William Maley

Previous Page Next Page Ram Trucks has decided that it had enough of the Ford Raptor. During the Texas State Fair, Ram unveiled the Rebel TRX Concept. The basis for the Rebel TRX is your standard Ram 1500 Rebel with everything turned up to max. Under the hood lies a supercharged 6.2L V8 (yes, the Hellcat V8) producing 575 horsepower. This is paired with an eight-speed automatic with special programming to go fast off-road. A BorgWarner 44-45 transfer case and Dynatrac Pro 60 axle in the rear with an electric locker makes sure all of that power gets to the wheels. The suspension features adjustable coil-over shocks with external reservoirs, custom suspension control arms, performance springs in the rear, and a set of six-piston brakes with larger rotors. The changes are said to increase suspension travel by 40 percent and overall wheel travel has increased to over 13 inches. Beadlock wheels are wrapped in a set of aggressive 37-inch off-road tires. Outside, a new grille with a scoop provides additional airflow for the engine. There are also a set of composite fender flares to compensate for the tires, side-exit exhaust pipes, and a set of spare tires and tools in a special storage compartment in the bed. At the moment, this is only a concept. But Ram hints that it could go into production, saying this truck is a "consumer-interest study for an extreme performance half-ton pickup." You have our attention, Ram. Source: Ram Trucks Press Release is on Page 2 Ram Reveals New Rebel TRX Concept – 100-mph Off-road Pickup Rips With 575 Supercharged Horsepower Ram Rebel TRX concept is an engineering, design and consumer-interest study for an extreme performance half-ton pickup Supercharged 6.2-liter HEMI® V-8 delivers 575 horsepower, the most powerful factory-engineered half-ton pickup ever TorqueFlite eight-speed automatic transmission is integrated with a powerful supercharged engine, 4x4 Performance Control System and paddle-shifters Front and rear axles feature severe-duty components to handle the high horsepower and off-road rigors More than 13 inches of wheel travel at all four corners, an increase of more than 40 percent Front and rear bypass performance shocks added for improved response and damping Unique RAM front grille and steel bumpers share design cues with Power Wagon and Rebel, and provide additional air flow to cool the 6.2-liter supercharged HEMI V-8 engine Reaching six inches wider than a standard Ram 1500, the acute hour-glass body design and huge fender wells clear aggressive 37-inch tires Rebel TRX concept interior takes signals from the Ram Rebel, but adds unique features, materials and colors, including carbon fiber, luxury leather/suede and six-point harnesses September 29, 2016 , Auburn Hills, Mich. - Ram, America’s off-road truck leader, today introduced the Ram Rebel TRX concept. Rebel TRX is a 100-mph off-road machine with 575 horsepower – the most powerful half-ton truck the company has ever built. Ripping over pavement at speeds greater than 100 mph is an experience, but the Ram Rebel TRX concept hits triple digits in an off-road environment with the help of a supercharged 6.2-liter HEMI® V-8. “Ram Truck heads to the 2016 State Fair of Texas with a host of product news plus a new concept that pickup fans will truly appreciate – the Ram Rebel TRX concept was built specifically for this event and solidifies Ram Truck’s position as the off-road pickup leader,” said Mike Manley, Head of Ram Brand, FCA – Global. “With 575 supercharged horsepower and a suspension system built to withstand an all-day hammering, the Rebel TRX concept can devour the roughest terrain at more than 100 miles per hour and never look back.” Powertrain The rapidly beating heart of the Ram Rebel TRX concept is a powertrain marvel. A 6.2-liter supercharged HEMI with 575 horsepower, the most powerful Ram 1500 the company has ever built, lays the groundwork of expectation. Mated to the TorqueFlite 8HP70 eight-speed automatic transmission, new calibrations were used for the engine, transmission and drivetrain to optimize the expected high-speed off-road driving cycle. The Ram Rebel TRX concept uses Ram’s 4x4 Performance Control System with a BorgWarner 44-45 transfer case. The system employs different modes of operation: Normal, Wet/Snow, Off-road and Baja. The Ram Rebel TRX concept uses a standard Ram 1500 front axle with an open differential and custom CV half-shafts to handle the wider track dimension. The spindles are moved forward to make room within the fender wells for the aggressive 37-inch tires. In the rear, a Dynatrac Pro 60 axle spools power through an electric, selectable locker to 35-spline, 1.5-inch axle shafts. The locker is available in all modes and commits both rear wheels to traction at the same speed, spreads the torque load and maximizes the tractive effort (power put to the ground) in full-throttle maneuvers. Engineering The Ram Rebel TRX has an exterior design that radiates focused aggression, which is only trumped by what lies under its skin. The concept was built around suspension and frame prerequisites. Equally important was adapting as many systems from the standard Ram 1500 as possible to ensure durability and proper function. The high-strength steel frame structure of the Ram Rebel TRX is virtually unchanged when compared to a standard Ram 1500. The frame uses low-torsion attributes that increase durability, stability and handling precision. A 40 percent increase in suspension travel and 37-inch tires contribute to incredible ground clearance. This combination allows the TRX concept to overcome surface obstacles at high speed. The front suspension incorporates custom-built upper and lower A-arms with special attention to caster and camber angles during suspension cycling. Overall, front- and rear-wheel travel is increased to more than 13 inches from the standard 9 inches. The front load is managed by a state-of-the-art, adjustable, performance coil-over shock with internal bypass. The result is a smooth ride over smaller bumps, and when the bumps become mounds, the reaction speed and heat dissipation is unbeatable, softening the impact on occupants and maintaining the tire-to-ground contact. The Ram 1500 uses an exclusive, best-in-class link coil rear suspension system that shares basic architecture with the fastest off-road trucks in desert racing. The frame’s hard points for the five-link suspension system are unchanged and allow the rear axle travel to span up to 13 inches, while standard rear-wheel travel on the Ram 1500 is 9.25 inches. New 2.5-inch bypass shocks use factory upper and lower shock mounts. The standard rear coils are swapped for performance springs located in the factory-spec positions. To provide incredible stopping power, the factory hydraulic-boost compensation unit enhances brake pedal feel and performance during emergency stop events. Baer brakes six-piston monoblock calipers mounted to 15-inch rotors equip the front. The rear uses six-piston calipers with 14-inch rotors. High-speed off-road truck racing teams commonly use a 37-inch tire for its height and durability. Tires with 37 inches of height, 13.5 inches of width, aggressive treads and 10-ply design are assigned the task for Rebel TRX. The Rebel TRX concept also features custom beadlock wheels from Mopar. Beadlock wheels provide additional tire-holding strength by pinching the outside of the tire to the rim. The Rebel TRX carries two complete spare tire and wheel packages. Tools and jack are located in custom, lockable storage between the wheels in the bed. Design Although it is clear that the line and color combinations are borrowed from the popular Rebel and Power Wagon models, the Ram Rebel TRX has a much more chiseled look. Three letters burst clear of a Power Wagon-inspired grille spelling “RAM” in body-matching black and red. Out of necessity, the bold, scooped grille allows a fire-breathing supercharged engine to cool with additional air flow. Composite flares help compensate for a six-inch increase in track width and gave designers another location to mark their signature. A lower brush guard is forged in steel and up to the “rock knock” test. To clear the roots-style blower mounted atop the HEMI engine, the Rebel TRX uses a hood based on the taller Ram Heavy Duty design. The raised fender height matches shoulders to chest. A drone’s-eye view exposes bright LED clearance lighting and the acute hour-glass body lines as they dive back into the doors only to pop back out in the back, enabling rear tires to firmly tuck into the wells. The side of the Rebel TRX leads your eye to enormous five-inch, side-exit exhaust ports integrated within a full-length rock rail for added body/sill protection. Closing out the rear of the truck, a large “Ram” badge in Matte Black is borrowed from the Rebel and covers the tailgate. A custom rear steel bumper with integrated skid plate and tow hooks matches capability features on the front of the truck. When traversing rough terrain at high speeds, seating is important. The interior design team chose suede with accent mesh cloth inserts to cover the rear bench and front buckets. The suede inserts provide tremendous grip to clothing. The front seats integrate lateral support upper bolsters with embroidered logos. All four seats are strapped with six-point harnesses, further fixing occupants to their proper locations. An open upper glove box with elastic straps holds a sturdy TRX-labeled bag with color matched tools. A seven-inch thin-film transistor (TFT) display cluster features muddy tracks and TRX badge graphics. The same graphics fill the screen on an 8.4 Uconnect. To record TRX’s accomplishments, a custom camera mount is located at the rear-view mirror. The center console matches efforts on the instrument panel and includes a new polystable shifter trimmed in black suede and Header Red stitching. Designers re-trimmed the Rebel TRX armrests with solid Header Red accent stitching and wrapped the upper bolster in suede to keep arms in place. Nylon-strap door pulls are embroidered with “Release.” A sport bar covered in black anodized paint provides anchor points dedicated to the six-point harnesses and spans from B-pillar to B-pillar – formed to allow maximum possible seat travel. The Rebel TRX interior floor trades carpet for black rubberized coating. Black all-weather mats from Mopar reduce foot slip when foot-to-pedal placement is crucial. One look at the Ram Rebel TRX concept and its intentions are clear — a 575-horsepower off-road machine with the ability to clear miles of desert in the blink of an eye. Previous Page Next Page View full article

Good news everyone! Buick has announced that the Avenir name will go into production. Before you get your hopes up and think that it's going to be used for a new model, Buick is planning to use Avenir for their new luxury sub-brand. “Avenir will be Buick’s signature. The highest expression of the luxury experiences we’re delivering now and in the future,” said Duncan Aldred, vice president of Global Buick Sales, Service and Marketing. Think of Buick's Avenir as GMC's Denali brand. Models badged as Avenir will feature a three-dimensional mesh grille, large-diameter wheels, unique trim finishes and materials; and seat details. Expect some special equipment to go along with the Avenir trim. Speaking with Motor1, Buick spokesman Stuart Fowle says Buick plans on launching three models with the Avenir trim within the next 18 months, with “a couple of those in the next six to nine months.” Fowle wouldn't say which models would get the Avenir trim, but we're guessing the LaCrosse, Encore, and the upcoming next-generation Enclave will be the three. Source: Motor1, Buick Press Release is on Page 2 Avenir Sub-Brand to Represent Highest Expression of Buick Luxury Concept car-inspired models will join global portfolio in 2018 model year DETROIT – Across continents, a growing set of new customers are discovering unexpected and attainable luxury experiences from Buick. Soon, those customers will be introduced to a new Avenir sub-brand designed to grow with the needs of future luxury buyers. The Avenir sub-brand is inspired by Buick’s evolving customer base. The brand has grown quickly with female buyers, and one in two Buick customers today are coming from competitive brands. They’re expecting a high-end experience and premium quality. For example, 90 percent of Enclave buyers purchase one of the top two trim levels. This year, an unprecedented number of new global products such as the Envision compact SUV and the 2017 LaCrosse sedan offer an elevated luxury experience that’s encouraging new car buyers to reassess what they know about Buick. “Through the first half of 2016, Buick has been the industry’s fastest-growing major international brand, and Avenir is key to future growth and delivering on the high expectations of new customers coming to our showrooms,” said Duncan Aldred, vice president of Global Buick Sales, Service and Marketing. “Avenir will be Buick’s signature. The highest expression of the luxury experiences we’re delivering now and in the future.” Avenir vehicles will add distinct touches to Buick’s timeless, sculpted designs, including a three-dimensional mesh grille, large-diameter wheels, and unique trim finishes. Inside, Avenir models will enhance the brand’s quiet, inviting environment with unique seat details, modern trim materials and Avenir script identification. The name “Avenir,” French for “future,” is taken from the award-winning concept sedan from 2015. That concept and this year’s Avista coupe concept — from which the new sub-brand borrows its grille pattern — have served as guideposts for designers sketching and modeling Buick’s future. “Stretching the Buick brand’s international appeal and potential has been a major focus of exploration in our design studios,” said Helen Emsley, executive director of Buick Global Design. “Concept cars stretch the boundaries of what is possible and every new Buick is benefitting from this vision work. As the Avenir concept expressed the prestige vision for the portfolio, the addition of an Avenir sub-brand illustrates an important piece of future direction.” Additional Avenir details and product specifics will be announced later. View full article

It has been about five years since a Cadillac V series model has graced either one the Cheers & Gears’ garages (if you’re wondering, that would be the 2011 CTS-V Coupe that our Managing Editor drove). It isn’t for our lack of trying. I can give you a stack of emails to the person who handles General Motors’ fleet in Detroit that list the ATS-V and CTS-V as a possible test vehicle. But if you keep bugging someone over time, something is bound to change. That is what happened this summer as a Cadillac ATS-V coupe rolled into the Cheers and Gears’ Detroit garage. Was it worth the wait? The standard Cadillac ATS coupe is already a model that stands out in crowd thanks to an aggressive look. The V turns that aggressiveness up to eleven. The front features a dual mesh grille setup (a small one on top and a larger one below), a narrow slot between the grille and hood; and a new bulging hood with an air extractor. A set of optional eighteen-inch alloy wheels fill in the wheel wells nicely and show off the massive Brembo brakes. The back comes with a rear wing and diffuser with quad exhaust tips. Our ATS-V tester featured the optional Carbon Fiber package that adds an exposed carbon fiber weave for the front splitter, hood extractor, and rear diffuser. It also comes with a larger rear wing and extensions for the rocker panels. I’ll admit I found the carbon fiber package to be a bit much with our tester’s red paint at first. It’s like going into an important meeting wearing a zoot suit and alligator shoes. You’ll make an impression, but is it the one you want to put out into the world? I did grow to like this combination as the week went on. That said, I would skip the carbon fiber package. For one, you have to very careful not cause any damage to lower parts when driving over speed bumps and other road imperfections. For example, the low ride height makes it easy for the front splitter to be cracked. Second, this optional package is $5,000. There are better ways you can use that $5,000 such as getting a new set of tires or a plane ticket to get you over to Cadillac’s V driving school. Inside, the ATS-V is a bit of a disappointment. For the nearly $80,000 price tag of our tester, you would think that it would look and feel the part. In certain areas, the ATS-V does. Cadillac has appointed parts of the interior with carbon fiber and suede to give it a sporty feel. Our tester featured the optional Recaro seats which are the first set I actually liked sitting in. A lot of this is due to how you could adjust seat bolstering to make yourself actually fit into the seat, not sitting on top of it. But this where the good points end with the ATS-V’s interior. Despite all of the premium touches Cadillac has added, it doesn’t feel like it is worth the price. Take for example the center stack with CUE. It is just a sheet of piano black trim and makes the interior feel somewhat cheap. You’ll find more piano black trim throughout the interior which reinforces this. The instrument cluster is the same that you’ll find in the standard ATS only with a different font. It would have been nice if Cadillac could have pulled the 12.3-inch screen setup they use on the CTS-V as it looks nicer and would provide the key details needed for a driver. CUE still hasn’t gotten any better in terms of performance and overall usability. Yes, Cadillac has added Apple CarPlay and Android Auto integration to CUE. But we had issues with CarPlay with the system not recognizing our phone and apps crashing. The back seat? Just use it for storage. Trying to fit someone back there could cause you to be accused of cruel and unusual punishment. Power for the ATS-V comes from a twin-turbo 3.6L V6 with 464 horsepower and 445 pound-feet of torque. This can be paired with either a six-speed manual or our tester’s eight-speed automatic. Start up the engine and it delivers a meaty, if somewhat muted growl. Don’t let that fool you, this engine will throw you in the back of your seat with no issue. Yes, the turbos do mean you’ll have a moment or two for that rush of power to arrive. But once the turbos spool, hold on. Power comes on at a linear rate and never lets up. The eight-speed automatic delivers crisp upshifts, but it does take a second or so for it to downshift. If you’re wondering about fuel economy, the EPA rates the ATS-V automatic at 16 City/24 Highway/19 Combined. Our average for the week landed around 18 mpg. Where the ATS-V truly shines is in the handling. The first time I took the ATS-V down a curvy road, I was gobsmacked at how well it hustled around the corners with no issues. Enter into a corner and ATS-V hunkers down thanks to sticky Michelin Pilot Sport. There is little body roll and the steering provides quick and precise turn-in. The ATS was already a pretty decent handling car, but Cadillac knew that it could be better. The stiffness of the chassis has been increased by 25 percent and there is the newest version of GM’s Magnetic Ride Control system that is faster when it comes adjusting the damping characteristics of the shocks. Three modes (Touring, Sport, and Track) can vary the stiffness of the shocks along with the behavior of the engine and steering. When you decided that you had enough fun and it is time to go back to the daily grind, the ATS-V turns into a comfortable cruiser. With the vehicle in Touring mode, the ride is compliant with some bumps making their way inside. Road and wind noise is kept to very acceptable levels. One item that we were disappointed not to have on our test ATS-V was blind spot monitoring. This is part of a $1,500 Safety and Security package that also adds lane keep assist, forward collision alert, rear-cross traffic alert, and more. For a vehicle that begins that begins just a hair over $62,000, you think blind spot monitor would be standard. It should. Cadillac has been making great strides since the first-generation CTS-V and the ATS-V is the beneficiary of it. The powertrains will nail you to your seats and the handling can match or surpass the class leaders. But Cadillac is still stumbling over some simple things such as the interior materials and the infotainment system. It is an amazing driving vehicle, but it is let down by the interior. At the end of the week, I couldn’t deny this is an impressive vehicle even with the interior issues. It was very much worth the long wait. Cheers: Jaw-Dropping performance, Sharp handling, Looks that make it stand out from the crowd Jeers: Carbon Fiber package isn't worth the money or worry, Interior doesn't feel like it is worth the price, CUE Disclaimer: Cadillac Provided the ATS-V, Insurance, and One Tank of Gas Year: 2016 Make: Cadillac Model: ATS-V Coupe Trim: N/A Engine: 3.6L SIDI DOHC Twin-Turbo V6 Driveline: Eight-Speed Automatic, Rear-Wheel Drive Horsepower @ RPM: 464 @ 5,850 Torque @ RPM: 445 @ 3,500 Fuel Economy: City/Highway/Combined - 16/24/19 Curb Weight: 3,803 lbs Location of Manufacture: Lansing, MI Base Price: $62,665 As Tested Price: $79,205 (Includes $995.00 Destination Charge) Options: Carbon Fiber Package - $5,000.00 Recaro Performance Seats - $2,300.00 Luxury Package - $2,100.00 8-Speed Automatic Transmission - $2,000.00 Performance Data Recorder - $1,300.00 Power Sunroof - $1,050.00 18-inch Polished Wheels - $900.00 Dark Gold Brembo Calipers - $595.00 Sueded Microfiber Steering Wheels and Shifter - $300.00 View full article

Over the weekend, General Motors published and then deleted the power figures for the new 6.6L Duramax Diesel V8 that would be appearing in the 2017 Chevrolet Silverado HD and GMC Sierra HD. Today at the Texas State Fair, GM revealed everything about this new engine. We'll begin with the most important detail, power output. The numbers that GM revealed match the numbers posted to their powertrain site - 445 horsepower and 910 pound-feet of torque. Compared to the current Duramax V8, the new engine produces 48 more horsepower and 145 more pound-feet of torque. How was GM able to pull this off? They basically went through the engine with a fine tooth comb and made various changes. GM says 90 percent of this engine has been changed. Some of the changes include new electronically controlled, variable-vane turbocharger, revised cylinder heads, improved cooling, and revised fuel delivery system. The updated Duramax can also run B20 bio-diesel. Figures for payload and towing will be announced at a later date. Source: Chevrolet, GMC Press Release is on Page 2 DALLAS — Chevrolet today announced the redesigned Duramax 6.6L V-8 turbo-diesel offered on the 2017 Silverado HD. This next-generation redesign offers more horsepower and torque than ever — an SAE-certified 445 horsepower (332 kW) and 910 lb.-ft. (1,234 Nm) — to enable easier, more confident hauling and trailering. Along with a 19 percent increase in max torque over the current Duramax 6.6L, the redesigned turbo-diesel’s performance is quieter and smoother, for greater refinement. In fact, engine noise at idle is reduced 38 percent. “With nearly 2 million sold over the past 15 years, customers have forged a bond with the Duramax diesel based on trust and capability,” said Dan Nicholson, vice president, Global Propulsion Systems. “The new Duramax takes those traits to higher levels.” The new Duramax 6.6L shares essentially only the bore and stroke dimensions of the current engine and incorporates a new, GM-developed control system. The Duramax’s signature low-rpm torque production hasn’t changed and still offers 90 percent of peak torque at a low 1,550 rpm and sustains it through 2,850 rpm. “Nearly everything about the Duramax is new, designed to produce more torque at lower rpm and more confidence when trailering or hauling,” said Gary Arvan, chief engineer. “You’ll also notice the refinement improvements the moment you start the engine, and appreciate them as you cruise quietly down the highway — with or without a trailer.” Additional highlights include: New, stronger cylinder block and cylinder heads New, stronger rotating and reciprocating assembly Increased oil- and coolant-flow capacity New EGR system with single cooler and integrated bypass New electrically actuated/electronically controlled turbocharging system All-new advanced solenoid fuel system All-new electronic controls New full-length damped steel oil pan that contributes to quietness New rocker cover/fuel system acoustical treatments B20 bio-diesel compatibility SAE-certified 445 net horsepower (332 kW) at 2,800 rpm SAE-certified 910 net lb.-ft. of torque (1,234 Nm) at 1,600 rpm A new, patent-pending vehicle air intake system — distinguished on the Silverado HD by a bold hood scoop — drives cool, dry air into the engine for sustained performance and cooler engine temperatures during difficult conditions, such as trailering on steep grades. Cooler air helps the engine run better under load, especially in conditions where engine and transmission temperatures can rise quickly. That allows the Duramax to maintain more power and vehicle speed when trailering in the toughest conditions. The intake design is another example of the advanced integration included in the 2017 Silverado HD that makes it over-the-road capable. A strong foundation As with previous versions, the new Duramax block features a strong cast-iron foundation known for its durability, with induction-hardened cylinder walls and five nodular iron main bearings. It retains the same 4.05-inch (103mm) and 3.89-inch (99mm) bore and stroke dimensions as the current engine, retaining the Duramax’s familiar 6.6L (403 cu.-in./6,599 cc) displacement. A deep-skirt design and four-bolt, cross-bolted main caps help ensure the block’s strength and enable more accurate location of the rotating assembly. A die-cast aluminum lower crankcase also strengthens the engine block and serves as the lower engine cover, while reducing its overall weight. The new engine block incorporates larger-diameter crankshaft connecting rod journals than the current engine, enabling the placement of a stronger crankshaft and increased bearing area to handle higher cylinder loads. An enhanced oiling circuit, with higher flow capacity and a dedicated feed for the turbocharger, provides increased pressure at the turbo and faster oil delivery. Larger piston-cooling oil jets at the bottom of the cylinder bores spray up to twice the amount of engine oil into oil galleries under the crown of the pistons, contributing to lower engine temperature and greater durability. A new, two-piece oil pan contributes to the new Duramax’s quieter operation. It consists of a laminated steel oil pan with an upper aluminum section. The aluminum section provides strength-enhancing rigidity for the engine, but a pan made entirely of aluminum would radiate more noise, so the laminated steel lower section is added to dampen noise and vibration. There’s also an integrated oil cooler with 50 percent greater capacity than the current engine’s, ensuring more consistent temperatures at higher engine loads. Segment firsts Re-melt piston bowl rim Venturi Jet Drain Oil Separator Closed-loop glow plug temperature control Stronger pistons with remelt A tough, forged micro-alloy steel crankshaft anchors the new Duramax’s stronger rotating assembly. Cut-then-rolled journal fillets contribute to its durability by strengthening the junction where the journals — the round sections on which the bearings slide — meet the webs that separate the main and rod journals. The connecting rods are stronger, too, and incorporate a new 45-degree split-angle design to allow the larger-diameter rod bearings to pass through the cylinder bores during engine assembly. They’re forged and sintered with a durable powdered metal alloy, with a fractured-cap design enabling more precise cap-to-rod fitment. A new, stronger cast-aluminum piston design tops off the rotating assembly. It features a taller crown area and a remelted combustion bowl rim for greater strength. Remelting is an additional manufacturing process for aluminum pistons in which the bowl rim area is reheated after casting and pre-machining, creating a much finer and more consistent metal grain structure that greatly enhances thermal fatigue properties. Additionally, the Duramax’s pistons don’t use pin bushings, reducing reciprocating weight to help the engine rev quicker and respond faster to throttle changes. Lightweight cylinder heads, solenoid injectors The redesigned engine retains the Duramax’s signature first-in-class aluminum cylinder head design, with six head bolts per cylinder and four valves per cylinder. The aluminum construction helps reduce the engine’s overall weight, while the six-bolt design provides exceptional head-clamping strength — a must in a high-compression, turbocharged application. A new aluminum head casting uses a new double-layer water core design that separates and arranges water cores in layers to create a stiffer head structure with more precise coolant flow control. The heads’ airflow passages are also heavily revised to enhance airflow, contributing to the engine’s increased horsepower and torque. The Duramax employs a common-rail direct injection fuel system with new high-capability solenoid-type injectors. High fuel pressure of 29,000 psi (2,000 bar) promotes excellent fuel atomization for a cleaner burn that promotes reduced particulate emissions. The new injectors also support up to seven fuel delivery events per combustion event, contributing to lower noise, greater efficiency and lower emissions. Technology advancements enable less-complex solenoid injectors to deliver comparable performance to piezo-type injectors. Electronically controlled, variable-geometry turbocharging system A new electronically controlled, variable-vane turbocharger advances the Duramax’s legacy of variable-geometry boosting. Compared to the current engine, the system produces higher maximum boost pressure — 28 psi (195 kPa) — to help the engine make more power, and revisions to enhance the capability of the exhaust-brake system. Along with a new camshaft profile and improved cylinder head design, the Duramax’s new variable-vane turbocharger enables the engine to deliver more power with lower exhaust emissions. It uses a more advanced variable-vane mechanism, allowing a 104-degree F (40 C) increase in exhaust temperature capability. The self-contained mechanism decouples movement from the turbine housing, allowing operation at higher temperature. That enables the engine to achieve higher power at lower cylinder pressure. Additionally, it has lower internal leakage, allowing more exhaust energy to be captured during exhaust braking. The integrated exhaust brake system makes towing less stressful by creating added backpressure in the exhaust, resulting in negative torque during deceleration and downhill driving, enhancing driver control and prolonging brake pad life. Venturi Jet Drain Oil Separator A new Venturi Jet Drain Oil Separator employed with the Duramax 6.6L is the first of its type in the segment and is designed to ensure oil control in sustained full-load operation. The totally sealed system collects the fine mist of oil entrained in the blow-by gas and uses a small portion of the boosted air generated by the turbocharger to pump the collected oil back to the engine oil sump for re-use by the engine. Less sophisticated systems are not able to return this oil during full-load operation, which can result in oil carryover into the cylinders during combustion. Cold Start System The new Duramax also provides outstanding cold-weather performance, with microprocessor-controlled glow plugs capable of gas-engine-like starting performance in fewer than 3 seconds in temperatures as low as -20 degrees F (-29 C) without a block heater. The system is enhanced with ceramic glow plugs and automatic temperature compensation — a first-in-class feature providing improved robustness and capability. The automatic temperature compensation assesses and adjusts the current to each glow plug for every use, providing optimal temperature for cold start performance and durability. Electronic throttle valve and cooled EGR Unlike a gasoline engine, a diesel engine doesn’t necessarily require a throttle control system. The Duramax 6.6L employs an electronic throttle valve to regulate intake manifold pressure in order to increase exhaust gas recirculation (EGR) rates. It also contributes to smoother engine shutdown. Additionally, a cooled exhaust gas recirculation (EGR) system enhances performance and helps reduce emissions by diverting some of the engine-out exhaust gas and mixing it back into the fresh intake air stream, which is fed through the cylinder head for combustion. This lowers combustion temperatures, improving emissions performance by reducing NOx formation. The exhaust is cooled in a unique heat exchanger before it’s fed into the intake stream through a patented EGR mixing device, further improving emissions and performance capability. An integrated bypass allows non-cooled exhaust gas to be fed back into the system to help the engine more quickly achieve optimal operating temperature when cold. B20 Biodiesel Capability The new Duramax 6.6L is capable of running on B20 biodiesel, a fuel composed of 20 percent biodiesel and 80 percent conventional diesel. B20 helps lower carbon dioxide emissions and lessens dependence on petroleum. It is a domestically produced, renewable fuel made primarily of plant matter — mostly soybean oil. Manufacturing The new Duramax 6.6L turbo-diesel engine is produced with locally and globally sourced parts at the DMAX Ltd. (GM’s joint venture with Isuzu) manufacturing facility in Moraine, Ohio. Allison 1000 Automatic Transmission The proven Allison 1000 six-speed automatic transmission is matched with the new Duramax 6.6L. A number of refinements have been made to accommodate the engine’s higher torque capacity, including a new torque converter. The Allison 1000’s technologically advanced control features, such as driver shift control with manual shift feature and a patented elevated idle mode cab warm-up feature, haven’t changed. Also, the Tow/Haul mode reduces shift cycling for better control and improved cooling when towing or hauling heavy loads. There’s also a smart diesel exhaust brake feature that enhances control when descending steep grades. View full article

Audi had two world premieres for this year's Paris Motor Show, the redesigned 2017 Q5 crossover and the high-performance RS3 sedan. We'll begin with the Q5 as it is one of Audi's most important vehicles. The first thing you'll notice is how much the new model looks like the outgoing one. Yes, there is a larger grille and sculpted lines from the larger Q7. But the redesigned Q5 somehow looks very much the same as the current one. At least the new Q5 is larger in all dimensions which allows for a more spacious interior. Speaking of the interior, the Q5 follows the same ideals as seen the in the A4. This means a clean and simple dash layout and the optional of Audi's Virtual Cockpit system that swaps the standard instrument cluster for a 12.3-inch screen. Engines for the European market include a choice of four and six-cylinder gas and diesel engines, along with a new hybrid powertrain. Details for the U.S. version will be announced at a later date. Transmissions include a six-speed manual, seven-speed dual-clutch automatic, and an eight-speed automatic. Front-wheel drive comes standard on the lower-powered engines, while quattro all-wheel drive comes standard on higher-powered models. New for this generation is an optional air suspension system that can vary the height of the vehicle. The 2017 Audi Q5 will be built in a new factory in San José Chiapa, Mexico. Sales are expected to begin next spring. Now on to the RS3 sedan. We have known about the existence of this model thanks to a leaked video that appeared in February. There is a more aggressive front end with larger air vents and honeycomb grille. Under the hood is a turbocharged 2.5L five-cylinder producing 400PS (about 395 horsepower) and 354 pound-feet of torque. This is paired with a seven-speed dual-clutch transmission and quattro all-wheel drive. Audi says the RS3 sedan hits 60 mph in 4.1 seconds and hit a limited top speed of 155 mph (you can increase top speed to 174 mph by asking Audi). Other changes for the RS3 sedan include a wider track to fit fatter tires, larger brakes, lowered suspension, and unique settings for the stability and traction control systems. Adaptive dampers are available as an option. The Audi RS3 sedan arrives in the U.S. next summer. Source: Audi Press Release is on Page 2 Even sportier and more multifaceted: the second generation of the Audi Q5 arrives Audi presents another successful model: Sales for the second generation of the Audi Q5* begin at the start of 2017. The SUV with the four rings combines the sportiness of an Audi saloon with a multifaceted character and a highly flexible interior. Whether in its connectivity, efficiency or driver assistance systems – the new Audi Q5 once again sets standards in its segment. “The first Audi Q5 was for many years the world's best-selling SUV in its class. It was no easy task to design its successor, but that is precisely why it is so very exciting,” says Rupert Stadler, Chairman of the Board of Management at AUDI AG. “With the new Q5 we are setting the bar a notch higher. Among the great innovations are the quattro drive system with ultra technology, highly efficient engines, the air suspension with damper control and a comprehensive line-up of infotainment and assistance systems.” The new SUV from Audi takes a sporty and taut stance on the street. A sculpturally flared Singleframe grille with a solid frame dominates its aerodynamically flat front end. It is available with headlights that are either in LED or high-resolution Matrix LED technology with dynamic turn lights. Typically Audi: Reference to the quattro drive A distinctively curved and strongly undercut shoulder line gives structure to the side view. The strongly emphasized wheel arches are a reference to the quattro permanent all-wheel drive system, and the low greenhouse tapers back down early. Just as at the front, horizontal lines at the rear convey an image of width and presence. The tail lights are also available with optional dynamic turn signals. The tailgate wraps around the C-pillars – a typical feature of the Q models from Audi. A diffuser insert integrates the exhaust tailpipes. Audi is offering the new Q5 in 14 different exterior colors. Five newly configured equipment lines are available – sport and design, the S line sport package, design selection and the S line exterior package. They influence the overall appearance. In the design line, contrasting gray add-on parts emphasize the rugged character of the new SUV, while the sport equipment line of the Audi Q5 has parts fully painted in the exterior color. Weight saved: up to 90 kg (198.4 lb) lighter than the previous model 4.66 meters (15.3 ft) long, 1.89 meters (6.2 ft) wide and 1.66 meters (5.4 ft) tall with a 2.82 meter (9.3 ft) wheelbase – compared to the previous model, the new Q5 has grown in nearly all of its dimensions. Consequently, the unladen weight was reduced – depending on the engine – by up to 90 kg (198.4 lb). Steels with maximum tensile strength and aluminum form an intelligent material mix in the body. The new Q5 also stands at the top of its class in its aerodynamics. The four-cylinder versions attain a cd figure of 0.30 with the aerodynamically optimized roof. Wind noises are exceptionally low, and vibration comfort is high – the new SUV from Audi indulges the driver and passengers with the best interior acoustics in its class. Spacious and wide: the interior The interior offers a lot of space for five persons, and it surpasses the previous model and its competitors in key dimensions. Its horizontally oriented lines underscore the impression of width and comfort, and a three-dimensional trim strip runs across the entire width of the instrument panel. The new equipment lines concept offers customers a broad selection of colors and materials. The new, high-efficiency air conditioner is available in two versions. A three-spoke multifunction steering wheel is standard; additional functions such as steering wheel heating are optional. Seat features range all the way to a pneumatic massage function. When it is dark, the optional ambient lighting (standard with design selection) creates an attractive atmosphere in 30 different colors. The workmanship quality in the new Q5 is uncompromising. The rear seat back of the new Audi Q5 is split into three segments. Longitudinal and seat back angle adjustment are optional. Depending on the rear seat position, the basic volume of the luggage compartment ranges from 550 to 610 liters (19.4 to 21.5 cu ft), 10 liters (0.4 cu ft) more than in the previous model. When the rear bench is folded down, this volume grows to 1,550 liters (54.7 cu ft). Cargo loading is simplified by intelligent solutions like a standard, variably folding mat, optional sensor control of the power tailgate and manual lowering of the body via the optional air suspension. Simply coherent: controls and displays Operation of the new Audi SUV is intuitive and is marked by three great new features. The optional Audi virtual cockpit presents brilliant graphics on its high-resolution 12.3-inch screen. The driver can choose from two views – a classic view with large round instruments and a mode in which the navigation map or lists dominate. The also optional head-up display projects key information onto the windshield. The MMI terminal in the center console acts as the main control element. In the top infotainment system, the MMI navigation plus with MMI touch and an 8.3-inch display, a touchpad is integrated into the rotary pushbutton. It recognizes handwritten entries as well as gestures familiar from consumer electronics such as zooming gestures. If the new Q5 has an automatic transmission, it also has the larger MMI all-in-touch including haptic feedback. The MMI operating logic is based on the flat hierarchies used in today’s smartphones, and it offers such features as intelligent free-text search. The new natural-language voice control function also recognizes inputs from everyday speech. Serving as an additional third operating level in the new Audi Q5 is the multifunction steering wheel plus. Audi can deliver a newly developed head-up display as an option. It projects relevant information onto the windshield – including from driver assistance systems – as symbols and numbers that can be perceived quickly. Audi navigation: “Personal route assist” The new Audi Q5, like the Q7 and the A4, has a self-learning “personal route assist” function. After activating this function, the navigation system learns the routes and destinations that the customer regularly selects, and it associates this information to the parked position and time of day. For as long as it is active, the system therefore learns from the customer’s behavior and uses this information to suggest optimized route planning for the next trip – even while navigation is inactive. The navigation system incorporates the three most likely destinations into the calculation, taking into consideration both the arrival time and current traffic levels. For instance, the system can suggest that the customer activate navigation to find out about potential alternative routes. The driver decides whether or not to activate the function. He also has the option of deleting saved destinations. If the function is deactivated, the system does not store the destinations and does not consider deleted destinations or the routes driven. Online via LTE: MMI navigation plus MMI navigation plus utilizes the Audi connect module to integrate a LTE module and a Wi-Fi hotspot – this lets passengers go online with up to eight mobile devices. Audi connect enables convenient roaming in Europe for many Audi connect services with its permanently installed SIM card – the Audi connect SIM with a flat data rate. If they wish, users can also book data packages for the Wi-Fi hotspot at attractive prices, which also include EU roaming. The free Audi MMI connect app produces a close interconnection between the car and smartphone or a smartwatch and offers other services. They include remote checking of important vehicle states, online media streaming and transmission of a calendar from a smartphone to the MMI. High-end option: the infotainment modules The Audi phone box connects smartphones to the vehicle’s antenna for optimal reception quality; it also charges smartphones inductively according to the Qi standard. The Bang & Olufsen Sound System with innovative 3D sound introduces the spatial dimension of height. The Audi tablet, which is also new, serves as a flexible Rear Seat Entertainment device. The Audi smartphone interface also brings Apple CarPlay and Android Auto into the new Q5. Driver assistance and safety systems In its driver assistance systems, the new Audi Q5 also tops its segment with a broad range of high-tech options. In their intelligent interplay, the systems represent a next step towards piloted driving. They are bundled into three packages – Tour, City and Parking. The predictive efficiency assistant helps the driver save fuel by specific information on the car’s surroundings. Adaptive cruise control (ACC) including traffic jam assist can handle some of the steering work in slow-moving traffic. Audi active lane assist makes it easier to stay in lane. Distance warning alerts the driver when the distance to a vehicle drops below a safe distance. Cross traffic assist rear, the exit warning system, collision avoidance assist and turn assist are other new features that perform excellently in pursuit of safety. The same applies to the pre sense systems – Audi pre sense city is a standard feature which warns of pedestrians and vehicles and may initiate automatic emergency braking within system limits. Park assist, the camera-based recognition of traffic signs and hill descent assist round out the features. Powerful quintet: TDI and TFSI engines The new Audi Q5 is launching in Europe with five powerful and efficient engines: four TDI engines and one TFSI. They have added up to 20 kW (27 hp) of power, with fuel consumption however being significantly reduced. Particularly the 2.0 TDI engines in the new Q5, with outputs of 110 kW (150 hp), 120 kW (163 hp) and 140 kW (190 hp), are highly efficient. The two-liter diesel is also a highly efficient engine in the version with 140 kW (190 hp). The two top engines combine ample power with efficiency. The further developed 2.0 TFSI has an output of 185 kW (252 hp), yet it only consumes 6.8 liters of gasoline per 100 km (34.6 US mpg), which equates to 154 grams CO2 per km(247.8 g/mi). The also intensively revised 3.0 TDI increases output to 210 kW (286 hp) with 620 Nm (457.3 lb ft) of torque. Versatile and efficient: drivetrain The drivetrain of the mid-size SUV has been redeveloped from the ground up – this also applies to the six-speed manual transmission, seven-speed S tronic and eight-speed tiptronic (only with the 3.0 TDI). The automatic transmissions integrate a fuel-saving freewheel function. The driver controls it by a selection lever or by shift paddles on the steering wheel; in both cases, the control signals are transmitted electronically. The new quattro drivetrain with ultra technology is standard equipment for the 2.0 TDI with 120 kW (163 hp) and 140 kW (190 hp), and for the 2.0 TFSI with 185 kW (252 hp). Audi can deliver it as an option for the entry-level diesel engine with 110 kW (150 hp). The quattro with ultra technology always disengages the rear-axle drive whenever it is not needed, and if necessary it can proactively re-engage it. The new concept boosts efficiency without reducing traction or driving dynamics. In both the front-wheel drive and quattro drive versions, torque vectoring gives handling a refined touch. The intelligent software solution always delivers a dynamic, precise and controllable driving experience. For the V6 diesel, Audi can deliver an optional sport differential at the rear axle which distributes torque between the wheels as necessary and thereby provides a maximum of driving dynamics – this is another new feature in this model series and in the competitive field. Resolving contradictions: the chassis The new Audi Q5 enables handling that combines very different strengths – it is sporty while being extremely comfortable. Creating the basis for this are the newly developed five-link suspensions and also the new electromechanical power steering system. Dynamic steering is available as an option; it varies its gear ratio according to the driving speed and steering angle. Customers can choose from two extension stages of springs and damping. The chassis with damper control offers a very wide spread between comfort and dynamics, which the driver can select via Audi drive select. In addition to adjusting damper control, the new adaptive air suspension can be used to vary the ride height of the car body over five stages. In the Audi Q5 3.0 TDI, these two systems and the sport differential are bundled into a new central chassis control unit. In the standard system, Audi drive select, which accesses various technical modules, the driver can select one of as many as seven driving modes. The two new modes, lift/offroad and allroad, emphasize the offroad character of the Audi Q5 optimally. The new Audi SUV comes from the factory with 17-inch alloy wheels. The design and sport equipment lines come with 18-inch wheels, and the S line sport package and Audi design selection come with 19-inch wheels. Wheels up to 21 inches in diameter are available as options. The new Audi Q5 is manufactured at a newly constructed plant in Mexico. It will arrive at dealers in Germany and other European countries at the beginning of 2017. The base price at the start of sales for the Q5 2.0 TDI 120 kW quattro S tronic will be 45,100 euros. A New Body of Work - 400PS Audi RS3 Saloon Debuts In Paris The first Audi RS saloon since 2010 features the world’s most powerful five-cylinder engine now rated at 400PS First compact Audi saloon to bear an RS badge 2.5 TFSI aluminium engine with 400PS and 480Nm of torque (354 lb-ft) 0-62mph in just 4.1 seconds and optional 174mph top speed Wider track compared to the Audi A3 and signature RS design cues The most powerful five-cylinder engine on the world market Ingolstadt/Paris, September 29, 2016 – Now booted, and even better suited to covering ground with incredible pace and agility, the new Audi RS 3 takes to the stage in saloon form at the Paris Motor Show this week, matching blistering performance with a captivating soundtrack created by the most powerful five-cylinder engine ever to empower a series production Audi. The 400PS, 174mph RS 3 makes history as the first saloon in the brand’s history to use a transversely mounted configuration for its evocative powerplant, which has a proven track record as a seven-time winner of an ‘International Engine of the Year’ category award. The new 2.5 TFSI delivers a phenomenal 400PS and 480 Nm (354.0 lb-ft) of torque, available at engine speeds between 1,700 and 5,850 revolutions per minute. Such firepower allows the the compact RS model to sprint from 0 to 62 mph in just 4.1 seconds. It can attain a maximum speed of 155mph and, upon request, Audi will increase the electronically limited top speed to 174mph. The unique sound of the five-cylinder unit intensifies an already emotionally charged driving experience originating from the ignition alternating between directly adjacent cylinders and widely spaced ones. The sound can be modified via Audi drive select. With its light-alloy crankcase, the five-cylinder engine is 26 kilograms lighter than before. It employs a dual injection into the intake manifold and into the combustion chambers, as well as the Audi valvelift system for variable control of the exhaust valves. Relentless traction, steadfast driving safety With lightning-fast shifting, the S tronic seven-speed dual clutch transmission transmits the power of the 2.5 TFSI to the quattro permanent all-wheel drive. Its electro-hydraulic multi-plate clutch distributes the drive torque variably between the axles. The electronic control combines superior stability with a high level of driving pleasure. The more focused the driving, the faster and more often will a large share of the torque will reach the rear axle. The result is especially agile handling characteristics. quattro management is integrated as a standard feature in the Audi drive select dynamic handling system, as are the steering, S tronic, engine management and the adjustable exhaust flaps. The driver can individually vary the operation of these components between the three modes comfort, auto and dynamic. The same is true for the optional RS sport suspension plus with adaptive damper control. Wheel-selective torque control, an intelligent software feature of the Electronic Stabilisation Control (ESC), rounds off the work of the all-wheel drive. In fast cornering it slightly brakes the inside wheels, which are under a reduced load. In this way it can transmit greater lateral power, making handling more fluid and stable. In addition, the RS-specifically tuned ESC comes with a sport mode for controlled drifting. The ESC can also be fully deactivated for even more engaging driving characteristics. Progressive steering, a four-link rear axle, a tight setup and lowered by 25 millimetres relative to the standard model – the chassis of the RS 3 Saloon is the perfect partner for the powerful drive system. From its stable centre position, the RS 3 Saloon deftly tackles curves and exits with superior precision. The front brake discs have a diameter of 370 millimetres, while eight-piston calipers with large-area linings provide optimal deceleration. Alternatively, Audi supplies carbon-fibre ceramic discs upfront. The rear axle is fitted with brake discs which are 310 millimetres in diameter. Standard on the RS 3 Saloon are 19-inch wheels and 235/35 tyres. 255/30 tyres are optionally available for the front axle. Distinctive RS design outside and inside The Singleframe grille with its three-dimensional honeycomb design bears the quattro logo along the bottom. Underneath, a blade extends across the entire width of the front into the side air inlets, where it forms narrow funnels for better air flow through the wheel arches. LED headlights with their distinctive daytime running light signature are standard; Audi also offers matrix LED headlights as an option. Compared with an A3, the front track of the RS 3 Saloon is wider by 20 millimetres – the front wheel arches are accordingly flared wider as well. At the rear axle the wheels are spaced 14 millimetres further apart compared with the standard model. A fixed spoiler lip on the luggage compartment lid improves the separation of air flow. A distinctive diffuser insert with vertical struts and the large oval tailpipes of the RS exhaust system terminate the rear. Audi exclusively offers the RS-specific paint colors Nardo grey and Catalunya red as options. The dark-toned interior welcomes the driver and passengers with illuminated door sills bearing the RS 3 logos as a standard feature. Black fine Nappa leather sport seats with RS logos on the backrests are standard. Optionally available are more contoured RS sport seats with integrated head restraints. Their covers are also diamond patterned and colour-perforated. The RS sport leather steering wheel is flattened at the bottom. Inlays at the instrument panel and at the doors complete the customary Audi Sport touches. Intuitive operation and high-definition displays The flat hierarchies and intelligently linked context menus make operation of the Audi RS 3 Saloon intuitive and ergonomic. The main control element is the rotary/push-button control on the console of the centre tunnel. With the top infotainment system MMI navigation plus with MMI touch, the terminal includes a touchpad for scrolling, zooming and writing. Additionally included is a free text search feature that automatically completes the user’s input after entering just a few letters. The voice control processes questions and commands formulated in everyday language. As standard, a seven-inch electrically extending MMI screen is fitted. The two circular instrument dials are black with red needles and white scales. The centrally positioned driver information system includes a boost pressure indicator, an oil thermometer and a lap timer. The fully digital Audi virtual cockpit is optionally available. On its high-resolution 12.3-inch monitor the driver can choose between three display modes. They include a special RS screen that moves the tachometer to the centre. On the left and right information appears on tyre pressure, torque and g-forces. When the transmission is operating in manual mode, a scale with a colour background prompts the driver to use the steering wheel paddle or selector lever to upshift when approaching maximum revs. Always online with Audi connect and Audi smartphone interface An LTE module gets the Audi RS 3 Saloon online. It brings on board the various services of Audi connect, including navigation with Google Earth and Google Street View, as well as information on fuel prices, the weather, travel and traffic. The information is displayed directly in the MMI, and operation is by way of the standard-equipped RS multifunction steering wheel, the rotary/push-button control and touchpad or by spoken command. Data is transmitted via the new Audi connect SIM, which is factory-installed in the car. With the corresponding data flat rate the customer can immediately use the services for up to three years free of charge – even in other European countries. In addition, the navigation systems include a Wi-Fi hotspot enabling passengers to surf the web with their tablets, smartphones and other mobile devices. The free Audi MMI connect app offers many other features, such as transferring your smartphone’s calendar to the MMI. Through Aupeo! and Napster it affords access to countless music tracks and audio books. Destinations from Google Maps, points of interest (POIs) and the entries from the “Travel” service can be transferred from your smartphone to your car’s navigation system using the app. The Audi smartphone interface brings Apple Car Play and Android Auto into the car. Selected apps for the phone, navigation and streaming services, for example, are then directly displayed on the MMI screen. The driver can control the apps using the various operating options in the car. Attractive supplementary components complete the infotainment lineup. The Audi phone box inductively charges the smartphone according to the Qi standard and connects it to the car antenna via near-field coupling for optimal reception quality. The Bang & Olufsen Sound System produces an excellent sound experience with 705 watts of power and 14 speakers. New portfolio of assistance systems The RS 3 Saloon is also at the top of its class when it comes to driver assistance systems. They keep the car at the desired distance from the vehicle in front, assist the driver when changing lanes and staying within the given lane, detect traffic signs and help avoid rear-end collisions and pedestrian accidents. New are the traffic jam assist, which briefly takes over the steering in slow-moving traffic up to 37mph, the emergency assist, which automatically stops the car if required, and cross traffic assist rear. The latter system looks out for crossing vehicles when pulling out of a parking space. View full article