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William Maley

GMC News: GMC Considers Whether It Should Do An Electrified Sierra

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There is a growing number of automakers who are announcing plans to electrify their lineup, while others are considering it. GMC is the latter category according to a new report from CNBC.

“Certainly, it’s something we’re considering," said Duncan Aldred, vice president of GMC when asked if there was the possibility of an electric Sierra.

Aldred wouldn't say much more than that except mentioning that General Motors CEO Mary Barra has already made comments about "an all-electric future." 

It wouldn't be surprising if an all-electric Sierra sparks an all-electric Chevrolet Silverado since they are basically the same truck, allowing GM to take advantage of economies of scale and spreading the cost of development. But the cost of batteries is still a big drawback. Researchers at Boston Consulting Group say each individual battery cell generally cost $150 to $200. Aldred said that battery tech is still expensive "that makes it difficult to target mainstream segments, unless a carmaker like GM is willing to accept lower margins." But that's where GMC could take the lead as it is currently positioned as something more premium than its Silverado brethren, with such features as the Multi-Pro tailgate.

Ford has already announced plans for an F-150 EV, and there is start-up automaker Rivian with the R1T that is expected to go into production in late 2020.

Source: CNBC


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Good. Let the market decide if EV pickups are worth it.  Gotta love the competition.

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Love this as an alternative to the Rivian R1T and the F150e. Would be great as that is what we want, a crewcab all electric pickup truck. :metal: 

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48 minutes ago, ccap41 said:

They're going to put a 4 banger in their Silverado but not hybrid tech in a Sierra..? 

Sorry I managed to read something incorrectly. 

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Third time's the charm?  They've been doing Hybrid and eAssist trucks for a while.  I think an all electric Sierra would be an interesting take, but the price will be huge or the range will be short. I would expect over $100k for a Sierra Denali EV

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1 hour ago, Drew Dowdell said:

Third time's the charm?  They've been doing Hybrid and eAssist trucks for a while.  I think an all electric Sierra would be an interesting take, but the price will be huge or the range will be short. I would expect over $100k for a Sierra Denali EV

Probably $100k w/ a 50 mile range, and weighing 7500lbs w/ 2000 lb towing capacity..

Edited by Robert Hall
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3 hours ago, dfelt said:

as that is what we want

LOL... "we" meaning you?  I don't hear a bunch of clamoring from real truck people for this crap.

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39 minutes ago, ocnblu said:

LOL... "we" meaning you?  I don't hear a bunch of clamoring from real truck people for this crap.

Let the market sort them out McFly. 

You sassy little blu, you must be feeling better. :P 

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It is not a matter of IF it is a matter of WHEN.   One day batteries will be cheap, that is how technology works.  I think one day an electric will cost the same as a similar horsepower gas car.  We just don’t know when that day is.

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We're on the iPhone X now- how come it isn't 'cheap'?  Haven't battery costs dropped even over the iPhone's lifecycle?

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4 hours ago, balthazar said:

We're on the iPhone X now- how come it isn't 'cheap'?  Haven't battery costs dropped even over the iPhone's lifecycle?

Actually battery costs have dropped but other technologies that have been crammed into the phone have pushed the prices higher. It’s higher price has next to squat to do with the battery.

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12 hours ago, dfelt said:

Let the market sort them out McFly. 

You sassy little blu, you must be feeling better. :P 

In fairness he probably didn’t hear from a bunch of rich people clamoring for a Tesla Model S yet here it is, outselling the likes of the S Class. 

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But do people who try it stay with it for their next vehicle?

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4 hours ago, surreal1272 said:

Actually battery costs have dropped but other technologies that have been crammed into the phone have pushed the prices higher. It’s higher price has next to squat to do with the battery.

Ahhh- an iPhone is a complicated device with numerous bits & features and new, updated models are intro'd with regularity. Much like automobiles.

My point was- battery cost alone is NOT the singular factor setting EV vehicle prices. As OEMs strive for the '10-min charge/ 500 mile/ 0-60 in 1.5 sec' EV, they will continue to cram technologies in, and the pricing -- likely --  will never become competitive with ICE counterparts. Those holding out hopes for a battery cost blow-out at pennies on the dollar showing up in the MSRP are going to be either waiting a long time, or much longer.

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4 hours ago, ocnblu said:

But do people who try it stay with it for their next vehicle?

Maybe you should ask them but I am willing to bet that Tesla already has a fair number of repeat buyers. 

2 hours ago, balthazar said:

Ahhh- an iPhone is a complicated device with numerous bits & features and new, updated models are intro'd with regularity. Much like automobiles.

My point was- battery cost alone is NOT the singular factor setting EV vehicle prices. As OEMs strive for the '10-min charge/ 500 mile/ 0-60 in 1.5 sec' EV, they will continue to cram technologies in, and the pricing -- likely --  will never become competitive with ICE counterparts. Those holding out hopes for a battery cost blow-out at pennies on the dollar showing up in the MSRP are going to be either waiting a long time, or much longer.

I see what you’re saying but what you are suggesting involves a crystal ball. My theory is that once EVs become mainstream, there will be lower cost options, just like there are with ICE autos. To add to that point, I will say that it’s not like ICEs have been all that affordable over the last few decades. Sorry but when Civics option out over $30K, we have a problem that is much bigger than whether EVs can compete. 

Edited by surreal1272
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I don't disagree with your point on the general level of new vehicle prices; you're right. Still, a tangential issue here.

But it's not all 'crystal balling'.  We do have some pricing history example under our belt with Tesla.  Still no promised base price Model 3... jacked prices on the S & X (even as corporate volume rises steadily) - this shows the opposite trend toward passing on any battery cost savings to the consumer.  And as I've stated before; once consumers support an ever-increasing take rate for a vehicle priced at $XX (especially when the OEM is straining to fulfill demand), there is zero motivation to lower pricing, regardless of material costs. 

Look at audi's e-tron- it's sized like the A4 but it's DOUBLE the price. OEMs are automatically going to edge toward 'Tesla-tier' pricing if they can get away with it.  Only nissan & Chevrolet seem determined to sell to their customer base/make it affordable.

 

Edited by balthazar

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The price of battery density and kilowatts has decreased...but the costs of making good batteries has been sharply increasing because lithium, precious metals and other raw materials have a finite supply or are controlled by countries we don't really get along with. 

I completely agree with Balthazar here. Tesla will never make an affordable car in any traditional sense. Their cars have to be jam packed with tech, because they sure as hell won't wow you on interior quality or luxury features. And tech when new is the easiest to markup or promise like the $5000 autonomous level 5 whatever...which Tesla goes to great lengths to obscure that it's refundable if they don't deliver it. They got so many refund requests there that they put a moratorium on the option!

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Batteries will get better and so will the charge network.  If there was a better charge network people wouldn't think they need 250-300 miles of range, which adds cost for a lot of battery you aren't using.  0% of buyers buy a gas powered car based on mileage range, because gas stations are all over the place.  If there is more electric charging stations, people would probably be happy with 150-200 mile range electrics which would help get cost down.

 

Also "electrified" could mean a hybrid Sierra.  And really, why wouldn't you do some form of hybrid on every gas engine you have?  Adding electric to any engine makes it better.

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16 hours ago, smk4565 said:

0% of buyers buy a gas powered car based on mileage range, because gas stations are all over the place.

I don't think that's true. I often think of my previous truck, which had dual fuel tanks @ 35 gal total capacity. Low Fuel light come on? Just throw the switch. I used to contemplate switching one tank over to give me 54 gals onboard.

Current diesel truck's low fuel light comes on at around 18-19 gals burned, despite it having a 35 gal capacity!  I remember setting off from my house toward the interstate, a 20 min trip. Didn't notice the low fuel level. Light came on just before the onramp- a quick mental inventory showed no fuel stations on the interstate anytime soon. After turning around & passing by 3 or 4 other stations, actually ended up coming all the way home to refuel at the diesel station by my house- a waste of 40-50 mins time.

I would love to have increased fuel capacity/range. I've never been one to put "ten dollars" in- the less time of my life spent sitting at the pump the better- run it to empty, fill to to the brim.

Edited by balthazar

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On 1/27/2019 at 1:22 PM, balthazar said:

I don't think that's true. I often think of my previous truck, which had dual fuel tanks @ 35 gal total capacity. Low Fuel light come on? Just throw the switch. I used to contemplate switching one tank over to give me 54 gals onboard.

Current diesel truck's low fuel light comes on at around 18-19 gals burned, despite it having a 35 gal capacity!  I remember setting off from my house toward the interstate, a 20 min trip. Didn't notice the low fuel level. Light came on just before the onramp- a quick mental inventory showed no fuel stations on the interstate anytime soon. After turning around & passing by 3 or 4 other stations, actually ended up coming all the way home to refuel at the diesel station by my house- a waste of 40-50 mins time.

I would love to have increased fuel capacity/range. I've never been one to put "ten dollars" in- the less time of my life spent sitting at the pump the better- run it to empty, fill to to the brim.

4

That's the opposite mentality needed with EVs. 

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On 1/27/2019 at 10:22 AM, balthazar said:

I don't think that's true. I often think of my previous truck, which had dual fuel tanks @ 35 gal total capacity. Low Fuel light come on? Just throw the switch. I used to contemplate switching one tank over to give me 54 gals onboard.

Current diesel truck's low fuel light comes on at around 18-19 gals burned, despite it having a 35 gal capacity!  I remember setting off from my house toward the interstate, a 20 min trip. Didn't notice the low fuel level. Light came on just before the onramp- a quick mental inventory showed no fuel stations on the interstate anytime soon. After turning around & passing by 3 or 4 other stations, actually ended up coming all the way home to refuel at the diesel station by my house- a waste of 40-50 mins time.

I would love to have increased fuel capacity/range. I've never been one to put "ten dollars" in- the less time of my life spent sitting at the pump the better- run it to empty, fill to to the brim.

For me, I love road trips so when I bought my first 1994 GMC Suburban SLE, I got it with the extra capacity fuel tank so I knew I could easily drive 500 miles non-stop. But that is based on my desire and needs. I think you are the rare person like me that would think of an extra capacity tank for fewer fuel ups.

Battery is the same way, if you never take a road trip and can easily plug in overnight, then does a person need more than 150-200 miles of battery range. One can plug in everywhere be it slow or fast depending on what is available. Yet for those like myself that do like road trips, I see no reason to not buy the biggest battery pack out there for my use.

For most people dropping a few bucks to top off their EV should be a normal approach to life where you can just plug in and grab some juice anywhere. That is the positive benefit of EVs is being able to drive to work, know you have some errands and as such, plug in and top off the battery while at work. Sure cannot do that with ICE but you can with electric as long as you can access a 110 plug or designated 220 or 440 charge ports in the parking area.

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On road trips, I always fill up at a half a tank.   Usually like to stop for a bio break and to stretch my legs every hour or hour and a half.   When I was driving across the void on I-40 I didn't want to go below a half a tank because exits and gas stations can be far apart.    On that trip I got really good gas mileage, one tankful averaged like 28.x mpg. 

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On 1/25/2019 at 7:43 PM, ocnblu said:

LOL... "we" meaning you?  I don't hear a bunch of clamoring from real truck people for this crap.

Eventually real pickups will be electric but that will be thirty years in the future....I will be done driving for the most part...or babbling to myself incoherently in a nursing home.

2 minutes ago, Robert Hall said:

On road trips, I always fill up at a half a tank.   Usually like to stop for a bio break and to stretch my legs every hour or hour and a half.   When I was driving across the void on I-40 I didn't want to go below a half a tank because exits and gas stations can be far apart.    On that trip I got really good gas mileage, one tankful averaged like 28.x mpg. 

That is fantastic MPG

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Pulling into a station & refueling is 'maintenance', so is uncoiling a cord & plugging in / unplugging-coiling every night.
I prefer minimal 'maintenance' whenever possible.
 

My 'work' is all at private homes- I would have to ask HO's permission to recharge my vehicle off their meter.

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    • By Drew Dowdell
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      Dual-overhead camshafts, four-valves per cylinder
      Air Delivery:
      Single variable-geometry turbocharger; intercooling system. 42.8-psi / 2.95 bar max boost
      Fuel Delivery:
      High-pressure, common-rail direct injection (36,250 psi / 2500 bar); electronic throttle valve
      Ignition System:
      Compression
      Max Engine Speed:
      5100 rpm
      Additional Features:
      Continuously variable oil pump; engine oil cooler, automatic stop/start, Active Thermal Management,
      Emissions Control:
      Low-pressure Exhaust Gas Recirculation (EGR); Selective Catalyst Reduction on Filter (SCRF)
      Horsepower
      (hp / kW @ rpm):
      277 / 204 @ 3750 (SAE certified)
      Torque
      (lb.-ft. / Nm @ rpm):
      460 / 624 @ 1500 (SAE certified)
      Manufacturing Location (of globally sourced parts)
      Flint, Mich.  
       
       
      Chevy Press release on page 2


      2020 CHEVROLET SILVERADO’S NEW, ADVANCED 3.0L DURAMAX TURBO-DIESEL REDEFINES EXPECTATIONS
      No-compromise engine delivers refinement, performance and efficiency
      2019-06-03
      DETROIT — The all-new 2020 Chevrolet Silverado’s available 3.0L Duramax inline-six turbo-diesel engine adds choice and versatility for full-size truck customers, offering class-leading torque and horsepower in addition to focusing on fuel economy and capability. It is the first-ever inline-six turbo-diesel offered in Chevrolet’s full-size light-duty trucks.
      Chevrolet engineers started with a clean-sheet design and developed an all-new engine that leverages the efficiency and refinement advantages of the inline six-cylinder architecture and incorporates advanced combustion and emissions technologies to optimize performance and efficiency. It is priced identically to the 6.2L V-8 as a $2,495 premium over a 5.3L V-8 model or $3,890 over a 2.7L Turbo model.
      “From the moment the engine is started, to its idle, acceleration and highway cruising, the 3.0L Duramax performance will change perceptions of what a diesel engine can offer in refinement,” said Nicola Menarini, director for Diesel Truck Engine Program Execution. “With advanced technologies that draw on global diesel expertise, it’s a no-compromise choice for those who want the capability and driving range of a diesel in a light-duty truck.”
      Available on LT, RST, LTZ and High Country models, the 3.0L Duramax diesel rounds out the new Silverado’s range of six propulsion choices, each tailored to suit customers’ needs for performance, efficiency, technology and value. It is rated at an SAE-certified 277 horsepower and 460 lb-ft of torque delivering 95 percent of peak torque at just 1,250 rpm. Peak torque is sustained from 1,500 rpm through 3,000 rpm, providing a powerfully smooth and satisfying driving experience.
      The 3.0L Duramax is paired with GM’s 10L80 10-speed automatic transmission, featuring a centrifugal pendulum absorber torque converter that reduces vibrations to improve smoothness, reinforcing its performance, efficiency and refinement. This combination also offers exhaust braking, which uses the diesel engine’s compression to help slow the vehicle, requiring fewer brake applications by the driver when in Tow Haul mode.
      Innovative Engine Technologies
      The inline six-cylinder architecture offers inherent efficiency and refinement, but the team expanded with smart technology choices to help improve efficiency and weight while optimizing the truck experience. A lightweight aluminum block and cylinder head reduce overall mass, and Active Thermal Management enhances efficiency and cold-weather warm-up. Ceramic glow plugs also help with shorter heat-up times and a quicker cold start, meaning the engine block heater is not needed until -22 degrees F.
      Towing is an important part of owning a truck, and customers can gain additional confidence thanks to the exhaust brake available in tow-haul mode. The water charge air cooler, coupled with low pressure EGR, reduces time to torque. The variable geometry turbocharger helps provide a greater balance of performance and efficiency, and an electronically variable intake manifold helps optimize performance across the rpm band.
      Inherently efficient and balanced
      Compared to a DOHC V-6, the inline-six architecture offers greater efficiency from the reduced friction of operating only two camshafts and their associated valvetrain components. The I6 configuration offers the perfect balance of primary and secondary forces, without the need for balancing shafts.
      “In addition to reduced friction, the architecture enables smooth operation,” Menarini said. “The new Duramax 3.0L elevates the 2019 Silverado with one of the most refined and efficient diesel engines in the segment.”
      Along with supporting elements such as a tuned air induction system and other noise-attenuating elements, the 3.0L Duramax delivers exceptional quietness and smoothness at all engine speeds.
      All-aluminum construction and tough rotating assembly
      The 3.0L Duramax cylinder block is made of a cast aluminum alloy that provides the strength required to support the high combustion pressures that occur within a diesel engine, while also offering an approximately 25 percent mass savings over a comparable cast iron engine block. Iron cylinder liners are used within the aluminum block to insure truck durability.
      There are seven nodular iron main bearing caps that help ensure the block’s strength under those high combustion pressures, while also enabling accurate location of the rotating assembly. A deep-skirt block design, where the block casting extends below the crankshaft centerline, also contributes to the engine’s stiffness and refinement. It’s complemented by a stiffness-enhancing aluminum lower crankcase extension attached to the main bearing caps.
      The rotating assembly consists of a forged steel crankshaft, forged steel connecting rods and hypereutectic aluminum pistons. The alloys in the respective castings for the rods and pistons make them lightweight and durable. Silicon is blended with the aluminum for heat resistance and tolerance within the piston cylinders, which enhances performance and makes the engine quiet.
      A thick piston crown — the top of the piston — and reinforced top ring add strength to support the tremendous cylinder pressures enabled by turbocharging and the engine’s high 15.0:1 compression ratio.
      DOHC Cylinder Head and Rear Cam Drive
      Overhead camshafts offer a direct, efficient means of operating the valves, while four valves per cylinder activated by maintenance-free finger followers with hydraulic lash adjusters increase airflow in and out of the engine. This arrangement is integrated on the Duramax 3.0L’s lightweight aluminum cylinder head, which is topped with a lightweight composite cam cover that incorporates the crankcase ventilation and oil separation systems.
      A pair of lightweight, assembled camshafts actuates 28.35 mm diameter (1.12-inch) intake and 24.55 mm diameter (0.97-inch) exhaust valves. The camshaft drivetrain is uniquely located at the rear (flywheel side) of the engine, for greater refinement and packaging considerations for the comparatively long inline-six. A crankshaft-driven chain drives the high-pressure direct-injection fuel pump, while a chain driven by the fuel pump drives both intake and exhaust camshafts. A smaller belt drives the variable flow oil pump from the crankshaft.
      Additional Technology Highlights
      Variable geometry turbocharging enables the Duramax 3.0L engine to deliver class-leading horsepower with minimal effect on overall efficiency. The system uses closed loop controlled vanes position and sophisticated electronic controls to automatically adjust boost pressure to the desired value based on engine running conditions and instantaneous power demand. The liquid-cooled turbocharger features a low-friction ball-bearing shaft and is mounted close to the exhaust outlet of the engine for quicker spool-up of the turbine and quicker light-off of the exhaust catalyst. A water-to-air intercooling system produces a cooler higher density air charge for greater power. Maximum boost pressure is 43,5 psi (300 Kpa) absolute.
      Low-pressure EGR: The Duramax 3.0L utilizes new low-pressure Exhaust Gas Recirculation to optimize performance and efficiency. The EGR system diverts some of the engine-out exhaust gas and mixes it back into the fresh intake air stream, which is drawn into the cylinder head for combustion. That lowers combustion temperatures and rates.
      Traditionally, EGR systems in diesel applications recirculate exhaust gases between the two high-pressure points, the exhaust manifold(s) and intake manifold. However, it generally requires efficiency-robbing assistance from the turbocharger or other supporting elements to achieve the pressure differential required for sufficient EGR flow rates.
      The new low-pressure system adds to the high-pressure system, supporting continual adjustment of exhaust backpressure for more efficient operation. It recirculates gases between the low-pressure points in the exhaust system (downstream of the particulate filter) and after the compressor inlet.
      When the low-pressure EGR is activated by an electronically controlled valve, the engine burns exhaust gas that has already passed through the particulate filter. That increases the turbocharger’s efficiency, which helps overall vehicle efficiency without deteriorating the rate of particulate matter emitted by the engine.
      A variable intake manifold offers dual air intake pathways for each cylinder. Electronically controlled flaps — one for each cylinder — shorten or lengthen the airflow to each cylinder. This optimizes the airflow into the engine and improves performance and responsiveness across the rpm band, particularly at lower engine speeds.
      A variable-pressure oiling system with a continuously variable-displacement vane oil pump enhances efficiency by optimizing oil pressure as a function of engine speed and load. With it, the oil supply is matched to the engine requirements rather than the excessive supply of a conventional, fixed-displacement oil pump. The engine uses low-friction Diesel Dexos 0W20 oil.
      Oil jets located in the block are employed for performance and temperature control. They target the inner core of the piston with an extra layer of cooling, friction-reducing oil. The jets reduce piston temperature, allowing the engine to produce more power and enhance long-term durability than engines without the technology.
      Active Thermal Management helps the engine warm up quickly to achieve and maintain its optimal engine temperature for performance and efficiency over the entire engine operating range. The system uses a three-actuator rotary valve system to distribute coolant through the engine in a targeted manner. It sends heat where it’s needed to warm up the engine to reduce friction and heat the passenger cabin or cools when needed for high-power operation. The Duramax 3.0L also features split cooling between the block and head.
      Common rail direct fuel injection of 2,500 bar (36,250 psi) helps generates class-leading horsepower and torque. The system’s pressure is generated by an engine-driven twin-piston pump sending fuel to solenoid-activated injectors with nine-hole nozzles that support precise metering of the fuel for a smooth idle and lower combustion noise. The fuel system is capable of multiple injections per combustion cycle — up to 10 times per injector — for more consistent and stable combustion performance that translates into smoothness and refinement, particularly at idle.   
      Electronic throttle valve: The Duramax 3.0L features an electronic throttle valve to regulate intake manifold pressure in order to optimize exhaust gas recirculation rates. It also contributes to a smooth engine shutdown via a more controlled method of airflow reduction.
      Ceramic glow plugs used in the Duramax 3.0L heat up more quickly and hotter than conventional metal-based glow plugs, helping the engine start and heat up more quickly in cold weather. The Duramax 3.0L achieves unassisted and assisted starting temperatures of -22 F (-30 C) and -40 F (-40 C) respectively.
      Stop/start technology helps optimize efficiency in city driving. The driver-selectable system shuts off the engine at stoplights and other stop-and-go situations. The engine automatically restarts when the driver takes their foot off the brake.
      ABOUT CHEVROLET
      Founded in 1911 in Detroit, Chevrolet is one of the world's largest car brands, doing business in more than 100 countries and selling more than 4.0 million cars and trucks a year. Chevrolet provides customers with fuel-efficient vehicles that feature engaging performance, design that makes the heart beat, passive and active safety features and easy-to-use technology, all at a value. More information on Chevrolet models can be found at www.chevrolet.com.
      # # #
      2019 CHEVROLET SILVERADO 3.0L DURAMAX TURBO-DIESEL SPECIFICATIONS
      Type:
      Duramax 3.0L DOHC Turbo Diesel I6 
      Bore & Stroke (in. / mm):
      3.30 x 3.54 inches (84mm x 90mm)
      Block Material:
      Aluminum
      Cylinder Head Material:
      Aluminum
      Compression Ratio:
      15.0: 1
      Firing Order:
      1-5-3-6-2-4
      Valvetrain:
      Dual-overhead camshafts, four-valves per cylinder
      Air Delivery:
      Single variable-geometry turbocharger; intercooling system. 42.8-psi / 2.95 bar max boost
      Fuel Delivery:
      High-pressure, common-rail direct injection (36,250 psi / 2500 bar); electronic throttle valve
      Ignition System:
      Compression
      Max Engine Speed:
      5100 rpm
      Additional Features:
      Continuously variable oil pump; engine oil cooler, automatic stop/start, Active Thermal Management,
      Emissions Control:
      Low-pressure Exhaust Gas Recirculation (EGR); Selective Catalyst Reduction on Filter (SCRF)
      Horsepower
      (hp / kW @ rpm):
      277 / 204 @ 3750 (SAE certified)
      Torque
      (lb.-ft. / Nm @ rpm):
      460 / 624 @ 1500 (SAE certified)
       
    • By Drew Dowdell
      GM is delaying the launch of the new inline-6 diesel engine bound for the GMC Sierra 1500 and Chevrolet Silverado 1500.  No longer available for ordering on the 2019s, GM has pushed the availability into the 2020 model year. 
      According the GM, the emissions certification process on the engine is taking longer than normal.   Customers who ordered a 2019 Silverado or Sierra with the diesel engine will have their orders canceled and will need to resubmit the order for a 2020 model year vehicle once they become available for order.  GM has yet to open orders for 2020 truck models with the diesel engine, but a GM spokesperson said that it will be "soon".
      Assuming the current pricing holds, the 3.0 liter Duramax diesel will be priced $2,495 over a 5.3 liter V8 and $2,890 over the 4-cylinder 2.7-liter turbo. 
      Meanwhile for 2020, GM is expanding the availability of adaptive cruise control and the 10-speed automatic across the lineup.  At Chevy, the Silverado will now have the optional 6.2 liter V8 on five out of the eight trim levels.  The 6.2 V8 will be paired with the 10-speed automatic and available on the Custom Trail Boss, RST, LT Trail Box, LTZ, and High Country. At GMC, the CarbonPro box will be available at no additional cost when paired with certain other packages on the Sierra AT4 and Sierra Denali, while the double cab Sierra Elevation Trim will now also be available in a crew cab. 
       

      View full article
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