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    Holden Ute Not Coming Due To High Tarrifs


    William Maley

    Staff Writer - CheersandGears.com

    August 22, 2012

    The dream of the Holden Ute coming to the states has made a resurgence when General Motors announced the Holden Commodore would be coming as the Chevrolet SS. Well, I hate to be the bearer of bad news to the small group who cling onto this dream, but the Ute will not be coming.

    A report from the Herald Sun states that if Holden was to export the Ute to the U.S., the vehicle would fall under a light commercial tariff rate of 35%, three times higher than the tariff for passenger vehicles.

    "We were hopeful at one stage, we thought we might be able to duck in under it, but it was ruled out. With the dollar where it is, exports can only be pursued that are niche ... and profitable in this environment," said Richard Phillips, Holden's executive director of manufacturing.

    Source: Herald Sun

    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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    That is disappointing. The only silver lining is that the Chevy SS and El Camino replacement are (or will be) built here in North America. Australia is great and all, but we need the jobs and work here.

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    I would have expected that the US-AU free trade agreement eliminated the tariff for Australian light trucks.

    With the VF Commodore intro just a few months away, it's probably not worth the trouble of bringing it here now. I'd rather them spend the tooling up Oshawa to handle VF Ute production.

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    Same old, same old.

    I care less and less about new GM products every day, and the one that might change my mind never comes.

    Edited by Camino LS6
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    It's that cut and dried for me.

    If it ever does come to Oshawa, likely it will only be offered in a v6 automatic - they can keep it if that's the case.

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    It's that cut and dried for me.

    If it ever does come to Oshawa, likely it will only be offered in a v6 automatic - they can keep it if that's the case.

    why would you make that assumption? If it came to Oshawa it would likely be because it is sharing with Camaro.

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    It's that cut and dried for me.

    If it ever does come to Oshawa, likely it will only be offered in a v6 automatic - they can keep it if that's the case.

    why would you make that assumption? If it came to Oshawa it would likely be because it is sharing with Camaro.

    Not really.

    The word I have picked up on goes as this. 2015 The Camaro is going Alpha and it will move to a new plant in Canada. It may be at Oshawa but not on the same line it is now.

    Once that line is free'd up it would pick up the Caprice police cars due to the fact GM has had issues with many department not being able to buy an import police car. Also issues with value of the dollar etc. If moved to Canada the import issue is not in play as they are not considered imported if from NA.

    They also may move the Super Sport here after a short import run. GM is also looking at the possibility to also do a V6 version here for Chevy too.

    If they expand the old Camaro line for these models it would create the perfect place for this.

    I had hope because of the small numbers they would have gotten a break on the tarrif but it was not to be. If the could do these in Canada there is no terrif and with the number of other VF based models being built it would make a low volume ute possible.

    GM will not live or die with or without a ute but it would be nice to offer something no one else has.

    But agai if the economy does not improve it could scuttle a lot of plans on a lot of things.

    Edited by hyperv6
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    It's that cut and dried for me.

    If it ever does come to Oshawa, likely it will only be offered in a v6 automatic - they can keep it if that's the case.

    why would you make that assumption? If it came to Oshawa it would likely be because it is sharing with Camaro.

    Hyper has the right of this, it won't be sharing with Camaro. As for the rest, I expect that some asshat beancounter will decide that it only makes sense to sell it as a V6 automatic. It would be the crowning insult after all of the false starts this thing has had.

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    So, GM is not as clever as Ford or Subaru, both of which have skirted the chicken tax without trouble. Bolt seats in the bed and get it over with.

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    So, GM is not as clever as Ford or Subaru, both of which have skirted the chicken tax without trouble. Bolt seats in the bed and get it over with.

    Good point.

    Also, why wasn't this an issue when the G8ST was approved?

    Just more excuses from GM.

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    So people would have to buy a Ute with useless seats occupying the box. Then they'd have to remove the seats, remove the fixtures and buy a custom bed-liner that would accommodate for the modifications made? I guess a spray-on liner would be OK, but then wouldn't you have holes where the seat rail bolts are?

    I'm sure there's a huge market for that.

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    So people would have to buy a Ute with useless seats occupying the box. Then they'd have to remove the seats, remove the fixtures and buy a custom bed-liner that would accommodate for the modifications made? I guess a spray-on liner would be OK, but then wouldn't you have holes where the seat rail bolts are?

    I'm sure there's a huge market for that.

    Yep, just like extra seats taking up the area in the back of the Transit Connect Cargo Van... They ship 'em over here full of seats as a "Passenger Vehicle" and remove the seats and interior behind the B pillar and send the seats back to Europe. If that is cost effective for the Transit Connect, it could work for the Holden Ute.

    Wow, it would be SOOOO hard to put some sealant on some plastic plugs once the seats are removed. Geez.

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    Ford builds the Transit in Turkey. They put windows in the side and a seat in the back and make a truck a car. They then import it then trash the seat and the glass to make a truck. No Tarrif.

    The issue is they sell a hell of a lot more Transits vs what they would utes. Also the fact is the seat in the back of the Transit meets safety standards where a seat in the back of a ute would requre a roll bar etc.

    The point is you can fudge this only so far and not the ute.

    I see no issue with a 320 plus V6 being offered as it would only increase the volume and keep a car like safe in production. As gas prices climb V8 sales and truck sales drop. The V6 could just keep a car line like this alive.

    It is ok not to buy one but at least have the sense that it would increase volume at a low cost. The fact is even with police sales this car will never be over 50,000 units at best case.

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    So, GM is not as clever as Ford or Subaru, both of which have skirted the chicken tax without trouble. Bolt seats in the bed and get it over with.

    Good point.

    Also, why wasn't this an issue when the G8ST was approved?

    Just more excuses from GM.

    Different time and different place and much worse economy.

    The fact is I think they are just waiting to move things here vs just doing it for one year down under. They have gone to the point to say they could even export models from Canada.

    There is a lot more in play here.

    Lets face it the Super Sport was delayed because of the engine and moved up a little because of NASCAR. GM has been walking a tight rope on getting things done with the coming and going of drivetrains and platforms.

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    The Transit Connect is designed to have seats right from the factory. The Ute isn't, meaning more money would have to be spent just developing a proper set of seats, safety equipment and an assembly process.

    This is an already pricey vehicle and I doubt its target audience will spend north of 35K to buy it. And then even more cash to have the dealer take off the installed equipment.

    Who really wants to buy a vehicle that needs to be 'fixed' when it's at the dealer? This isn't a question of beancounting. Nobody in any business would in their right mind allow this. Especially GM, which was bailed out and has a legion of naysayers out to find any excuse to chastise the company. Those people would have a field day.

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    Like I said, keep an eye on Oshawa and the VF program. Yes, we won't get the Ute as long as Australia is bulding the VF family of cars exclusively. But, if you backtrack a bit you'll notice that it's strongly hinted that some production of the VF cars will move out of Australia in the very near future. When that happens — when the Chevrolet SS moves to Oshawa, anyway — the chances of the Ute coming to America will increase.

    I also find it interesting that, locally, the Kentucky State Police has begun to phase out their Crown Victorias in favor of the Caprice, with 125 units being purchased — 100 for use by the KSP and 25 for use by the Commerical Enforcement Division. It's my understanding that the KSP was actually considering holding out for the Taurus Interceptor because of the Caprice's Made-In-Australia origin. I have to wonder what changed their mind?

    Edited by black-knight
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    Not to be the skunk at the picnic, but bringing a Ute to North America is an incredibly dumb idea. American's like trucks. If the truck has a crew cab and all-wheel drive, the better. It is not like Americans don't know what a ute is. The Chevrolet El Camino and the Ford Ranchero drove the American highway system for decades. They were marketed to people who needed utility, but did not want a drive something with the stigma of a farm or work vehicle.

    Today, the world is upside down. Trucks today are cool. The bigger, the badder, the better. The most popular vehicle in the USA is the F-150 pickup truck. The Chevrolet Silverado is one of Chevrolet's top sellers.

    It is interesting that to date, Ford has not seen fit to revive the Ranchero. Chevrolet has not seen fit to revive the El Camino. No major Japanese manufacturer, not Toyota, not Nissan, not Honda, not Mitsubishi has seen fit to jump into the ute business. The Koreans, the Germans, and the Italians have all chosen to stay on the sidelines.

    Do ute fans know something that all of these manufacturers don't know? Its possible, but I don't think so.

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    Like I said, keep an eye on Oshawa and the VF program. Yes, we won't get the Ute as long as Australia is bulding the VF family of cars exclusively. But, if you backtrack a bit you'll notice that it's strongly hinted that some production of the VF cars will move out of Australia in the very near future. When that happens — when the Chevrolet SS moves to Oshawa, anyway — the chances of the Ute coming to America will increase.

    I also find it interesting that, locally, the Kentucky State Police has begun to phase out their Crown Victorias in favor of the Caprice, with 125 units being purchased — 100 for use by the KSP and 25 for use by the Commerical Enforcement Division. It's my understanding that the KSP was actually considering holding out for the Taurus Interceptor because of the Caprice's Made-In-Australia origin. I have to wonder what changed their mind?

    At least someone here has the right idea.

    Price may have changed their minds. Cost of repair too since the other car is AWD in most cases.

    Also we need to consider the fact that the new Colorado is coming and to intro both at the same time would more damage than good. The ute is a limited market to start with and to sell a small truck beside it for less would take away more sales.

    The UTE is limited and will need all the sales they can. There are fans out there but even I would balk at $35K and if there was a crew cab small truck for less it would be hard for be to justify. I would end up paying alittle more and just by the sedan for the wife and a truck for me.

    Moving to Canada would lower cost or at least I hope it would.

    Edited by hyperv6
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      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.
    • 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
      Previous Page Next Page We weren't expecting this, but Chevrolet has revealed the all-new 2018 Equinox tonight in Chicago. 
      The exterior borrows heavily from the Cruze and Malibu designs. Up front is a revised grille (similar to the one seen on the Cruze) with new headlights and LED daytime running lights. Around the side is a character line that swoops down and 'Equinox' name on the front doors. The back features a restyled tailgate, blacked-out pillars to give the impression of wrap-around glass, and horizontal taillights. The interior matches up with newer Chevrolet models with a floating screen (either seven or eight-inches) and either cloth or leather covering bits of the dash. One key item Chevrolet is quick to point is the dashboard is lower to provide better visibility.
      There will be three turbocharged four-cylinders on offer; a 1.5L, 2.0L, and a 1.6L diesel. The 2.0L turbo will come paired with GM's new nine-speed automatic. We're guessing the 1.5 and 1.6 will get a six-speed automatic. Front-wheel drive will come standard and an all-wheel drive system with a disconnecting rear axle when not in use will be optional. One item we're glad to see is Chevrolet dropping 400 pounds out of the Equinox.
      On the safety front, the Equinox will feature the options of surround-view camera system, forward collision warning, autonomous emergency braking, lane keep assist, and blind spot monitoring with rear cross traffic alert. Two new features will be Teen Driver (can set limits on speed and volume for your young driver) and Rear Seat Reminder (reminds you to check the back seat to prevent kids from overheating on a hot day).
      No word on pricing, but Chevrolet says the 2018 Equinox will arrive at dealers in the first quarter of 2017.
      Source: Chevrolet
      Press Release is on Page 2
      CHEVROLET INTRODUCES ALL-NEW 2018 EQUINOX
      The perfect balance of design and technology DETROIT — Call it the right balance. On the autumnal equinox today, Chevrolet introduced the all-new 2018 Equinox, a fresh and modern SUV sized and designed to meet the needs of the compact SUV customer.
      “We’ve got the strongest truck business in the industry and we’ve reinvigorated our car lineup with Volt, Cruze and Malibu,” said Alan Batey, Global Chevrolet president. “We’re applying the same customer focus to grow our crossover/SUV business — starting with the Chevrolet Equinox.”
      Today’s compact SUV customers want a vehicle that meets all of their needs, from design, connectivity and safety perspectives. The Equinox delivers on all fronts, starting with its fresh new design and all-new propulsion systems.
      Fresh, new design
      The new Equinox’s expressive exterior has a lean, muscular skin echoing the global Chevrolet design cues and sculpted shapes seen in the Volt, Malibu and Cruze. Extensive aero development in the wind tunnel influenced the sleek shape.
      It is a richer, more detailed design featuring chrome trim on all models and Malibu-inspired styling. Projector-beam headlamps are standard, along with LED daytime running lamps. At the rear, horizontal taillamps emphasize the Equinox’s wide stance, while uplevel models feature LED taillamps. 
      “Customers who previewed the vehicle early on had a strong emotional response to the sleek and sophisticated exterior design,” said John Cafaro, executive director, GM Design. “Those same themes are carried through to the interior, making the space beautifully intuitive.”
      The interior takes advantage of the Equinox’s all-new architecture to offer a down-and-away instrument panel, while a low windshield base provides a commanding outward view. New elements such as available denim-style seat fabric blend high style with high durability, while a new “kneeling” rear seat enhances functionality. With it, the bottom cushions tilt forward when the split-folding seatbacks are lowered, allowing a flat floor for easier loading.
      Connectivity
      The 2018 Equinox offers purposeful technology that helps keep passengers safe, comfortable and connected.
      Chevrolet’s latest connectivity technologies are front and center, including 7- and 8-inch-diagonal MyLink infotainment systems designed to support Apple CarPlay and Android Auto, as well as an available OnStar 4G LTE Wi-Fi hotspot. (Apple CarPlay and Android Auto compatibility is subject to their terms, privacy statements and data plan rates, as well as a compatible smartphone.)
      Safety
      The Equinox offers a comprehensive suite of available active safety technologies and adaptive crash-avoidance features that provide ease of use and peace of mind on the road.
      Teen Driver is also offered, allowing parents to set controls and review an in-vehicle report card in order to encourage safer driving habits, even when they are not in the vehicle.  
      Available advanced active safety features to enhance driver awareness on the road include radar- and camera-based adaptive technologies that can provide alerts to potential crash threats, allowing the driver to react and make changes to avoid them, including:
      New Safety Alert Seat New Surround Vision New Forward Collision Alert with Following Distance Indicator New Low-Speed Forward Automatic Braking New Lane Keep Assist with Lane Departure Warning New Rear Seat Reminder Lane Change Alert with Side Blind Zone Alert  Rear Cross Traffic Alert Turbocharged engines and more 
      A range of three turbocharged engines — including the compact SUV segment’s first turbo-diesel in North America — provides customers more choices when it comes to performance, efficiency and capability in the all-new 2018 Chevrolet Equinox.
      They include a 1.5L turbo, a 2.0L turbo — matched with GM’s new nine-speed automatic transmission — and a 1.6L turbo-diesel.
      “With three choices, customers can select an engine that offers more of the attributes that are important to them: efficiency, performance and capability,” said Dan Nicholson, vice president, Global Propulsion Systems. “The advantage for each is the power of a larger engine and the efficiency of a smaller engine.”
      The new Equinox is the first Chevrolet model in North America to use an all-turbocharged, multi-engine powertrain lineup. That includes the expected segment-exclusive 1.6L turbo-diesel that will offer customers excellent efficiency and capability.
      “It is an all-new SUV from the ground up and one that takes on the industry’s biggest competitors with a stronger architecture, greater efficiency and more technology,” said Rick Spina, executive chief engineer. “And it looks great doing it.”
      Additional vehicle highlights:
      Approximately 400 pounds (180 kg) lighter than the current model — a 10 percent weight reduction Switchable AWD system that enhances efficiency by disconnecting from the rear axle when not needed  Unique kneeling rear seat that enables a flat rear load floor and up to 63.5 cubic feet (1,798 liters) of maximum cargo space Equinox sales have reached more than 2 million since its launch and it is Chevrolet’s second-best retail selling vehicle, after the Silverado.
      The 2018 Equinox goes on sale in the first quarter of 2017 in North America. It rolls out to approximately 115 additional global markets later in the year.
      2018 CHEVROLET EQUINOX PRELIMINARY SPECIFICATIONS 
      (NORTH AMERICA)
      Overview

      Models: 2018 Chevrolet Equinox
      Body style / driveline:
      five-passenger, four-door SUV, front-engine, front- or all-wheel drive
      EPA vehicle class:
      compact SUV
      Powertrains

      Engine / Type: 1.5L turbo DOHC DI
      2.0L turbo DOHC DI
      1.6L turbo-diesel
      Block material:
      cast aluminum
      cast aluminum
      cast aluminum
      Cylinder head material:
      cast aluminum
      cast aluminum
      cast aluminum
      Fuel delivery:
      direct injection
      direct injection
      direct injection
      Horsepower (hp / kW):
      170 / 127 (GM-estimated)
      252 / 188 (GM-estimated)
      136 / 101 (GM-estimated)
      Torque (lb.-ft. / Nm):
      203 / 275 (GM-estimated)
      260 / 353 (GM-estimated)
      236 / 320 (GM-estimated)
      GM-est. fuel economy:
      31 hwy
      28 hwy
      40 hwy
      Transmission:
      Hydra-Matic 6T40 six-speed automatic
      Hydra-Matic 9T50 nine-speed automatic
      Hydra-Matic 6T45 six-speed automatic
      Chassis / Suspension

      Suspension (front): MacPherson strut with side-loaded modules, specifically tuned coil springs, direct-acting stabilizer bar
      Suspension (rear): 
      4 Link Independent Rear Suspension
      Steering type:
      Dual Rack and Pinion Electric Power Steering
      Turning circle (ft / m):
      37.4 / 11.4 (17-inch wheels)
      Brakes & Wheels

      Brake type: four-wheel disc with ABS and ESC; Duralife rotors and low-drag calipers (US)
      Wheel size and type:
      17-, 18- and 19-inch aluminum
      Exterior Dimensions

      Wheelbase (in / mm): 107.3 / 2725
      Overall length (in / mm):
      183.1 / 4652
      Overall width (in / mm):
      72.6 / 1843
      Overall height (in / mm):
      65.4 / 1661
      Track (in / mm):
      front: 62.2 / 1580
      rear: 62.2 / 1581
      Interior Dimensions

      Seating capacity: 2 / 3
      Headroom (in / mm):
      Front - 40.0/1015 (w/o SR), 38.2/970 (w/ Sunroof)
      Rear - 38.5/977 (w/o SR), 36.9/936 (w/ Sunroof)
      Legroom (in / mm):
      40.9 / 1040 (front)
      39.7 / 1008 (rear)
      Shoulder room (in / mm):
      57.2 / 1452 (front)
      55.5 / 1410 (rear)
      Hip room (in / mm):
      54.2 / 1377 (front)
      51.7 / 1314 (rear)
      Weights & Capacities

      Base curb weight (lb / kg): 3327 / 1509 (1.5L w/ FWD)
      Fuel capacity (gal / L):
      14.7 / 55 (FWD)
      TBD (AWD)
      15.5 / 58 (1.6L diesel)
      Max cargo room (cu ft / L):
      29.9 / 846 (behind rear seat)
      63.5 / 1798 (rear seat folded)
      Max trailering (lb / kg):
      3500 / 1585 (2.0L turbo)
      Previous Page Next Page
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