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  • William Maley
    William Maley

    GM to Unifor: End CAMI Strike Or We Begin Winding Down Equinox Production

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      This I believe is what is called the 'Nuclear Option'

    The news isn't getting any better at General Motors' CAMI plant where workers have been on strike for a month after the automaker and Canadian union Unifor were unable to reach an agreement. Already, the strike has caused GM to make adjustments and idle some of their plants in North America, and there are concerns about the shrinking stock of Chevrolet Equinoxes. 

    But now the stakes have been raised. According to Reuters and Automotive News, General Motors issued a warning to leaders at Unifor that it will start winding down production of the Equinox at CAMI unless the strike is called off. Unifor leader Jerry Dias was told by GM officials that the automaker would begin ramping up Equinox production at the San Luis Potosi and Ramos Arizpe, Mexico plants if the strike was not called off.

    "GM just told us today that they are going to ramp up production in Mexico. They have declared war on Canada," Diaz told Reuters.

    GM had no immediate comment on Dias' statement when reached by Reuters.

    According to a source at GM, the discussions between them and Unifor have been going nowhere and there is "a high degree of frustration." Because of this, GM is planning to study how quickly key suppliers for the Equinox could move their operations down to Mexico. No final decision on CAMI's fate has been decided according to the source, but the time frame for getting a deal done is narrowing.

    Mexico has been the dividing point between GM and Unifor. The union objected to GM's decision to lay off 600 workers at CAMI when it moved production of the GMC Terrain to Mexico. Unifor wants CAMI to be the lead plant for Equinox production by "giving it more production if Equinox sales rise and making it the last to scale back production if sales fall." But GM has invested $800 million into the plant for retooling to build the new Equinox. The automaker believes this should be enough commitment and putting it into writing isn't necessary. According to the source, there is no such language in any of the other union contracts.

    The strike has gotten so bad that the Government of Ontario has stepped in, urging both groups to resolve this rift.

    “I feel like we’re engaged in a poker game, but the interests of Ontario are sitting on the table right now,” said Brad Duguid, Ontario's Economic Development Minister.

    “It’s an uncomfortable place to be, obviously, and we’d really like to urge the parties to find a resolution to this as quickly as possible before permanent damage is done.”

    Source: Automotive News (Subscription Required), Reuters

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    If they do settle this, I would avoid buying as I bet there will be some frustration issues and it could be taken out in quality on the auto's.

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    Some historian correct me if I'm wrong.... didn't CAMI try this "preferential treatment on the production of a specific nameplate" stunt with the 5th Gen Camaro also?

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    It certainly bears a striking resemblance Drew. Act like a greedy little a-hole, get treated like a greedy little a-hole, seems to be lesson GM is trying to teach here. 

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    3 minutes ago, surreal1272 said:

    It certainly bears a striking resemblance Drew. Act like a greedy little a-hole, get treated like a greedy little a-hole, seems to be lesson GM is trying to teach here. 

    All of these damn auto unions need a little slap on the wrist letting them know they're employees and lucky to have a job. Manufacturing can be moved anywhere they please and other states would gladly accept the manufacturing jobs(I understand logistically it isn't that simple, at all). 

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    42 minutes ago, ccap41 said:

    All of these damn auto unions need a little slap on the wrist letting them know they're employees and lucky to have a job. Manufacturing can be moved anywhere they please and other states would gladly accept the manufacturing jobs(I understand logistically it isn't that simple, at all). 

    When there is already another line that is building the same product, it is a lot simpler to do.  Good on GM for not putting all their eggs in the CAMI basket like they did with 5th gen Camaro. 

    The Union is trying to act powerful while negotiating from a position of weakness.  It's not going to work out in their favor. 

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    1 hour ago, Drew Dowdell said:

    When there is already another line that is building the same product, it is a lot simpler to do.  Good on GM for not putting all their eggs in the CAMI basket like they did with 5th gen Camaro. 

    The Union is trying to act powerful while negotiating from a position of weakness.  It's not going to work out in their favor. 

    Good. Good on GM for not taking their crap. :thumbsup:

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    6 hours ago, Drew Dowdell said:

    Some historian correct me if I'm wrong.... didn't CAMI try this "preferential treatment on the production of a specific nameplate" stunt with the 5th Gen Camaro also?

    It goes back to the 4th Gen Camaro and the St. Therese Quebec plant. GM figured they were free when they killed the nameplate after the F-Body died (they even tore down the plant), but I guess there were some rumblings so GM tossed them a bone with the 5th Gen. 

    Edited by SS427
    added a comma
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    2 minutes ago, SS427 said:

    It goes back to the 4th Gen Camaro and the St. Therese Quebec plant. GM figured they were free when they killed the nameplate after the F-Body died (they even tore down the plant) but I guess there were some rumblings so GM tossed them a bone with the 5th Gen. 

    Thanks for clarifying for me... my memory was hazy.

    And welcome back!

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    My money is on GM ditching that CAMI plant.  This is not the 1980s anymore.  Mexico is more than able to produce enough Equinoxes the market will bear.

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    10 hours ago, Drew Dowdell said:

    I kinda expected this. GM has no reason to stay. 

    Little does CAMI know this just sealed their fate that much faster.

    That plant was going to get shuttered anyways....kinda knew that years ago. GM simply wants out of Canada all together.

    Nox will be built in Mexico for a while, though the plan was to move small car production down there, not so much the Nox-as they could trade a small car plant (like lordstown or Lansing) for the Nox, maybe Terrain as well.

    Will be interesting to see what GM does now thanks to this strike, as they wanted to take their time moving stuff around first.

    Wouldn't be surprised now to see GM ax a model or too sooner......

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    In other words...

    damned if you do....damned if you dont.

    using another cliche, lose-lose situation.

    Leave things alone and dont say a word...GM closes you down and you go quietly in the night.

    Manifest and strike...GM gets mad...and closes you down.

    Hey...GM has got to do what they got to do to ensure the health of the company...I aint disputing that.

    What I am saying is that...due to circumstances...the fate of that plant was sealed a while ago...

     

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    Seems to be a lot of antipathy for the UAW on here...  And it isn't as if I have any particular 'love' for them either.  

    However, maybe I have mellowed in my elder years.  I do think this is the move of a 'dying' enterprise.  The union is possibly using this as a tactic to garner the attention of the public of the plight of North American (in this case Canada) manufacturing.  

    It won't work, but they will try nonetheless.

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    6 minutes ago, lengnert said:

    Seems to be a lot of antipathy for the UAW on here...  And it isn't as if I have any particular 'love' for them either.  

    However, maybe I have mellowed in my elder years.  I do think this is the move of a 'dying' enterprise.  The union is possibly using this as a tactic to garner the attention of the public of the plight of North American (in this case Canada) manufacturing.  

    It won't work, but they will try nonetheless.

    Unions did allot of good in the early days of the 1900's, now they are just a political ass kissing machine of special interests that have hurt more than helped the average worker.

    Screwed once by the union, shame on them, screwed a second time by the union, shame on me, screwed a third time, time to die.

    Unions have screwed many of us over more than they realize and in todays modern society with more and more people getting an education or at least tradeshow certified, many have come to wonder why do I need to pay a union to represent me when I can represent myself and keep my money to myself?

    Especially in a socialist medicine country like Canada? I do not see the benefits of union representation.

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    With NAFTA seemingly being killed by the US protectionist administration, the auto industry is in for a big headache...

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    2 hours ago, oldshurst442 said:

    In other words...

    damned if you do....damned if you dont.

    using another cliche, lose-lose situation.

    Leave things alone and dont say a word...GM closes you down and you go quietly in the night.

    Manifest and strike...GM gets mad...and closes you down.

    Hey...GM has got to do what they got to do to ensure the health of the company...I aint disputing that.

    What I am saying is that...due to circumstances...the fate of that plant was sealed a while ago...

     

    But it wasn't that way.... GM already put $800 million into re-tooling the plant for Equinox. The Union decided they wanted more than an $800m commitment for what is one of GM's best selling models. It wasn't lose - lose... it was win - lose... and the union picked lose.

    43 minutes ago, dfelt said:

    Unions did allot of good in the early days of the 1900's, now they are just a political ass kissing machine of special interests that have hurt more than helped the average worker.

    Screwed once by the union, shame on them, screwed a second time by the union, shame on me, screwed a third time, time to die.

    Unions have screwed many of us over more than they realize and in todays modern society with more and more people getting an education or at least tradeshow certified, many have come to wonder why do I need to pay a union to represent me when I can represent myself and keep my money to myself?

    Especially in a socialist medicine country like Canada? I do not see the benefits of union representation.

    I don't have a problem with unions that are reasonable... but insisting that a specific plant gets preferential treatment... that's not reasonable.

     

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    7 hours ago, Drew Dowdell said:

    But it wasn't that way.... GM already put $800 million into re-tooling the plant for Equinox. The Union decided they wanted more than an $800m commitment for what is one of GM's best selling models. It wasn't lose - lose... it was win - lose... and the union picked lose.

     

    Yeah...and I was also going with the fact that cost to build cars in Ontario also rose.

    The electricity costs rose...the taxes that GM had to pay in Ontario also rose in the last few years.

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    7 hours ago, frogger said:

    With NAFTA seemingly being killed by the US protectionist administration, the auto industry is in for a big headache...

    Good thing everything I want to own is either built in Mexico or Germany by German corporations or built in japan by Japanese corporations.  I am going to thoroughly enjoy watching this one unravel.

    7 hours ago, Drew Dowdell said:

     

    I don't have a problem with unions that are reasonable... but insisting that a specific plant gets preferential treatment... that's not reasonable.

     

    Hence my intense hatred for the UAW.  They have never been about reasonable.

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    1 hour ago, regfootball said:

    would be nice if GM's volume models were factoried in the USA.  if considering Mexico or CHINA instead.

     

    Sonic, Cruze, Malibu, Impala, Camaro, Traverse, Tahoe, Suburban, Colorado, Canyon, Acadia, Yukon, Yukon XL, Lacrosse, Enclave

     

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    7 minutes ago, Drew Dowdell said:

    Sonic, Cruze, Malibu, Impala, Camaro, Traverse, Tahoe, Suburban, Colorado, Canyon, Acadia, Yukon, Yukon XL, Lacrosse, Enclave

     

    Isn't the CTS built here also?

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      2019-06-03
      DETROIT — The all-new 2020 Chevrolet Silverado’s available 3.0L Duramax inline-six turbo-diesel engine adds choice and versatility for full-size truck customers, offering class-leading torque and horsepower in addition to focusing on fuel economy and capability. It is the first-ever inline-six turbo-diesel offered in Chevrolet’s full-size light-duty trucks.
      Chevrolet engineers started with a clean-sheet design and developed an all-new engine that leverages the efficiency and refinement advantages of the inline six-cylinder architecture and incorporates advanced combustion and emissions technologies to optimize performance and efficiency. It is priced identically to the 6.2L V-8 as a $2,495 premium over a 5.3L V-8 model or $3,890 over a 2.7L Turbo model.
      “From the moment the engine is started, to its idle, acceleration and highway cruising, the 3.0L Duramax performance will change perceptions of what a diesel engine can offer in refinement,” said Nicola Menarini, director for Diesel Truck Engine Program Execution. “With advanced technologies that draw on global diesel expertise, it’s a no-compromise choice for those who want the capability and driving range of a diesel in a light-duty truck.”
      Available on LT, RST, LTZ and High Country models, the 3.0L Duramax diesel rounds out the new Silverado’s range of six propulsion choices, each tailored to suit customers’ needs for performance, efficiency, technology and value. It is rated at an SAE-certified 277 horsepower and 460 lb-ft of torque delivering 95 percent of peak torque at just 1,250 rpm. Peak torque is sustained from 1,500 rpm through 3,000 rpm, providing a powerfully smooth and satisfying driving experience.
      The 3.0L Duramax is paired with GM’s 10L80 10-speed automatic transmission, featuring a centrifugal pendulum absorber torque converter that reduces vibrations to improve smoothness, reinforcing its performance, efficiency and refinement. This combination also offers exhaust braking, which uses the diesel engine’s compression to help slow the vehicle, requiring fewer brake applications by the driver when in Tow Haul mode.
      Innovative Engine Technologies
      The inline six-cylinder architecture offers inherent efficiency and refinement, but the team expanded with smart technology choices to help improve efficiency and weight while optimizing the truck experience. A lightweight aluminum block and cylinder head reduce overall mass, and Active Thermal Management enhances efficiency and cold-weather warm-up. Ceramic glow plugs also help with shorter heat-up times and a quicker cold start, meaning the engine block heater is not needed until -22 degrees F.
      Towing is an important part of owning a truck, and customers can gain additional confidence thanks to the exhaust brake available in tow-haul mode. The water charge air cooler, coupled with low pressure EGR, reduces time to torque. The variable geometry turbocharger helps provide a greater balance of performance and efficiency, and an electronically variable intake manifold helps optimize performance across the rpm band.
      Inherently efficient and balanced
      Compared to a DOHC V-6, the inline-six architecture offers greater efficiency from the reduced friction of operating only two camshafts and their associated valvetrain components. The I6 configuration offers the perfect balance of primary and secondary forces, without the need for balancing shafts.
      “In addition to reduced friction, the architecture enables smooth operation,” Menarini said. “The new Duramax 3.0L elevates the 2019 Silverado with one of the most refined and efficient diesel engines in the segment.”
      Along with supporting elements such as a tuned air induction system and other noise-attenuating elements, the 3.0L Duramax delivers exceptional quietness and smoothness at all engine speeds.
      All-aluminum construction and tough rotating assembly
      The 3.0L Duramax cylinder block is made of a cast aluminum alloy that provides the strength required to support the high combustion pressures that occur within a diesel engine, while also offering an approximately 25 percent mass savings over a comparable cast iron engine block. Iron cylinder liners are used within the aluminum block to insure truck durability.
      There are seven nodular iron main bearing caps that help ensure the block’s strength under those high combustion pressures, while also enabling accurate location of the rotating assembly. A deep-skirt block design, where the block casting extends below the crankshaft centerline, also contributes to the engine’s stiffness and refinement. It’s complemented by a stiffness-enhancing aluminum lower crankcase extension attached to the main bearing caps.
      The rotating assembly consists of a forged steel crankshaft, forged steel connecting rods and hypereutectic aluminum pistons. The alloys in the respective castings for the rods and pistons make them lightweight and durable. Silicon is blended with the aluminum for heat resistance and tolerance within the piston cylinders, which enhances performance and makes the engine quiet.
      A thick piston crown — the top of the piston — and reinforced top ring add strength to support the tremendous cylinder pressures enabled by turbocharging and the engine’s high 15.0:1 compression ratio.
      DOHC Cylinder Head and Rear Cam Drive
      Overhead camshafts offer a direct, efficient means of operating the valves, while four valves per cylinder activated by maintenance-free finger followers with hydraulic lash adjusters increase airflow in and out of the engine. This arrangement is integrated on the Duramax 3.0L’s lightweight aluminum cylinder head, which is topped with a lightweight composite cam cover that incorporates the crankcase ventilation and oil separation systems.
      A pair of lightweight, assembled camshafts actuates 28.35 mm diameter (1.12-inch) intake and 24.55 mm diameter (0.97-inch) exhaust valves. The camshaft drivetrain is uniquely located at the rear (flywheel side) of the engine, for greater refinement and packaging considerations for the comparatively long inline-six. A crankshaft-driven chain drives the high-pressure direct-injection fuel pump, while a chain driven by the fuel pump drives both intake and exhaust camshafts. A smaller belt drives the variable flow oil pump from the crankshaft.
      Additional Technology Highlights
      Variable geometry turbocharging enables the Duramax 3.0L engine to deliver class-leading horsepower with minimal effect on overall efficiency. The system uses closed loop controlled vanes position and sophisticated electronic controls to automatically adjust boost pressure to the desired value based on engine running conditions and instantaneous power demand. The liquid-cooled turbocharger features a low-friction ball-bearing shaft and is mounted close to the exhaust outlet of the engine for quicker spool-up of the turbine and quicker light-off of the exhaust catalyst. A water-to-air intercooling system produces a cooler higher density air charge for greater power. Maximum boost pressure is 43,5 psi (300 Kpa) absolute.
      Low-pressure EGR: The Duramax 3.0L utilizes new low-pressure Exhaust Gas Recirculation to optimize performance and efficiency. The EGR system diverts some of the engine-out exhaust gas and mixes it back into the fresh intake air stream, which is drawn into the cylinder head for combustion. That lowers combustion temperatures and rates.
      Traditionally, EGR systems in diesel applications recirculate exhaust gases between the two high-pressure points, the exhaust manifold(s) and intake manifold. However, it generally requires efficiency-robbing assistance from the turbocharger or other supporting elements to achieve the pressure differential required for sufficient EGR flow rates.
      The new low-pressure system adds to the high-pressure system, supporting continual adjustment of exhaust backpressure for more efficient operation. It recirculates gases between the low-pressure points in the exhaust system (downstream of the particulate filter) and after the compressor inlet.
      When the low-pressure EGR is activated by an electronically controlled valve, the engine burns exhaust gas that has already passed through the particulate filter. That increases the turbocharger’s efficiency, which helps overall vehicle efficiency without deteriorating the rate of particulate matter emitted by the engine.
      A variable intake manifold offers dual air intake pathways for each cylinder. Electronically controlled flaps — one for each cylinder — shorten or lengthen the airflow to each cylinder. This optimizes the airflow into the engine and improves performance and responsiveness across the rpm band, particularly at lower engine speeds.
      A variable-pressure oiling system with a continuously variable-displacement vane oil pump enhances efficiency by optimizing oil pressure as a function of engine speed and load. With it, the oil supply is matched to the engine requirements rather than the excessive supply of a conventional, fixed-displacement oil pump. The engine uses low-friction Diesel Dexos 0W20 oil.
      Oil jets located in the block are employed for performance and temperature control. They target the inner core of the piston with an extra layer of cooling, friction-reducing oil. The jets reduce piston temperature, allowing the engine to produce more power and enhance long-term durability than engines without the technology.
      Active Thermal Management helps the engine warm up quickly to achieve and maintain its optimal engine temperature for performance and efficiency over the entire engine operating range. The system uses a three-actuator rotary valve system to distribute coolant through the engine in a targeted manner. It sends heat where it’s needed to warm up the engine to reduce friction and heat the passenger cabin or cools when needed for high-power operation. The Duramax 3.0L also features split cooling between the block and head.
      Common rail direct fuel injection of 2,500 bar (36,250 psi) helps generates class-leading horsepower and torque. The system’s pressure is generated by an engine-driven twin-piston pump sending fuel to solenoid-activated injectors with nine-hole nozzles that support precise metering of the fuel for a smooth idle and lower combustion noise. The fuel system is capable of multiple injections per combustion cycle — up to 10 times per injector — for more consistent and stable combustion performance that translates into smoothness and refinement, particularly at idle.   
      Electronic throttle valve: The Duramax 3.0L features an electronic throttle valve to regulate intake manifold pressure in order to optimize exhaust gas recirculation rates. It also contributes to a smooth engine shutdown via a more controlled method of airflow reduction.
      Ceramic glow plugs used in the Duramax 3.0L heat up more quickly and hotter than conventional metal-based glow plugs, helping the engine start and heat up more quickly in cold weather. The Duramax 3.0L achieves unassisted and assisted starting temperatures of -22 F (-30 C) and -40 F (-40 C) respectively.
      Stop/start technology helps optimize efficiency in city driving. The driver-selectable system shuts off the engine at stoplights and other stop-and-go situations. The engine automatically restarts when the driver takes their foot off the brake.
      ABOUT CHEVROLET
      Founded in 1911 in Detroit, Chevrolet is one of the world's largest car brands, doing business in more than 100 countries and selling more than 4.0 million cars and trucks a year. Chevrolet provides customers with fuel-efficient vehicles that feature engaging performance, design that makes the heart beat, passive and active safety features and easy-to-use technology, all at a value. More information on Chevrolet models can be found at www.chevrolet.com.
      # # #
      2019 CHEVROLET SILVERADO 3.0L DURAMAX TURBO-DIESEL SPECIFICATIONS
      Type:
      Duramax 3.0L DOHC Turbo Diesel I6 
      Bore & Stroke (in. / mm):
      3.30 x 3.54 inches (84mm x 90mm)
      Block Material:
      Aluminum
      Cylinder Head Material:
      Aluminum
      Compression Ratio:
      15.0: 1
      Firing Order:
      1-5-3-6-2-4
      Valvetrain:
      Dual-overhead camshafts, four-valves per cylinder
      Air Delivery:
      Single variable-geometry turbocharger; intercooling system. 42.8-psi / 2.95 bar max boost
      Fuel Delivery:
      High-pressure, common-rail direct injection (36,250 psi / 2500 bar); electronic throttle valve
      Ignition System:
      Compression
      Max Engine Speed:
      5100 rpm
      Additional Features:
      Continuously variable oil pump; engine oil cooler, automatic stop/start, Active Thermal Management,
      Emissions Control:
      Low-pressure Exhaust Gas Recirculation (EGR); Selective Catalyst Reduction on Filter (SCRF)
      Horsepower
      (hp / kW @ rpm):
      277 / 204 @ 3750 (SAE certified)
      Torque
      (lb.-ft. / Nm @ rpm):
      460 / 624 @ 1500 (SAE certified)
       
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      General Motors will provide data to help decide where to locate the EV charging stations and Bechtel will use its own experts for the engineering and building of the stations. Much of the data will come from GM's OnStar system to help learn where people tend to park.  Data from both electric and gasoline powered vehicles will be used.
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