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William Maley

Cadillac News: Cadillac ELR To Begin Production In Late 2013

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William Maley

Staff Writer - CheersandGears.com

October 16, 2012

Cadillac's long-awaited extended-range electric coupe, the ELR will begin rolling off the lines at GM’s Detroit-Hamtramck plant beginning in late 2013.

“The ELR will be in a class by itself, further proof of our commitment to electric vehicles and advanced technology. People will instantly recognize it as a Cadillac by its distinctive, signature look and true-to-concept exterior design,” said GM's North America President Mark Reuss.

GM is investing $35 Million into the plant to get it ready to build the ELR.

Source: GM

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.

Press Release is on Page 2


Cadillac ELR to be Built at Detroit-Hamtramck

  • Plant gets $35 million investment for extended-range electric vehicle

DETROIT – Preparations will soon be under way at the Detroit-Hamtramck Assembly plant to build the Cadillac ELR, a luxury coupe featuring extended-range electric technology, General Motors North America President Mark Reuss said Tuesday.

“The ELR will be in a class by itself, further proof of our commitment to electric vehicles and advanced technology,” Reuss said in a keynote address at the SAE Convergence Conference in Detroit. “People will instantly recognize it as a Cadillac by its distinctive, signature look and true-to-concept exterior design.”

Production is scheduled to begin in late 2013.

The addition of the ELR to Detroit-Hamtramck represents a $35 million investment and increases total product investment to $561 million since December 2009. It is the first two-door car built at the plant since the 1999 Cadillac Eldorado.

"This investment reflects the corporation’s confidence that the highly skilled members of UAW Local 22 can successfully build one of the most technologically advanced vehicles in the world,” said UAW Vice President Joe Ashton, who directs the union's GM Department. “The hard work and dedication of our members demonstrates that we can competitively manufacture products for the future right here in Detroit.”

The ELR is the production version of Cadillac’s Converj, a concept vehicle revealed at the North American International Auto Show in 2009. The ELR will advance the design theme of the Converj while featuring an electric propulsion system made up of a T-shaped lithium-ion battery, an electric drive unit, and a four-cylinder engine-generator. It will use electricity as its primary power source to drive the car without using gasoline or producing tailpipe emissions. When the battery’s energy is low, the ELR seamlessly switches to a gasoline-powered electric generator to allow hundreds of additional driving miles. The lithium-ion battery will be built at GM’s Brownstown Battery Assembly plant in Brownstown, Mich.

Detroit-Hamtramck is the only U.S. automotive manufacturing plant that mass produces extended-range electric vehicles. The plant is home to the Chevrolet Volt, Opel Ampera, and Holden Volt extended-range electric vehicles. Extended-range electric vehicles are exported to 21 countries from the plant.


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I hope GM keeps the expected sales volume low on these. I am sure they will sell but not in great numbers. If they go over board on the numbers it will only give the enemies of these cars ammo.

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This is going to be a neat low volume halo car.

It will be at that. I just don't want to see it beat on by media and idiots that do not understand what the real goal is here. Also I do not want GM to say we will build 50,000 a year. I would rather they under estimate the total. It is better to underestimate production vs over estimate it and look a failure.

At least this one will hit the market unlike many other delayed electric cars like Fiskers next cat that may show up in 14-15-16 if ever.

I hope they toss in some performance suprise here like a turbo 4 and bigger electric motors.

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This is going to be a neat low volume halo car.

It will be at that. I just don't want to see it beat on by media and idiots that do not understand what the real goal is here. Also I do not want GM to say we will build 50,000 a year. I would rather they under estimate the total. It is better to underestimate production vs over estimate it and look a failure.

Some of the know-nothing asshats in other forums I'm active in are already calling it the 'Cimmaron II".

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GM really needs to get across this is not a Prius and what the goals really are, other wise the truth will get twisted and bent as much as it did in tonights debate.

GM needs to line out the goals and the reasons for this car. They need to address this is the seed to start growth of the segment that this car and the Volt represents. They need to state clearly this is not a car for everyone but it will grow into a segment that will suit attention into the future.

If they had given up on the Gas powered automobile in 1900 as being too expensive, complicated and short on range where would we be today. But many like Ford, Leland, Olds, Benz, Winton etc kept at it and created a market where the cars imporved.

Today people have little long term vision and already can't wait for the I phone 6. Somethings still take time and work to achieve and this is one.

Cadillac needs to do something to make this special. It can not just be a good looking Volt. It needs to offer improved performance and things just not possible in a Volt. It also needs to be better than the Tesla and do it cheaper.

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GM really needs to get across this is not a Prius and what the goals really are, other wise the truth will get twisted and bent as much as it did in tonights debate.

GM needs to line out the goals and the reasons for this car. They need to address this is the seed to start growth of the segment that this car and the Volt represents. They need to state clearly this is not a car for everyone but it will grow into a segment that will suit attention into the future.

If they had given up on the Gas powered automobile in 1900 as being too expensive, complicated and short on range where would we be today. But many like Ford, Leland, Olds, Benz, Winton etc kept at it and created a market where the cars imporved.

Today people have little long term vision and already can't wait for the I phone 6. Somethings still take time and work to achieve and this is one.

Cadillac needs to do something to make this special. It can not just be a good looking Volt. It needs to offer improved performance and things just not possible in a Volt. It also needs to be better than the Tesla and do it cheaper.

I agree with you Hyper,

So what is the real story here? What is the real message to the masses?

I have to admit that while I am excited by this car and my personal understanding is this is a long range green car for the luxury market but with more performance so it will not be as fuel efficient as the Volt but still way better than if it was just another luxury 4 door.

I honestly do not know the marketing message for this car yet. Does anyone else know what GM is trying to get across with this auto?

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My thought is the newest technology goes in here. GM has already been working on gen 2 and 3 for the Volt so I would say add to this car first and move it to the Chevy when the next gen is available.

The idea here is a play toy for those with money that are buying Tesla's and Fiskers. It also is a car that will use less gas.

I also see them playing with the ICE and Electric combo for different performace. We already know the electric motors are instant torque and how could that be made to cut MPG but still keep performance in the car. I see GM playing around with the combo and as batteries improve the range and speed will increase.

Like in the debate last night Obama was saying how great it will be that we can go more than twice as far in the new cars because of the standards. The real question will they have is sorted out by then that we will have cars we will want to go twice as far in.

Right now they are all looking for what will work with the public.

I see this as a way for GM to spread the cost of the Volt but also play around to see just what people like or will accept. Think of this as a live test for product.

Lets face it no one has made a affordable luuxury electric car that looked good. I think they are just seeing what could be done for less than a Tesla and a car styled more than a science experiment.

I think this car will be a learning experience not just for us and GM but also for the industry.

Edited by hyperv6
  • Upvote 2

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Well they've already learned that people don't want electric cars, so what exactly is the point except to cut losses on Voltec?

  • Downvote 2

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Blu you miss the point.

There is a growing market for these cars though it is small now. In time as they improve in range and power they will become more and more popular. The truth is I see the Electric cars taking off more in Europe with the strong green party support there not to mention their near $10 a gallon of gas or more.

In the mean time companies even like Porsche and Ferrari are combining electric and ICE into performance cars.

This is a time of discovery, invention and growth for these cars. It is not a case where companies just say we will build them when people want them as they need to create a market to get suppliers willing to invest into better and new technology.

Lets face it these cars are just one step away from a Science experiment but they are growing more and more into cars that are almost like a normal car. GM has the best Idea for the moment but the only thing holding them back is price. Get the price down on the Volt to where the Prius is and people will say Prius what?

In time we will have better batteries and motors with the investment. Lets face it what ever supplier comes up with the right parts stands to own the market with all MFG's. The Automaker who can come up with the right combo can also make a fortune on license fees to other makers for their technology.

Either way this is one of those deals you have to walk before you can run. Also if you don't walk you will never run.

Edited by hyperv6
  • Upvote 3

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I'm told that the interior will be among GM's finest.

Let's hope so. It needs to carve a niche for itself, and the 'Luxury' part of the equation can very well be that niche...

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I keep hearing the ELR being compared to the Tesla and I hope that GM understands the performance/economy balance that Tesla has is the wining formula in this low volume segment.

IF A SMALL COMPANY LIKE TESLA CAN MAKE THE MODEL S COMPETITIVE SO CAN GM!!

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This won't be nearly as good as a Tesla Model S from a performance standpoint. The Model S with the best battery/motor combo has a 0-60 time of 3.9 - 4.3 seconds depending on who tested it. That's pretty fast.

I am not really sure what this will compete against, there are no other cars that close to it. When you think of $50-60k 2-door sports cars you think Z4, SLK, Boxster/Cayman, even Corvette. Those cars have way more performance than a FWD Volt based car will and 3 of the 4 have good interior too. People that want high MPG usually don't care about luxury, that is why the Lexus HS250h and CT200h bombed, and I don't think I've ever seen an S400 hybrid on the road, but I see S550s every day.

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^ The reason --as no doubt you can attest to-- that the s400 is a flop, is because a flagship luxury car cannot succeed with a V6, right? :P

RE the Tesla S, IS it 'competitive'? What have it's sales been to date?

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^ Looking forward to seeing that, and that could easily go miles towards grabbing buyers vs. a performance stat.

I don't see the ELR being marketed as a bona fide sports car, anyway.

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^ The reason --as no doubt you can attest to-- that the s400 is a flop, is because a flagship luxury car cannot succeed with a V6, right? :P

RE the Tesla S, IS it 'competitive'? What have it's sales been to date?

The Tesla and Fisker Karma don't sell either, very few people want to pay mega bucks for electric cars. The case for hybrids or high mileage exists more with environmentalists looking to save on transportation costs. Thus why the Prius has been a success and the Lexus attempts flopped.

The A8 and 7-series have 6-cylinder power as well, that is going to be coming to all cars. The S400 doesn't make sense, the mileage is too low, the S350 Bluetec makes sense because it has 455 lb-ft and gets 31 mpg. Plus the reliability of diesel and that all appeals to the commercial use of the S-class. My guess though is the V8 crushes those in sales though, gas is cheap here. The diesel S-class is here for CAFE offset of the V12, limo market that wants reliability and high mileage and just in case gas prices rapidly go up.

To me, people that pay $60k for a car, or especially $100k for a car don't want slow, they want performance, that is why all these eco-luxury cars don't sell, it is like making an hybrid V6 Corvette, no one wants that, they want a big V8.

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The Interior of the ELR is said to be beyond anything GM has ever done.

But at the same time, what have they done? And it is hard to sell a pricey car on just interior without any performance. Unless they are doing a Rolls Phantom level interior and selling that for $60k, I just can't see this car selling. Cadillac is wasting money and resources that could go to a RWD flagship sedan or a true sports car, or a RWD mid size SUV.

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The Interior of the ELR is said to be beyond anything GM has ever done.

But at the same time, what have they done? And it is hard to sell a pricey car on just interior without any performance. Unless they are doing a Rolls Phantom level interior and selling that for $60k, I just can't see this car selling. Cadillac is wasting money and resources that could go to a RWD flagship sedan or a true sports car, or a RWD mid size SUV.

I totally disagree, here in Seattle as in Portland, the Hybrid and electric luxury auto's seem to sell well as I see a ton of them every day and I cannot wait for Caddy to get into this segment.

The new Money being in High Tech seems to also go with the green movement.

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The Interior of the ELR is said to be beyond anything GM has ever done.

But at the same time, what have they done? And it is hard to sell a pricey car on just interior without any performance. Unless they are doing a Rolls Phantom level interior and selling that for $60k, I just can't see this car selling. Cadillac is wasting money and resources that could go to a RWD flagship sedan or a true sports car, or a RWD mid size SUV.

The ATS is being compared to as equal or above the 3-series in some reviews. So I guess we'll see what else Cadillac can do.

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      View full article
    • By Drew Dowdell
      GM released power figures today for the new inline 6-cylinder diesel engine that will be available in the Chevrolet Silverado and GMC Sierra.  Available at the same price as the 6.2 liter model, GM promises the new engine will change perceptions about diesel performance and refinement.  GM recently announced the delay of the 3.0-liter diesel until the 2020 model year due to emissions certification delays. 
      Paired with a 10-speed automatic transmission, the diesel produces an SAE-certified 277 horsepower and 460 lb-ft of torque with 95 percent of that torque being available at just 1,250 RPM.  Torque peak comes at 1500 rpm and peak horsepower at 3750 rpm.
      The powertrain is setup to offer diesel exhaust braking to help slow the vehicle when the truck is in tow-haul mode, limiting the number of applications of the brakes to save on brake wear. The engine also has a user selective start-stop function to save additional fuel in city driving. 
      2019 CHEVROLET SILVERADO 3.0L DURAMAX TURBO-DIESEL SPECIFICATIONS
      Type:
      Duramax 3.0L DOHC Turbo Diesel I6 
      Bore & Stroke (in. / mm):
      3.30 x 3.54 inches (84mm x 90mm)
      Block Material:
      Aluminum
      Cylinder Head Material:
      Aluminum
      Compression Ratio:
      15.0: 1
      Firing Order:
      1-5-3-6-2-4
      Valvetrain:
      Dual-overhead camshafts, four-valves per cylinder
      Air Delivery:
      Single variable-geometry turbocharger; intercooling system. 42.8-psi / 2.95 bar max boost
      Fuel Delivery:
      High-pressure, common-rail direct injection (36,250 psi / 2500 bar); electronic throttle valve
      Ignition System:
      Compression
      Max Engine Speed:
      5100 rpm
      Additional Features:
      Continuously variable oil pump; engine oil cooler, automatic stop/start, Active Thermal Management,
      Emissions Control:
      Low-pressure Exhaust Gas Recirculation (EGR); Selective Catalyst Reduction on Filter (SCRF)
      Horsepower
      (hp / kW @ rpm):
      277 / 204 @ 3750 (SAE certified)
      Torque
      (lb.-ft. / Nm @ rpm):
      460 / 624 @ 1500 (SAE certified)
      Manufacturing Location (of globally sourced parts)
      Flint, Mich.  
       
       
      Chevy Press release on page 2


      2020 CHEVROLET SILVERADO’S NEW, ADVANCED 3.0L DURAMAX TURBO-DIESEL REDEFINES EXPECTATIONS
      No-compromise engine delivers refinement, performance and efficiency
      2019-06-03
      DETROIT — The all-new 2020 Chevrolet Silverado’s available 3.0L Duramax inline-six turbo-diesel engine adds choice and versatility for full-size truck customers, offering class-leading torque and horsepower in addition to focusing on fuel economy and capability. It is the first-ever inline-six turbo-diesel offered in Chevrolet’s full-size light-duty trucks.
      Chevrolet engineers started with a clean-sheet design and developed an all-new engine that leverages the efficiency and refinement advantages of the inline six-cylinder architecture and incorporates advanced combustion and emissions technologies to optimize performance and efficiency. It is priced identically to the 6.2L V-8 as a $2,495 premium over a 5.3L V-8 model or $3,890 over a 2.7L Turbo model.
      “From the moment the engine is started, to its idle, acceleration and highway cruising, the 3.0L Duramax performance will change perceptions of what a diesel engine can offer in refinement,” said Nicola Menarini, director for Diesel Truck Engine Program Execution. “With advanced technologies that draw on global diesel expertise, it’s a no-compromise choice for those who want the capability and driving range of a diesel in a light-duty truck.”
      Available on LT, RST, LTZ and High Country models, the 3.0L Duramax diesel rounds out the new Silverado’s range of six propulsion choices, each tailored to suit customers’ needs for performance, efficiency, technology and value. It is rated at an SAE-certified 277 horsepower and 460 lb-ft of torque delivering 95 percent of peak torque at just 1,250 rpm. Peak torque is sustained from 1,500 rpm through 3,000 rpm, providing a powerfully smooth and satisfying driving experience.
      The 3.0L Duramax is paired with GM’s 10L80 10-speed automatic transmission, featuring a centrifugal pendulum absorber torque converter that reduces vibrations to improve smoothness, reinforcing its performance, efficiency and refinement. This combination also offers exhaust braking, which uses the diesel engine’s compression to help slow the vehicle, requiring fewer brake applications by the driver when in Tow Haul mode.
      Innovative Engine Technologies
      The inline six-cylinder architecture offers inherent efficiency and refinement, but the team expanded with smart technology choices to help improve efficiency and weight while optimizing the truck experience. A lightweight aluminum block and cylinder head reduce overall mass, and Active Thermal Management enhances efficiency and cold-weather warm-up. Ceramic glow plugs also help with shorter heat-up times and a quicker cold start, meaning the engine block heater is not needed until -22 degrees F.
      Towing is an important part of owning a truck, and customers can gain additional confidence thanks to the exhaust brake available in tow-haul mode. The water charge air cooler, coupled with low pressure EGR, reduces time to torque. The variable geometry turbocharger helps provide a greater balance of performance and efficiency, and an electronically variable intake manifold helps optimize performance across the rpm band.
      Inherently efficient and balanced
      Compared to a DOHC V-6, the inline-six architecture offers greater efficiency from the reduced friction of operating only two camshafts and their associated valvetrain components. The I6 configuration offers the perfect balance of primary and secondary forces, without the need for balancing shafts.
      “In addition to reduced friction, the architecture enables smooth operation,” Menarini said. “The new Duramax 3.0L elevates the 2019 Silverado with one of the most refined and efficient diesel engines in the segment.”
      Along with supporting elements such as a tuned air induction system and other noise-attenuating elements, the 3.0L Duramax delivers exceptional quietness and smoothness at all engine speeds.
      All-aluminum construction and tough rotating assembly
      The 3.0L Duramax cylinder block is made of a cast aluminum alloy that provides the strength required to support the high combustion pressures that occur within a diesel engine, while also offering an approximately 25 percent mass savings over a comparable cast iron engine block. Iron cylinder liners are used within the aluminum block to insure truck durability.
      There are seven nodular iron main bearing caps that help ensure the block’s strength under those high combustion pressures, while also enabling accurate location of the rotating assembly. A deep-skirt block design, where the block casting extends below the crankshaft centerline, also contributes to the engine’s stiffness and refinement. It’s complemented by a stiffness-enhancing aluminum lower crankcase extension attached to the main bearing caps.
      The rotating assembly consists of a forged steel crankshaft, forged steel connecting rods and hypereutectic aluminum pistons. The alloys in the respective castings for the rods and pistons make them lightweight and durable. Silicon is blended with the aluminum for heat resistance and tolerance within the piston cylinders, which enhances performance and makes the engine quiet.
      A thick piston crown — the top of the piston — and reinforced top ring add strength to support the tremendous cylinder pressures enabled by turbocharging and the engine’s high 15.0:1 compression ratio.
      DOHC Cylinder Head and Rear Cam Drive
      Overhead camshafts offer a direct, efficient means of operating the valves, while four valves per cylinder activated by maintenance-free finger followers with hydraulic lash adjusters increase airflow in and out of the engine. This arrangement is integrated on the Duramax 3.0L’s lightweight aluminum cylinder head, which is topped with a lightweight composite cam cover that incorporates the crankcase ventilation and oil separation systems.
      A pair of lightweight, assembled camshafts actuates 28.35 mm diameter (1.12-inch) intake and 24.55 mm diameter (0.97-inch) exhaust valves. The camshaft drivetrain is uniquely located at the rear (flywheel side) of the engine, for greater refinement and packaging considerations for the comparatively long inline-six. A crankshaft-driven chain drives the high-pressure direct-injection fuel pump, while a chain driven by the fuel pump drives both intake and exhaust camshafts. A smaller belt drives the variable flow oil pump from the crankshaft.
      Additional Technology Highlights
      Variable geometry turbocharging enables the Duramax 3.0L engine to deliver class-leading horsepower with minimal effect on overall efficiency. The system uses closed loop controlled vanes position and sophisticated electronic controls to automatically adjust boost pressure to the desired value based on engine running conditions and instantaneous power demand. The liquid-cooled turbocharger features a low-friction ball-bearing shaft and is mounted close to the exhaust outlet of the engine for quicker spool-up of the turbine and quicker light-off of the exhaust catalyst. A water-to-air intercooling system produces a cooler higher density air charge for greater power. Maximum boost pressure is 43,5 psi (300 Kpa) absolute.
      Low-pressure EGR: The Duramax 3.0L utilizes new low-pressure Exhaust Gas Recirculation to optimize performance and efficiency. The EGR system diverts some of the engine-out exhaust gas and mixes it back into the fresh intake air stream, which is drawn into the cylinder head for combustion. That lowers combustion temperatures and rates.
      Traditionally, EGR systems in diesel applications recirculate exhaust gases between the two high-pressure points, the exhaust manifold(s) and intake manifold. However, it generally requires efficiency-robbing assistance from the turbocharger or other supporting elements to achieve the pressure differential required for sufficient EGR flow rates.
      The new low-pressure system adds to the high-pressure system, supporting continual adjustment of exhaust backpressure for more efficient operation. It recirculates gases between the low-pressure points in the exhaust system (downstream of the particulate filter) and after the compressor inlet.
      When the low-pressure EGR is activated by an electronically controlled valve, the engine burns exhaust gas that has already passed through the particulate filter. That increases the turbocharger’s efficiency, which helps overall vehicle efficiency without deteriorating the rate of particulate matter emitted by the engine.
      A variable intake manifold offers dual air intake pathways for each cylinder. Electronically controlled flaps — one for each cylinder — shorten or lengthen the airflow to each cylinder. This optimizes the airflow into the engine and improves performance and responsiveness across the rpm band, particularly at lower engine speeds.
      A variable-pressure oiling system with a continuously variable-displacement vane oil pump enhances efficiency by optimizing oil pressure as a function of engine speed and load. With it, the oil supply is matched to the engine requirements rather than the excessive supply of a conventional, fixed-displacement oil pump. The engine uses low-friction Diesel Dexos 0W20 oil.
      Oil jets located in the block are employed for performance and temperature control. They target the inner core of the piston with an extra layer of cooling, friction-reducing oil. The jets reduce piston temperature, allowing the engine to produce more power and enhance long-term durability than engines without the technology.
      Active Thermal Management helps the engine warm up quickly to achieve and maintain its optimal engine temperature for performance and efficiency over the entire engine operating range. The system uses a three-actuator rotary valve system to distribute coolant through the engine in a targeted manner. It sends heat where it’s needed to warm up the engine to reduce friction and heat the passenger cabin or cools when needed for high-power operation. The Duramax 3.0L also features split cooling between the block and head.
      Common rail direct fuel injection of 2,500 bar (36,250 psi) helps generates class-leading horsepower and torque. The system’s pressure is generated by an engine-driven twin-piston pump sending fuel to solenoid-activated injectors with nine-hole nozzles that support precise metering of the fuel for a smooth idle and lower combustion noise. The fuel system is capable of multiple injections per combustion cycle — up to 10 times per injector — for more consistent and stable combustion performance that translates into smoothness and refinement, particularly at idle.   
      Electronic throttle valve: The Duramax 3.0L features an electronic throttle valve to regulate intake manifold pressure in order to optimize exhaust gas recirculation rates. It also contributes to a smooth engine shutdown via a more controlled method of airflow reduction.
      Ceramic glow plugs used in the Duramax 3.0L heat up more quickly and hotter than conventional metal-based glow plugs, helping the engine start and heat up more quickly in cold weather. The Duramax 3.0L achieves unassisted and assisted starting temperatures of -22 F (-30 C) and -40 F (-40 C) respectively.
      Stop/start technology helps optimize efficiency in city driving. The driver-selectable system shuts off the engine at stoplights and other stop-and-go situations. The engine automatically restarts when the driver takes their foot off the brake.
      ABOUT CHEVROLET
      Founded in 1911 in Detroit, Chevrolet is one of the world's largest car brands, doing business in more than 100 countries and selling more than 4.0 million cars and trucks a year. Chevrolet provides customers with fuel-efficient vehicles that feature engaging performance, design that makes the heart beat, passive and active safety features and easy-to-use technology, all at a value. More information on Chevrolet models can be found at www.chevrolet.com.
      # # #
      2019 CHEVROLET SILVERADO 3.0L DURAMAX TURBO-DIESEL SPECIFICATIONS
      Type:
      Duramax 3.0L DOHC Turbo Diesel I6 
      Bore & Stroke (in. / mm):
      3.30 x 3.54 inches (84mm x 90mm)
      Block Material:
      Aluminum
      Cylinder Head Material:
      Aluminum
      Compression Ratio:
      15.0: 1
      Firing Order:
      1-5-3-6-2-4
      Valvetrain:
      Dual-overhead camshafts, four-valves per cylinder
      Air Delivery:
      Single variable-geometry turbocharger; intercooling system. 42.8-psi / 2.95 bar max boost
      Fuel Delivery:
      High-pressure, common-rail direct injection (36,250 psi / 2500 bar); electronic throttle valve
      Ignition System:
      Compression
      Max Engine Speed:
      5100 rpm
      Additional Features:
      Continuously variable oil pump; engine oil cooler, automatic stop/start, Active Thermal Management,
      Emissions Control:
      Low-pressure Exhaust Gas Recirculation (EGR); Selective Catalyst Reduction on Filter (SCRF)
      Horsepower
      (hp / kW @ rpm):
      277 / 204 @ 3750 (SAE certified)
      Torque
      (lb.-ft. / Nm @ rpm):
      460 / 624 @ 1500 (SAE certified)
       
    • By Drew Dowdell
      After disappointing fans with a less than awe-inspiring release of the CT4-V and CT5-V on Thursday, Cadillac took the cars to Belle Isle, in Detroit, Michigan on Saturday.  General Motors President Mark Reuss and GM Vice President Global Product Ken Morris drove prototypes of the next step up in V-Series Performance at the Detroit Grand Prix. The two sedans appear to be uprated, higher performance versions of the cars shown on Thursday, more in line to be direct replacements for the ATS-V and CTS-V they succeed. 
      Much of the disappointment surrounding the two cars comes from the relatively tepid power outputs. The CT4-V comes with a 320 horsepower turbo-charged 4-cylinder and the CT5-V comes with a 355 horsepower twin-turbo V6, a mere 20 horsepower increase over the non-V CT5 V6 and less than the 400 horsepower available in the 2019 Cadillac CT6 Platinum, and a far cry from the 460 horsepower ATS-V and 620 horsepower CTS-V.  Cadillac is aiming to make the V-series more accessible to customers, however, we feel that they could have achieved this same goal by calling the revealed cars V-Sport instead of V-series.
      As of yet, we can only speculate what Cadillac is planning for the upgraded V-series cars, but hopefully, the twin-turbo V8 Blackwing will make it into at least one of them.  

      View full article
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