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DRIVEN: 2019 Chevrolet Blazer LT AWD 3.6

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DRIVEN: 2019 Chevrolet Blazer LT AWD 3.6 (MSRP around 40k)

HIGHS:

-Blazer name is back!

-Unique, sporty CUV style, drawing inspiration from the Camaro.  Be seen.  Looks good in person, even in a bad color.

-Nice new interior design, including ball blower vents down low.  That will be a godsend in summer.  I liked the gauges, displays, controls, and touchscreen.

-Cargo area seemed more useful in size than I imagined.  If I recall, the rear seats can slide forward and back to help out with that.

-If you are averse to 4 cylinder engines, Chevy has you covered here.  Most of the Blazers will be had with 3.6 v6.  And with enough throttle foot, and after you let it wind up, and if the tranny actually kicks down, it scoots pretty well.

-Fans of CUV's that are heavy and sit high will be like pigs in slop in the Blazer.

LOWS:

-There are probably a lot of people that won't be into the styling.

-Drivetrain doesn't seem refined.  Sorry, another one of these GM drivetrains with the common 3.6 that underwhelms.  Slow transmission kickdown.  Feels like driveline has a lot of slop.  Lack of useful torque.  Grainy sounding, revs slow, throttle response is a dud.  

-Interior space is not exactly a middle spot between the Equinox and Traverse.  To some it will feel not much larger than an Equinox inside, which is either a compliment for the Equinox (wasn't intended to be) or a rip on the Blazer (maybe that's where I was going).   Perhaps how high you sit on the queen perch exacerbates the truckiness of this thing, but it feels narrow in relation to it's size, and it's easier to knock elbows with your neighbor than it should be in this thing.

-There is nothing about the ride and handling that stuck in my mind as impressive.  In fact, it was quite the opposite.  Now, maybe the RS is better, I don't know.

-Irregardless of whether a vehicle being heavy is a good or bad thing, it's that the Blazer actually feels porky or even porkier than it is / isn't.

-The elephant in the room on this thing is price.  This lightly equipped LT was near 40 grand.  In the same showroom is an almost equally equipped Traverse for an almost equal price.  The versions that are in the high 40's and 50's, it's a real SMH to me.

-An all around feel about the vehicle that it was just a cobbled together parts bin ride (which historically has been GM's PENCHANT).  The Blazer is a vehicle that feels old by several years on the market, right when it's introduced.

SUMMARY

No compelling reason to pick this vehicle on the market other than if you are a GM fanboi/girl or you've gone sick on the styling of it.  If it's the former, its another case of GM missing an opportunity to provide class competitive or better vehicle refinement and dynamics and missing the mark.  If it's the latter, then the styling ends up being the sole purpose for the vehicle to exist in the market.  If it doesn't have more than that, than it's hopes for being a long term success are pretty thin.  I don't need to dive much more into this one.  Reviving the Blazer name and throwing it on something that evokes the Camaro in styling is about all there is behind this effort.  Nissan came out with the Murano in 2003? 2004? And Chevrolet finally has something to compete with it in 2019.  The list of vehicles that are better options to this for your money, whether 2 or 3 row, are in the dozens.  As far as Chevy, if you really want size, immediately bypass the Blazer and just go straight for the Traverse.  For performance and refinement, it's entirely possibly that a well loaded Equinox with the 2.0 engine is a much more enjoyable vehicle for a majority of people.  And don't forget the GMC options too.  Other makes and models, Santa Fe, Atlas, Edge, Passport, all better.  I might be here all day if I list all the better options.

It doesn't make it bad to like the Blazer and I wouldn't criticize anyone for buying one.  I just think GM mailed it in here, which they seem to be doing with increasing frequency here.  All you get here is a name and some style.  Bless ya if that's what you want.  I may try the 2.5 FWD for contrast, but i think I can 99% safely say one of these will never be in my driveway.  Continuing to lose more and more faith in GM and Chevy all the time.

 

 

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I am quite a bit looking forward to seeing how badly the 2020 Explorer tramples all over this thing.

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2 hours ago, regfootball said:

I am quite a bit looking forward to seeing how badly the 2020 Explorer tramples all over this thing.

Not even the same class. It's the Edge that will trample all over it.  On interior, I give the edge to the Blazer, but everything else goes to the Edge.  The Blazer is too small. It feels like the old Equinox size inside. 

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4 minutes ago, Drew Dowdell said:

Not even the same class. It's the Edge that will trample all over it.  On interior, I give the edge to the Blazer, but everything else goes to the Edge.  The Blazer is too small. It feels like the old Equinox size inside. 

Compare MSRP’s. The explorer in base and xlt trim will compete favorably as an option regardless of 2 or 3 rows

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1 minute ago, regfootball said:

Compare MSRP’s. The explorer in base and xlt trim will compete favorably as an option regardless of 2 or 3 rows

You can't just compare MSRPs... the two simply aren't going to be cross shopped.  If we're comparing MSRP, then the Avalon is a competitor too.  The Explorer may outsell the Blazer... but the Traverse and Acadia will too, so it doesn't really matter. 

No, the Edge is the direct competition to the Blazer, they both start at $29,995, but the Edge has the upper hand on power train and standard features right out of the gate. 

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12 minutes ago, Drew Dowdell said:

You can't just compare MSRPs... the two simply aren't going to be cross shopped.  If we're comparing MSRP, then the Avalon is a competitor too.  The Explorer may outsell the Blazer... but the Traverse and Acadia will too, so it doesn't really matter. 

No, the Edge is the direct competition to the Blazer, they both start at $29,995, but the Edge has the upper hand on power train and standard features right out of the gate. 

The blazer is then priced miserably compared to both. At least in lower spec trims. 

Edited by regfootball

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1 minute ago, regfootball said:

The blazer is then priced miserably compared to both. 

Yes. With that base 4-cylinder and no AWD in that model, it should be $4k cheaper if only to close the gap down to Equinox.

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1 hour ago, Drew Dowdell said:

Yes. With that base 4-cylinder and no AWD in that model, it should be $4k cheaper if only to close the gap down to Equinox.

What? Sound pricing? GM would never price the Blazer sanely these days.

Better Q: who would BUY a new Blazer these days?

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Perhaps, someone who wants to move up a bit from an Equinox and no third row. 

7 minutes ago, riviera74 said:

What? Sound pricing? GM would never price the Blazer sanely these days.

Better Q: who would BUY a new Blazer these days?

I think if it were priced better, that group would be quite large. But now I know why they are making it in less volume and higher prices in Mexico. 

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17 minutes ago, riviera74 said:

What? Sound pricing? GM would never price the Blazer sanely these days.

Better Q: who would BUY a new Blazer these days?

It'll be a lease vehicle I'm betting.  I still don't understand its placement against the Acadia. I know it is a bit smaller than Acadia, but it doesn't seem to drive any different. 

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2 hours ago, Drew Dowdell said:

It'll be a lease vehicle I'm betting.  I still don't understand its placement against the Acadia. I know it is a bit smaller than Acadia, but it doesn't seem to drive any different. 

Basically the same vehicle mechanically, right?  Same wheelbase..the Acadia has a couple inches more rear overhang for the 3rd row. 

I couldn't see considering one over a Ford Edge or a Grand Cherokee..

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3 hours ago, Drew Dowdell said:

It'll be a lease vehicle I'm betting.  I still don't understand its placement against the Acadia. I know it is a bit smaller than Acadia, but it doesn't seem to drive any different. 

rather fitting that when the Blazer comes out, there's a lot of cheap lease offers on Acadias going on

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On 2/16/2019 at 4:37 PM, Drew Dowdell said:

Not even the same class. It's the Edge that will trample all over it.  On interior, I give the edge to the Blazer, but everything else goes to the Edge.  The Blazer is too small. It feels like the old Equinox size inside. 

Edge ST for the win for me....or Grand Cherokee...

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I'm gonna have to go drive one today.. cause your review is a complete contrast to almost everyone I've read or watched. Sales wise we'll have to see.. versus the Edge.. U people have way more faith in that ugly thing than I do. Engine-wise, I see not one issue with its specs versus the Edge ST, and I'm betting that performance comparisons will say pretty much the same. NOW! Do I think that there should be an optional, more powerful engine? Abssf@#kINlutely! But that stands on every GM CUV available. But I've said this to the point of making myself sick saying it again

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4 minutes ago, Cmicasa the Great said:

I'm gonna have to go drive one today.. cause your review is a complete contrast to almost everyone I've read or watched. Sales wise we'll have to see.. versus the Edge.. U people have way more faith in that ugly thing than I do. Engine-wise, I see not one issue with its specs versus the Edge ST, and I'm betting that performance comparisons will say pretty much the same. NOW! Do I think that there should be an optional, more powerful engine? Abssf@#kINlutely! But that stands on every GM CUV available. But I've said this to the point of making myself sick saying it again

Will be interested in your thoughts for an intelligent counter point.

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1 hour ago, caddycruiser said:

 

Yet last week I had a 2018 Colorado 3.6L crew cab and was shocked at how nice it was, and "why don't they make an SUV from this?"...

GM has had the Colorado based TrailBlazer in Asia for years, but it has a very ugly greenhouse, IMO..

images-14.jpeg

Edited by Robert Hall
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11 minutes ago, A Horse With No Name said:

Will be interested in your thoughts for an intelligent counter point.

Problem with my thoughts is that most believe that I can't find faults with GM vehicles as a whole because I am a serious GM fan. The thing is that I view GM vehicles for what they offer versus their actual competition. Apples to Apples. Come the fukk on.. someone here actually compared an Explorer to the Blazer. WTF? Why not compare a 370Z to a Grand Sport? 

Anyway..  very often, if unavailable, I ask for more to triumph over all competitors. For example.. we want to say that the Edge ST will trounce all over the Blazer RS, but looking at the actual numbers a great deal says that they are almost identical in performance. Another example is the BITCHING about the pricing of the Blazer.. when we all know.. as does the public, that by the time these vehicles go on sale there is almost always a SALE and the price is not even remotely what the MSRP says. Old school marketing and it works in making the consumer think that they are getting a better deal than they were.. even with the Internet avail. Its tiring and annoying at best hearing supposed informed enthusiasts bitch about constantly. Look here.. (Below) Its what GM does. It just is. 

blazer pric.jpg

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But @Cmicasa the Great, GM is on record that they are trying to cut back on incentives. 

Anyway, I went to the Pittsburgh auto show over the weekend.  I sat in all of the 2-row and smaller 3-row crossovers.  The GC has the nicest interior of them by far, but the Blazer is pretty close.  Where the Blazer falls short is interior space for the price. It doesn't feel much bigger than the old Equinox.. maybe slightly wider.  If I'm looking for room, I can pick just about anything else, but most drastically I can get into a V6 powered Durango for about the same price. If I'm looking for off-road capability, there's the GC.  If I'm looking for sportiness, there's the Edge. 

And I still haven't seen anything that tells me this drives any different than an Acadia. 

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7 minutes ago, Drew Dowdell said:

But @Cmicasa the Great, GM is on record that they are trying to cut back on incentives. 

Anyway, I went to the Pittsburgh auto show over the weekend.  I sat in all of the 2-row and smaller 3-row crossovers.  The GC has the nicest interior of them by far, but the Blazer is pretty close.  Where the Blazer falls short is interior space for the price. It doesn't feel much bigger than the old Equinox.. maybe slightly wider.  If I'm looking for room, I can pick just about anything else, but most drastically I can get into a V6 powered Durango for about the same price. If I'm looking for off-road capability, there's the GC.  If I'm looking for sportiness, there's the Edge. 

And I still haven't seen anything that tells me this drives any different than an Acadia. 

I haven't driven it yet.. and I will.. as U should as well. Thing is that I've driven the Acadia Denali, the Enclave, and the XT5.. I had no issues with the way they drove and that's after, in one case getting out of the V and into the XT5. I'm not in any way saying that those two drove similar.. but for a CUV, just in Sport Mode.. it drove pretty damn nice and aggressive. But then again.. I have challenged Mustangs and Camaros in cornering fast in my slightly lowered 5500 lb Yukon.. So I may be a bad person to comment. Because I DRIVE!!! Everything like I'm driving my Vette😂

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3 minutes ago, Cmicasa the Great said:

I haven't driven it yet.. and I will.. as U should as well. Thing is that I've driven the Acadia Denali, the Enclave, and the XT5.. I had no issues with the way they drove and that's after, in one case getting out of the V and into the XT5. I'm not in any way saying that those two drove similar.. but for a CUV, just in Sport Mode.. it drove pretty damn nice and aggressive. But then again.. I have challenged Mustangs and Camaros in cornering fast in my slightly lowered 5500 lb Yukon.. So I may be a bad person to comment. Because I DRIVE!!! Everything like I'm driving my Vette😂

My point was that I don't see what makes the Blazer any more sporty driving than the Acadia.... it's not going to be the Camaro styling cues that make it corner better. 

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I hadn't looked much into what Grand Cherokees are being priced at these days, but after doing some quick research, it seems crazy evident that the GC is a screaming deal, and you know it's going to have a solid driveline to boot.  Nicely loaded GC?  Or any other GM crossover.  The Cadillac Escape...er, XT4, while being a cool vehicle, if a Grand Cherokee is a far better buy and better vehicle its an easy decision.  

Actually, as bland as I think the XT5 is, at this point I would find a lightly used XT5 or heavily discounted one a FAR better option for a CUV than this Blazer.  Until there is 7-10 grand off the Blazer, its a huge turd bucket IMO.  

Edited by regfootball
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21 minutes ago, Drew Dowdell said:

But @Cmicasa the Great, GM is on record that they are trying to cut back on incentives. 

Anyway, I went to the Pittsburgh auto show over the weekend.  I sat in all of the 2-row and smaller 3-row crossovers.  The GC has the nicest interior of them by far, but the Blazer is pretty close.  Where the Blazer falls short is interior space for the price. It doesn't feel much bigger than the old Equinox.. maybe slightly wider.  If I'm looking for room, I can pick just about anything else, but most drastically I can get into a V6 powered Durango for about the same price. If I'm looking for off-road capability, there's the GC.  If I'm looking for sportiness, there's the Edge. 

And I still haven't seen anything that tells me this drives any different than an Acadia. 

Hate to say it, GC would have my vote, followed by Edge ST. That is not to crap all over the Blazer, I like the Blazer...it just comes in third in the competition in my mind.

Just now, regfootball said:

I hadn't looked much into what Grand Cherokees are being priced at these days, but after doing some quick research, it seems crazy evident that the GC is a screaming deal, and you know it's going to have a solid driveline to boot.

An optional Hemi V8 and a choice of 4 Four wheel drive systems would seem to put it way out front in my book...

8 minutes ago, Drew Dowdell said:

My point was that I don't see what makes the Blazer any more sporty driving than the Acadia.... it's not going to be the Camaro styling cues that make it corner better. 

More than Sporty driving, I want genuine 4wd performance if I give up the nimbleness of a sport hatch or sport sedan.

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20 minutes ago, A Horse With No Name said:

Hate to say it, GC would have my vote, followed by Edge ST. That is not to crap all over the Blazer, I like the Blazer...it just comes in third in the competition in my mind.

An optional Hemi V8 and a choice of 4 Four wheel drive systems would seem to put it way out front in my book...

More than Sporty driving, I want genuine 4wd performance if I give up the nimbleness of a sport hatch or sport sedan.

In my eternal shopping quest, the JGC keeps bubbling to the top of the list no matter what else comes out. 

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      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)
       

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


      2020 CHEVROLET SILVERADO’S NEW, ADVANCED 3.0L DURAMAX TURBO-DIESEL REDEFINES EXPECTATIONS
      No-compromise engine delivers refinement, performance and efficiency
      2019-06-03
      DETROIT — The all-new 2020 Chevrolet Silverado’s available 3.0L Duramax inline-six turbo-diesel engine adds choice and versatility for full-size truck customers, offering class-leading torque and horsepower in addition to focusing on fuel economy and capability. It is the first-ever inline-six turbo-diesel offered in Chevrolet’s full-size light-duty trucks.
      Chevrolet engineers started with a clean-sheet design and developed an all-new engine that leverages the efficiency and refinement advantages of the inline six-cylinder architecture and incorporates advanced combustion and emissions technologies to optimize performance and efficiency. It is priced identically to the 6.2L V-8 as a $2,495 premium over a 5.3L V-8 model or $3,890 over a 2.7L Turbo model.
      “From the moment the engine is started, to its idle, acceleration and highway cruising, the 3.0L Duramax performance will change perceptions of what a diesel engine can offer in refinement,” said Nicola Menarini, director for Diesel Truck Engine Program Execution. “With advanced technologies that draw on global diesel expertise, it’s a no-compromise choice for those who want the capability and driving range of a diesel in a light-duty truck.”
      Available on LT, RST, LTZ and High Country models, the 3.0L Duramax diesel rounds out the new Silverado’s range of six propulsion choices, each tailored to suit customers’ needs for performance, efficiency, technology and value. It is rated at an SAE-certified 277 horsepower and 460 lb-ft of torque delivering 95 percent of peak torque at just 1,250 rpm. Peak torque is sustained from 1,500 rpm through 3,000 rpm, providing a powerfully smooth and satisfying driving experience.
      The 3.0L Duramax is paired with GM’s 10L80 10-speed automatic transmission, featuring a centrifugal pendulum absorber torque converter that reduces vibrations to improve smoothness, reinforcing its performance, efficiency and refinement. This combination also offers exhaust braking, which uses the diesel engine’s compression to help slow the vehicle, requiring fewer brake applications by the driver when in Tow Haul mode.
      Innovative Engine Technologies
      The inline six-cylinder architecture offers inherent efficiency and refinement, but the team expanded with smart technology choices to help improve efficiency and weight while optimizing the truck experience. A lightweight aluminum block and cylinder head reduce overall mass, and Active Thermal Management enhances efficiency and cold-weather warm-up. Ceramic glow plugs also help with shorter heat-up times and a quicker cold start, meaning the engine block heater is not needed until -22 degrees F.
      Towing is an important part of owning a truck, and customers can gain additional confidence thanks to the exhaust brake available in tow-haul mode. The water charge air cooler, coupled with low pressure EGR, reduces time to torque. The variable geometry turbocharger helps provide a greater balance of performance and efficiency, and an electronically variable intake manifold helps optimize performance across the rpm band.
      Inherently efficient and balanced
      Compared to a DOHC V-6, the inline-six architecture offers greater efficiency from the reduced friction of operating only two camshafts and their associated valvetrain components. The I6 configuration offers the perfect balance of primary and secondary forces, without the need for balancing shafts.
      “In addition to reduced friction, the architecture enables smooth operation,” Menarini said. “The new Duramax 3.0L elevates the 2019 Silverado with one of the most refined and efficient diesel engines in the segment.”
      Along with supporting elements such as a tuned air induction system and other noise-attenuating elements, the 3.0L Duramax delivers exceptional quietness and smoothness at all engine speeds.
      All-aluminum construction and tough rotating assembly
      The 3.0L Duramax cylinder block is made of a cast aluminum alloy that provides the strength required to support the high combustion pressures that occur within a diesel engine, while also offering an approximately 25 percent mass savings over a comparable cast iron engine block. Iron cylinder liners are used within the aluminum block to insure truck durability.
      There are seven nodular iron main bearing caps that help ensure the block’s strength under those high combustion pressures, while also enabling accurate location of the rotating assembly. A deep-skirt block design, where the block casting extends below the crankshaft centerline, also contributes to the engine’s stiffness and refinement. It’s complemented by a stiffness-enhancing aluminum lower crankcase extension attached to the main bearing caps.
      The rotating assembly consists of a forged steel crankshaft, forged steel connecting rods and hypereutectic aluminum pistons. The alloys in the respective castings for the rods and pistons make them lightweight and durable. Silicon is blended with the aluminum for heat resistance and tolerance within the piston cylinders, which enhances performance and makes the engine quiet.
      A thick piston crown — the top of the piston — and reinforced top ring add strength to support the tremendous cylinder pressures enabled by turbocharging and the engine’s high 15.0:1 compression ratio.
      DOHC Cylinder Head and Rear Cam Drive
      Overhead camshafts offer a direct, efficient means of operating the valves, while four valves per cylinder activated by maintenance-free finger followers with hydraulic lash adjusters increase airflow in and out of the engine. This arrangement is integrated on the Duramax 3.0L’s lightweight aluminum cylinder head, which is topped with a lightweight composite cam cover that incorporates the crankcase ventilation and oil separation systems.
      A pair of lightweight, assembled camshafts actuates 28.35 mm diameter (1.12-inch) intake and 24.55 mm diameter (0.97-inch) exhaust valves. The camshaft drivetrain is uniquely located at the rear (flywheel side) of the engine, for greater refinement and packaging considerations for the comparatively long inline-six. A crankshaft-driven chain drives the high-pressure direct-injection fuel pump, while a chain driven by the fuel pump drives both intake and exhaust camshafts. A smaller belt drives the variable flow oil pump from the crankshaft.
      Additional Technology Highlights
      Variable geometry turbocharging enables the Duramax 3.0L engine to deliver class-leading horsepower with minimal effect on overall efficiency. The system uses closed loop controlled vanes position and sophisticated electronic controls to automatically adjust boost pressure to the desired value based on engine running conditions and instantaneous power demand. The liquid-cooled turbocharger features a low-friction ball-bearing shaft and is mounted close to the exhaust outlet of the engine for quicker spool-up of the turbine and quicker light-off of the exhaust catalyst. A water-to-air intercooling system produces a cooler higher density air charge for greater power. Maximum boost pressure is 43,5 psi (300 Kpa) absolute.
      Low-pressure EGR: The Duramax 3.0L utilizes new low-pressure Exhaust Gas Recirculation to optimize performance and efficiency. The EGR system diverts some of the engine-out exhaust gas and mixes it back into the fresh intake air stream, which is drawn into the cylinder head for combustion. That lowers combustion temperatures and rates.
      Traditionally, EGR systems in diesel applications recirculate exhaust gases between the two high-pressure points, the exhaust manifold(s) and intake manifold. However, it generally requires efficiency-robbing assistance from the turbocharger or other supporting elements to achieve the pressure differential required for sufficient EGR flow rates.
      The new low-pressure system adds to the high-pressure system, supporting continual adjustment of exhaust backpressure for more efficient operation. It recirculates gases between the low-pressure points in the exhaust system (downstream of the particulate filter) and after the compressor inlet.
      When the low-pressure EGR is activated by an electronically controlled valve, the engine burns exhaust gas that has already passed through the particulate filter. That increases the turbocharger’s efficiency, which helps overall vehicle efficiency without deteriorating the rate of particulate matter emitted by the engine.
      A variable intake manifold offers dual air intake pathways for each cylinder. Electronically controlled flaps — one for each cylinder — shorten or lengthen the airflow to each cylinder. This optimizes the airflow into the engine and improves performance and responsiveness across the rpm band, particularly at lower engine speeds.
      A variable-pressure oiling system with a continuously variable-displacement vane oil pump enhances efficiency by optimizing oil pressure as a function of engine speed and load. With it, the oil supply is matched to the engine requirements rather than the excessive supply of a conventional, fixed-displacement oil pump. The engine uses low-friction Diesel Dexos 0W20 oil.
      Oil jets located in the block are employed for performance and temperature control. They target the inner core of the piston with an extra layer of cooling, friction-reducing oil. The jets reduce piston temperature, allowing the engine to produce more power and enhance long-term durability than engines without the technology.
      Active Thermal Management helps the engine warm up quickly to achieve and maintain its optimal engine temperature for performance and efficiency over the entire engine operating range. The system uses a three-actuator rotary valve system to distribute coolant through the engine in a targeted manner. It sends heat where it’s needed to warm up the engine to reduce friction and heat the passenger cabin or cools when needed for high-power operation. The Duramax 3.0L also features split cooling between the block and head.
      Common rail direct fuel injection of 2,500 bar (36,250 psi) helps generates class-leading horsepower and torque. The system’s pressure is generated by an engine-driven twin-piston pump sending fuel to solenoid-activated injectors with nine-hole nozzles that support precise metering of the fuel for a smooth idle and lower combustion noise. The fuel system is capable of multiple injections per combustion cycle — up to 10 times per injector — for more consistent and stable combustion performance that translates into smoothness and refinement, particularly at idle.   
      Electronic throttle valve: The Duramax 3.0L features an electronic throttle valve to regulate intake manifold pressure in order to optimize exhaust gas recirculation rates. It also contributes to a smooth engine shutdown via a more controlled method of airflow reduction.
      Ceramic glow plugs used in the Duramax 3.0L heat up more quickly and hotter than conventional metal-based glow plugs, helping the engine start and heat up more quickly in cold weather. The Duramax 3.0L achieves unassisted and assisted starting temperatures of -22 F (-30 C) and -40 F (-40 C) respectively.
      Stop/start technology helps optimize efficiency in city driving. The driver-selectable system shuts off the engine at stoplights and other stop-and-go situations. The engine automatically restarts when the driver takes their foot off the brake.
      ABOUT CHEVROLET
      Founded in 1911 in Detroit, Chevrolet is one of the world's largest car brands, doing business in more than 100 countries and selling more than 4.0 million cars and trucks a year. Chevrolet provides customers with fuel-efficient vehicles that feature engaging performance, design that makes the heart beat, passive and active safety features and easy-to-use technology, all at a value. More information on Chevrolet models can be found at www.chevrolet.com.
      # # #
      2019 CHEVROLET SILVERADO 3.0L DURAMAX TURBO-DIESEL SPECIFICATIONS
      Type:
      Duramax 3.0L DOHC Turbo Diesel I6 
      Bore & Stroke (in. / mm):
      3.30 x 3.54 inches (84mm x 90mm)
      Block Material:
      Aluminum
      Cylinder Head Material:
      Aluminum
      Compression Ratio:
      15.0: 1
      Firing Order:
      1-5-3-6-2-4
      Valvetrain:
      Dual-overhead camshafts, four-valves per cylinder
      Air Delivery:
      Single variable-geometry turbocharger; intercooling system. 42.8-psi / 2.95 bar max boost
      Fuel Delivery:
      High-pressure, common-rail direct injection (36,250 psi / 2500 bar); electronic throttle valve
      Ignition System:
      Compression
      Max Engine Speed:
      5100 rpm
      Additional Features:
      Continuously variable oil pump; engine oil cooler, automatic stop/start, Active Thermal Management,
      Emissions Control:
      Low-pressure Exhaust Gas Recirculation (EGR); Selective Catalyst Reduction on Filter (SCRF)
      Horsepower
      (hp / kW @ rpm):
      277 / 204 @ 3750 (SAE certified)
      Torque
      (lb.-ft. / Nm @ rpm):
      460 / 624 @ 1500 (SAE certified)
       
    • By Drew Dowdell
      Chevy unveiled the 2021 Trailblazer today, filling a space between the Chevrolet Trax and Equinox in the lineup.  This follows the recent release of the Buick Encore GX that fills a similar but more premium space. 
      Picking up on styling from the larger Blazer and the Camaro, the Trailblazer takes an aggressive, sporty posture. Yes, there also will be an RS version, but no word yet on what powertrains will be available. 
      Chevy is finally going to start offering active safety features as standard, something the competition started doing a few years ago. The standard active safety features are Front Pedestrian Braking, Automatic Emergency Braking and Lane Keep Assist with Lane Departure Warning.  Optional will be Adaptive Cruise Control - Camera, Rear Park Assist and a High Definition Rear Vision Camera.
      The 2021 Trailblazer will enter dealerships in early 2020. 


      View full article
    • By Drew Dowdell
      Chevy unveiled the 2021 Trailblazer today, filling a space between the Chevrolet Trax and Equinox in the lineup.  This follows the recent release of the Buick Encore GX that fills a similar but more premium space. 
      Picking up on styling from the larger Blazer and the Camaro, the Trailblazer takes an aggressive, sporty posture. Yes, there also will be an RS version, but no word yet on what powertrains will be available. 
      Chevy is finally going to start offering active safety features as standard, something the competition started doing a few years ago. The standard active safety features are Front Pedestrian Braking, Automatic Emergency Braking and Lane Keep Assist with Lane Departure Warning.  Optional will be Adaptive Cruise Control - Camera, Rear Park Assist and a High Definition Rear Vision Camera.
      The 2021 Trailblazer will enter dealerships in early 2020. 

    • 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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