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Chevrolet News:Rumorpile: Chevrolet Plans A New Crossover Between Equinox and Traverse

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Chevrolet is hard at work on a new three-row crossover that will sit in between the Equinox and Traverse according to Automotive News. Speaking with people familiar with the matter, the new crossover will use the short-wheelbase version of the next Chevrolet Traverse's platform. To make room for this model, the Equinox will shrink down and move to a platform that underpins the Chevrolet Cruze.

 

This move follows the footsteps of other automakers that are expanding to offer four different crossover sizes - ranging from subcompact to full-size.

 

Now the new Chevrolet crossover will not be the only GM vehicle to use the short-wheelbase Traverse's platform. The upcoming Cadillac XT5 and next-generation GMC Acadia will use this platform as well.

 

Source: Automotive News (Subscription Required)


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This is a very smart move on GM's part.

 

The Equinox is too large and inefficient right now. That combined with the fact that the Traverse is the largest three-row CUV on the market makes this a no-brainer, imo.

 

Make the Equinox a hair smaller than it is, drop some weight, up the MPG's, and give some modern powerplants, lower the price, and it'd be a good ride. As it stands, idk why the hell so many people buy them.

 

The only thing I'll say is I think GM is missing a share of the market by not offering a true SUV based on the Colorado's platform.

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they'll try to downsize the Equinox and sell it for a higher price.  LOL.   The Equinox sells right now because of the size advantage.  For a lot of folks its the perfect size.  This is money grab by GM. 

 

And a three row that is smaller than the Traverse?  Again, it sells like it does because of its size.  Maybe GM can find a sweet spot where you get something less of a barge but with the usable third row, but to me what they have now works.    We'll just have to see if they do this right.  I like Ford's setup, the Edge is quite large and the Escape is just enough.

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Right now a Trax is $20k, an Equinox $22k, and Traverse $31k.  Downsizing the Equinox I think would make sense, it is bigger than a Rav4 or CR-V.  They could still charge $22k, but that makes the Equinox and Trax really close in rise and price then.  Then you have a 5 seat Equinox at $22k, and a 5 seat short Traverse for $27k?  They are jamming a lot in close together.

 

I'm sure a new middle crossover will sell well, but will probably cannibalize a lot of sales out of the Equinox and Traverse.

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Well first off GM is like most other brands committed to the FWD/RWD. RWD in large volumes would pose a problem for future CAFE and they can make them lighter in FWD based unit body. It has not hurt the Explorer any,

 

I expect the Nox and Terrain to be smaller but priced about the same in price paid. Lets face it they do offer a $23K model but most are $27-$38 K and the GMC is now just over $40K in Denali trim. The same for the Acadia as it will move to the mid size and hold the price while the new model will be larger and more expensive. I expect the Acadia to be more Explorer sized on a shorter wheel based by just a little. I expect it to be more SUV like in looks vs Minivan like as it is now.

 

I think we should stop calling them just smaller. The repackaging of the interiors will yield nearly the same room as my Terrain is not packaged well with lots of wasted space. Also the key will be they will be much lighter. I expect at the least 200-300 pounds based on recent weight reductions. the Nox and Terrains are pigs. I know so as I own one. I love the car but it is over 4000 pounds and just flat heavy with an older platform. The new engineering GM is using to cut weight will make a marked difference here with  no risk of losing stiffness. This will open the door to smaller but yet powerful engines and better MPG with similar performance. They are not sports cars so no need for one doing 13's in the quarter mile.

The key will be the increased torque as it will add much to the bottom end and help in MPG. My 2.0 Turbo low end torque makes my HF V6 feel sluggish at take off.

 

While the mid size model may take from the others it will keep the customers in house. As it is now if you want a model between the Acadia and Terrain now you have to go to Ford or else where.

 

Same if you want a smaller model as you have to go to Ford , Honda or Nissan.

I think the smaller Nox and Terrain will play well with the market and the mid size will give those still wanting a little larger a place to go with out having to move to the Traverse or Acadia.

 

This is the money segment and will be moving to the future. GM has a good advantage here as what they have been making has been very popular and profitable. This should increase with options.

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It's a large an complicated product portfolio to add new models to, but the platform sharing will definitely pay big dividends. But I don't know if its a good idea to downsize the Equinox. The only thing thats the issue is packaging. The Equinox is larger by a huge amount over others in exterior dimensions, but its total interior volume isn't substantially bigger; in some cases its even smaller than some competitors. 

 

Though an LTG or LGX and 9 Speed AWD and an Impala level interior in terms of fit and finish could be very exciting for such a mundane yet popular class of vehicle.

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RWD doesn't hurt gas mileage or CAFE.  Weight, aerodynamics, gearing, engine efficiency etc. Hurt or help fuel economy.  Case in point by looking at four common 6-cylinders:

 

RWD BMW 335i gets 21/32 mpg

FWD  Camry gets 21/21 mpg

RWD Charger gets 19/31 mpg

FWD Impala gets  18/28 mpg

 

I think What GM is planning is a car and crossover off Gamma and Delta, use Epsilon for middle and full size sedan, Lambda for middle and large crossover.  So Chevy gets 8 products out of 4 platforms.

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Should be interesting but then does that mean they kill the Trax? Does the Trax become the new SubCompact as the Nox becomes the compact?

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Right now a Trax is $20k, an Equinox $22k, and Traverse $31k.  Downsizing the Equinox I think would make sense, it is bigger than a Rav4 or CR-V.  They could still charge $22k, but that makes the Equinox and Trax really close in rise and price then.  Then you have a 5 seat Equinox at $22k, and a 5 seat short Traverse for $27k?  They are jamming a lot in close together.

 

I'm sure a new middle crossover will sell well, but will probably cannibalize a lot of sales out of the Equinox and Traverse.

 

 

An Equinox is NOT 22K. A decent one is 27K. Just like only stripper Traverses are 31K. 36K is about as cheap as you can actually find them, and there's far more 40K+ ones out there.

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Should be interesting but then does that mean they kill the Trax? Does the Trax become the new SubCompact as the Nox becomes the compact?

 

The Trax IS sub-compact, and the Equinox IS compact.

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I like the idea. I'm not sure if it really needs to be three rows because anyting smaller than the Traverse with a third row will be kindof crampy and lose the storage behind the rear seats. When I forst read GM is looking to add an SUV I was expecting something in the middle of the Equinox and Traverse like the Edge is for Ford. Larger, 2 row SUV. A nice middle ground before the 3 row Explorer. But GM is going the other way and a small entry 3 row to bridge the gap to the large 3 row SUV. I like the idea and I'm inrigued as to how it'll look.

 

Could this also be the next Cadillac SUV that they need?

Edited by ccap41

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Should be interesting but then does that mean they kill the Trax? Does the Trax become the new SubCompact as the Nox becomes the compact?

 

The Trax IS sub-compact, and the Equinox IS compact.

 

 

Correct, the only thing muddying up the sizing is that the Equinox is tweener sized. It competes with the CR-V and Escape, but physically is a half-step bigger, that's just the nature of the platform it's built on. That will soon be rectified.

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Should be interesting but then does that mean they kill the Trax? Does the Trax become the new SubCompact as the Nox becomes the compact?

 

The Trax IS sub-compact, and the Equinox IS compact.

 

 

Correct, the only thing muddying up the sizing is that the Equinox is tweener sized. It competes with the CR-V and Escape, but physically is a half-step bigger, that's just the nature of the platform it's built on. That will soon be rectified.

 

So this new one will also be a tweener most likely? just on the smaler side..

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Should be interesting but then does that mean they kill the Trax? Does the Trax become the new SubCompact as the Nox becomes the compact?

 

The Trax IS sub-compact, and the Equinox IS compact.

 

 

Correct, the only thing muddying up the sizing is that the Equinox is tweener sized. It competes with the CR-V and Escape, but physically is a half-step bigger, that's just the nature of the platform it's built on. That will soon be rectified.

 

So this new one will also be a tweener most likely? just on the smaler side..

 

 

No, the new Equinox will be on a compact platform based on the Cruze, it will be sized directly in line with the class. The new crossover will be midsize like the Edge.

Edited by cp-the-nerd
  • Upvote 1

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Correct, the only thing muddying up the sizing is that the Equinox is tweener sized. It competes with the CR-V and Escape, but physically is a half-step bigger, that's just the nature of the platform it's built on. That will soon be rectified.

 

So this new one will also be a tweener most likely? just on the smaler side..

 

 

No, the new Equinox will be on a compact platform based on the Cruze, it will be sized directly in line with the class. The new crossover will be midsize like the Edge.

 

Okay, so what I was originally thinking then. But they will squeeze a third row in there? Or we not really have any information on it and it might just be an option?  

 

Ps. I love how you can edit out other quotes to keep things cleaner and highlight things to show what you're actually responding to. Okay that was a random thought. I may have to re post this piece. lol

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I really so not see where anyone can be unhappy here. They will offer two models that are smaller and will compete head to head in the smaller segments and the two others will compete and fill the gaps for those who want larger and more seats. GM has all the bases covered.

 

Generally the small vehicles even with two rows are enough. We have never had more than 5 in our Terrain and it is rare you need to carry more than that. If you do generally you own a Tahoe or Traverse.

 

This third row thing is way over blown. It's like the city busses here. All seats and no passengers.

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Wife wouldn't live without the 3rd row, why we have the minivan now, an even bigger 3rd row after the Taurus X..  My logic, the van will get the same or better mpg than some of these smaller crossovers, and it does (albeit without AWD).  We use the third row a lot.  The largeness of it means you can put adults back there too.

 

I think the Equinox sliding second row is the bomb.  You can haz leg room or return it to the trunk.  You really can use it as a family rig.

 

You'll see my reader review on the latest Crv in that forum.  My fear is the Equinox is to become that.  A cracker can / POS.  Not that the CRv isn't roomy, it just doesn't feel substantial like the Equinox twins.  

 

But this new model under the Traverse will probably be a three row Equinox.  Remember the Suzuki XL7?  that was a stretched first gen Equinox (I sold a few of them used).  The third row was optional.  Packaging wise it was not too bad, and it certainly was not as gargantuan as the Traverse.

 

My Aztek was a Rendezvoux cousin, and the RDV had a third row option.  The packing of those two vehicles were pretty good.

 

I hope what GM doesn't do here is make a TRIBECA sized 3 row vehicle.........

 

Trax is a nice size just needs more width / girth.........

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I like the idea. I'm not sure if it really needs to be three rows because anyting smaller than the Traverse with a third row will be kindof crampy and lose the storage behind the rear seats. When I forst read GM is looking to add an SUV I was expecting something in the middle of the Equinox and Traverse like the Edge is for Ford. Larger, 2 row SUV. A nice middle ground before the 3 row Explorer. But GM is going the other way and a small entry 3 row to bridge the gap to the large 3 row SUV. I like the idea and I'm inrigued as to how it'll look.

 

Could this also be the next Cadillac SUV that they need?

If it is, will it come with a disclamer that if your over 5'8" tall you will not fit? I cannot see a sub-compact or Compact that tall people can fit into that has 3 rows.

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Equinox will become Cruze based, share the 1.5 liter turbo as the base, maybe the Malibu's 2.0 turbo optional.  This could be 180 inches long, in line with an Escape and CR-V.

 

I smell a Trailblazer return for a real mid-size (around 191 inches long) 5-seat crossover.

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I like the idea. I'm not sure if it really needs to be three rows because anyting smaller than the Traverse with a third row will be kindof crampy and lose the storage behind the rear seats. When I forst read GM is looking to add an SUV I was expecting something in the middle of the Equinox and Traverse like the Edge is for Ford. Larger, 2 row SUV. A nice middle ground before the 3 row Explorer. But GM is going the other way and a small entry 3 row to bridge the gap to the large 3 row SUV. I like the idea and I'm inrigued as to how it'll look.

 

Could this also be the next Cadillac SUV that they need?

If it is, will it come with a disclamer that if your over 5'8" tall you will not fit? I cannot see a sub-compact or Compact that tall people can fit into that has 3 rows.
Well in all fairness there aren't many 3rd rows that fit people over 5'8" anyway. But this could still really benefit a young family where they might squeeze extra kids for a few years yet.

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Trailblazer name, nice idea.......

 

the third row thing, is dependent on price, the judgment of it.

 

The mitsubishi outlander has one and you can buy those for less than 20 grand new.  You are not going to expect it to fit everyone.  A chevy traverse is often north of 40k and at those prices, you damn well better get a third row that fits adults with plenty of room to spare.  Nissan Rogue has a third row, I don't know how useful it is.

 

I think they could keep the Equinox interior close to the same size, but only shrink the wheelbase 4 inches or so, and the over all length 8 inches or so, better engineering, no v6 and lighter weight more optimized i think they could preserve what makes it so popular.

 

I saw my first new Pilot this evening (getting dinged up by kids in the school parking lot).  It looks to me they have a nice size for it and Honda has always been able to maximize interior space compared to exterior.  They may have a winner here again finally.  There is a rather large gap in size though between the Pilot and CRv.....

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If you want a roomy 3rd row buy this:

transit_retail_1_billboard.jpg

 

Most of these crossovers never have anybody in the back seat anyway.  They probably could get a small 3rd row into a mid-size SUV, but then who needs a Traverse or Tahoe, when the mid-size SUV has 3 rows.

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I really so not see where anyone can be unhappy here. They will offer two models that are smaller and will compete head to head in the smaller segments and the two others will compete and fill the gaps for those who want larger and more seats. GM has all the bases covered.

 

Generally the small vehicles even with two rows are enough. We have never had more than 5 in our Terrain and it is rare you need to carry more than that. If you do generally you own a Tahoe or Traverse.

 

This third row thing is way over blown. It's like the city busses here. All seats and no passengers.

 

 

Makes me laugh because it's kinda true....reminds of our friends with the mazda 5....

 

Kinda feel if you really need that 3rd row, you might need a bigger car....

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      The 2.7L Turbo features an aluminum block and cylinder head for reduced mass.
      Unique valvetrain offers more precise control
      The 2.7L Turbo’s valvetrain is GM’s first to incorporate variable lift, duration and Active Fuel Management to optimize performance and efficiency across the rpm band. It is a key reason the engine’s peak torque is available at only 1,500 rpm.
      The system’s electro-mechanical variable camshaft effectively allows the engine to operate with three different camshaft profiles, complementing the variable valve timing system to deliver optimized operating modes for different engine speeds and loads:  
      High valve lift for full power. Low valve lift for balance of power and efficiency. Active Fuel Management shuts down two of the cylinders in light load conditions to further conserve fuel. “It’s like having different engines for low- and high-rpm performance,” said Sutter. “The camshaft profile and valve timing is completely different at low and high speeds, for excellent performance across the board.”
      The camshaft design alters the lift of the intake and exhaust valves. As the engine load changes, electromagnetic actuators allow a movable shaft containing different cam lobes to shift imperceptibly between high-lift and low-lift profiles.
      Lift is the distance the valve travels from its seat when opened, and duration is the amount of time the valve remains open. Higher lift and longer duration allow more air to flow into the combustion chamber, so the system’s high-lift lobe profile enhances performance at higher rpm, while the low-lift profile optimizes efficiency at low- and mid-range speeds.
      Dual-volute turbocharger builds torque
      The 2.7L Turbo engine employs an advanced dual-volute turbocharger that elevates the performance and efficiency advantages of a conventional turbo, with quicker response and enhanced low-rpm torque production.
      Rather than a single spiral chamber (volute) feeding exhaust gas from the exhaust manifold to drive the turbine on the turbocharger, the dual volute design has a pair of separate chambers with two exhaust gas inlets and two nozzles to drive the turbine. The design allows the exhaust pulses of the engine to be leveraged for faster spool-up and subsequent boost production, particularly at low rpm, where the effect significantly enhances torque output and drivability.
      It works in unison with the engine’s integrated exhaust manifold/turbocharger housing, which splits the exhaust channels from the cylinder head so the exhaust flows through two separate channels in the turbo housing, based on the engine’s exhaust pulses. When complemented by the precision of the engine’s valvetrain, that separation leverages exhaust scavenging techniques to optimize gas flow, which decreases exhaust gas temperatures, improves turbine efficiency and reduces turbo lag.
      An electronically controlled wastegate and charge-air cooling system support the turbocharger and enhance its effectiveness. Compared to a conventional wastegate, the electronically controlled version offers more precise management of the engine’s boost pressure for smoother, more consistent performance.
      With the charge-air cooler, the pressurized, heated air generated by the turbocharger is pumped through a heat exchanger before it enters the engine. That lowers the air charge temperature by about 130 degrees F (74 C), packing the combustion chambers with cooler, denser air that enhances power production. The system achieves more than 80 percent cooling efficiency with less than 2 psi (12 kPa) flow restriction at peak power, contributing to the engine’s available torque production at low rpm.
      Additional features
      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.
      Active Thermal Management helps the engine warm up faster and achieve its optimal engine temperature for performance and efficiency. The system uses a 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 cab, or cools when needed for high power operation.
      An electric water pump — a first for Chevy trucks — supports the Active Thermal Management system and further enhances the engine’s performance and efficiency by eliminating the parasitic drag that comes with a conventional engine-driven water pump.
      Direct fuel injection is used to optimize efficiency and performance. With direct injection, a higher compression ratio (10.0:1) is possible because of a cooling effect as the injected fuel vaporizes in the combustion chamber, reducing the charge temperature and improving resistance to spark knock. Direct injection also enables gas scavenging from the combustion chamber to the turbo for fast response.
      Dual overhead camshafts contribute to the 2.7L Turbo’s smoothness and high output, with dual independent continuously variable valve timing working with the valvetrain to deliver optimal performance and efficiency. The dual independent system, which allows the intake and exhaust valves to be phased at different rates, promotes linear delivery of torque with near-peak levels over a broad rpm range, and high specific output (horsepower per liter of displacement) without sacrificing overall engine response or driveability.
      An integrated exhaust manifold on the cylinder head assembly promotes faster engine warmup and quicker turbo response.
      Oil jets located in the block are employed for performance and temperature control. They target the underside of the pistons and the surrounding cylinder walls 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.
      Stop/start enhances fuel economy in city driving. The driver-selectable system shuts off the engine at stoplights and certain other stop-and-go situations, saving fuel. The engine automatically restarts when the driver takes their foot off the brake.
      The all-new 2.7L Turbo is matched with a Hydra-Matic eight-speed automatic transmission featuring enhancements designed to improve shift quality, as well as a new centrifugal pendulum absorber torque converter that reduces vibrations to improve smoothness.
      The all-new 2.7L Turbo will be built at the General Motors Spring Hill facility in Tennessee.
      The 2019 Silverado goes on sale this fall. EPA fuel economy estimates and towing/payload capacities are not yet available and will be announced closer to launch.

      View full article
    • By William Maley
      Chevrolet has spilled a bit more information on the upcoming 2019 Silverado's powertrain lineup. The big story is a new turbocharged 2.7L four-cylinder becoming the base engine for the volume LT and new RST trims. We'll give you a moment to work through the shock that you're most likely experiencing.
      The 2.7 is rated at 310 horsepower and 348 pound-feet of torque. The torque figure is impressive when you consider that the 4.3L V6 (now relegated to the W/T, Custom, and Custom Trail Boss trims) produces 22 percent less torque. 0-60 mph is said to take under seven seconds. This engine can also run on just two cylinders. No word on fuel economy, but we wouldn't be surprised if this engine is close to the top in terms of the Silverado's powertrain lineup.
      The complete list of powertrain options available on the 2019 Chevrolet Silverado
      4.3L V6, 6-Speed Automatic: 285 horsepower and 305 pound-feet of torque Turbocharged 2.7L 4-Cylinder, 8-Speed Automatic: 310 horsepower and 348 pound-feet of torque 5.3L V8, 6- or 8-Speed Automatic: 355 horsepower and 383 pound-feet of torque 3.0L Turbodiesel I-6, 10-Speed Automatic: TBD 6.2L V8, 10-Speed Automatic: 420 horsepower and 460 pound-feet of torque “A major focus of the next-generation Silverado is expanding the range of choices. With all-new engines and a broader model range, there’s a Silverado for everyone, whether you’re buying your first pickup or your tenth,” said Tim Asoklis, chief engineer for the Silverado 1500.
      Source: Chevrolet
      A SILVERADO — AND AN ENGINE — FOR EVERY NEED
      The all-new 2019 Silverado 1500 offers six engine and transmission combinations, including an all-new 2.7L Turbo, and V-8 engines with industry-first Dynamic Fuel Management offering 17 different modes of cylinder deactivation DETROIT — With eight trims paired with six engine/transmission combinations, even more customers will find a 2019 Silverado 1500 perfectly tailored to their needs for performance, efficiency, technology and value.
      “A major focus of the next-generation Silverado is expanding the range of choices,” said Tim Asoklis, chief engineer for the Silverado 1500. “With all-new engines and a broader model range, there’s a Silverado for everyone, whether you’re buying your first pickup or your tenth.”
      The all-new 2019 Silverado 1500 propulsion lineup includes:  
      Over half of the models will be equipped with the most advanced V-8s in the brand’s history: updated versions of Chevrolet’s proven 5.3L and 6.2L engines equipped with industry-first Dynamic Fuel Management featuring 17 different modes of cylinder deactivation. An all-new, advanced 2.7L Turbo engine that replaces the 4.3L V-6 as the standard engine on the high-volume Silverado LT and new Silverado RST, expected to offer 22 percent more torque, greater fuel efficiency and a stronger power-to-weight ratio than the current model. Proven 4.3L V-6 and 5.3L V-8 engines deliver full-size truck capability and performance for the most affordable trucks in the Silverado lineup. An all-new, Duramax 3.0L inline-six turbo diesel will be available in early 2019. A Silverado — and an engine — for every need
      Each engine/transmission combination is matched with exterior design and interior features to create distinct personalities for each Silverado trim, based on three broad customer profiles: High Value, High Volume and High Feature.
      High Value — For customers seeking full-size truck capability and the highest level of affordability, the Work Truck (WT), Custom and Custom Trail Boss trims offer two proven engine and transmission combinations:
      Standard: 4.3L V-6 with Active Fuel Management and a six-speed automatic transmission (SAE-certified at 285 hp/305 lb-ft). Available: 5.3L V-8 with Active Fuel Management and a six-speed automatic transmission (SAE-certified at 355 hp/383 lb-ft). High Volume — For customers shopping in the heart of the truck market, the LT, RST and LT Trail Boss trims balance technology, efficiency and performance:
      Standard for LT and RST: All-new 2.7L Turbo with Active Fuel Management and stop/start technology paired with an eight-speed automatic transmission (SAE-certified at 310 hp/348 lb-ft). Standard on LT Trail Boss and available on LT and RST: An updated 5.3L V-8 with Dynamic Fuel Management and stop/start technology with an eight-speed automatic transmission (SAE certified at 355 hp/383 lb-ft). Available on LT and RST: The all-new Duramax 3.0L Turbo-Diesel with stop/start technology paired with a 10-speed automatic transmission will be available in early 2019. High Feature — For customers shopping for a premium truck, the LTZ and High Country trims offer the highest levels of performance and technology, including:
      Standard: Updated 5.3L V-8 with Dynamic Fuel Management and stop/start technology paired with an eight-speed automatic transmission (SAE certified at 355 hp/383 lb-ft). Available: Updated 6.2L V-8 with Dynamic Fuel Management and stop/start technology paired with a 10-speed automatic transmission (SAE certified at 420 hp/460 lb-ft). Available: The all-new Duramax 3.0L inline-six Turbo-Diesel with stop/start technology paired with a 10-speed automatic transmission will be available in early 2019. Improved Driving Experience
      The performance of each engine/transmission combination benefits from a truck that is lighter and more aerodynamic than the previous model.
      “With less weight and less wind resistance, we improved the driving dynamics without sacrificing fuel efficiency,” said Asoklis. “The next-gen Silverado is a bigger truck, but the chassis feels more responsive and acceleration is more pronounced. I would argue it’s the best-driving truck we have ever built.”
      The 2019 Silverado is larger than before, including a wheelbase that is up to 3.9 inches (100mm) longer, yet overall length is only 1.6 inches (41mm) longer, enabling both more cargo volume and more interior room for all cab lengths. Remarkably, it’s also lighter, weighing up to 450 pounds (204 kg) less than the current Silverado when comparing crew cab V-8 models, due to extensive use of mixed materials and advanced manufacturing.
      To improve the aerodynamic efficiency of the next-gen Silverado, the front grille features functional air curtains, similar to those introduced on the sixth-generation Camaro, that reduce wind drag by routing air around the front wheel wells. The powerful side profile also enhances aerodynamics, with an integrated spoiler at the rear edge of the cab that directs air onto the contoured tailgate, reducing wind drag from the bed. Most models also feature active aero shutters integrated in the front grille that close to reduce wind drag and open to provide improved engine cooling when needed. Changes like these result in a 7 percent increase in total aerodynamic efficiency.
      From the family of the Most Dependable, Longest Lasting full-size pickups on the road*
      For the new Silverado, Chevy set the lofty goal of improving on the legacy of the Most Dependable, Longest Lasting full-size pickups on the road. To do so, the next-gen truck will be subjected to more than 475,000 validation tests and accumulate a staggering seven million miles of real-world testing before the first 2019 Silverado 1500 is delivered to customers.
      That includes a battery of tests for the Silverado engines and transmissions that will simulate a range of customer needs:
      Each type of engine was first subjected to a “torture test” in a dynamometer test cell, running for months nonstop to simulate a lifetime of maximum hot and cold cycles. Each Silverado variant is certified to the SAE J2807 standard for towing and payload capacity. Certification requires a full battery of grueling tests such as the Davis Dam test, in which the truck must carry its maximum gross combined vehicle weight up a 7 percent grade in 110-degrees F (43 degrees C) heat, with no reduction in performance, including air-conditioning. Chevrolet engineers prove every Silverado engine and transmission design for lubrication capability on tilt stands, originally developed for Corvette, that tilt at an angle of up to 53 degrees and can simulate angles at a rate of up to 40 degrees a second — the equivalent of up to 1.4g. Production plans
      Silverado production commences with crew-cab V-8 models starting in the third quarter. In the fourth quarter, production will expand to include regular- and double-cab models, as well as V-6 and 2.7L Turbo engines. The new Duramax 3.0L inline-six turbo diesel will be available in early 2019.
      EPA fuel economy estimates and towing/payload capacities are not yet available, and will be announced closer to launch.
      2019 CHEVROLET SILVERADO PROPULSION LINEUP
       
      4.3L V-6
      w/AFM (6-spd.) 2.7L I-4 Turbo w/AFM (8-spd.)  
      5.3L V-8 w/AFM (6-spd.)
      5.3L V-8 w/DFM (8-spd.)
      3.0L I-6 Turbo-Diesel  (10-spd.)
      6.2L V-8 w/DFM (10-spd.)
      Work Truck (WT)
      Std.
      --
      Avail.
      --
      --
      --
      Custom
      Std.
      --
      Avail.
      --
      --
      --
      Custom Trail Boss
      Std.
      --
      Avail.
      --
      --
      --
      LT
      --
      Std.
      --
      Avail.
      Avail.
      --
      RST
      --
      Std.
      --
      Avail.
      Avail.
      --
      LT Trail Boss
      --
      --
      --
      Std.
      --
      --
      LTZ
      --
      --
      --
      Std.
      Avail.
      Avail.
      High Country
      --
      --
      --
      Std.
      Avail.
      Avail.
      * Dependability based on longevity: 1987-July 2017 full-size pickup registrations.
      ALL-NEW 2.7L TURBO ENHANCES VERSATILITY OF THE 2019 SILVERADO
      Technological powerhouse delivers performance and efficiency DETROIT — The all-new 2019 Chevrolet Silverado 1500 will be offered with an all-new, technologically advanced 2.7L Turbo that expands the range of available engines and builds upon additional choices to help customers find the Silverado that perfectly suits their needs.
      Standard on LT and RST trims, the new engine delivers an SAE-certified 310 horsepower and 348 lb-ft of torque, for 22 percent more torque than the 4.3L V-6 it replaces. Developed specifically for truck applications, the new 2.7L Turbo inline four-cylinder engine delivers peak torque from 1,500 to 4,000 rpm.
      The next-gen Silverado with the 2.7L Turbo delivers 0-60 mph performance in less than seven seconds and weighs 380 pounds less than the current Silverado with the 4.3L V-6. Compared with competitive full-size trucks, the Silverado 2.7L Turbo is expected to deliver comparable payload capability with greater torque than the 3.3L V-6 in the Ford F-150 XLT and the 3.6L V-6 in the Ram 1500 Big Horn.
      “The new 2.7L Turbo is a technological marvel, with our most advanced valvetrain,” said Tom Sutter, chief engineer for the 2.7L Turbo. “With a broad, flat torque curve and quick throttle response, it punches above its weight, delivering surprising performance and efficiency.”
      The cornerstone of the 2.7L Turbo is an innovative double overhead cam valvetrain that enables:
      Chevrolet’s first use of Active Fuel Management (cylinder deactivation) on a four-cylinder engine. High- and low-lift valve profiles. Continuously variable valve timing. Additional engine technologies supporting the engine’s performance and efficiency include:
      Dual-volute turbocharger housing for improved throttle response and low-speed torque. Chevrolet’s first application of Active Thermal Management, which uses targeted engine heating and cooling to improve engine performance in hot and cold ambient temperatures. An integrated exhaust manifold that is part of the cylinder head assembly and recovers exhaust heat for faster engine and transmission warmup, with quicker turbo response. Stop/start technology that automatically stops the engine in stop-and-go traffic for fuel efficiency. An electric water pump that eliminates the drag of a conventional, engine-driven pump to enhance efficiency. It also enables continual cabin heating even when the engine is disabled by the stop/start feature. Designed as a truck engine
      The new 2.7L Turbo engine represents a clean-sheet design for Chevrolet and was developed from the outset as a truck engine.
      To help generate the strong low-end torque customers expect in a truck, it was designed with a long piston stroke of 4.01 inches (102mm), which is the distance the piston travels up and down within the cylinder.
      The long stroke enables improved combustion and thus a higher compression ratio. Typically, a long stroke can increase the load of the pistons against the cylinder walls, generating more friction. That’s alleviated in the 2.7L Turbo with an offset crankshaft. It is slightly off-center of the cylinders, allowing a more upright position for the connecting rods during their movement.
      To support the high cylinder pressures that come with turbocharging, the crankshaft and connecting rods are made of forged steel and the pistons are made of a tough aluminum alloy with a cast iron ring groove insert.
      All elements of the 2.7L Turbo were designed for the demands of turbocharged performance in a truck environment, and the engine was subjected to the same rigorous durability standards as the Silverado’s proven V-8 engines.
      The 2.7L Turbo features an aluminum block and cylinder head for reduced mass.
      Unique valvetrain offers more precise control
      The 2.7L Turbo’s valvetrain is GM’s first to incorporate variable lift, duration and Active Fuel Management to optimize performance and efficiency across the rpm band. It is a key reason the engine’s peak torque is available at only 1,500 rpm.
      The system’s electro-mechanical variable camshaft effectively allows the engine to operate with three different camshaft profiles, complementing the variable valve timing system to deliver optimized operating modes for different engine speeds and loads:  
      High valve lift for full power. Low valve lift for balance of power and efficiency. Active Fuel Management shuts down two of the cylinders in light load conditions to further conserve fuel. “It’s like having different engines for low- and high-rpm performance,” said Sutter. “The camshaft profile and valve timing is completely different at low and high speeds, for excellent performance across the board.”
      The camshaft design alters the lift of the intake and exhaust valves. As the engine load changes, electromagnetic actuators allow a movable shaft containing different cam lobes to shift imperceptibly between high-lift and low-lift profiles.
      Lift is the distance the valve travels from its seat when opened, and duration is the amount of time the valve remains open. Higher lift and longer duration allow more air to flow into the combustion chamber, so the system’s high-lift lobe profile enhances performance at higher rpm, while the low-lift profile optimizes efficiency at low- and mid-range speeds.
      Dual-volute turbocharger builds torque
      The 2.7L Turbo engine employs an advanced dual-volute turbocharger that elevates the performance and efficiency advantages of a conventional turbo, with quicker response and enhanced low-rpm torque production.
      Rather than a single spiral chamber (volute) feeding exhaust gas from the exhaust manifold to drive the turbine on the turbocharger, the dual volute design has a pair of separate chambers with two exhaust gas inlets and two nozzles to drive the turbine. The design allows the exhaust pulses of the engine to be leveraged for faster spool-up and subsequent boost production, particularly at low rpm, where the effect significantly enhances torque output and drivability.
      It works in unison with the engine’s integrated exhaust manifold/turbocharger housing, which splits the exhaust channels from the cylinder head so the exhaust flows through two separate channels in the turbo housing, based on the engine’s exhaust pulses. When complemented by the precision of the engine’s valvetrain, that separation leverages exhaust scavenging techniques to optimize gas flow, which decreases exhaust gas temperatures, improves turbine efficiency and reduces turbo lag.
      An electronically controlled wastegate and charge-air cooling system support the turbocharger and enhance its effectiveness. Compared to a conventional wastegate, the electronically controlled version offers more precise management of the engine’s boost pressure for smoother, more consistent performance.
      With the charge-air cooler, the pressurized, heated air generated by the turbocharger is pumped through a heat exchanger before it enters the engine. That lowers the air charge temperature by about 130 degrees F (74 C), packing the combustion chambers with cooler, denser air that enhances power production. The system achieves more than 80 percent cooling efficiency with less than 2 psi (12 kPa) flow restriction at peak power, contributing to the engine’s available torque production at low rpm.
      Additional features
      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.
      Active Thermal Management helps the engine warm up faster and achieve its optimal engine temperature for performance and efficiency. The system uses a 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 cab, or cools when needed for high power operation.
      An electric water pump — a first for Chevy trucks — supports the Active Thermal Management system and further enhances the engine’s performance and efficiency by eliminating the parasitic drag that comes with a conventional engine-driven water pump.
      Direct fuel injection is used to optimize efficiency and performance. With direct injection, a higher compression ratio (10.0:1) is possible because of a cooling effect as the injected fuel vaporizes in the combustion chamber, reducing the charge temperature and improving resistance to spark knock. Direct injection also enables gas scavenging from the combustion chamber to the turbo for fast response.
      Dual overhead camshafts contribute to the 2.7L Turbo’s smoothness and high output, with dual independent continuously variable valve timing working with the valvetrain to deliver optimal performance and efficiency. The dual independent system, which allows the intake and exhaust valves to be phased at different rates, promotes linear delivery of torque with near-peak levels over a broad rpm range, and high specific output (horsepower per liter of displacement) without sacrificing overall engine response or driveability.
      An integrated exhaust manifold on the cylinder head assembly promotes faster engine warmup and quicker turbo response.
      Oil jets located in the block are employed for performance and temperature control. They target the underside of the pistons and the surrounding cylinder walls 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.
      Stop/start enhances fuel economy in city driving. The driver-selectable system shuts off the engine at stoplights and certain other stop-and-go situations, saving fuel. The engine automatically restarts when the driver takes their foot off the brake.
      The all-new 2.7L Turbo is matched with a Hydra-Matic eight-speed automatic transmission featuring enhancements designed to improve shift quality, as well as a new centrifugal pendulum absorber torque converter that reduces vibrations to improve smoothness.
      The all-new 2.7L Turbo will be built at the General Motors Spring Hill facility in Tennessee.
      The 2019 Silverado goes on sale this fall. EPA fuel economy estimates and towing/payload capacities are not yet available and will be announced closer to launch.
    • By William Maley
      Fiat Chrysler Automobiles' CEO Sergio Marchionne will be making one final move before his retirement - ending production of mass-market vehicles in Italy.
      Sources tell Bloomberg that on June 1st, Marchionne will unveil a plan that will see the end of production for the Alfa Romeo MiTo and Fiat Punto to make way for more upscale models. Fiat's historic plant in Turin will be retooled to build a new smaller Maserati SUV alongside the Levante. Another plant nearby Naples will be home to a small Jeep SUV after production of the Fiat Panda moves to Poland. It should be noted that the plan isn't finalized and details could change. FCA declined to comment when reached by Bloomberg.
      Part of the reason for the change comes down to Marchionne's belief that there is no future in building affordable cars in high-wage European countries. 
      The report also mentions that FCA will be cutting Fiat's lineup to just the 500 and Panda in the future
      Source: Bloomberg
    • By William Maley
      Fiat Chrysler Automobiles' CEO Sergio Marchionne will be making one final move before his retirement - ending production of mass-market vehicles in Italy.
      Sources tell Bloomberg that on June 1st, Marchionne will unveil a plan that will see the end of production for the Alfa Romeo MiTo and Fiat Punto to make way for more upscale models. Fiat's historic plant in Turin will be retooled to build a new smaller Maserati SUV alongside the Levante. Another plant nearby Naples will be home to a small Jeep SUV after production of the Fiat Panda moves to Poland. It should be noted that the plan isn't finalized and details could change. FCA declined to comment when reached by Bloomberg.
      Part of the reason for the change comes down to Marchionne's belief that there is no future in building affordable cars in high-wage European countries. 
      The report also mentions that FCA will be cutting Fiat's lineup to just the 500 and Panda in the future
      Source: Bloomberg

      View full article
    • By William Maley
      Tesla's 'production hell' is continuing on and is causing the automaker to shut down the Model 3 assembly line for almost a week.
      Reuters has learned from two sources that Tesla will stop production of the Model 3 from May 26th to 31st in an effort to fix the various bottlenecks on the line. A Tesla spokesperson declined to comment.
      Tesla warned that there would be 10 days of temporary shutdowns this quarter in an effort to try and get Model 3 production back up and running smoothly. CEO Elon Musk said the shutdowns would be used to make upgrades to reach a goal of building 6,000 Model 3s by the end of June. Already, Tesla stopped production for a few days last month, and also in February.
      The key problem is Tesla's over-reliance on robots for production, something Musk acknowledges. 
      Source: Reuters

      View full article
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