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GM Retail Sales Up 14 Percent

  • GM’s four brands post their best combined July total and retail sales since 2007
  • Chevrolet delivers its best total and retail sales for any July since 2006
  • Chevrolet and GMC sold more than 86,000 pickups – best July since 2006
  • GMC Sierra and Canyon earned the highest Average Transaction Prices in their segments
  • Buick sales up 18 percent on strong crossover demand
  • Large planned reductions in daily rental deliveries continue

DETROIT – General Motor’s (NYSE: GM) Chevrolet, Buick, GMC and Cadillac brands sold 272,512 vehicles in the United States in July 2015, a 6 percent increase and the four brands’ best combined July since 2007. The month was paced by an 18 percent increase in Buick sales, a 1 percent increase at GMC and an 8 percent increase in Chevrolet sales.  Chevrolet’s results included a 24 percent increase in pickup, van and SUV sales, and the brand’s best July crossover sales ever.

 

Company-wide, retail deliveries climbed 14 percent year over year, and the company gained retail market share for the fourth month in a row thanks to a 16 percent gain at Chevrolet, a 15 percent gain at GMC and a 12 percent increase at Buick. The month was GM’s best July for retail sales since 2007.

 

Fleet deliveries in July were down 20 percent year over year, as the company continues to execute its plan to reduce sales to rental customers and grow commercial and government deliveries. Government sales were up 38 percent, with deliveries to state and local governments up 59 percent. Commercial deliveries were up year over year for the 21st consecutive month. Rental deliveries were down 36 percent.

 

“The second half of 2015 is off to a great start, with industry sales above expectations,” said Kurt McNeil, GM’s U.S. vice president of Sales Operations. “GM has been steadily growing its commercial sales and retail market share, thanks to our strong truck and crossover portfolio. We feel very good about our truck strategy heading into the late summer and fall, when those segments usually heat up. We are the only manufacturer that has completely revamped its entire lineup of large SUVs, and mid-size, light duty and heavy duty pickups.”

 

July Sales Highlights vs. 2014 (except as noted)

 

Total Sales

 

Chevrolet

  • Chevrolet had its best July sales since 2006.  Crossover deliveries have increased year over year for eight consecutive months and truck sales have increased for fifteen consecutive months.
  • Pickup deliveries were up 51 percent. The Silverado was up 34 percent and Colorado sales were 7,209 units. The Colorado remains America’s fastest-selling pickup with a “days to turn” of 16 days.
  • Chevrolet had its best July crossover sales ever. The Traverse was up 32 percent, and the Trax had its best month since launch with 6,111 units delivered.
  • Malibu sales were up 18 percent and Cruze sales were up 2 percent.

GMC

  • GMC had its best July sales since 2005.
  • GMC pickup deliveries were up 28 percent, and the Sierra and Canyon have the highest average transaction prices (ATPs) in their respective segments, according to J.D. Power PIN estimates. The Sierra enjoys the highest ATPs of any pickup in the industry.
  • The Acadia, GMC’s flagship crossover, was up 32 percent, for its best month ever.

Buick

  • Buick had its best July sales since 2006.
  • Encore deliveries were up 68 percent for the small crossover’s 19th consecutive year-over-year sales increase.  Sales of Buick’s other crossover, the Enclave, were up 25 percent, for its best July ever.
  • Regal sedan deliveries were up 24 percent.

Cadillac

  • CTS sedan deliveries were up 18 percent; the SRX crossover was up 47 percent for its best July ever.

Fleet and Commercial

  • Rental deliveries in July were down approximately 13,500 units. A year-over-year decline in the range of 15,000 – 17,000 units is expected in August.
  • In the second half of the year, planned reductions in rental deliveries are expected to total more than 60,000 units. Rental deliveries in the first half of the year were down more than 18,000 units.
  • GM continues to prioritize retail sales of its new full-size Chevrolet and GMC SUVs. Retail deliveries were up 6 percent while fleet deliveries were down 68 percent.
  • Calendar year to date, commercial deliveries are up 17 percent, government sales are up 4 percent and rental deliveries are down 11 percent.  Total fleet deliveries are down 2 percent.
  • Pickup sales to fleets have increased year over year for 15 straight months due to strong demand from commercial and government customers. Commercial pickup sales are up 33 percent calendar year to date.

Retail Sales

 

Chevrolet

  • The Silverado was up 35 percent, and the truck had its best July retail sales since 2006.
  • Tahoe deliveries were up 16 percent and Suburban deliveries were up 15 percent. Tahoe had its best July retail sales since 2008.
  • Traverse was up 10 percent for its best July retail sales ever.
  • Impala deliveries were up 9 percent and Malibu deliveries were up 25 percent. Both cars had their best July retail sales since 2010. 

GMC

  • GMC has grown its retail sales for 18 consecutive months.
  • The Acadia was up 29 percent. 

Buick

  • Encore deliveries were up 63 percent and Regal was up 31 percent.

Cadillac

  • SRX was up 42 percent and CTS sedan sales were up 19 percent.

Average Transaction Prices (PIN)

  • ATPs continue to be strong. GM’s July ATPs were $33,800, up about $200 month over month, and about $530 year over year.
  • The ongoing success of the Chevrolet Silverado and GMC Sierra helped drive the ATP increase; full-size pickup truck ATPs were up $230 month over month and more than $1,000 year over year.
  • Calendar year to date, GM’s incentive spending was 10.9 percent of ATP, up 0.2 percentage points, in line with the industry change.
  • In July, GM’s incentive spending was 12.5 percent of ATP, up 0.4 percentage points from June 2015; the industry was up 0.3 percentage points.

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Whew, look at those Colorado(and Canyon) sales!

 

Very good month for the General as well.

 

I've noticed both GM and Ford whooped some arse and best months sense 2006. Keep it up.

Edited by ccap41

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GM gains both sales and overall market share. The trucks in particular are just rolling over the segment. Incredible gains. And the retail sales are even stronger.

Good times.

Edited by El Kabong

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Cadillac down again at -7.1%.

If that continues to November, that will be a 2 year regression of either flat or negative monthly gains.

 

 

Lincoln is up again at 21%, as a friendly FYI

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...now that we have dispensed with Ford troll's latest self-inflicted wounds in various over treads ("Kiww da WAB-bit, Kiww da WAB-bit..."), we can breathe and do a breakdown of what GM is doing right with their large trucks and SUVs:

Basically, everything.

That's not just a snarky comment. GM uses two basic frame architectures for its full-size trucks, and a variant of its half-ton frame for its large SUVs. It is about as efficient as it can be for economics of scale.

And the trucks are killin' it.

Granted, the Suburban/Tahoe/Yukon are a bit down. But I'm pretty sure that GM will take that when the Escalade's numbers are up enough to render them basically a wash.

Edited by El Kabong

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Cadillac down again at -7.1%.

If that continues to November, that will be a 2 year regression of either flat or negative monthly gains.

 

 

Lincoln is up again at 21%, as a friendly FYI

 

The Cadillac brand sold 14,154 cars. Lincoln sold 9,536 at lower transaction prices and they continue getting mediocre to poor reviews. Let that sink in for a while.

  • Upvote 2

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As for the cars: only the Impala is a bit of a letdown. It's not on its way out the door anytime soon, nor is it the victim, sales-wise, of a more hard-line pricing strategy.

Food for thought:

-the Camaro is still on pace for about 80,000 units as a lame-duck model. Even if we take a bad-case scenario where Alpha Camaro only holds the line on those numbers, is it really bad to have a Cadillac-spec chassis moving in the six-figures per year range?

-the Corvette continues to sell strong. The new styling philosophy is a success.

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Cadillac down again at -7.1%.

If that continues to November, that will be a 2 year regression of either flat or negative monthly gains.

 

 

Lincoln is up again at 21%, as a friendly FYI

 

The Cadillac brand sold 14,154 cars. Lincoln sold 9,536 at lower transaction prices and they continue getting mediocre to poor reviews. Let that sink in for a while.

 

I'm not going to disagree(because there is nothing to disagree with lol) but, the Lincolns, because they are(sadly) fancy Fords, their cost is probably much lower than Cadillacs(which are more unique - at least the CTS and ATS as of now). Still with a ~5000 unit spread I doubt they are making up for profits with the lower costs to make but I bet it looks a lot better on paper than selling ~5000 fewer units.

 

Oops! This is the GM thread.. I'm done talking Ferds here.

Edited by ccap41

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*L* nothing wrong with contrasting different philosophies, man. It's not like any company is bulletproof.

But LOOKIT THOSE SALES NUMBERS FOR THE TRUCKS!!!

...it has to say something that GM can gain that much market share in such a brutally competitive segment in such a short time frame.

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Trucks really are an extremely competitive segment. And that is why we ave such amazing trucks to choose from right now. And why Toyota and Nissan still have trucks over here and that they are improving on them(Nissan's new Cummins). None of them are bad choices(D3 at least) and none of them offer bad engines/tramsmissions. All of them will do the work almost anbody ever asks of them. They're just really good right now.

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I'm not going to argue that point here. All I'm saying here is that GM has managed to grab a huge chunk of that segment in the last twelve months. And I'm not even talking about the Canyonados.

They did some things in this segment that will pay big dividends down the road if they're smart. And they did it without killing profitability. Both from a product and financial standpoint, it was a clever bit of business.

Edited by El Kabong

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We keep hearing about the F-150s big transaction prices, but GMC has the highest for the segment.  I can't wait until the refreshed Sierra and Silveraodo and the Diesel Colorado/Canyon.   IMHO, GM has proven that a midsize truck does not eat away at fullsize sales. 

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GM is in the catbird seat, no doubt about it. They may not have the most innovative trucks, nor are they the most eye-grabbing.

But they are the best there is in taking all the traditional virtues that make a great truck and refining them to the nth degree. Seriously, the Canyonados are just icing on the cake.

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Cadillac down again at -7.1%.

If that continues to November, that will be a 2 year regression of either flat or negative monthly gains.

 

 

Lincoln is up again at 21%, as a friendly FYI

Lincoln is coming from the gutter, sales are up since they added the MKC and crossovers are easy to sell.  The MKC was a good move on their part though, the Escape is a huge seller, makes sense to have a luxury version of it.  Lincoln sedan sales are knocking on deaths door, I still question the long term viability of the brand.

 

Cadillac has a sales and marketing problem and is clueless how to sell sedans.  The E-class (which is a dated model) outsold the ATS, CTS and XTS combined.  Lexus IS outsold the ATS by over 3-1 and it is ugly with a powertrain from 2007.  Cadillac has a serious brand image problem that most people probably don't even consider one.

 

Interesting that the Tahoe/Yukon/Escalade trio all had pretty big drops, the Lambdas all did pretty well, so I wonder if that is a one time thing, or if more people are moving away from the big V8 trucks to the crossovers.  I wouldn't be surprised to see that trend continue.  Pickup trucks did really well though.

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Impala sales aren't bad when you look at the segment.  Large sedans are just a dying breed.  Impala outsold the Taurus 2-1, and it outsells the Avalon, Maxima, Azera and Cadenza.  The Impala is starts about $4-6,000 less than the Asian competition, but still, that segment just doesn't have a lot of volume.

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Cadillac down again at -7.1%.

If that continues to November, that will be a 2 year regression of either flat or negative monthly gains.

 

 

Lincoln is up again at 21%, as a friendly FYI

 

The Cadillac brand sold 14,154 cars. Lincoln sold 9,536 at lower transaction prices and they continue getting mediocre to poor reviews. Let that sink in for a while.

 

I'm not going to disagree(because there is nothing to disagree with lol) but, the Lincolns, because they are(sadly) fancy Fords, their cost is probably much lower than Cadillacs(which are more unique - at least the CTS and ATS as of now). Still with a ~5000 unit spread I doubt they are making up for profits with the lower costs to make but I bet it looks a lot better on paper than selling ~5000 fewer units.

 

Oops! This is the GM thread.. I'm done talking Ferds here.

 

 

Well see GM has the Buick brand more or less using the same strategy as Lincoln. Buick sold 20,791 vehicles last month. Sure we can split hairs and say new Lincolns are a step more luxurious than Buicks, but then Cadillacs are a step higher than Lincoln. At the end of the day, you have 35,000 luxury cars sold by GM.

 

As smk4565 put fairly succinctly, Cadillac makes great cars that lack proper marketing. The product is there. I'd rather be in that position 100 times over.

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Cadillac down again at -7.1%.

If that continues to November, that will be a 2 year regression of either flat or negative monthly gains.

 

 

Lincoln is up again at 21%, as a friendly FYI

 

The Cadillac brand sold 14,154 cars. Lincoln sold 9,536 at lower transaction prices and they continue getting mediocre to poor reviews. Let that sink in for a while.

 

I'm not going to disagree(because there is nothing to disagree with lol) but, the Lincolns, because they are(sadly) fancy Fords, their cost is probably much lower than Cadillacs(which are more unique - at least the CTS and ATS as of now). Still with a ~5000 unit spread I doubt they are making up for profits with the lower costs to make but I bet it looks a lot better on paper than selling ~5000 fewer units.

 

Oops! This is the GM thread.. I'm done talking Ferds here.

 

 

Well see GM has the Buick brand more or less using the same strategy as Lincoln. Buick sold 20,791 vehicles last month. Sure we can split hairs and say new Lincolns are a step more luxurious than Buicks, but then Cadillacs are a step higher than Lincoln. At the end of the day, you have 35,000 luxury cars sold by GM.

 

As smk4565 put fairly succinctly, Cadillac makes great cars that lack proper marketing. The product is there. I'd rather be in that position 100 times over.

 

i still have a hard time viewing Buick as luxury.. I guess I still have the mindset from the early 2000s with the Regal and Century.. Those cars were so bland and average. I realize the new stuff is much much better but I haven't been in a modern Buick so I still view them as just a Chevy with a little more leather.

 

Yes, Cadillac has the potential to blow up.. As we have all said, they just need a bigger lineup and to actually get their name out there.

 

I actually drove through a Cadillac dealer in my area this past weekend and I pointed to the ATS and CTS next to eachother and I asked my gf if she could could point out anything different about the two(without telling her they were different to begin with). She thought they were the same exact car. For some, that's bad. I personally do not mind because I think they both look really sharp.. Random mini story..

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Cadillac down again at -7.1%.

If that continues to November, that will be a 2 year regression of either flat or negative monthly gains.

 

 

Lincoln is up again at 21%, as a friendly FYI

 

The Cadillac brand sold 14,154 cars. Lincoln sold 9,536 at lower transaction prices and they continue getting mediocre to poor reviews. Let that sink in for a while.

 

I'm not going to disagree(because there is nothing to disagree with lol) but, the Lincolns, because they are(sadly) fancy Fords, their cost is probably much lower than Cadillacs(which are more unique - at least the CTS and ATS as of now). Still with a ~5000 unit spread I doubt they are making up for profits with the lower costs to make but I bet it looks a lot better on paper than selling ~5000 fewer units.

 

Oops! This is the GM thread.. I'm done talking Ferds here.

 

 

Well see GM has the Buick brand more or less using the same strategy as Lincoln. Buick sold 20,791 vehicles last month. Sure we can split hairs and say new Lincolns are a step more luxurious than Buicks, but then Cadillacs are a step higher than Lincoln. At the end of the day, you have 35,000 luxury cars sold by GM.

 

As smk4565 put fairly succinctly, Cadillac makes great cars that lack proper marketing. The product is there. I'd rather be in that position 100 times over.

 

i still have a hard time viewing Buick as luxury.. I guess I still have the mindset from the early 2000s with the Regal and Century.. Those cars were so bland and average. I realize the new stuff is much much better but I haven't been in a modern Buick so I still view them as just a Chevy with a little more leather.

 

Yes, Cadillac has the potential to blow up.. As we have all said, they just need a bigger lineup and to actually get their name out there.

 

I actually drove through a Cadillac dealer in my area this past weekend and I pointed to the ATS and CTS next to eachother and I asked my gf if she could could point out anything different about the two(without telling her they were different to begin with). She thought they were the same exact car. For some, that's bad. I personally do not mind because I think they both look really sharp.. Random mini story..

 

 

Eh, try the same test with BMW and Audi.

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Well see GM has the Buick brand more or less using the same strategy as Lincoln. Buick sold 20,791 vehicles last month. Sure we can split hairs and say new Lincolns are a step more luxurious than Buicks, but then Cadillacs are a step higher than Lincoln. At the end of the day, you have 35,000 luxury cars sold by GM.

 

As smk4565 put fairly succinctly, Cadillac makes great cars that lack proper marketing. The product is there. I'd rather be in that position 100 times over.

 

i still have a hard time viewing Buick as luxury.. I guess I still have the mindset from the early 2000s with the Regal and Century.. Those cars were so bland and average. I realize the new stuff is much much better but I haven't been in a modern Buick so I still view them as just a Chevy with a little more leather.

 

I think the next generation the interior actually dropped in overall quality. The center stack looked EXTREMELY cheap and plasticy, let alone for a luxury brand.

Yes, Cadillac has the potential to blow up.. As we have all said, they just need a bigger lineup and to actually get their name out there.

 

I actually drove through a Cadillac dealer in my area this past weekend and I pointed to the ATS and CTS next to eachother and I asked my gf if she could could point out anything different about the two(without telling her they were different to begin with). She thought they were the same exact car. For some, that's bad. I personally do not mind because I think they both look really sharp.. Random mini story..

 

 

Eh, try the same test with BMW and Audi.

 

I don't know about Audi because I think their older stuff was attrocious looking but earl-mid 2000's BMW and MB were very nice. In fact, my '06 C350 had one of the nicest interiors I've ever been in. Quality-wise. The only plastic was the actual buttons. Everything else was leather or aluminum.

 

I actually think in 08 they took a decent step backwards in quality of interiors. The center stack on the '08+ was extremely cheap and plasticy.

2006

6144660B-B66B-4220-911E-3A8B466DB854_zps

 

2008

80E12407-7C79-4200-A361-0B45AF107550_zps

 

DAMNIT, Now I'm talking MB in this GM thread!.

Edited by ccap41

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Did SRX have a fire sale?

Sales are way up and dang if SRX alone does not count for nearly 1/2 of caddy sales....or at least the lion's share.

Edited by Wings4Life

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Haha Ccap, I was referring to the visual comparison test. Try getting a non-enthusiast to pick out an A4 from an A6, or compare the BMW 3-5-7 series.

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I also think the 2008 C-class interior went backwards, I think Mercedes in general started going for more of a sporty or performance minded interior, and ended up with black plastic in the process.  Then around 2012 they remember they make luxury cars and went back to more wood, aluminum and leather and more colors. 

 

Buick I do not think is a luxury car, their cars are basically $4-5,000 higher base price than a Chevy, a Chevy LTZ trim car is probably priced higher than most Buick base models.  A Hyundai Azera is priced higher than any Buick sedan, not exactly a luxury car in the Azera.

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Haha Ccap, I was referring to the visual comparison test. Try getting a non-enthusiast to pick out an A4 from an A6, or compare the BMW 3-5-7 series.

Yes, I completely see what you mean there. To the average person they do all look about the same.

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Cadillac down again at -7.1%.

If that continues to November, that will be a 2 year regression of either flat or negative monthly gains.

 

 

Lincoln is up again at 21%, as a friendly FYI

 

Okay... so now you're trolling.  Knock it off.

 

Cadillac ATP are way way up and they can't build enough Escalades to meet demand... they've announced a huge expansion of Arlington to try and cope.

  • Upvote 1

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Lincoln ATPs are up as well.

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      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.

      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
      Back in December, we reported that the Cadillac ATS sedan would be no more for the 2019 model year via a General Motors VIN Decoder document. Only the coupe would stick around. Cadillac declined to comment at the time.
      Yesterday, new evidence to the sedan's departure came to light via GM's fleet order guide.
      The Truth About Cars tried to get a comment from Cadillac about this new information, but wasn't able to. That changed this morning.
      “This year will bring forth significant changes to our product portfolio, most notably with the introduction of the all-new XT4 SUV as well as concluding the successful lifecycle of the ATS Sedan in North America. The ATS Coupe, which is on a later lifecycle, will continue into 2019,” wrote Cadillac spokesman Donny Nordlicht in an email to The Truth About Cars.
      The ending of ATS sedan production is to allow GM to start the retooling process at Lansing Grand River Assembly plant for the "next generation of Cadillac sedans”. We're assuming this means the upcoming CT5 - replacement for ATS, CTS, and XTS - will be built here.
      Source: The Truth About Cars, 2

      View full article
    • By William Maley
      Back in December, we reported that the Cadillac ATS sedan would be no more for the 2019 model year via a General Motors VIN Decoder document. Only the coupe would stick around. Cadillac declined to comment at the time.
      Yesterday, new evidence to the sedan's departure came to light via GM's fleet order guide.
      The Truth About Cars tried to get a comment from Cadillac about this new information, but wasn't able to. That changed this morning.
      “This year will bring forth significant changes to our product portfolio, most notably with the introduction of the all-new XT4 SUV as well as concluding the successful lifecycle of the ATS Sedan in North America. The ATS Coupe, which is on a later lifecycle, will continue into 2019,” wrote Cadillac spokesman Donny Nordlicht in an email to The Truth About Cars.
      The ending of ATS sedan production is to allow GM to start the retooling process at Lansing Grand River Assembly plant for the "next generation of Cadillac sedans”. We're assuming this means the upcoming CT5 - replacement for ATS, CTS, and XTS - will be built here.
      Source: The Truth About Cars, 2
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