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    Rumorpile: GM Puts Next-Generation Pickups On Rush


    • GM Puts Their Next-Generation Trucks On Rush

    General Motors has put a rush on the next-generation Chevrolet Silverado and GMC Sierra to counter Ford's F-150. According to Reuters, GM has pushed up the launch date of their next-generation pickups, codenamed T1XX, by nine months to the fall of 2018. The new trucks will undergo a diet much like the new F-150. Full-size SUVs will follow a year after.

    While this will trail the next F-150 by four years, supplier sources says GM has a lot in store for its next-generation trucks, including a ten-speed automatic being jointly developed with Ford, direct-injection, turbocharging, and auto stop/start technologies.

    In the meantime, some of GM's current trucks and SUVs will get an eight-speed automatic.

    Source: Reuters

    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.

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    Very cool to hear they are speeding up the rollout. I am very excited to see the 8 spd go into the SUV's. Escalade is delayed by 3-6 months which makes me wonder if they will go with a 9spd transmission for the Escalade to differentiate them from the Yukon and Tahoe line.

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    GM isn't leading in anything anymore.  They are just reacting.  Ford makes a light F150.  OK< we need to also.

     

    Midsize sedans are larger and not ugly....ok we need to stretch the malibu out again and rush it to the market

     

    3 series is kicking our ass, we need to make a new model the same size and hope it competes.

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    Agreed with Reg, GM is always chasing.  They can rush the new Silverado, but it is still 4 years away, when the aluminum, Ecoboost F150 is here, the Ram diesel is here.  They didn't go far enough with the 2014 Silverado, when they redo it, you wonder if they will do enough to leapfrog the competition, or if they will just catch up to Ford's 2015 model and see the goalpost moved on them again.

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    F-150 was HEAVIER than the Silvie; Ford 'reacted' on that count.

     

    The truck market is very much different than the car market- for example; the German lux brands WISH they had loyalty stats anywhere close to domestic truck buyers.
     

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    Well there are only 4 truck brands, unless Nissan still makes the Titan.  But it is GM, Ford, Ram or Toyota.  There are a dozen luxury car brands, and luxury car buyers needs may change more frequently, than those who just buy a pickup every time.  Luxury market is more like mid-size sedans, there are a dozen cars to pick from and people come and go from the segment.

     

    I think the lack of competition lets pickup manufacturers get complacent, Toyota is so weak and they don't invest in new engines, they still have the 4.0 V6 from a 1999 4-runner, and that 5.7 liter V8 from 2007 with no improvement to horsepower or fuel economy in 7 years.  It is laughable, Ford is the only innovator in the segment, that is why they are the leader.

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    No other segment of the auto industry has seen such leaping change over the last 30 years than trucks- there's no 'complacency'.

     

    Aluminum skin remains to be seen AFA how it lasts under typical truck usage. It may be fine (likely) or the associated costs may turn many buyers away.

    It's not that great a deal because it's a non-functional intangible- it's just lighter.

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    Ford is the only innovator? That's a laugh. The current truck dates back a long time and all Ford did was swap out front clips. Until the announcement of the aluminum 150 their "big innovation" was a turbo v6.... big deal..

    Chevy had a truck with a midgate.

    Ram has 8 speed transmissions and height adjustable suspension.

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    I do give credit to Ram for the diesel and 8-speed.  And the 90s Ram had the Kenworth truck look which was cool for the time.  Overall though pickups look about the same as they did 25 years ago, still using 5-5.7 liter V8s as they did 25 years ago, they swapped out 4-speed auto for 6 speed.  It isn't as bad as full size vans like the Econoline that went 25 years with one update, but I think other segments advance faster than trucks.

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    Escalades have been spotted in the wild already... where did you hear that they are delayed?

    Other news stories state the trucks and Yukon will get the 8sp first and then Cadillac will get it a few month behind them. It might have been automotive news that stated it or one of the other auto mags. That is what I read and how I interpret it.I would think they would move them all at the same time.

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    Well there are only 4 truck brands, unless Nissan still makes the Titan.  But it is GM, Ford, Ram or Toyota.  There are a dozen luxury car brands, and luxury car buyers needs may change more frequently, than those who just buy a pickup every time.  Luxury market is more like mid-size sedans, there are a dozen cars to pick from and people come and go from the segment.

     

    I think the lack of competition lets pickup manufacturers get complacent, Toyota is so weak and they don't invest in new engines, they still have the 4.0 V6 from a 1999 4-runner, and that 5.7 liter V8 from 2007 with no improvement to horsepower or fuel economy in 7 years.  It is laughable, Ford is the only innovator in the segment, that is why they are the leader.

    Their Marketing has helped them be the sales leader, but their technology and what they do inside the trucks is heavily dated. The worst plastic old look I have ever seen with so few real innovations.

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    No other segment of the auto industry has seen such leaping change over the last 30 years than trucks- there's no 'complacency'.

     

     

    This, trucks have gone from utility mules to borderline luxury vehicles. There was time that people use to have "daily driver" and a truck. Now with trucks having the same ammenities as the Chevroletdes Benz or GMW of similar price, it is obvious to have truck as a daily driver. Yes, you see people riding trucks empty and ridicule of the waste. But would you rather have two car payments with slightly less fuel usage or one car payment with more fuel usage?

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    I do give credit to Ram for the diesel and 8-speed.  And the 90s Ram had the Kenworth truck look which was cool for the time.  Overall though pickups look about the same as they did 25 years ago, still using 5-5.7 liter V8s as they did 25 years ago, they swapped out 4-speed auto for 6 speed.  It isn't as bad as full size vans like the Econoline that went 25 years with one update, but I think other segments advance faster than trucks.

     

    Wow not even close. The 5.7L was all new for 2003 (on Ward's 10 Best Engines list for 2003 through 2007, and again in 2009) and is completely unrelated to the LA engines it replaced.

     

    As far as advancements go, in the current generation Ram alone we have the introduction of:

     

    • Coil Spring rear suspension
    • Air suspension
    • 8-speed automatic
    • Rotary shifter
    • Small displacement diesel
    • RamBox cargo management system
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    I meant that Chevy had a 5.7 liter V8 back in the early 90s.  Now they have the 5.3, and Ram and Toyota have a 5.7.  But family sedans have basically cut engine size in half and increased power at the same time, while increasing fuel economy.  Interiors in everything has gotten better, I'd say small cars probably saw the most improvement, look at how bad a Cavalier was and they sold that in 2003, compared to the Cruze or a Focus now.

     

    In 1994 the Silverado 4wd had a 4.3 liter V6 as the base engine, 14/18 mpg.  In 2014 the Silverado 4wd has a 4.3 liter V6 with 17/22 mpg, a 3.5 mpg increase in 20 years!  And from 4 gears to 6, and the transmission probably got them 2 of that 3.5 mpg.

     

    As said I give Ram some credit for putting new things into their truck, it is what has helped the Ram pass the Silverado in sales.  But the diesel engine isn't a Chrysler innovation, Fiat made that engine and gave it to them.  The engine is made in Italy.  A smart move to use it, but without Fiat, the Ram pickup would still have a Chrysler engine from 2005 under the hood.

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    Escalades have been spotted in the wild already... where did you hear that they are delayed?

    Other news stories state the trucks and Yukon will get the 8sp first and then Cadillac will get it a few month behind them. It might have been automotive news that stated it or one of the other auto mags. That is what I read and how I interpret it.I would think they would move them all at the same time.

     

     

    It was Automobile Magazine since I referenced them in my report a while back.. The Escalades are out now and selling at dealers. My guess is that the eight-speed will comes to the Escalade in the 2016 model year.

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    I meant that Chevy had a 5.7 liter V8 back in the early 90s.  Now they have the 5.3, and Ram and Toyota have a 5.7.  But family sedans have basically cut engine size in half and increased power at the same time, while increasing fuel economy.  Interiors in everything has gotten better, I'd say small cars probably saw the most improvement, look at how bad a Cavalier was and they sold that in 2003, compared to the Cruze or a Focus now.

     

    Erm... not really.

    Back in 1988 the Camry had a 2.0 and a 2.5... today it has a 2.5 and a V6.

    The 1991 Cutlass Calais had 2.3, 2.4, and 2.5 liters.  The 2.3 had 180 horsepower... which means it is slightly higher horsepower per liter than the current GM 2.5.  (yes it gagged me to type about horsepower per liter)

     

    Yes, they are more powerful... but that's to be expected.  The 5.7 liter V8s are more powerful than the 5.7s from 20 years ago also.  The 5.0 in my Toronado weezes out 140hp on a good day... the 5.3 Ecotec produces 355hp on gas and 380 hp on E85.

     

    There are plenty more examples where these came from.

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    So, if you had a baby today...it would be in Kindergarten by the time you saw these pick-up trucks in a showroom?

    Wait, just want to get this right...So, If I had a kid and they started college this September I may be able to buy one of these new generation pick-ups for a graduation present?

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    The 1968 Chevrolet C/K 1500 P/U had coil over shock rear suspension.

    The 1987 Chevrolet and GMC C/K 1500 & 2500 P/Us were the first to debut a mechanically locking diff.  The 2007 Silverado and Sierra to offer a electro-mechanically locking diff.

    The 2000 Chevrolet Silverado and GMC Sierra had an available and nearly indestructible composite bed.

    The 2001 Silverado and GMC Sierra had an available 4-wheel steer option.

    The Gen III blocks had higher horsepower/liter than the Ford DOHC engines of the era.

    GM was the first to introduce a spin-on transmission oil filter in the HD truck segment.

    GM was the first automaker to comply with the Tier-2 Diesel emission standards with the ground-up design of the DuraMAXX which replaced a Detroit Diesel 350.

    The first hybrid ever mass produced was a GM-Electromotive; the first and last hybrid full size truck was a Chevrolet Silverado.

     

    I'd say GM has a track record of innovation in the truck segment.  Sometimes it is best to play poker with a good face; the current model trucks are a heavy refresh of the GMT-900s which is inexpensive all told and has sold well thus far.  The time and investment is best spent after letting Ford show their hand. Up the anty after their truck is to market and you again gain the advantage.

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    • By William Maley
      Over the weekend, General Motors published and then deleted the power figures for the new 6.6L Duramax Diesel V8 that would be appearing in the 2017 Chevrolet Silverado HD and GMC Sierra HD. Today at the Texas State Fair, GM revealed everything about this new engine.
      We'll begin with the most important detail, power output. The numbers that GM revealed match the numbers posted to their powertrain site - 445 horsepower and 910 pound-feet of torque. Compared to the current Duramax V8, the new engine produces 48 more horsepower and 145 more pound-feet of torque.
      How was GM able to pull this off? They basically went through the engine with a fine tooth comb and made various changes. GM says 90 percent of this engine has been changed. Some of the changes include new electronically controlled, variable-vane turbocharger, revised cylinder heads, improved cooling, and revised fuel delivery system. The updated Duramax can also run B20 bio-diesel.
      Figures for payload and towing will be announced at a later date.
      Source: Chevrolet, GMC
      Press Release is on Page 2


      DALLAS — Chevrolet today announced the redesigned Duramax 6.6L V-8 turbo-diesel offered on the 2017 Silverado HD. This next-generation redesign offers more horsepower and torque than ever — an SAE-certified 445 horsepower (332 kW) and 910 lb.-ft. (1,234 Nm) — to enable easier, more confident hauling and trailering.
      Along with a 19 percent increase in max torque over the current Duramax 6.6L, the redesigned turbo-diesel’s performance is quieter and smoother, for greater refinement. In fact, engine noise at idle is reduced 38 percent.
      “With nearly 2 million sold over the past 15 years, customers have forged a bond with the Duramax diesel based on trust and capability,” said Dan Nicholson, vice president, Global Propulsion Systems. “The new Duramax takes those traits to higher levels.”
      The new Duramax 6.6L shares essentially only the bore and stroke dimensions of the current engine and incorporates a new, GM-developed control system. The Duramax’s signature low-rpm torque production hasn’t changed and still offers 90 percent of peak torque at a low 1,550 rpm and sustains it through 2,850 rpm.
      “Nearly everything about the Duramax is new, designed to produce more torque at lower rpm and more confidence when trailering or hauling,” said Gary Arvan, chief engineer. “You’ll also notice the refinement improvements the moment you start the engine, and appreciate them as you cruise quietly down the highway — with or without a trailer.”
      Additional highlights include:
      New, stronger cylinder block and cylinder heads New, stronger rotating and reciprocating assembly Increased oil- and coolant-flow capacity New EGR system with single cooler and integrated bypass New electrically actuated/electronically controlled turbocharging system All-new advanced solenoid fuel system All-new electronic controls New full-length damped steel oil pan that contributes to quietness New rocker cover/fuel system acoustical treatments B20 bio-diesel compatibility SAE-certified 445 net horsepower (332 kW) at 2,800 rpm SAE-certified 910 net lb.-ft. of torque (1,234 Nm) at 1,600 rpm A new, patent-pending vehicle air intake system — distinguished on the Silverado HD by a bold hood scoop — drives cool, dry air into the engine for sustained performance and cooler engine temperatures during difficult conditions, such as trailering on steep grades. Cooler air helps the engine run better under load, especially in conditions where engine and transmission temperatures can rise quickly. That allows the Duramax to maintain more power and vehicle speed when trailering in the toughest conditions.
      The intake design is another example of the advanced integration included in the 2017 Silverado HD that makes it over-the-road capable.   
      A strong foundation
      As with previous versions, the new Duramax block features a strong cast-iron foundation known for its durability, with induction-hardened cylinder walls and five nodular iron main bearings. It retains the same 4.05-inch (103mm) and 3.89-inch (99mm) bore and stroke dimensions as the current engine, retaining the Duramax’s familiar 6.6L (403 cu.-in./6,599 cc) displacement.
      A deep-skirt design and four-bolt, cross-bolted main caps help ensure the block’s strength and enable more accurate location of the rotating assembly. A die-cast aluminum lower crankcase also strengthens the engine block and serves as the lower engine cover, while reducing its overall weight.
      The new engine block incorporates larger-diameter crankshaft connecting rod journals than the current engine, enabling the placement of a stronger crankshaft and increased bearing area to handle higher cylinder loads.
      An enhanced oiling circuit, with higher flow capacity and a dedicated feed for the turbocharger, provides increased pressure at the turbo and faster oil delivery. Larger piston-cooling oil jets at the bottom of the cylinder bores spray up to twice the amount of engine oil into oil galleries under the crown of the pistons, contributing to lower engine temperature and greater durability.
      A new, two-piece oil pan contributes to the new Duramax’s quieter operation. It consists of a laminated steel oil pan with an upper aluminum section. The aluminum section provides strength-enhancing rigidity for the engine, but a pan made entirely of aluminum would radiate more noise, so the laminated steel lower section is added to dampen noise and vibration.
      There’s also an integrated oil cooler with 50 percent greater capacity than the current engine’s, ensuring more consistent temperatures at higher engine loads.
      Segment firsts
      Re-melt piston bowl rim Venturi Jet Drain Oil Separator Closed-loop glow plug temperature control Stronger pistons with remelt
      A tough, forged micro-alloy steel crankshaft anchors the new Duramax’s stronger rotating assembly. Cut-then-rolled journal fillets contribute to its durability by strengthening the junction where the journals — the round sections on which the bearings slide — meet the webs that separate the main and rod journals.
      The connecting rods are stronger, too, and incorporate a new 45-degree split-angle design to allow the larger-diameter rod bearings to pass through the cylinder bores during engine assembly. They’re forged and sintered with a durable powdered metal alloy, with a fractured-cap design enabling more precise cap-to-rod fitment. 
      A new, stronger cast-aluminum piston design tops off the rotating assembly. It features a taller crown area and a remelted combustion bowl rim for greater strength. Remelting is an additional manufacturing process for aluminum pistons in which the bowl rim area is reheated after casting and pre-machining, creating a much finer and more consistent metal grain structure that greatly enhances thermal fatigue properties.
      Additionally, the Duramax’s pistons don’t use pin bushings, reducing reciprocating weight to help the engine rev quicker and respond faster to throttle changes.
      Lightweight cylinder heads, solenoid injectors
      The redesigned engine retains the Duramax’s signature first-in-class aluminum cylinder head design, with six head bolts per cylinder and four valves per cylinder. The aluminum construction helps reduce the engine’s overall weight, while the six-bolt design provides exceptional head-clamping strength — a must in a high-compression, turbocharged application.
      A new aluminum head casting uses a new double-layer water core design that separates and arranges water cores in layers to create a stiffer head structure with more precise coolant flow control. The heads’ airflow passages are also heavily revised to enhance airflow, contributing to the engine’s increased horsepower and torque.
      The Duramax employs a common-rail direct injection fuel system with new high-capability solenoid-type injectors. High fuel pressure of 29,000 psi (2,000 bar) promotes excellent fuel atomization for a cleaner burn that promotes reduced particulate emissions. The new injectors also support up to seven fuel delivery events per combustion event, contributing to lower noise, greater efficiency and lower emissions. Technology advancements enable less-complex solenoid injectors to deliver comparable performance to piezo-type injectors.
      Electronically controlled, variable-geometry turbocharging system
      A new electronically controlled, variable-vane turbocharger advances the Duramax’s legacy of variable-geometry boosting. Compared to the current engine, the system produces higher maximum boost pressure — 28 psi (195 kPa) — to help the engine make more power, and revisions to enhance the capability of the exhaust-brake system.
      Along with a new camshaft profile and improved cylinder head design, the Duramax’s new variable-vane turbocharger enables the engine to deliver more power with lower exhaust emissions. It uses a more advanced variable-vane mechanism, allowing a 104-degree F (40 C) increase in exhaust temperature capability. The self-contained mechanism decouples movement from the turbine housing, allowing operation at higher temperature. That enables the engine to achieve higher power at lower cylinder pressure. Additionally, it has lower internal leakage, allowing more exhaust energy to be captured during exhaust braking.
      The integrated exhaust brake system makes towing less stressful by creating added backpressure in the exhaust, resulting in negative torque during deceleration and downhill driving, enhancing driver control and prolonging brake pad life.
      Venturi Jet Drain Oil Separator
      A new Venturi Jet Drain Oil Separator employed with the Duramax 6.6L is the first of its type in the segment and is designed to ensure oil control in sustained full-load operation. The totally sealed system collects the fine mist of oil entrained in the blow-by gas and uses a small portion of the boosted air generated by the turbocharger to pump the collected oil back to the engine oil sump for re-use by the engine. Less sophisticated systems are not able to return this oil during full-load operation, which can result in oil carryover into the cylinders during combustion.
      Cold Start System
      The new Duramax also provides outstanding cold-weather performance, with microprocessor-controlled glow plugs capable of gas-engine-like starting performance in fewer than 3 seconds in temperatures as low as -20 degrees F (-29 C) without a block heater. The system is enhanced with ceramic glow plugs and automatic temperature compensation — a first-in-class feature providing improved robustness and capability. The automatic temperature compensation assesses and adjusts the current to each glow plug for every use, providing optimal temperature for cold start performance and durability.     
      Electronic throttle valve and cooled EGR
      Unlike a gasoline engine, a diesel engine doesn’t necessarily require a throttle control system. The Duramax 6.6L employs an electronic throttle valve to regulate intake manifold pressure in order to increase exhaust gas recirculation (EGR) rates. It also contributes to smoother engine shutdown.
      Additionally, a cooled exhaust gas recirculation (EGR) system enhances performance and helps reduce emissions by diverting some of the engine-out exhaust gas and mixing it back into the fresh intake air stream, which is fed through the cylinder head for combustion. This lowers combustion temperatures, improving emissions performance by reducing NOx formation.
      The exhaust is cooled in a unique heat exchanger before it’s fed into the intake stream through a patented EGR mixing device, further improving emissions and performance capability. An integrated bypass allows non-cooled exhaust gas to be fed back into the system to help the engine more quickly achieve optimal operating temperature when cold.
      B20 Biodiesel Capability
      The new Duramax 6.6L is capable of running on B20 biodiesel, a fuel composed of 20 percent biodiesel and 80 percent conventional diesel. B20 helps lower carbon dioxide emissions and lessens dependence on petroleum. It is a domestically produced, renewable fuel made primarily of plant matter — mostly soybean oil.
      Manufacturing
      The new Duramax 6.6L turbo-diesel engine is produced with locally and globally sourced parts at the DMAX Ltd. (GM’s joint venture with Isuzu) manufacturing facility in Moraine, Ohio.
      Allison 1000 Automatic Transmission
      The proven Allison 1000 six-speed automatic transmission is matched with the new Duramax 6.6L. A number of refinements have been made to accommodate the engine’s higher torque capacity, including a new torque converter.
      The Allison 1000’s technologically advanced control features, such as driver shift control with manual shift feature and a patented elevated idle mode cab warm-up feature, haven’t changed. Also, the Tow/Haul mode reduces shift cycling for better control and improved cooling when towing or hauling heavy loads.
      There’s also a smart diesel exhaust brake feature that enhances control when descending steep grades.
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