each time it happened, and the ignition was still in On so I had full power otherwise.

    It's a bit different when the car turns its own key to Acc and you lose your power steering and brakes (by GM's own account, this happens). It may not be an actual steering lock, but it sure might feel like it when you don't see it coming...

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    The squishy folks of today that have no muscles at all probably think it locks up when it slips out of run due to the increased resistance. Just think how bad it would be if it was truly manual steering of the 70's or older auto's! Men and Woman of those days had to have some arm muscles to drive a car. :P

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    I agree that loosing power is disconcerting, but it is like any other hazard of driving... you have to be prepared for anything... be it a sudden stall, a huge pothole, or a car darting out of nowhere into your lane. Steering/brakes not working normally? You better adjust your plans RIGHT NOW. One can argue fault all they would like, but it does not bring one back from the dead... the only person on the road that is looking out for your life is yourself.

    Dfelt, I used to drive my '68 Catalina with no assist, as the pitman arm seal leaked like a sieve, so I removed the pump. Nothing like regularly parallel parking a power steering car with no power steering to build the muscles. Ugh.

    Normal manual steering cars fixed the issue by have an insane turning ratio and a huge wheel to give you better leverage... so parallel parking involved turning the wheel 50 times to the right followed by 100 times to the left and then 50 times to the left again.

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    I agree SAmadei, today many drivers are paying more attention to their smart phone than to their driving.

    Loss of life is always sad and regretful, but I wonder how many of the 6 deaths involved the driver not really paying attention to their driving due to being distracted with other things and when the slip happened they just let it go. Each and every human behind the wheel has an obligation to their driving and the people around them.

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    One PreGM Bankruptcy and the BEAN counters were in control, so the cost of lawsuits outweighed building the product right. Clear enough, GM is aggressively working to fix this.

    I feel for the people who died and the families who lost loved ones. I think GM would be wise to let people know if all the deaths were only due to this or if human error also truly played a part as they imply in the comment about alcohol and other issues.

    End game, GM is still way better than they used to be. Can they improve YES THEY CAN, I believe this is a good test case for them to show it by aggressively going after repairing this.

    I would still take one of these GM auto's over anything German or Asian built. Simple fix, replace the ignition switch.

    Question is now two fold...

    1) how are they going to handle this? Prove to me GM that this is not just talk.....I'm got a front row now with my Balt...

    2) Just how much damage is this going cause? Hate to see them have to give away Cruzes because of the s**tbalts.....

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    Loss of life is always sad and regretful, but I wonder how many of the 6 deaths involved the driver not really paying attention to their driving due to being

    Not 6 deaths... 13.

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      “A traditional, deflected-disc damper only offers two force-velocity curves for tuning,” Dickens said. “The ZR2 dampers offer six tuning curves for the front, four at the rear. For the driver, this translates to greater confidence and control in a wider range of driving experiences.”
      Design meets mud, sand and rock
      Visually, the production version of the Colorado ZR2 closely resembles the concept shown at the 2014 Los Angeles Auto Show. Consumer response to that concept was so overwhelming, the team knew they needed to carry as much of the original design into production as possible.
      “For both the concept and the production versions of ZR2, the exterior design was shaped by the desire to improve capability driving over mud, sand and rock,” said Rich Scheer, director of design for Chevrolet Truck. “The wider, more aggressive stance, modified front and rear bumpers, and even the bed-mounted, spare-tire carrier all improve performance driving over rough terrain.”
      Compared to a Colorado Z71, the ZR2 has a more aggressive side profile, with the suspension lifted two inches for greater ground clearance. The steel-tube, functional rocker protectors will be standard equipment on the ZR2, and are strong enough to protect the body side while dragging the truck against a rock face.
      The ZR2 also features 17 x 8 inch aluminum wheels, in a pattern exclusive to the ZR2, wrapped in 31-inch Goodyear Duratrac off-road tires for exceptional traction. 
      The front and rear track has been widened by three-and-a-half inches, with new cast-iron control arms for greater durability in off-road situations. As a result, the ZR2 offers greater wheel travel and stability while traversing steep grades.
      The front bumper of the ZR2 has tapered ends, to increase the tire clearance when approaching obstacles. The bumper also integrates a thick, aluminum skid plate protecting the radiator and engine oil pan, while the transfer case is protected by an additional shield. Above the bumper, the ZR2 features a more aggressive grille and hood – with black insert – to complement the other exterior changes.
      A bed-mounted spare tire carrier, seen on reveal vehicles at the Los Angeles Auto Show, will be available as an accessory. “The bed-mounted spare tire adds a rugged look to ZR2, and serves a functional purpose. By relocating the spare to the bed, ZR2’s departure is improved and prevents any damage to the spare when you’re crawling over obstacles,” said Scheer.
      Class-exclusive electronic lockers, available diesel engine
      The ZR2 also features the most sophisticated four-wheel drive system in the segment. With class-exclusive, electronic-locking differentials front and rear and Chevrolet’s AutoTrac transfer case, the ZR2 offers nine drive configurations:
      2WD 2WD, locked rear differential Auto 4WD Auto 4WD, locked rear differential 4WD Hi, locked transfer case 4WD Hi, locked transfer case and locked rear differential 4WD Lo, locked transfer case 4WD Lo, locked transfer case and locked rear differential 4WD Lo, locked transfer case, locked front and rear differentials Extensive work was done to integrate the electronic lockers and allow them to seamlessly interact with the traction control, stability control, and hill-descent control. In addition, a new “Off-Road Mode” button, in combination with the traction control switch, allows the anti-lock brakes, traction control, and stability control calibrations to be tailored to different driving conditions. Off-road Mode also alters the throttle progression and shifts calibrations to give the driver better control and responsiveness.
      The ZR2 shares its powertrains with the 2017 Colorado, and it will be the only extreme production off-road truck to offer the choice of gas or diesel engines.
      The all-new 3.6L V-6, mated to a class-exclusive Hydra-Matic 8L45 8-speed automatic transmission, yields 308 horsepower and 275 lb-ft of torque, while the class-exclusive Duramax diesel engine produces 181 horsepower and 369 lb-ft of torque and will provide excellent range to overland drivers.
      Even with all of the off-roading upgrades over the base truck, the ZR2 can still tow up to 5,000 lbs. – enough to pull a camper, trailer dirt bikes, jet skis, snow mobiles and other toys – or carry 1,100 lbs. of payload.
      As such, the Colorado ZR2 offers a distinct position in the market: Compared to other midsize trucks, the Colorado offers an unrivaled suite of powertrain technologies; compared to full-size off-road trucks, the ZR2 is about a foot narrower and 500 pounds lighter, enabling greater agility over obstacles and better trail access.
      “It’s amazing what a difference a foot of width makes off road,” said Dickens. “The smaller size of the Colorado is a huge enabler for taking the ZR2 more places, and getting it through tighter spots than you could access with a full-size truck.”
      New, off-road development track at GM’s Yuma Proving Ground
      For the development of the Colorado ZR2, Chevrolet developed new off-road test areas at General Motors’ Yuma, Arizona Proving Ground.
      The Yuma Proving Ground is located on 2,400 acres of land in southeastern Arizona. Opened in 2009, Yuma features a range of tracks, laboratories and courses. 
      The new off-road facility features a multitude of off-road simulations, including high-speed desert sand trails; low-speed, loose river rock crossings; and steep, technical hill climbs and descents.
      Yuma Proving Ground’s new off-road course allowed the team to test multiple iterations of components on the ZR2 is a single day. These components were then tested a real-world facilities like Moab, Johnson Valley, and Rubicon to ensure the ZR2 is trail-ready right from the factory.

      View full article
    • By William Maley
      It was three years ago that Chevrolet showed off the Colorado ZR2 concept at the LA Auto Show. It was a mean looker with an aggressive look, raised suspension, and meaty off-road tires. Imagine our surprise when Chevrolet revealed the production version tonight in Los Angeles.
      The 2017 Colorado ZR2 keeps the mean look of the concept with a new front end treatment, raised hood, skid plates, 31-inch Goodyear Duratrac tires mounted on 17-inch wheels, and an optional spare tire carrier in the bed.
      But under the skin is where the juicy changes are. Chevrolet has widened the track by 3.5-inches, raised the suspension by 2-inches and equipped it with unique spool-valve dampers from Multimatic - yes the same folks who are being tasked with building the upcoming Ford GT. The dampers first used on the Camaro Z/28, come with six different tuning curves up front, and four in the rear to provide better ride and handling characteristics over different terrains. 
      Engine choices include the 3.6L V6 (308 horsepower, 275 pound-feet) and 2.8L Duramax Turbodiesel (181 horsepower, 369 pound-feet). The four-wheel drive system features a set of electronic-locking differentials for the front and rear axles.
      No word on pricing on when the Colorado ZR2 will arrive at dealers.
      Source: Chevrolet
      Press Release is on Page 2


      New Colorado ZR2 A "Segment of One" Among Off-Road Pickups
      New performance variant of the Chevrolet Colorado excels in tight two-tracks, technical rock-crawling, fast desert running and on pavement LOS ANGELES — Just as introduction of the Chevrolet Colorado reset the bar for mid-size trucks, the new Colorado ZR2 is poised to reset expectations for off-road trucks. Chevy’s new performance halo for the Colorado lineup will feature more off-road technology than any other mid-size pickup when it goes on sale.
      The ZR2 is effectively a segment of one, combining the nimbleness and maneuverability of a mid-size pickup with a host of new off-road features and the most off-road technology of any vehicle in its segment.
      Compared to a standard Colorado, the ZR2 features a much wider track and a lifted suspension. Functional rockers have been added for better performance over rocks and obstacles, and the front and rear bumpers have been modified for better off-road clearance.
      Class-exclusive features include front and rear electronic locking differentials, available diesel engine, and the first off-road application of Multimatic Dynamic Suspensions Spool Valve (DSSVTM) damper technology.
      As a result, the Colorado ZR2 delivers exceptional performance in a variety of scenarios – from technical rock crawling to tight two-track trails to high-speed desert running to daily driving.
      “Our engineers have been incredibly successful developing Corvette and Camaro performance variants with broad performance envelopes,” said Mark Reuss, executive vice president, Global Product Development, Purchasing and Supply Chain. “The ZR2 applies that same philosophy to off-road performance. You can go rock crawling on Saturday, desert running on Sunday, and comfortably drive to work on Monday. This truck can do it all, and do it all well.”
      First off-road application of Multimatic DSSV dampers
      To achieve this unprecedented balance of on- and off-road performance, the Chevy engineering team turned to a surprising partner in creating the ZR2’s dampers, which are the heart of any off-road truck.
      Multimatic Inc., based in Markham, Ontario, is a renowned maker of high-performance Dynamic Suspensions Spool Valve (DSSV) dampers as used in championship-winning motorsport vehicles, including recent Formula One winners.
      The first volume production vehicle to use DSSV dampers was the 2014 Chevrolet Camaro Z/28. The 2017 Chevrolet Colorado ZR2 will be the first application of Multimatic DSSV damper technology to an off-road vehicle.
      “From our experience on Z/28, we knew the performance advantages offered by DSSV dampers, “ said Mark Dickens, executive director, Performance Variants, Performance Parts and Motorsports Engineering, Chevrolet. “We also know that Multimatic’s motorsport development mentality would allow us to bring a uniquely precise and repeatable custom damper to market even more quickly than a traditional damper system.”
      Compared to deflected-disk valving common on most dampers, the ZR2 employs spool valves that offer increased precision and manufacturing repeatability along with enhanced ride and handling performance both on- and off-road.
      The Colorado ZR2’s DSSV dampers are position-sensitive. Their aluminum bodies each house two spool valves providing both compression and rebound damping optimized for everyday driving. During extreme off-road use, a third, piston-mounted spool valve delivers additional, uniquely tuned, compression damping. The front dampers also employ a separate rebound valve, which comes into play when the suspension approaches full extension.
      “A traditional, deflected-disc damper only offers two force-velocity curves for tuning,” Dickens said. “The ZR2 dampers offer six tuning curves for the front, four at the rear. For the driver, this translates to greater confidence and control in a wider range of driving experiences.”
      Design meets mud, sand and rock
      Visually, the production version of the Colorado ZR2 closely resembles the concept shown at the 2014 Los Angeles Auto Show. Consumer response to that concept was so overwhelming, the team knew they needed to carry as much of the original design into production as possible.
      “For both the concept and the production versions of ZR2, the exterior design was shaped by the desire to improve capability driving over mud, sand and rock,” said Rich Scheer, director of design for Chevrolet Truck. “The wider, more aggressive stance, modified front and rear bumpers, and even the bed-mounted, spare-tire carrier all improve performance driving over rough terrain.”
      Compared to a Colorado Z71, the ZR2 has a more aggressive side profile, with the suspension lifted two inches for greater ground clearance. The steel-tube, functional rocker protectors will be standard equipment on the ZR2, and are strong enough to protect the body side while dragging the truck against a rock face.
      The ZR2 also features 17 x 8 inch aluminum wheels, in a pattern exclusive to the ZR2, wrapped in 31-inch Goodyear Duratrac off-road tires for exceptional traction. 
      The front and rear track has been widened by three-and-a-half inches, with new cast-iron control arms for greater durability in off-road situations. As a result, the ZR2 offers greater wheel travel and stability while traversing steep grades.
      The front bumper of the ZR2 has tapered ends, to increase the tire clearance when approaching obstacles. The bumper also integrates a thick, aluminum skid plate protecting the radiator and engine oil pan, while the transfer case is protected by an additional shield. Above the bumper, the ZR2 features a more aggressive grille and hood – with black insert – to complement the other exterior changes.
      A bed-mounted spare tire carrier, seen on reveal vehicles at the Los Angeles Auto Show, will be available as an accessory. “The bed-mounted spare tire adds a rugged look to ZR2, and serves a functional purpose. By relocating the spare to the bed, ZR2’s departure is improved and prevents any damage to the spare when you’re crawling over obstacles,” said Scheer.
      Class-exclusive electronic lockers, available diesel engine
      The ZR2 also features the most sophisticated four-wheel drive system in the segment. With class-exclusive, electronic-locking differentials front and rear and Chevrolet’s AutoTrac transfer case, the ZR2 offers nine drive configurations:
      2WD 2WD, locked rear differential Auto 4WD Auto 4WD, locked rear differential 4WD Hi, locked transfer case 4WD Hi, locked transfer case and locked rear differential 4WD Lo, locked transfer case 4WD Lo, locked transfer case and locked rear differential 4WD Lo, locked transfer case, locked front and rear differentials Extensive work was done to integrate the electronic lockers and allow them to seamlessly interact with the traction control, stability control, and hill-descent control. In addition, a new “Off-Road Mode” button, in combination with the traction control switch, allows the anti-lock brakes, traction control, and stability control calibrations to be tailored to different driving conditions. Off-road Mode also alters the throttle progression and shifts calibrations to give the driver better control and responsiveness.
      The ZR2 shares its powertrains with the 2017 Colorado, and it will be the only extreme production off-road truck to offer the choice of gas or diesel engines.
      The all-new 3.6L V-6, mated to a class-exclusive Hydra-Matic 8L45 8-speed automatic transmission, yields 308 horsepower and 275 lb-ft of torque, while the class-exclusive Duramax diesel engine produces 181 horsepower and 369 lb-ft of torque and will provide excellent range to overland drivers.
      Even with all of the off-roading upgrades over the base truck, the ZR2 can still tow up to 5,000 lbs. – enough to pull a camper, trailer dirt bikes, jet skis, snow mobiles and other toys – or carry 1,100 lbs. of payload.
      As such, the Colorado ZR2 offers a distinct position in the market: Compared to other midsize trucks, the Colorado offers an unrivaled suite of powertrain technologies; compared to full-size off-road trucks, the ZR2 is about a foot narrower and 500 pounds lighter, enabling greater agility over obstacles and better trail access.
      “It’s amazing what a difference a foot of width makes off road,” said Dickens. “The smaller size of the Colorado is a huge enabler for taking the ZR2 more places, and getting it through tighter spots than you could access with a full-size truck.”
      New, off-road development track at GM’s Yuma Proving Ground
      For the development of the Colorado ZR2, Chevrolet developed new off-road test areas at General Motors’ Yuma, Arizona Proving Ground.
      The Yuma Proving Ground is located on 2,400 acres of land in southeastern Arizona. Opened in 2009, Yuma features a range of tracks, laboratories and courses. 
      The new off-road facility features a multitude of off-road simulations, including high-speed desert sand trails; low-speed, loose river rock crossings; and steep, technical hill climbs and descents.
      Yuma Proving Ground’s new off-road course allowed the team to test multiple iterations of components on the ZR2 is a single day. These components were then tested a real-world facilities like Moab, Johnson Valley, and Rubicon to ensure the ZR2 is trail-ready right from the factory.
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