• Sign in to follow this  
    Followers 0

    Review: 2013 Chevrolet Malibu Eco



    William Maley

    Editor/Reporter - CheersandGears.com

    June 13, 2012

    All of us have had the experience of something not meeting our expectations. Whether it’s an expensive hotel that provides the same service of a Motel6, a nice restaurant that serves the equivalent of Burger King, or a highly recommended mechanic that somehow charges $650 for an oil change.

    This happened to me with the 2013 Chevrolet Malibu Eco. When it arrived onto my driveway for a few days, I was excited at the premise of the Eco model. However when my time with the Malibu Eco was up, I was a bit deflated.

    Onward to the exterior


    Exterior

    When I first saw the new 2013 Chevrolet Malibu at the North American International Auto Show in earlier this year, I was a bit disappointed. Compared to the outgoing Malibu, the new one didn’t have the presence and the sexy curves. Instead, it went for a mishmash of Cruze and Camaro, giving it an unpleasant look. However, when you drop the bright lights of an auto show and bring it into the real world, the Malibu design begins to grow on you

    gallery_10485_426_348950.png

    Up front, there is a lot of Cruze influence. The front end juts out, putting the double grille opening with chrome accents running around the edge as the main focus. A pair of projector headlights extends up into the front fenders. The side profile shows off the Malibu’s beltline going up a slight angle. The back end features a Camaro inspired trunk lid and taillights. Also, the Malibu Eco includes a Camaro inspired narrow rear window view. Thankfully, this Malibu Eco was equipped with a rear-view camera, making it easier to back up.

    Now Meet The Malibu Eco's Interior


    Interior

    One place where the new Malibu runs rings around the old one is in the interior. Stepping into the Malibu Eco for the first time, my jaw dropped. I couldn’t believe how much effort GM put into the Malibu’s interior design. Organic curves, HVAC vents molded into the dash, soft touch materials used throughout the cabin, and some impressive build quality.

    gallery_10485_426_494015.png

    The Malibu Eco is one the first vehicles in Chevrolet’s lineup to come equipped with the MyLink infotainment system. A five-inch touch screen radio takes center stage in the dash, providing controls and information for whatever you’re playing (AM/FM/XM/iPod/Aux). MyLink also includes Pandora and Stitcher internet radio that uses your smartphone to play though. The system had its hiccups though. From time to time when using Pandora, no sound would come out. That was remedied by unplugging and plugging my iPhone back into the system. Also, MyLink froze up on me, causing me to turn off the car and turn it back on. Now, this is a first generation product and I expected some bugs to come with it, but hopefully GM has some fixes on the way to squash them.

    As for passengers, those sitting in the front won’t find much to complain about as the optional leather wrapped seats provide enough comfort and support. Passengers sitting in the back will complain about the claustrophobic feelings they’re having. Headroom and legroom is on the short end, especially when compared to other midsize sedans.

    gallery_10485_426_8863.png

    The space deficiency is even more apparent when you compare the Malibu Eco to its little brother, the Cruze.

    gallery_10485_426_4487.png

    Trunk space is also on the small size, measuring in at 14.3 cubic feet. That’s due to the Eco having a battery in its trunk. If you want more trunk space in your Malibu, you’re going have to wait till later this year when the 2.5L four comes out.

    What's Under The Hood


    Ride & Drive

    Underneath the Malibu Eco’s hood lies GM’s eAssist mild-hybrid system. eAssist is comprised of a 2.4L Ecotec four-cylinder producing 182 HP and 172 lb-ft of torque, and a electric motor producing 15 kW and either 110 (cranking) or 79 (electric assist) lb-ft of torque hooked up to a 115V lithium-ion battery.

    gallery_10485_426_662923.png

    eAssist differs from a regular hybrid on how the electric and gas powertrains deliver their power. In a regular hybrid, the electric motor can power the vehicle alone at low speeds. eAssist cannot do that at all. Instead, eAssist uses the electric motor to help the gas engine in acceleration. Also, eAssist allows stop/start tech to be used.

    Driving with the eAssist system was an interesting experience. Pulling away from a stop, it gives you the illusion of having a more powerful engine. You can thank the gas and electric motors working together. After the initial acceleration, the electric motor switches off and the 2.4L provides adequate power for most driving. If you need to make a pass, the electric motor kicks back on to provide extra power. The transition from hybrid to gas power is seamless; the only way to know when it happens is when you have the hybrid powertrain screen up.

    But all is not perfect with the eAssist powertrain. Like most hybrids, the Malibu Eco’s brakes don’t give the kind of reassurance you want. Also, the stop/start system doesn’t stop all of time. At most stoplights, the system would leave the engine idling. Part of that was due to the Air Conditioning running in what is called comfort mode, which needs the engine to run. But when the Air Conditioner was off, the engine still would not turn off. I was left wondering if I was doing something wrong with braking or if this was a problem with this particular Malibu Eco.

    And that leads me to the biggest disappointment of the Malibu Eco; the fuel economy. The EPA rates the Malibu Eco at 25 City/37 Highway/29 Combined. My average for the Malibu Eco was 26.5 MPG. Now, I am going to put a good amount of blame on the Stop/Start system possibly not working. But even with 29 MPG combined in the EPA cycle, cars like the Toyota Camry, Kia Optima, and Volkswagen Passat with their base engines can meet or exceed that average. It left me wondering why GM went forward with the eAssist mild hybrid and not a regular hybrid system or something else.

    Those problems with the powertrain are a big shame since the Malibu’s ride shines as a long distance cruiser. The suspension does a great job of providing a very comfortable ride, soaking up many road imperfections. The steering weighted perfectly for what the Eco is built for. Also, Chevrolet must have stolen a few of Buick’s quiet tuning engineers since the Malibu Eco is very, very quiet.

    And The Verdict


    Verdict

    As my time with the Malibu Eco was coming to a close, I was getting more and more disappointed. The Malibu Eco has some very positive points: a comfortable and quiet ride, good looking exterior, impressive interior, and the new MyLink infotainment system.

    But those positive points cannot hide some very glaring problems of the Malibu Eco: the smallest back seat in the class, the stop/start system that didn’t stop, and the not so impressive fuel economy of the eAssist system.

    And there is one thing I haven’t brought up yet. The Malibu was originally waiting on the new 2.5L four-cylinder to go into production. However, GM CEO Dan Akerson wanted the Malibu out sooner and the decision was made to start building the Eco early since it the closest to being ready. My question is this: if GM had kept the original date, could this have made the Malibu Eco a better car?

    The Malibu Eco is a car full of hopes and dreams, but sadly cannot reach all of them.

    Cheers:

    Comfortable Ride

    Interior and Exterior Design

    MyLink Infotainment System

    Jeers:

    Fuel Economy

    Non Auto Stop/Start System

    Interior Space

    Year - 2013

    Make - Chevrolet

    Model - Malibu

    Trim - Eco

    Engine - 2.4L DOHC Four-Cylinder with eAssist

    Driveline - Front Wheel Drive, Six Speed Automatic

    Horsepower @ RPM - 182 @ 6200

    Torque @ RPM - 172 @ 4900

    Fuel Economy: City/Highway/Combined - 25/37/29

    Curb Weight - 3620 lbs

    Location of Manufacture - Kansas City, Kansas

    Base Price - $26,845.00

    As Tested Price - $29,380.00 (Includes $760.00 Destination Charge)

    0


      Report Article
    Sign in to follow this  
    Followers 0


    User Feedback


    If it was Ackerson's decision to bring this car forward when it was not ready, he effed up big time. A large majority of these will be sold with the 2.5L engine. By bringing it out with eek-Assist only, real potential customers are going to forget about it by the time the 2.5 is out. It will have to be re-launched with an expensive marketing campaign. That's money GM could be spending on R&D for new products that people WANT.

    0

    Share this comment


    Link to comment
    Share on other sites

    I'm not surprised about your disappointment with the new '13 Malibu. I can honestly say I was not "blown away" when I saw it last year at the '11 NYIAS, and the few I've seen on dealer's lots and on the road have not improved on my initial reaction. I still prefer the exterior styling of the outgoing model:

    2011_chevrolet_malibu-pic-8925758867857189028.jpeg

    2011-Chevrolet-Malibu.jpg

    Too bad they couldn't have put the '13 Malibu's interior into a refreshened '11 body.

    Edited by GMTruckGuy74
    0

    Share this comment


    Link to comment
    Share on other sites

    I saw the '13 first at Barrett-Jackson in January and a couple since then..overall, I like the exterior and interior, but the dumbest mistake was cutting the wheelbase by 5 inches. Epsilon II SWB and LWB both have wheelbases way too short for midsize and full size cars...

    0

    Share this comment


    Link to comment
    Share on other sites

    In retrospect, I don't have a big issue with the front-end styling, it's more the issue with the side profile styling and size proportianing:

    2011-chevrolet-malibu-side-view-in-motion.jpg

    2013-Chevrolet-Malibu-drivers-side-profile.jpg

    The '13 looks squished in the middle compared to the '11 model.

    I saw the '13 first at Barrett-Jackson in January and a couple since then..overall, I like the exterior and interior, but the dumbest mistake was cutting the wheelbase by 5 inches. Epsilon II SWB and LWB both have wheelbases way too short for midsize and full size cars...

    BINGO!!!

    0

    Share this comment


    Link to comment
    Share on other sites

    I can't say if I agree or disagree with shortening the 2013 Malibu, but I think I can explain out the reasoning. If you remember, the 2008 Malibu was supposed to take on the volume of both the 04-07 Malibu and the 00-05 Impala, as the Impala was expected to move to Zeta. When the Zeta plans imploded Chevy needed to backtrack on future Malibus to re-accommodate a FWD Impala. I'm thinking that Chevy won't have a problem accommodating people who something roomier than the Malibu via the new Impala or the Cruze.

    Personally, I do like the styling of this Malibu. It's to bad about the fuel economy though. All that extra expense for not much in real-world gain. Are there similar complaints about the eAssist-ed Regal?

    0

    Share this comment


    Link to comment
    Share on other sites

    That's just it, I got great mileage in the eAssist Lacrosse, pushing 37mpg highway and 27mpg city in a bigger and heavier car. Where did that performance go?!

    0

    Share this comment


    Link to comment
    Share on other sites

    I can't say if I agree or disagree with shortening the 2013 Malibu, but I think I can explain out the reasoning. If you remember, the 2008 Malibu was supposed to take on the volume of both the 04-07 Malibu and the 00-05 Impala, as the Impala was expected to move to Zeta. When the Zeta plans imploded Chevy needed to backtrack on future Malibus to re-accommodate a FWD Impala. I'm thinking that Chevy won't have a problem accommodating people who something roomier than the Malibu via the new Impala or the Cruze.

    Both the Epsilon II SWB and LWB versions have wheelbases shorter than the new Fusion.. 107.x and 111.x are too short for midsize or full size cars.

    0

    Share this comment


    Link to comment
    Share on other sites

    I like the looks, generally, of the new Malibu. A silver one passed me the other day and it looked good rolling. The outgoing one was elegant with no trace of sport, the new one is sporty of line, a trait of successful Chevy sedans of yesteryear. I want to see what they do with the turbo model.

    The public is not stupid. They know eek-Assist is junk. I just hope it's not too late for this car to be a success when the real engines arrive.

    The new Fusion is very future-think in style, where the Malibu plays on nostalgia and emotion. I like them both for different reasons, but wonder what Ford will do with the Taurus for the next go-round since the Fusion is good-sized. A new RWD Taurus would be like a Boss 302.

    Edited by ocnblu
    0

    Share this comment


    Link to comment
    Share on other sites

    We had a nearly brand new SHO Taurus out Saturday at the SCCA autocross here...

    Very capable car...

    A SHO RWD would be lust worthy...

    But yeah, I like the fusion a lot better than the Malibu for a midsize four door car.

    0

    Share this comment


    Link to comment
    Share on other sites

    I like that front, actually, but the Falcon bodyshell is cursed with that otherworldly, dated/parallel universe situation that afflicts the Commodore. It's a long-running trait of native Australian cars in relation to their American cousins I cannot quite put my widdle middle finger on. Does anyone know wut I mean?

    Edited by ocnblu
    0

    Share this comment


    Link to comment
    Share on other sites

    SHO's now are AWD and previously were never RWD.

    Malibu, Chevy compromised a lot. They did not want to intrude on the guts of the Impala so they shortened the wheelbase, which did a disservice. It surely did not decrease weight much.

    Passats and Altimas now are 3200 pounds. Chevy gets smaller and is major heavy.

    Regal has decent toe space and foot space, why did they f@#k up that crucial element on the Malibu with the non-existent leg room and toe and foot space? Chevy is so stupid. It's a family sedan for crying out loud. Neither the Cruze or Malibu have adequate rear space for legs and feet for their class. REAL WORLD SPACE. (see, mazda6 or accord).

    Design wise, the new look is decent, but it could have been way better with the same theme. There is not enough glass, the overhangs are too long, the wheel base is too short, windshield needs to come ahead some and the back decklid is too long (rear deck needs to come back some more). All they really needed to do was keep the wheelbase or only cut it a tish. The old Malibu which was a beautiful design (but now is tired) which really only had one flaw....visually it was too narrow.

    The aggressive new design is cool but i only give it a B because it could have been a hell of a lot better in terms of proportions and overhangs and amount of glass on the sides.

    Interior is nicely improved but still I think there are a few pieces here and there that could be nicer. The corporate woodgrain steering wheel is already looking tacky, for example. I've sat in this car, the textures and plastics are pretty good. SOme of the center stack is a bit cheesy but that's nitpicky. Overall it's a bit of a busy look but really that keeps it from looking Camry dull. The seat cloth could be better but the leather is bang up.

    I think GM needed to pay for some amortization on the start stop BAS so they have tried to weasel it into the cars that they can in enough volume to recoup some development costs. Over time like everything else it will get revised and I think they see lots of potential for it in volume production over time. So you got to use some owners as beta testers now. I do believe the 2.5 will probably have the same mpg and better acceleration etc..... and I bet they won't produce any more eco malibus until another year or so and try to mate it to the 2.5. Same in the Regal, Lacrosse and maybe Verano also.

    One last word, the Astra....er, Verano, the backseat is easier to get in and out of and feels a bit more legworthy off the bat.

    0

    Share this comment


    Link to comment
    Share on other sites

    I like that front, actually, but the Falcon bodyshell is cursed with that otherworldly, dated/parallel universe situation that afflicts the Commodore. It's a long-running trait of native Australian cars in relation to their American cousins I cannot quite put my widdle middle finger on. Does anyone know wut I mean?

    One thing that is funny is how similar the Falcon looks to the Commodore in profile...the greenhouse is very similiar. A US-market RWD V8 large Ford in the future based on a Falcon or the NG Mustang platform would be great, but I doubt if it will happen...I suspect the Falcon will be replaced by the NG Taurus as part of the 'One Ford, One FWD World' plan..

    Edited by Cubical-aka-Moltar
    0

    Share this comment


    Link to comment
    Share on other sites

    Really it would be nice if Ford could build a really modern, really fullsize RWD car.

    right now, looking at a 65 Galaxy 500 XL or 66 Imapala at a local car show is as close as you can get....

    0

    Share this comment


    Link to comment
    Share on other sites

    This car could stand to wait until the engine is actually ready. Akerson thought like a software executive, not a car executive. It is better to be a few months late with grade A product than be early with a C+ effort.

    Does he not know that first impressions are everything, especially in the hypercompetitive midsize segment?!

    0

    Share this comment


    Link to comment
    Share on other sites

    I have quite a bit of beef with this car.....I can see this being a rental queen in the near future....there is only ONE good thing about this car.

    GM can be glad I didn't have to review this car...and I think Olds and I'm guessing MM will be a little nicer....

    Note: I've driven both mali models (new and old) back to back...

    0

    Share this comment


    Link to comment
    Share on other sites

    I'm not sure this is as big an issue as others think....here's why.

    Rollouts of any new GM product are typically very slow. Had they waited, the chances are good they would not have rolled that many more in 6 months than the Eco has rolled out so far. In this instance, to roll the car out with the odd duck powertrain to me is not a terrible idea. Gm usually has quite a few glitches on new cars.....if the model is out but not in many people's hands they can stall an epidemic in case something bad happens. They know the Eco is not going to sell a lot but it will get out there a little and be seen and raise eyebrows on the road.

    Secondly, GM has a history of rolling out the new models and continuing a production overlap of the existing. Chevy Classic, the 04+, and now the 08+ Malibus all have gone on now, while their successor was being built. Impala will also do that now.

    THird, whatever is left of the current bu can go to fleets galore and also sell dirt cheap against all the dirt cheap Altimas and such going out of production soon. You can always catch buyers on the fence who are resistant to the new model. I already can tell you for fact three people I know closely who popped on 12 Fusions or Escapes despite being interested in the 13's....one in particular saw the new Escape and backed up and saved huge money on the 12.

    Really this first half year with the Eco lauch is nothing more than a beta testing marketing buzz creation tool and it gets people interested.

    0

    Share this comment


    Link to comment
    Share on other sites

    I'm not sure this is as big an issue as others think....here's why.

    Rollouts of any new GM product are typically very slow. Had they waited, the chances are good they would not have rolled that many more in 6 months than the Eco has rolled out so far. In this instance, to roll the car out with the odd duck powertrain to me is not a terrible idea. Gm usually has quite a few glitches on new cars.....if the model is out but not in many people's hands they can stall an epidemic in case something bad happens. They know the Eco is not going to sell a lot but it will get out there a little and be seen and raise eyebrows on the road.

    Secondly, GM has a history of rolling out the new models and continuing a production overlap of the existing. Chevy Classic, the 04+, and now the 08+ Malibus all have gone on now, while their successor was being built. Impala will also do that now.

    THird, whatever is left of the current bu can go to fleets galore and also sell dirt cheap against all the dirt cheap Altimas and such going out of production soon. You can always catch buyers on the fence who are resistant to the new model. I already can tell you for fact three people I know closely who popped on 12 Fusions or Escapes despite being interested in the 13's....one in particular saw the new Escape and backed up and saved huge money on the 12.

    Really this first half year with the Eco lauch is nothing more than a beta testing marketing buzz creation tool and it gets people interested.

    Some valid and interesting points you make.

    0

    Share this comment


    Link to comment
    Share on other sites

    GM can be glad I didn't have to review this car...and I think Olds and I'm guessing MM will be a little nicer....

    you may be wrong on the assumption about me....

    0

    Share this comment


    Link to comment
    Share on other sites

    GM can be glad I didn't have to review this car...and I think Olds and I'm guessing MM will be a little nicer....

    you may be wrong on the assumption about me....

    Maybe not...I want to pretty much trash it.....I found NOTHING better about this car compared to the old one...and I tried too.

    And I do remember you mentioning that now that you say that....

    0

    Share this comment


    Link to comment
    Share on other sites


    Your content will need to be approved by a moderator

    Guest
    You are commenting as a guest. If you have an account, please sign in.
    Add a comment...

    ×   You have pasted content with formatting.   Remove formatting

    ×   Your link has been automatically embedded.   Display as a link instead

    Loading...



  • Popular Stories

  • Today's Birthdays

    1. BowTieFarmer
      BowTieFarmer
      (57 years old)
    2. will75
      will75
      (41 years old)
  • Similar Content

    • 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.

      View full article
    • 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.
    • 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
      View full article
  • Recent Status Updates

  • Who's Online (See full list)