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Found 815 results

  1. 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) View full article
  2. 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)
  3. 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
  4. 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
  5. 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.
  6. 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.
  7. Chevrolet has updated the Camaro for 2020 with some new styling updates and packaging changes. Most notable is the updated front fascia which received much criticism. The new front end appearance comes for the SS model based on the Camaro Shock show vehicle that debuted at the SEMA show last fall. The Bowtie emblem is now higher on the grille, and the bar between the upper and lower grilles is now body color. Also new is a new LT1 model that takes the Camaro LT trim and adds the 455 horsepower LT1 engine. This makes the LT1 trim the most affordable V8 Camaro with a starting price of $34,995 including destination charges. The LT1 will be offered in both hardtop and convertible configurations. Other additions to the LT1 are the vented hood from the SS, black bowtie badges, 20-inch SS style wheels, and an available technology package. Buyers of the V6 will also see a boost as the engine is now mated to the 10-speed automatic from the SS and ZL1. Chevrolet has struggled with sales of the Camaro in recent years, often coming in third place in sales behind the Ford Mustang and Dodge Challenger. The 2020 Camaro with all of these updates will go on sale in Fall 2019. View full article
  8. Chevrolet has updated the Camaro for 2020 with some new styling updates and packaging changes. Most notable is the updated front fascia which received much criticism. The new front end appearance comes for the SS model based on the Camaro Shock show vehicle that debuted at the SEMA show last fall. The Bowtie emblem is now higher on the grille, and the bar between the upper and lower grilles is now body color. Also new is a new LT1 model that takes the Camaro LT trim and adds the 455 horsepower LT1 engine. This makes the LT1 trim the most affordable V8 Camaro with a starting price of $34,995 including destination charges. The LT1 will be offered in both hardtop and convertible configurations. Other additions to the LT1 are the vented hood from the SS, black bowtie badges, 20-inch SS style wheels, and an available technology package. Buyers of the V6 will also see a boost as the engine is now mated to the 10-speed automatic from the SS and ZL1. Chevrolet has struggled with sales of the Camaro in recent years, often coming in third place in sales behind the Ford Mustang and Dodge Challenger. The 2020 Camaro with all of these updates will go on sale in Fall 2019.
  9. According to GM Authority, the Chevrolet Traverse is dropping the 2.0T from the lineup and is already no longer available for ordering. The move means that the only available powertrain for the Traverse is the 310 horsepower V6 paired with a 9-speed automatic. The 2.0T was introduced in the 2018 model year only on the RS model which had a slightly sportier flair than the regular Traverse. We wonder though if this signals a move by Chevy to use the new TriPower 2.0T that is found in the Cadillac XT4 and was recently announced to be going into the 2020 GMC Acadia. So don't be surprised if there is an announcement from Chevy soon. View full article
  10. According to GM Authority, the Chevrolet Traverse is dropping the 2.0T from the lineup and is already no longer available for ordering. The move means that the only available powertrain for the Traverse is the 310 horsepower V6 paired with a 9-speed automatic. The 2.0T was introduced in the 2018 model year only on the RS model which had a slightly sportier flair than the regular Traverse. We wonder though if this signals a move by Chevy to use the new TriPower 2.0T that is found in the Cadillac XT4 and was recently announced to be going into the 2020 GMC Acadia. So don't be surprised if there is an announcement from Chevy soon.
  11. If you were hoping that Chevrolet would bring the house down next month with the debut of the mid-engine Corvette at the Detroit Auto Show, we have some bad news for you. GM Authority has learned from GM that Chevrolet isn't planning to show anything car or crossover related at the show. Motor Authority was able to confirm this report by speaking to sources who know GM's plans for future vehicles. It is expected that the Cadillac XT6 crossover will debut at the show. Rumor has it that GM could debut the mid-engine Corvette at the New York Auto Show - the original 1953 Corvette debuted at the Motorama event that year in New York - or hold its own event to have the media focus on the new model and nothing else. The latter option seems the most likely to us. We'll keep you posted if anything changes. Source: GM Authority, Motor Authority View full article
  12. The First of GM’s All-New Pickups Posts a 20 Percent Q1 Gain Industry retail sales, consumer sentiment rebounding GM average transaction prices set new first-quarter company record Chevrolet Trax, Equinox and Colorado set first-quarter company sales records DETROIT — General Motors (NYSE: GM) announced today that it delivered 665,840 vehicles in the first quarter of 2019, with a selling mix of trucks, SUVs and crossovers above 80 percent. GM’s focus on these vibrant segments helped it earn the highest average transaction prices for any first quarter in the company’s history. The Chevrolet Trax, Equinox and Colorado all set GM first-quarter sales records and the GMC Acadia posted its best quarter ever. The all-new Cadillac XT4 was the best-selling vehicle in its segment and the Buick Enclave was up 28 percent versus a year ago. The all-new full-size pickups from Chevrolet and GMC are also off to a very strong start. “Our production launch was very smooth and crew cab sales are brisk, especially those with premium trims,” said Kurt McNeil, U.S. vice president, Sales Operations. “We look forward to improving availability of our wide-range of cabs, trim series and powertrains.” First-quarter 2019 average transaction prices for GM's all-new, light-duty pickups were $8,040 higher compared to their outgoing models in the first quarter of 2018, with the GMC Sierra leading the segment, according to J.D. Power PIN estimates. Combined sales of the 2019 Chevrolet Silverado 1500 and GMC Sierra 1500 crew cabs — the first of the company’s all-new full-size pickups to launch — were up 20 percent year over year. Crew-cab production mix is currently running above 70 percent to meet strong customer demand, up 10 percentage points on average from the previous-generation trucks. More than 95 percent of the all-new GMC Sierra 1500 crew cab sales are high-end trims including SLT, AT4 and Denali. Availability of all-new regular-cab and double-cab pickups was very limited during the quarter due to launch timing, but full production of all cab styles started in March and they currently are arriving in dealer showrooms. GM will begin the next phase of its full-size pickup truck launch in the second half of the year with the all-new 2020 Chevrolet Silverado HD and GMC Sierra HD. “We are bullish on pickups and expect to gain sales momentum throughout the year,” said McNeil. “We are installing capacity in Flint to build more HD pickups in total, more crew cab models, more dualies and diesel models, too, all in response to dealer and customer demand.” Other new models launching this year include the XT6, Cadillac’s first three-row crossover, and the CT5, Cadillac’s new luxury-sport sedan. The all-new Chevrolet Blazer is also gaining momentum, and the brand will begin national advertising for the vehicle during the second quarter as production ramps up. Solid U.S. Economy, Strong GM Operating Discipline GM sales in the first quarter of 2019 were down 7 percent year over year compared to a very strong first quarter of 2018. “After a slow start to the year, the retail SAAR has risen each month since January,” said Elaine Buckberg, GM chief economist. “Consumer sentiment continued to recover in March and the other key drivers of auto sales like employment, wage growth and household balance sheets are healthy. The Fed paused in raising interest rates, which eases a headwind facing auto sales. Overall, the U.S. economy is in solid shape, which bodes well for the industry outlook.” GM’s Commercial deliveries, which are another barometer of economic strength, grew at an average annual rate of more than 7 percent from 2012 to 2017 and were up 11 percent year over year in 2018. Commercial deliveries were close to flat to a very strong first quarter a year ago, even with limited availability of regular light- and heavy-duty pickups, and heavy-duty crew-cab pickups. GM has demonstrated continued strong operating discipline and is very well positioned heading into the second quarter: The company’s incentive spending as a percentage of average transaction price was 13 percent, down close to a full percentage point year over year, according to J.D Power PIN. GM’s per-unit incentive spending was down $175 year over year, as domestic competitors increased their spending in the quarter, according to J.D. Power PIN. Average transaction prices rose $938 to a first-quarter record of $35,881, according to J.D. Power PIN. Inventory is a healthy 818,967 units heading into the second quarter, which tends to be a strong quarter for industry sales. QUARTER 1 (CALENDAR YEAR-TO-DATE) JANUARY - MARCH 2019 2018 %Change Volume 2019 2018 %Change Volume Cascada 746 918 -18.7 746 918 -18.7 Enclave 12,580 9,869 27.5 12,580 9,869 27.5 Encore 24,606 25,468 -3.4 24,606 25,468 -3.4 Envision 7,623 9,696 -21.4 7,623 9,696 -21.4 LaCrosse 2,902 7,066 -58.9 2,902 7,066 -58.9 Regal 3,408 3,708 -8.1 3,408 3,708 -8.1 Buick Total 51,867 56,804 -8.7 51,867 56,804 -8.7 ATS 522 3,962 -86.8 522 3,962 -86.8 CT6 2,188 2,467 -11.3 2,188 2,467 -11.3 CTS 2,428 2,442 -0.6 2,428 2,442 -0.6 Escalade 6,819 8,111 -15.9 6,819 8,111 -15.9 XT4 7,026 0 ***.* 7,026 0 ***.* XT5 13,278 14,845 -10.6 13,278 14,845 -10.6 XTS 3,734 4,898 -23.8 3,734 4,898 -23.8 Cadillac Total 35,995 36,727 -2.0 35,995 36,727 -2.0 Blazer 3,023 0 ***.* 3,023 0 ***.* Bolt EV 4,316 4,375 -1.3 4,316 4,375 -1.3 Camaro 12,083 11,792 2.5 12,083 11,792 2.5 Colorado 33,494 28,859 16.1 33,494 28,859 16.1 Corvette 3,943 4,457 -11.5 3,943 4,457 -11.5 Cruze 23,311 39,855 -41.5 23,311 39,855 -41.5 Equinox 88,500 82,398 7.4 88,500 82,398 7.4 Express 17,215 19,774 -12.9 17,215 19,774 -12.9 Impala 13,259 14,067 -5.7 13,259 14,067 -5.7 LCF 559 530 5.5 559 530 5.5 Malibu 34,197 34,150 0.1 34,197 34,150 0.1 Silverado 114,313 135,545 -15.7 114,313 135,545 -15.7 Sonic 4,460 5,983 -25.5 4,460 5,983 -25.5 Spark 6,423 6,945 -7.5 6,423 6,945 -7.5 Suburban 11,029 14,725 -25.1 11,029 14,725 -25.1 Tahoe 20,853 23,643 -11.8 20,853 23,643 -11.8 Traverse 34,223 38,198 -10.4 34,223 38,198 -10.4 Trax 24,580 20,482 20.0 24,580 20,482 20.0 Volt 2,520 3,478 -27.5 2,520 3,478 -27.5 Chevrolet Total 452,401 490,919 -7.8 452,401 490,919 -7.8 Acadia 31,200 29,900 4.3 31,200 29,900 4.3 Canyon 6,954 7,213 -3.6 6,954 7,213 -3.6 Savana 6,566 4,797 36.9 6,566 4,797 36.9 Sierra 40,546 41,468 -2.2 40,546 41,468 -2.2 Terrain 25,364 32,964 -23.1 25,364 32,964 -23.1 Yukon 14,947 15,002 -0.4 14,947 15,002 -0.4 GMC Total 125,577 131,344 -4.4 125,577 131,344 -4.4 GM Vehicle Total* 665,840 715,794 -7.0 665,840 715,794 -7.0 76 selling days for the QUARTER 1 this year and 77 for same QUARTER last year.
  13. In some ways, old-school General Motors is still around. This time it is over the tone-deafness of placing a Mexican built product on display at Comerica Park in Detroit just months after announcing the shutdown of GM two plants in Michigan. GM said in a statement that it picked the Blazer, along with the Silverado, for display because the vehicle is brand new and the Blazer is an iconic American nameplate. However, people are upset with GM for the pick of a Mexican built vehicle when two plants in Michigan, Warren and Detroit-Hamtramck will be closing and thousands of jobs will be lost. Now, just days after being installed over centerfield at the park, GM is quietly swapping the Blazer out with a new Chevrolet Traverse at the park fountain. GM said they wanted fans to enjoy baseball without the distraction and further added that the Blazer will add $500 million a year to the U.S. manufacturing economy. GM recently announced a $300 million upgrade to the Orion Assembly plant and the addition of a new Chevrolet EV just says after Trump criticized General Motors and Mary Barra for closing the Lordstown Ohio plant. View full article
  14. 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.
  15. In some ways, old-school General Motors is still around. This time it is over the tone-deafness of placing a Mexican built product on display at Comerica Park in Detroit just months after announcing the shutdown of GM two plants in Michigan. GM said in a statement that it picked the Blazer, along with the Silverado, for display because the vehicle is brand new and the Blazer is an iconic American nameplate. However, people are upset with GM for the pick of a Mexican built vehicle when two plants in Michigan, Warren and Detroit-Hamtramck will be closing and thousands of jobs will be lost. Now, just days after being installed over centerfield at the park, GM is quietly swapping the Blazer out with a new Chevrolet Traverse at the park fountain. GM said they wanted fans to enjoy baseball without the distraction and further added that the Blazer will add $500 million a year to the U.S. manufacturing economy. GM recently announced a $300 million upgrade to the Orion Assembly plant and the addition of a new Chevrolet EV just says after Trump criticized General Motors and Mary Barra for closing the Lordstown Ohio plant.
  16. The GMC Build and Price tool has let the details slip on the power ratings of the upcoming inline-6 diesel due to be released in the Sierra and Silverado in a few weeks. The 3.0 liter turbo diesel will produce 277 hp at 3,750 rpm and 460 lb-ft at a mere 1,500 rpm. The only transmission choice will be the 10-speed automatic. These numbers are SAE certified and verified by GM. The diesel motor will be available on LT and above trims on the Chevy and on all GMC trims except the base. These numbers make the GM six more powerful than Ford's V6 Powerstroke diesel which runs at 250 hp and 440 lb-ft of torque. The New Ram 1500 still hasn't gotten a diesel unit, but it will probably be the same rating as the 260 hp and 442 lb-ft of torque in the Jeep Gladiator. One area still unknown on the GM unit is fuel economy. The Ford F-150 Powerstroke is EPA estimated for 30 mpg highway/25 combined/22 city. The GM diesels 1500 trucks will be at dealerships this summer. Related: View full article
  17. The GMC Build and Price tool has let the details slip on the power ratings of the upcoming inline-6 diesel due to be released in the Sierra and Silverado in a few weeks. The 3.0 liter turbo diesel will produce 277 hp at 3,750 rpm and 460 lb-ft at a mere 1,500 rpm. The only transmission choice will be the 10-speed automatic. These numbers are SAE certified and verified by GM. The diesel motor will be available on LT and above trims on the Chevy and on all GMC trims except the base. These numbers make the GM six more powerful than Ford's V6 Powerstroke diesel which runs at 250 hp and 440 lb-ft of torque. The New Ram 1500 still hasn't gotten a diesel unit, but it will probably be the same rating as the 260 hp and 442 lb-ft of torque in the Jeep Gladiator. One area still unknown on the GM unit is fuel economy. The Ford F-150 Powerstroke is EPA estimated for 30 mpg highway/25 combined/22 city. The GM diesels 1500 trucks will be at dealerships this summer. Related:
  18. Chevrolet didn't want to have Ford hogging the spotlight today in terms of heavy-duty pickups, so they spilled some more details on the upcoming Silverado HD at an event in Flint, MI. Let's start with some big numbers. Chevrolet is claiming all dually Silverado HDs are capable of towing over 30,000 pounds, with max being 35,500 pounds for a regular cab, 2WD model with the 6.6L Duramax Turbodiesel V8. This bests the Ram Heavy Duty's max towing of 35,100 pounds. Max payload sits at 7,466 pounds. To handle all of this weight, Chevrolet has beefed up the frame, axles, prop shafts, and improved cooling. In terms of the engines, Chevrolet is finally talking about the new gas engine they have been teasing for some time. It a 6.6L V8 producing 401 horsepower and 464 pound-feet of torque - up 41 and 84 when compared to the current 6.0L V8. This is paired up with a six-speed automatic. Optional is the 6.6L Duramax Turbodiesel V8 with 445 horsepower and 910 pound-feet of torque, teamed with a ten-speed automatic. Like the recently announced GMC Sierra HD, the Silverado HD will get the ProGrade Trailering system featuring 15 camera views, including a transparent trailer view that can see through a trailer while towing. Chevrolet will be rolling out the Silverado HD later this summer. Gallery: 2020 Chevrolet Silverado HD Source: Autoblog , Roadshow
  19. Chevrolet didn't want to have Ford hogging the spotlight today in terms of heavy-duty pickups, so they spilled some more details on the upcoming Silverado HD at an event in Flint, MI. Let's start with some big numbers. Chevrolet is claiming all dually Silverado HDs are capable of towing over 30,000 pounds, with max being 35,500 pounds for a regular cab, 2WD model with the 6.6L Duramax Turbodiesel V8. This bests the Ram Heavy Duty's max towing of 35,100 pounds. Max payload sits at 7,466 pounds. To handle all of this weight, Chevrolet has beefed up the frame, axles, prop shafts, and improved cooling. In terms of the engines, Chevrolet is finally talking about the new gas engine they have been teasing for some time. It a 6.6L V8 producing 401 horsepower and 464 pound-feet of torque - up 41 and 84 when compared to the current 6.0L V8. This is paired up with a six-speed automatic. Optional is the 6.6L Duramax Turbodiesel V8 with 445 horsepower and 910 pound-feet of torque, teamed with a ten-speed automatic. Like the recently announced GMC Sierra HD, the Silverado HD will get the ProGrade Trailering system featuring 15 camera views, including a transparent trailer view that can see through a trailer while towing. Chevrolet will be rolling out the Silverado HD later this summer. Gallery: 2020 Chevrolet Silverado HD Source: Autoblog , Roadshow View full article
  20. How do you celebrate 50 years since the introduction of the original COPO Chevrolet Camaro drag car? If you're Chevrolet, you unveil a concept COPO Camaro with an electric powertrain. Today at the SEMA show in Las Vegas, Chevrolet introduced the eCOPO Camaro Concept. Developed with pioneering electric drag racing team Hancock and Lane Racing, the eCOPO uses an electric motor providing 700 horsepower and 600 pound-feet of torque. Chevrolet estimates that the eCOPO can do the quarter-mile in nine seconds. Beginning with a standard COPO Camaro, the V8 engine is swapped for an electric motor assembly comprised of two BorgWarner HVH 250-150 motors. This teamed with a Turbo 400 automatic transmission. In the trunk resides an all-new 800-volt battery pack that allows for "a more efficient power transfer to the electric motor and supports faster recharging." The battery pack is arranged in such a way to allow for a 44/56 front-to-rear weight ratio. What makes the eCOPO concept unique is the electric motor "has the same bell house mounting pattern and crankshaft flange" as Chevrolet's LS family of engines. This means you could swap the standard V8 engine for an electric powertrain without having to change other driveshaft components. “The possibilities are intriguing and suggest a whole new world for racers. Chevrolet pioneered the concept of the high-performance crate engine right around the time the original COPO Camaro models were created, and the eCOPO project points to a future that could include electric crate motors for racing, or even your street rod. We’re not there yet, but it’s something we’re exploring,” said Russ O’Blenes, director, Performance Variants, Parts and Motorsports at General Motors. H/T to @67impss for letting us know about the eCOPO Gallery: Chevrolet eCOPO Camaro Concept Source: Chevrolet eCOPO Camaro Race Car Concept Electrifies Drag Racing LAS VEGAS — Fifty years after the original COPO Camaro special order performance models were introduced, Chevrolet’s eCOPO Camaro Concept demonstrates an electrified vision for drag racing. Developed by General Motors and built in partnership with the pioneering electric drag racing team Hancock and Lane Racing, the concept race car — based on the 2019 COPO Camaro — is entirely electric powered, driven by an electric motor providing the equivalent of more than 700 horsepower and 600 lb-ft of torque. Chevrolet estimates quarter-mile times in the 9-second range. Testing is ongoing. “The eCOPO Concept is all about where we go in the future with electrification in the high performance space,” said Russ O’Blenes, director, Performance Variants, Parts and Motorsports at General Motors. “The original COPO Camaro program was all about pushing the envelope, and this concept is an exploration with the very same spirit.” Chevrolet partnered with Hancock and Lane Racing not only because of the team’s success in NHRA drag racing, but also its involvement with Patrick McCue, the driving force behind the record-holding “Shock and Awe” electric drag racing car, and his Seattle-area Bothell High School automotive technology program. With the racing team’s assistance, more than a dozen students participated in the development and assembly of the electrified drag car. “This project exemplifies Chevrolet and General Motors’ commitment to engaging young minds in STEM education,” said O’Blenes. “It also represents our goal of a world with zero emissions, with the next generation of engineers and scientists who will help us get there.” 800 volts Just as the original 1969 COPO Camaro models relied on creative engineering to make them successful in Stock Eliminator drag racing, the eCOPO breaks new ground with its unique motor and GM’s first 800-volt battery back. The electric motor is based on a pair of BorgWarner HVH 250-150 motor assemblies, each generating 300 lb-ft of torque, and replaces the gas engine. It is connected to a conventional racing-prepared “Turbo 400” automatic transmission that channels the motor’s torque to the same solid rear axle used in the production COPO Camaro race cars. The all-new 800-volt battery pack enables a more efficient power transfer to the electric motor and supports faster recharging, which is important for the limited time between elimination rounds in drag racing. “Eight hundred volts is more than twice the voltage of the battery packs in the production Chevrolet Volt and Bolt EV, so the eCOPO pushes into new technological territory,” says O’Blenes. “As GM advances its electrification leadership, a big step might just come from the drag strip.” The battery pack is composed of four 200-volt modules, each weighing approximately 175 pounds, mounted strategically in the car for optimal weight distribution. Two are located in the rear seat area and the other two are in the trunk: one in the spare tire well and the other in the area over the rear axle. A full Battery Management System monitors all critical voltages and temperatures within the pack. It ties into a comprehensive safety system that continuously evaluates all vehicle electrical components for proper function and safe operation. The batteries in the rear compartment are sealed off from the interior and an integrated driveshaft tunnel has been added between the modules for increased protection. Additionally, the roll cage in the trunk area has been expanded to provide additional protection for the rear-mounted modules. With the modules’ strategic positions, the eCOPO Camaro has greater than a 56 percent rear-weight bias, which helps launch the car more efficiently. Electric crate motors The eCOPO Camaro Concept expands Chevrolet and General Motors’ electrification development and supports future product development. It also suggests a potential new avenue for Chevrolet’s crate engine and performance parts portfolio. The eCOPO Camaro’s electric motor has the same bell house mounting pattern and crankshaft flange as the popular LS-family engines in Chevrolet’s crate engine portfolio. That allows it to bolt up to just about any General Motors transmission. In fact, the transmission, driveshaft and other drivetrain components remain in the same locations as in a gasoline-powered COPO Camaro race car, meaning the electric motor simply bolts into the engine compartment in place of the gas engine. “The possibilities are intriguing and suggest a whole new world for racers,” said O’Blenes. “Chevrolet pioneered the concept of the high-performance crate engine right around the time the original COPO Camaro models were created, and the eCOPO project points to a future that could include electric crate motors for racing, or even your street rod. We’re not there yet, but it’s something we’re exploring.” In the meantime, Chevrolet and Hancock and Lane Racing will continue to develop the eCOPO Camaro and test it on the drag strip, seeking quicker elapsed times with all-new technology. The eCOPO Concept, shown in Electric Blue, joins the 50th anniversary 2019 COPO Camaro production race car and approximately two dozen additional Chevrolet concepts and show vehicles at the SEMA Show in Las Vegas through Nov. 2.
  21. How do you celebrate 50 years since the introduction of the original COPO Chevrolet Camaro drag car? If you're Chevrolet, you unveil a concept COPO Camaro with an electric powertrain. Today at the SEMA show in Las Vegas, Chevrolet introduced the eCOPO Camaro Concept. Developed with pioneering electric drag racing team Hancock and Lane Racing, the eCOPO uses an electric motor providing 700 horsepower and 600 pound-feet of torque. Chevrolet estimates that the eCOPO can do the quarter-mile in nine seconds. Beginning with a standard COPO Camaro, the V8 engine is swapped for an electric motor assembly comprised of two BorgWarner HVH 250-150 motors. This teamed with a Turbo 400 automatic transmission. In the trunk resides an all-new 800-volt battery pack that allows for "a more efficient power transfer to the electric motor and supports faster recharging." The battery pack is arranged in such a way to allow for a 44/56 front-to-rear weight ratio. What makes the eCOPO concept unique is the electric motor "has the same bell house mounting pattern and crankshaft flange" as Chevrolet's LS family of engines. This means you could swap the standard V8 engine for an electric powertrain without having to change other driveshaft components. “The possibilities are intriguing and suggest a whole new world for racers. Chevrolet pioneered the concept of the high-performance crate engine right around the time the original COPO Camaro models were created, and the eCOPO project points to a future that could include electric crate motors for racing, or even your street rod. We’re not there yet, but it’s something we’re exploring,” said Russ O’Blenes, director, Performance Variants, Parts and Motorsports at General Motors. H/T to @67impss for letting us know about the eCOPO Gallery: Chevrolet eCOPO Camaro Concept Source: Chevrolet eCOPO Camaro Race Car Concept Electrifies Drag Racing LAS VEGAS — Fifty years after the original COPO Camaro special order performance models were introduced, Chevrolet’s eCOPO Camaro Concept demonstrates an electrified vision for drag racing. Developed by General Motors and built in partnership with the pioneering electric drag racing team Hancock and Lane Racing, the concept race car — based on the 2019 COPO Camaro — is entirely electric powered, driven by an electric motor providing the equivalent of more than 700 horsepower and 600 lb-ft of torque. Chevrolet estimates quarter-mile times in the 9-second range. Testing is ongoing. “The eCOPO Concept is all about where we go in the future with electrification in the high performance space,” said Russ O’Blenes, director, Performance Variants, Parts and Motorsports at General Motors. “The original COPO Camaro program was all about pushing the envelope, and this concept is an exploration with the very same spirit.” Chevrolet partnered with Hancock and Lane Racing not only because of the team’s success in NHRA drag racing, but also its involvement with Patrick McCue, the driving force behind the record-holding “Shock and Awe” electric drag racing car, and his Seattle-area Bothell High School automotive technology program. With the racing team’s assistance, more than a dozen students participated in the development and assembly of the electrified drag car. “This project exemplifies Chevrolet and General Motors’ commitment to engaging young minds in STEM education,” said O’Blenes. “It also represents our goal of a world with zero emissions, with the next generation of engineers and scientists who will help us get there.” 800 volts Just as the original 1969 COPO Camaro models relied on creative engineering to make them successful in Stock Eliminator drag racing, the eCOPO breaks new ground with its unique motor and GM’s first 800-volt battery back. The electric motor is based on a pair of BorgWarner HVH 250-150 motor assemblies, each generating 300 lb-ft of torque, and replaces the gas engine. It is connected to a conventional racing-prepared “Turbo 400” automatic transmission that channels the motor’s torque to the same solid rear axle used in the production COPO Camaro race cars. The all-new 800-volt battery pack enables a more efficient power transfer to the electric motor and supports faster recharging, which is important for the limited time between elimination rounds in drag racing. “Eight hundred volts is more than twice the voltage of the battery packs in the production Chevrolet Volt and Bolt EV, so the eCOPO pushes into new technological territory,” says O’Blenes. “As GM advances its electrification leadership, a big step might just come from the drag strip.” The battery pack is composed of four 200-volt modules, each weighing approximately 175 pounds, mounted strategically in the car for optimal weight distribution. Two are located in the rear seat area and the other two are in the trunk: one in the spare tire well and the other in the area over the rear axle. A full Battery Management System monitors all critical voltages and temperatures within the pack. It ties into a comprehensive safety system that continuously evaluates all vehicle electrical components for proper function and safe operation. The batteries in the rear compartment are sealed off from the interior and an integrated driveshaft tunnel has been added between the modules for increased protection. Additionally, the roll cage in the trunk area has been expanded to provide additional protection for the rear-mounted modules. With the modules’ strategic positions, the eCOPO Camaro has greater than a 56 percent rear-weight bias, which helps launch the car more efficiently. Electric crate motors The eCOPO Camaro Concept expands Chevrolet and General Motors’ electrification development and supports future product development. It also suggests a potential new avenue for Chevrolet’s crate engine and performance parts portfolio. The eCOPO Camaro’s electric motor has the same bell house mounting pattern and crankshaft flange as the popular LS-family engines in Chevrolet’s crate engine portfolio. That allows it to bolt up to just about any General Motors transmission. In fact, the transmission, driveshaft and other drivetrain components remain in the same locations as in a gasoline-powered COPO Camaro race car, meaning the electric motor simply bolts into the engine compartment in place of the gas engine. “The possibilities are intriguing and suggest a whole new world for racers,” said O’Blenes. “Chevrolet pioneered the concept of the high-performance crate engine right around the time the original COPO Camaro models were created, and the eCOPO project points to a future that could include electric crate motors for racing, or even your street rod. We’re not there yet, but it’s something we’re exploring.” In the meantime, Chevrolet and Hancock and Lane Racing will continue to develop the eCOPO Camaro and test it on the drag strip, seeking quicker elapsed times with all-new technology. The eCOPO Concept, shown in Electric Blue, joins the 50th anniversary 2019 COPO Camaro production race car and approximately two dozen additional Chevrolet concepts and show vehicles at the SEMA Show in Las Vegas through Nov. 2. View full article
  22. "I love it when a plan comes together." Hannibal from the A-Team. I wasn't expecting to get back into a review vehicle for some time as the Detroit Auto Show tends to reduce the number of vehicles available - they're reserved for those coming out-of-state and OEM representatives. I thought next month is when I would begin my rotation once again. But a surprise email this morning from General Motors asking if I was able to take a 2019 Chevrolet Silverado today. Of course! This particular Silverado is an LT Trail Boss Crew Cab with the 5.3L V8 and eight-speed automatic transmission. Base is $48,300 and my as-tested price comes to $55,965 with a few option packages like the Convenience package (front bucket seats, dual-zone climate control, and heated steering wheel). First Impressions? Even though it may appear the truck is black, it is actually painted a dark blue (blame my iPhone). Even though I'm not sold on the design on the Silverado as a whole, the Trail Boss make it look aggressive. Interior looks a rehash of the one seen in the previous Silverado. Material quality is better, but I was kind of hoping more in terms of design. 5.3L V8 doesn't feel muzzled when leaving a stop or needing to accelerate quickly - THANK YOU GM! Haven't quite figured out how to open the power tailgate. Spent a few moments just pressing the button and not having the tailgate come down. Need to some reading in the owners manual. I'll be trying my best to update this piece with other observations and impressions throughout the week. You can also drop some questions below if you want to something about the truck. Gallery: 2019 Chevrolet Silverado LT Trail Boss Crew Cab
  23. "I love it when a plan comes together." Hannibal from the A-Team. I wasn't expecting to get back into a review vehicle for some time as the Detroit Auto Show tends to reduce the number of vehicles available - they're reserved for those coming out-of-state and OEM representatives. I thought next month is when I would begin my rotation once again. But a surprise email this morning from General Motors asking if I was able to take a 2019 Chevrolet Silverado today. Of course! This particular Silverado is an LT Trail Boss Crew Cab with the 5.3L V8 and eight-speed automatic transmission. Base is $48,300 and my as-tested price comes to $55,965 with a few option packages like the Convenience package (front bucket seats, dual-zone climate control, and heated steering wheel). First Impressions? Even though it may appear the truck is black, it is actually painted a dark blue (blame my iPhone). Even though I'm not sold on the design on the Silverado as a whole, the Trail Boss make it look aggressive. Interior looks a rehash of the one seen in the previous Silverado. Material quality is better, but I was kind of hoping more in terms of design. 5.3L V8 doesn't feel muzzled when leaving a stop or needing to accelerate quickly - THANK YOU GM! Haven't quite figured out how to open the power tailgate. Spent a few moments just pressing the button and not having the tailgate come down. Need to some reading in the owners manual. I'll be trying my best to update this piece with other observations and impressions throughout the week. You can also drop some questions below if you want to something about the truck. Gallery: 2019 Chevrolet Silverado LT Trail Boss Crew Cab View full article
  24. Earlier this week, we reported that Chevrolet wouldn't be showing anything at next month's Detroit Auto Show, deflating the dreams of many that the mid-engine Corvette would finally be revealed. We found ourselves wondering if something happened that caused Chevrolet to rethink their plans. GM Authority has learned from sources that a problem with the next-generation Corvette's electrical system has been found. The current system isn't able to carry the load necessary to support the necessary components in the vehicle. This will result in engineers making various changes to the system and suppliers to come up with new parts. This has reportedly pushed back the launch by six months. GM Authority does report that this delay shouldn't prevent Chevrolet from launching the mid-engine Corvette as a 2020 model-year vehicle. Source: GM Authority
  25. Earlier this week, we reported that Chevrolet wouldn't be showing anything at next month's Detroit Auto Show, deflating the dreams of many that the mid-engine Corvette would finally be revealed. We found ourselves wondering if something happened that caused Chevrolet to rethink their plans. GM Authority has learned from sources that a problem with the next-generation Corvette's electrical system has been found. The current system isn't able to carry the load necessary to support the necessary components in the vehicle. This will result in engineers making various changes to the system and suppliers to come up with new parts. This has reportedly pushed back the launch by six months. GM Authority does report that this delay shouldn't prevent Chevrolet from launching the mid-engine Corvette as a 2020 model-year vehicle. Source: GM Authority View full article

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