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    GM Squeezes Wentzville Plant To Produce More Midsize Trucks


    • Some Good News for GM's Midsize Trucks

    Buyers can't get enough of GM's midsize trucks. The company says that the Chevrolet Colorado only sit on dealer lots for an average 12 days before being snapped up. This is causing dealers to asking to ask for more trucks. GM's Wentzville, Mo plant is already pumping out as many as they can. But GM has a found a few ways to wring out a few more models.

     

    Automotive News reports that the plant has recently instituted a broader schedule reshuffling which saw a unpaid lunch break be cut to eliminate a six-minute production lull which means an extra 18 minutes of production in a three shift day and more importantly - an extra 3,500 trucks per year. GM is also hiring as many as 1,000 'flex' workers to fill weekend shifts which should boost production by more than 2,000 trucks per month. This comes after the plant brought on a third shift in March to help with the massive demand.

     

    With this increase in truck production, something had to be cut. In this case it was GM's full-size vans. For every two trucks built, one van rolls off the production line.

     

    Source: Automotive News (Subscription Required)

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    Makes sense since the vans are mostly for service commercial use. Not as many sales as the mid truck market.

     

    GM Needs to offer these trucks in Bi-Fuel mode of CNG/Petrol

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    I don't know who has a Colorado on their lot for 12 days, we can't even get them in for the lot.  We order them for the lot, but they are already sold before they get here every time.

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    I don't know who has a Colorado on their lot for 12 days, we can't even get them in for the lot.  We order them for the lot, but they are already sold before they get here every time.

     

    That's good to hear.  You probably make more money on the trucks than the commercial vans anyway.

     

    2-birds/1-stone - increase high profit truck sales, decrease excess commercial van inventory. 

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    I don't know who has a Colorado on their lot for 12 days, we can't even get them in for the lot.  We order them for the lot, but they are already sold before they get here every time.

     

    That's good to hear.  You probably make more money on the trucks than the commercial vans anyway.

     

    2-birds/1-stone - increase high profit truck sales, decrease excess commercial van inventory. 

     

    We only bring in commercial vans for customer orders, not on the lot, so no worries there.  I don't know we make on the GM mid-sizers because I have yet to sell one.  I've gotten all the catch 22 buyers.  They want to see it before they buy it, but it sells so quick they never get a chance to see it.  I think most of the sales on those have been through our GM manager, and not through our regular salespeople.

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    I don't know who has a Colorado on their lot for 12 days, we can't even get them in for the lot.  We order them for the lot, but they are already sold before they get here every time.

     

    That's good to hear.  You probably make more money on the trucks than the commercial vans anyway.

     

    2-birds/1-stone - increase high profit truck sales, decrease excess commercial van inventory. 

     

    We only bring in commercial vans for customer orders, not on the lot, so no worries there.  I don't know we make on the GM mid-sizers because I have yet to sell one.  I've gotten all the catch 22 buyers.  They want to see it before they buy it, but it sells so quick they never get a chance to see it.  I think most of the sales on those have been through our GM manager, and not through our regular salespeople.

     

     

    Ah, I have a few big lots near me that keep rows and rows of various Savannas and Expresses. 

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    I don't know who has a Colorado on their lot for 12 days, we can't even get them in for the lot.  We order them for the lot, but they are already sold before they get here every time.

     

    That's good to hear.  You probably make more money on the trucks than the commercial vans anyway.

     

    2-birds/1-stone - increase high profit truck sales, decrease excess commercial van inventory. 

     

    We only bring in commercial vans for customer orders, not on the lot, so no worries there.  I don't know we make on the GM mid-sizers because I have yet to sell one.  I've gotten all the catch 22 buyers.  They want to see it before they buy it, but it sells so quick they never get a chance to see it.  I think most of the sales on those have been through our GM manager, and not through our regular salespeople.

     

     

    Ah, I have a few big lots near me that keep rows and rows of various Savannas and Expresses. 

     

    Well, we carry all the GM makes, Nissan, Toyota, and Mazda as new vehicle lines, even though we have a good-sized lot (600-700 cars on the lot ready to show, more waiting to get ready), with all of that there just isn't enough room to fill up with commercial vehicles as well.

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    I find many dealers are more set for commercial sales than others. They are geared for dealing with higher volumes and work the sales with better prices and sell in larger numbers.

     

    We have one Chevy dealer here out in the country but they supply many commercial trucks in fact they are one of the higher volume dealers around. They sell to many fleet sales regionally and they even have a dear by truck bed builder that they supply most of their trucks.

     

    GM's risk has paid off as like my self I want a truck but I do not want or need one as large as the full size is today. You could make a full size out of carbon fiber but I would not want it as the size of the smaller truck fits my needs better.

     

    I expect to be in a Z71 or ZQ8 if it is made at some point.

     

    My only beef with the present truck is the extended cab. I wish they had configured it a little different. The seats are worthless and the bases make for a non flat floor like my Sonoma. My dog would hate the new truck.

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    • By William Maley
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      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.
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      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.
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      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
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      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.     
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      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
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      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

      View full article
    • 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
    • By William Maley
      The tentative agreement between General Motors and Canadian union Unifor has a $400 million investment going to Oshawa for a new product. Unifor President Jerry Dias said at a press briefing yesterday morning that Oshawa would be the only GM plant that will build cars and trucks. Neither side is saying what that product might be.
      But Canadian newspaper The Globe and Mail has learned from sources that Oshawa will be handling the final assembly of the Chevrolet Silverado and GMC Sierra. Truck bodies from GM's Fort Wayne Assembly in Indiana will travel to Oshawa to have interiors installed and final assembly. The Detroit News reports something similar, although their source says it will only be the Silverado.
      Oshawa has a history of building pickups. For four decades, Oshawa was one of the places where GM built the Silverado and Sierra. But in 2009, GM closed the truck plant due to the recession. 
      The Globe and Mail also reports that production of the XTS has been extended at Oshawa. Analysts believed previously that XTS production would end in 2019.
      Source: The Globe and Mail, The Detroit News

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