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Ford F-150 SVT Raptor Gets SuperCrew & Standard 6.2L V8

Kwame Owusu — Fri, 03 Sep 2010 15:00:32 +0000

For the 2011 model year, the popular Ford F-150 Raptor will get a new four-door SuperCrew option, in addition to a more powerful standard engine.

The F-150 SVT Raptor is seven inches wider than a base F-150 and features internal triple-bypass shocks by FOX Racing Shox, unique cast-aluminum front control arms and VT-tuned 35-inch BFGoodrich® All-Terrain TA/KO 315/70-17 tires. The SuperCrew version has a 12-inch longer wheelbase than the standard version.

The once standard 5.4L V8 has has been replaced by the previously optional 6.2L V8, which produces 411-hp and 434 lb-ft. of torque. This new standard 6.2L V8 makes the 2011 F-150 SVT Raptor the most powerful half-ton pickup on the market. Sales begin later this year.

PRESS RELEASE:

2011 FORD F-150 SVT RAPTOR ADDS SUPERCREW OPTION, MORE TECHNOLOGY, TOWING, STANDARD 6.2-LITER ENGINE

• Ford F-150 SVT Raptor again is raising the bar for high-speed off-road performance trucks by adding a SuperCrew option and more standard power and towing capability for 2011

• The previously optional 6.2-liter V8 engine, which produces 411 horsepower and 434 lb.-ft. of torque, now comes standard for 2011, making Raptor the most powerful half-ton pickup on the market

• Upgraded technology content, including a standard 4.2-inch LCD productivity screen and SelectShift Automatic™ transmission, keeps customers more in tune with their trucks, while
a new graphic and color choice gives them more options

DEARBORN, Mich., Sept. 3, 2010 – A new standard 6.2-liter V8 engine pumping out 411 horsepower, new technologies and a newly available SuperCrew option that gives Raptor customers more choices in cab size all ensure the 2011 Ford F-150 SVT Raptor will remain the off-road performance truck champion in the new model year.

“When we launched the F-150 SVT Raptor, consumers were blown away with the capability of the vehicle,” said Jost Capito, director of global performance vehicles and motorsports business development. “By adding the SuperCrew, we have expanded the versatility of Raptor, and now even more enthusiasts will be able to experience the no-compromise off-road performance that only Raptor delivers.”

The F-150 SVT Raptor is the first-ever high-speed off-road performance truck offered by any manufacturer and highlights 33 years of Ford truck sales leadership by emphasizing F-150′s Built Ford Tough durability, innovation and engineering. Developed with the DNA of an off-road pre-runner, comprehensive modifications focused on chassis and suspension enhancements.

The F-150 SVT Raptor is 7 inches wider than a base F-150 to make room for the additional suspension components that give Raptor its unparalleled off-road abilities. The wider stance also gives the truck an aggressive appearance. Internal triple-bypass shocks by FOX Racing Shox – the first on a production truck – provide position-sensitive damping and extra suspension travel for extreme off-roading and a smooth ride on the road.

Raptor also has unique cast-aluminum front control arms and SVT-tuned 35-inch BFGoodrich® All-Terrain TA/KO 315/70-17 tires. These components give Raptor 11.2 inches of front suspension travel and 12.1 inches of rear suspension travel on either SuperCab or the new SuperCrew.

The new available 145-inch-wheelbase SuperCrew offering with a 5.5-foot box adds to the extensive list of F-150 SVT Raptor features. While contributing additional space and flexibility for the customer, the SuperCrew delivers performance as well.

Applying lessons learned from the SuperCab F-150 SVT Raptor, engineers were able to tune the truck to handle off-road events with ease. The 12-inch-longer wheelbase on SuperCrew also delivers the benefit of a more comfortable ride, especially in rough off-road situations.

“We spent a lot of time getting the ride and suspension characteristics of the SuperCrew similar to that of the SuperCab, and we were successful in getting the same character and flavor out of the SuperCrew,” said Jamal Hameedi, SVT chief nameplate engineer. “While the SuperCab and SuperCrew both have different strengths, each is worthy of the Raptor nameplate.”

A larger 36-gallon fuel tank and increased towing capability – rated at 8,000 pounds – keep F-150 SVT Raptor SuperCrew a mainstay in the desert environment, with capabilities as a chase or tow truck.

Revved up and ready

The previously optional 6.2-liter V8 engine, which produces 411 horsepower and 434 lb.-ft. of torque, will now be the standard engine for the 2011 F-150 SVT Raptor, the most powerful half-ton pickup on the market.

The Ford powertrain team performed extensive testing to ensure the engine would live up to the Built Ford Tough promise. Hundreds of additional tests beyond the normal verification of truck engines, as well as vehicle testing on a 62-mile durability loop in the desert that simulates the Baja 1000, validated the performance of the engine for reliability and longevity in the harshest conditions.

New color and graphic options

Raptor’s exterior also receives some new touches for 2011, in the form of an additional paint color – Ingot Silver Metallic – that will be available with the standard black interior, or the optional Molten Orange Interior Accent Package.

A new optional hood graphic adds a personalized and functional touch to F-150 SVT Raptor. Inspired by older off-road racing Ford Broncos, matte black accent graphics – including the F-150 SVT Raptor logo – run along the hood, also helping to reduce glare. The Raptor logo in the graphic is done in body-color bleed-through, similar to “SVT” on the side vent. “F-150″ and “SVT” are written in dark gray. The graphic is available with or without the box side graphics.

More capability, more technology

Key to helping customers take advantage of all the capability offered by the F-150 SVT Raptor is a standard 4.2-inch LCD (liquid crystal display) productivity screen that is integrated in the center of the new instrument gauges, which have a black face, red pointers and ice blue daytime lighting. Also used on the all-new 2011 Super Duty, the technology was specifically tailored for off-road use with Raptor.

The screen includes a unique welcome animation and offers menu options giving the customer important information related to off-road and towing performance. A truck application screen provides vehicle status information for important off-road parameters such as off-road mode, Hill Descent Control™, electronic locking differential settings and AdvanceTrac® with RSC® (Roll Stability Control™).

An off-road screen informs the customer about steering wheel angle and vehicle angle on a grade during off-road maneuvers. The menu is navigated through a five-way button on the steering wheel and is positioned between the tachometer and speedometer.

“The productivity screen is a great solution for our off-road customers,” said Hameedi. “With one glance, they can tell exactly what settings are enabled on their truck and what the driveline
is doing.”

For the customer who wants more control of transmission gear selection, SelectShift Automatic transmission functionality also is introduced on Raptor. A toggle switch located on the console shift lever engages the mode, where the transmission doesn’t second-guess the driver, giving him or her total control over gear selection and performance feel. Upshifts, for instance, are not commanded at redline, and downshifts are allowed at the lowest gear possible as defined by the engine speed.

A Raptor Plus Package debuts for 2011, offering the rear view camera and trailer brake controller. The Raptor Luxury Package also receives additional features, with folding power exterior mirrors and Remote Start System with integrated key fob added to the list.

New standard technology features for 2011 include:
• Perimeter alarm
• Integrated spotter mirror
• Express up/down driver and passenger front windows
• 110 V power inverter in the center console
• Head restraint for second-row middle seat
• Telescoping steering wheel

2010 Raptor equals hot seller

Sales of the truck are off to an impressive start, selling four times quicker than the average F-150, with the 2010 F-150 SVT Raptor equipped with the 6.2-liter engine selling within 11 days of arriving at dealerships. In fact, 2010 F-150 SVT Raptor sales are set to exceed the highest model year sales of the F-150 SVT Lightning.

Dealers will start taking orders for the 2011 F-150 SVT Raptor today, and the trucks will be available in dealerships late this year.

MORE POWER COMES STANDARD ON 6.2-LITER V8 ENGINE ON TAP FOR MORE CAPABLE 2011 FORD F-150 SVT RAPTOR

• New for 2011, the Ford F-150 SVT Raptor delivers a standard 6.2-liter V8 engine with
class-leading 411 horsepower and 434 lb.-ft. of torque, powering customers through almost any off-road terrain they encounter

• The engine and truck were tested in the Baja 1000 and on a unique desert loop designed
to prove out the durability that high-performance, off-road enthusiasts demand

• Core features of the new 6.2-liter engine include cast-iron engine block and four-bolt main bearing caps, aluminum cylinder heads, a single overhead camshaft with roller-rocker shaft drivetrain and dual-equal variable cam timing

DEARBORN, Mich., Sept. 3, 2010 – The Ford F-150 SVT Raptor, already known for its unrivaled capability, is ensuring customers have even more power on demand for their off-road adventures by making the previously optional 6.2-liter V8 engine standard for 2011.

With 411 horsepower and 434 lb.-ft. of torque, the engine makes the F-150 SVT Raptor the most powerful half-ton pickup on the market, giving customers new levels of capability. Low-speed maneuvers, such as rock crawling, driving up a grade or accelerating through deep sand, require much less throttle input because of the engine’s increased torque.

The exhaust for the 6.2-liter engine was uniquely tuned to deliver the performance-oriented, high-horsepower sound customers want. Additionally, a unique firing order gives the 6.2-liter a distinctive roar.
The 6.2-liter V8 is similar to the engine used in the all-new 2011 Super Duty, but features unique tuning and a special cam profile to produce more horsepower and torque. It’s similar to the race-prepped engine that powered Raptor R to a podium finish at the 41st Tecate SCORE Baja 1000 in 2008 and completed every mile of the grueling 2009 Best in the Desert series.

Testing in the heat

The engine was put to the test in its element – the desert of Borrego Springs, Calif. Important factors such as engine cooling were tested on the 62-mile loop designed by Ford’s Special Vehicle Team.

“We spent a lot of time developing our desert durability test so that it’s very close to replicating the Baja 1000,” said Kerry Baldori, global performance chief functional engineer. “Desert testing proved to be a very quick way to learn about the reliability of the truck, and it put another level of extreme loads on the engine that our normal durability testing doesn’t need to cover.”

Engine cooling is key on Raptor – when the truck is in a desert environment, the hot weather and deep sand put a heavy load on the vehicle, and the engine has to exert maximum power to keep the truck powering on.

There also is more airflow through the radiator at low speeds, and a large and effective cooling system is required for this extreme environment. To improve airflow to the engine, grille openings were increased by 20 percent.

Features of the new 6.2-liter V8 engine include:

• Cast-iron engine block with bay-to-bay breathing and four-bolt main bearing caps with additional cross bolts for durability

• Aluminum cylinder heads, with two valves per cylinder and two spark plugs per cylinder to more efficiently burn the fuel-air mixture in the combustion

• Single overhead camshaft with roller-rocker shaft drivetrain, which creates a stiff valvetrain that allows optimized camshaft lift profiles and results in better low-speed torque. The roller-rocker shafts allow valve angles to be splayed, resulting in optimized intake and exhaust port layout for better engine breathing

• Dual-equal variable cam timing means intake and exhaust valve opening and closing events are phased at the same time to optimize fuel economy and performance throughout the engine speed range and throttle positions

Core to the improvements is using a larger bore and shorter stroke. This approach to creating power has its roots in storied Ford racing engines from the past. The large bore (102 millimeters) allows for larger intake and exhaust valves for improved engine breathing, and the shorter stroke (95 millimeters) allows higher engine speed for increased horsepower. Still, peak horsepower is generated at a relatively modest 5,500 rpm. Piston-cooling jets squirt oil on the underside of the pistons to keep the piston crowns cool under extreme operating conditions.

Crankcase breathing also is improved to reduce windage losses and oil aeration levels at very high speeds. “That really helps get a robust lubrication system for the engine,” Baldori said. “It allows us to endure a lot of time at extreme high speeds – and that’s a must-have for customers.”

Ford Explorer Sport Trac is Dead

Kwame Owusu — Wed, 04 Aug 2010 16:00:05 +0000

Now that the new Explorer has switched over to a unibody SUV, the half pick-up, half-SUV Explorer Sport Trac is officially dead. After a decade on sale, it will disappear, right along with the current generation Explorer.

This is not a surpising development, given that the Explorer Sport Trac wasn’t very popular. Ford will instead focus its attention on the F-150, a real pickup truck. Very few people will miss it.

Source: Drive On

Next London Double-Decker Bus

Kwame Owusu — Fri, 21 May 2010 17:00:23 +0000

The need for a new, more fuel-efficient and roomier Double-Decker bus for London is well overdo. Northern Ireland’s Wrightbus has officially won the contract to build the city’s next double-decker bus and the depiction you see above is what it will look like.

As the new Routemaster, it’s roughly ten feet longer than the old Routemaster but seats two fewer people (there are now enough seats for 62 riders). The additional space is spent on improving accessibility in and around the bus. There are now two staircases, sparing riders from having to walk the length of the bus in order to exist at just one staircase.

With approval from London Mayor Boris Johnson, expect to see the new Routemaster on London’s streets in 2012. Check the video below for a walk-around of the bus.

Video: Fake Stig Scamming Free Rides in London

New (2011) GMC Seirra Denali HD

Kwame Owusu — Thu, 11 Mar 2010 16:00:35 +0000

What’s a new Chevrolet Silverado lineup without a new GMC Sierra lineup to match it? The 2011 Serrea Heavy-Duty lineup has been revealed and will offer a high-end Denali version, a first for a heavy-duty GMC pickup.

Besides the extra chrome and other minor touch-ups on the exterior, the 2011 Sierra Heavy Duty lineup is technically identical to its 2011 Silverado Heavy Duty sibling. No surprise there. It is powered by either the same Vortec 6.0L gasoline V8 making 360HP and 380 lb-ft of torque or the 6.6L Duramax turbo-diesel V8 producing 397HP and 765 lb-ft of torque. The 6.0L gasoline V8 is mated to a Hydra-Matic 6L90 6-speed automatic transmission while the 6.6L Duramax diesel is mated to a new Allison 1000 6-speed automatic.

Like its Chevrolet counterpart, the 2011 GMC Sierra Heavy Duty pickups are offered in 2500HD and 3500HD versions. They also offer segment-best towing (20,000 lbs) and payload (6,335 lbs). Detailed specifications can be found in GMC’s press release.

PRESS RELEASE:

Sierra Denali HD Leads New 2011 Sierra Heavy-Duty

ST. LOUIS, Mo. – GMC today announces the new 2011 Sierra Denali HD, the first offering of the exclusive Denali line on a heavy-duty GMC pickup. The Sierra Denali HD leads a comprehensively redesigned lineup of 2011 Sierra 2500HD and 3500HD trucks that go on sale in early summer – including the most powerful diesel engine in the segment.

Sierra HD’s new 6.6L Duramax turbo diesel delivers 397 horsepower (296 kW) at 3,000 rpm and 765 lb.-ft. of torque (1,037 Nm) at 1,600 rpm.

“The new Sierra Denali HD is the latest expression of GMC’s Denali philosophy of blending capability with premium features and styling,” said Lisa Hutchinson, GMC product marketing director. “It is a premium tool that offers many comfort and infotainment features, along with a maximum towing capacity of 15,600 pounds with the segment’s most powerful diesel – that’s enough to tow a 34-foot-long, three-axle travel trailer.”

The Sierra Denali HD comes exclusively on the 2500HD chassis, in a 4WD crew cab standard box configuration. A Vortec 6.0L gas V-8/six-speed automatic powertrain is standard and the new Duramax 6.6L turbo diesel/Allison 1000 six-speed transmission powertrain is available.

The iconic Denali four-bar, chrome grille with round air inlets distinguishes the Sierra Denali HD on the outside, along with body-color bumpers, chrome door handles, chrome accents and 18- and 20-inch polished forged aluminum wheels.

The balance of the new 2011 Sierra HD lineup is identified on the outside by new, three-bar grilles and powertrain-badged louvered hoods, along with a revised, full-width chrome steel front bumper and a new family of 17-, 18- and 20-inch wheels. It’s beneath the skin, however, where they are truly separated from their predecessors – and the competition. Highlights include:

* Increased towing capability (20,000 lbs./9,072 kg) and payload (6,335 lbs./2,873 kg) supported by all-new fully-boxed, high-strength-steel frames and strong suspensions for maximum capability and exceptional ride characteristics
* Five of the 12 3500HD models offer a payload capability greater than 6,000 pounds vs. Ford Super Duty’s single model greater than 6,000 pounds
* Thirteen of the 22 2500HD models offer a payload capability greater than 3,100 pounds vs. Ford Super Duty’s single model greater than 3,100 pounds
* New 6.6L Duramax diesel delivers segment-best power, up to 11-percent greater highway fuel economy, up to 63-percent lower emissions, B20 biodiesel capability and quicker acceleration
* Larger gas tank and fuel economy improvements allow up to 680 miles (1,090 km) between fill-ups with the 6.6L Duramax turbo diesel
* All-new “smart” exhaust brake feature provides greater control on grades and reduced brake pad wear
* An array of control features, including trailer sway control, integrated trailer brake control, hill start assist, automatic grade braking, intelligent brake assist and larger brakes
* Purposeful technology, including available mobile WiFi, USB connectivity, Bluetooth connectivity, XM Satellite Radio, OnStar 9.0 and navigation.

“GMC has been one of the industry’s strongest truck brands for more than 100 years, and we back the 2011 Sierra HDs with a comprehensive five-year/100,000-mile powertrain warranty that provides the best coverage in America,” said Hutchinson. “From the segment-best diesel power to the segment-best warranty, these trucks deliver strength and peace of mind on all fronts.”

Following are details of the new and redesigned product features of the Sierra Denali HD and the other Sierra 2500HD and 3500HD models.

The Sierra HD lineup brings greater capability.

The details: Depending on the model, Sierra HD models offer:

* Increased fifth-wheel towing capacity of 20,000 pounds (9,072 kg)
* Conventional towing capacity increases up to 23 percent, with a maximum of 16,000 pounds (7,272 kg)
* Improved payload capability of 6,335 pounds (2,873 kg) on a complete vehicle
* Gross Combined Weight Rating increases to 27,500 pounds (12,500 kg)
* Gross Vehicle Weight Ratings increases up to 17 percent to 13,000 pounds (5,909 kg)

* Front Axle Weight Rating increases by up to 25 percent to 6,000 pounds (2,721 kg)
* Snow plow capability for all 4WD cab configurations.

“You can see by the ratings numbers that the Sierra HD lineup is more capable, but the trucks are also better performers in the intangible qualities that bond owners with their trucks,” said Rick Spina, vehicle line executive. “They accelerate quicker – especially when fully loaded – stop more confidently and deliver a smooth, quiet driving experience that you have to experience to fully appreciate.”

The new 2011 Sierra Denali pairs capability with premium features.

The details: The new Sierra Denali HD is offered exclusively in the Crew Cab standard box configuration on the 2500HD chassis, providing a spacious cabin with room for up to five. As with other Denali models, including the new Acadia Denali, the cabin is unique with standard premium touches. It includes Denali-specific brushed aluminum trim, power-adjustable pedals, a Bose premium surround audio system and 12-way power seats. Along with an optional heated steering wheel, heated and cooled leather-appointed seating is available. The exterior is offered in three colors: Black, Stealth Gray and White.

On the capability front, the Sierra Denali has a gross vehicle weight rating (GVWR) of 10,000 pounds (4,536 kg), a payload capacity of 2,959 pounds (1,342 kg) and a maximum trailering rating of 15,600 pounds (7,076 kg) with a fifth-wheel hitch. The maximum conventional hitch trailering rating is 13,000 pounds (5,897 kg).

Engineers developed 11 all-new, fully boxed frame assemblies to improve durability and ride characteristics and support increased capabilities.

The details: The frames have increased cross sections and use more high-strength steel for greater durability, higher towing capacity and improved ride and handling; the front sections are hydroformed. The bending and beaming stiffness of the frames is increased 92 percent and 20 percent, respectively, with the fully boxed sections enhancing torsional stiffness by a factor of five. Also, larger engine and transmission mounts, coupled with a 125-percent-stiffer front frame structure, provide greater vibration control, while hydraulic body mounts are incorporated under the cab section on extended and crew cab models for a more isolated feel inside. Engineers addressed common customer and aftermarket uses when designing the new frames, including adding access holes to the rear frame section to enable easier installation of fifth-wheel/gooseneck-style hitches. Also, the frame-mounted hitch for conventional trailering is stronger, with a box-tube design. It supports up to 16,000 pounds (7,257 kg).

Sierra HDs feature a new, stronger independent front suspension – enabling snow plow installation on all 4WD models.

The details: A completely redesigned independent front suspension system offers up to a 25-percent greater front axle weight rating – up to 6,000 pounds (2,721 kg) front gross axle weight rating (FGAWR) – so a snow plow can be used on all 4WD cab configurations with the available snow plow prep package. Sierra’s signature short-long arm/torsion bar front suspension design is retained, but now features new, forged steel upper control arms that are stronger and lighter than their predecessors. The new lower control arms are made of precision-machined cast iron to handle the greater loads. Five different torsion bar rates support five different front gross axle weight ratings (a single torsion bar was previously used for all models). This helps stabilize the range of trim heights of various models under load, while enhancing appearance, handling, durability, tire wear and alignment. The trim height is adjusted on each bar via a single bolt, easily allowing the height to be changed to account for the weight of a snow plow or other accessories. The Sierra HD front suspension now uses a pair of urethane jounce bumpers on each side, instead of one, for improved load management; and there’s a new upper shock mount attachment design that’s positively connected to the frame with two fasteners. This design eliminates squeaks and clunks, while supporting higher load capability and increased durability.

COMPETITIVE FACTS: Compared to competitors’ beam-axle front suspensions, the Sierra’s independent front suspension provides a better ride, more accurate trim height control (with fewer parts) and greater flexibility to adjust the alignment for weight and tire sensitivity.

A new asymmetrical leaf-spring rear suspension supports greater loads.

The details: Matching the Sierra HD’s greater strength and capability is a rear suspension designed to support greater loads. It features a new, larger asymmetrical leaf-spring design that also contributes to improved ride and handling characteristics. The asymmetrical design is derived from unequal front and rear spring half lengths, which minimize axle hop and enhance traction control efficiency. 2500HD models feature a two-stage leaf-spring design, while 3500HD models have a three-stage design. All models feature 3-inch-wide (76 mm) leaf springs that are 20-percent wider than previous models. The larger leaf-spring design supports increased rear gross axle weight ratings across the board. On the 2500HD models, the rating is 6,200 pounds (2,818 kg) – up from 6,084 (2,765). On 3500HD models, the rating increases to 7,050 pounds (3,204 kg) on single-rear-wheel models and 9,375 pounds (4,261 kg) on dual-rear-wheel models – the latter representing a nearly 14-percent increase over the previous 8,200-pound (3,727 kg) rating.

Sierra HDs deliver a more refined driving experience, with more capable ride, handling and steering.

The details: Longer wheelbases – ranging from 133.6 inches (3,395 mm) to 167.7 inches (4,259 mm) – and wider front/rear tracks enhance the ride and handling characteristics of the Sierra 2500HD and 3500HD, giving them a greater feeling of smoothness and control. The longer wheelbases and wider tracks are complemented by the new, stiffer frames, new jounce bumpers, shock mounts and hydraulic body mounts to provide a solid, smooth and isolated driving experience. New shocks were specially valved to support the new trucks’ weight ratings, while balancing excellent ride characteristics. Also enhancing the driving experience is a revised steering system designed to support the trucks’ greater front gross axle weight rating. It includes a new, larger steering gear, power steering pumps and linkages. The pumps (different parts for gas and diesel models) deliver greater pressure for reduced steering effort in low-speed and parking maneuvers; they are also quieter. On some models, the new linkages feature a compliant joint added at the pitman attachment to enhance handling.

The new 6.6L Duramax turbo diesel delivers segment-leading torque and up to 63-percent lower NOx emissions; and is B20-capable.

The details: The workhorse Duramax 6.6L turbo diesel V-8 is more powerful and durable for 2011, delivering segment-best horsepower and torque – 397 horsepower (296 kW) at 3,000 rpm and 765 lb.-ft. of torque (1,037 Nm) at 1,600 rpm – lower emissions and B20 biodiesel capability that promotes a domestically produced renewable fuel. The new Duramax 6.6L features:

* NOx emissions reduced at least 63 percent over 2010 models
* Quieter operation
* High-pressure (30,000 psi/2,000 bar) Piezo-actuated fuel system for greater fuel efficiency, improved performance and reduced emissions
* “Smart” exhaust brake feature that enables controlled vehicle slowdown on downhill grades without actuating the brakes
* Selective catalytic reduction after-treatment system using diesel exhaust fluid (DEF) injection to provide the best overall diesel characteristics and performance – with a range of about 5,000 miles (8,000 km) between DEF refills
* Combustion and after-treatment have been optimized to provide about 700 miles (1,125 km) between diesel particulate filter regenerations – a 75-percent improvement over the previous system and a significant contributor to improved fuel efficiency, as the regeneration process requires additional fuel

* B20 biodiesel capability for an alternative fueling option
* Internal revisions that improve durability.

With nearly 1.3 million Duramax 6.6L engines produced since 2000, they have proven exceptionally durable and dependable. The internal elements that helped build its reputation are enhanced for 2011, including:

* Main bearings’ profiles changed to enhance oil film thickness
* Oil pump flow increased for increased pressure at low speeds
* Modified turbocharger oil circuit for increased pressure at the turbo and faster oil delivery
* The connecting rods’ pin ends are modified to provide increased piston support
* New, higher-strength piston design that eliminates bushings to provide lower reciprocating weight
* An EGR cooler bypass reduces high-mileage soot deposits in the cooler and EGR circuit.

COMPETITIVE FACTS: Compared with Ford Super Duty’s urea-based system, Sierra HD’s selective catalytic reduction after-treatment system delivers better overall diesel performance, with a range of about 5,000 miles (8,000 km) between DEF refills. Its optimized combustion and after-treatment process provides about 700 miles (1,125 km) between diesel particulate filter regenerations – a better capability than Ford’s.

New Allison 1000 six-speed automatic transmission works with the Duramax 6.6L to deliver greater fuel economy, quicker acceleration, greater towing capability and exhaust brake system.

The details: The enhanced Allison 1000 is strengthened to handle the higher torque capability of the new 6.6L Duramax engine, while also helping to improve fuel economy and provide seamless assistance with a new exhaust brake system. Greater efficiency is delivered through reduced “spin loss” – meaning, the transmission channels more of the engine’s power to the axles, allowing it to do more with less fuel. The Allison 1000 also features driver shift control with tap up/tap down shifting and a patented elevated idle mode cab warm-up feature. Also, the tow/haul mode reduces shift cycling for better control and improved cooling when towing or hauling heavy loads. The six-speed configuration retains its two overdrive gears for optimal efficiency. Performance with the Duramax/Allison combination is also improved over previous models, with preliminary testing showing 0-60 mph times of less than 9 seconds and quarter-mile times of less than 16 seconds in 2500HD models. That’s about 0.3-second and 0.5-second quicker, respectively, than previous models.

A strengthened Vortec 6.0L/Hydra-Matic 6L90 six-speed powertrain is standard in all models.

The details: The Vortec 6.0L gas V-8 with variable valve timing returns to the new Sierra HDs, along with a strengthened version of the Hydra-Matic 6L90 six-speed automatic transmission. This combination delivers excellent performance and efficiency, with a greater emphasis on low-rpm power. It is enhanced for 2011 with greater idle refinement.

The engine is rated at 360 horsepower (268 kW) at 5,400 rpm and 380 lb.-ft. (515 Nm) at 4,200 rpm in trucks with GVWRs up to 10,000 pounds. It is rated at an estimated 322 horsepower (240 kW) at 4,400 rpm and 380 lb.-ft. of torque (515 Nm) at 4,200 rpm in trucks with GVWRs greater than 10,000 pounds.

The 6L90 is enhanced for greater strength, smoothness and quietness via:

* Adding four attachment bosses to the transfer case adapter (4WD models) for increased strength and smoother, quieter performance

* Increasing the cross section size of the transfer case adapter for greater strength
* Adding a new, stronger output shaft
* Adding a new heat shield and vent hose.

COMPETITIVE FACTS: Ford’s new Super Duty models share the same transmission between their gas and diesel engines. Sierra HDs’ Allison 1000 and Hydra-Matic 6L90 transmission were developed for the specific horsepower, torque and operating range differences that distinguish the diesel and gas engines.

Brake feel and performance is greatly improved.

The details: The standard four-wheel disc system is completely revamped to deliver smoother, more immediate and confident-feeling performance. Four-wheel, four-channel ABS is standard on all single-rear-wheel models and a three-channel system is standard on dual-rear-wheel models. The front and rear rotors are larger in diameter – 14 inches (355 mm) – and width on all models to support their increased capacity, weight ratings and trailering ratings, while the calipers are stiffer and stronger. The hydroboost brake booster calibration is revised for reduced pedal effort, and the travel of the pedal is also revised for a more comfortable, confident feel. Larger wheel hub and bearing assemblies complement the new brake system, and the rear rotors attach to the wheel hubs for easier servicing.

Sierra HD’s ‘smart’ exhaust brake feature provides greater control and reduces brake pad wear.

The details: A new standard feature on Duramax-equipped models is the “smart” exhaust brake. This driver-selectable feature uses the turbine control of the variable geometry turbocharger and the compression of the engine to generate backpressure, slowing the vehicle without applying the brakes. It is integrated with the cruise control feature and varies the braking to account for the grade and vehicle load. The exhaust brake allows for virtually effortless driving and towing, with seamless and quiet operation. It also helps prolong brake life and prevents overheating the brakes on long, downhill grades.

Comprehensive safety features and functional technologies include trailer sway control system and hill start assist.

The details: The 2011 Sierra 2500HD and 3500HD models have a comprehensive roster of safety features and functional technologies that include:

* StabiliTrak electronic stability control system on all single-rear-wheel models
* Larger, four-wheel disc brakes with standard four-wheel ABS
* A new high-strength steel tubular frame cross member that enhances safety and improves crashworthiness
* Seat pelvic/thorax and head curtain side air bags available on 2500HD

* Available rear backup camera
* Segment-exclusive OnStar 9.0
* Trailer sway control system on all single-rear-wheel models
* Hill start assist (standard on single-rear-wheel models)

The trailer sway control system provides an added measure of confidence when towing a trailer. The system senses conditions of trailer sway and intervenes with braking and/or reduced engine power to bring the trailer under control and keep it on its intended path. The system uses electric trailer brakes when a trailer is plugged into the standard wiring harness of the truck and its performance requires no input from the driver. The hill start assist system is automatically engaged when sensors detect the vehicle is on a grade of about 5 percent or greater. It holds the brakes for about 1.5 seconds or until the gas pedal is pressed, preventing rollback – it is particularly effective when towing, giving the driver time to switch from the brake pedal to the gas pedal without rolling.

The GMC Sierra HD lineup is broader than ever.

The details: For 2011, the Sierra heavy-duty lineup expands to include 11 2500HD models and eight single- and dual-rear-wheel 3500HD models – including a new 3500HD Crew Cab with a 6.5-foot cargo box. Other models are offered in WT, SLE and SLT trim levels, while popular features such as the EZ Lift tailgate and rearview camera system are retained.

Sierra HD professional-grade interiors are refined and well-appointed – and ready to work.

The details: From the available remote starting feature to the unimpeded access offered by the 170-degree-opening rear access doors on extended cab models, the 2011 Sierra HD models reflect the professional grade blend of refinement and functionality for which GMC is known. The interiors have excellent attention to detail and are quieter – thanks to the range of the truck’s enhancements. The stronger chassis, quieter Duramax engine and even details like a quieter power steering pump contribute to the Sierra HD delivering exceptional quietness.

Along with quietness, Sierra HD models are designed for work. The interiors feature numerous storage compartments, providing covered access for everything from work gloves to laptops. For those who use their truck as a mobile office, Sierra HDs deliver with available mobile WiFi, USB connectivity, Bluetooth connectivity, XM Satellite Radio and a navigation system. Multiple charge points enable multiple electronic devices to operate simultaneously; and when equipped with the available navigation system, XM NavTraffic offers real-time updates of traffic conditions (in selected areas) that can help plan the most effective route to the job site.

Sierra HDs are ready for the long haul – and the cold.

The details: The 2011 Sierra HDs drive farther without stopping to refuel. A new, 36-gallon (136 L) fuel tank is standard on all models and, with the improved fuel efficiency of the powertrains, enables a cruising range of about 680 miles (1,090 km) with the Duramax 6.6L. Cold-weather customers will appreciate the Duramax 6.6L’s quick, reliable start-up, with a starting time on par with gas engines. Its glow plug cycle time is the segment’s best in all temperatures, taking no more than 3 seconds in temperatures as low as -20 F (-29 C). There’s also a cab heat-up feature that allows the engine to idle faster in low temperatures to warm the interior more quickly.

The 2011 Sierra HD lineup has the best warranty coverage in America.

The details: All 2011 Sierra 2500HD and 3500HD trucks work under the best warranty coverage in America: a five-year/100,000-mile limited powertrain warranty, plus roadside assistance, courtesy transportation and other features that provide assurance that GMC backs its trucks for everything the road offers.

SPECIFICATIONS
2011 SIERRA DENALI HD

Overview

Models: 2500HD Denali crew cab std. box, 4WD

Body style/driveline: 5-passenger crew cab; 3/4-ton; 4-wheel-drive heavy-duty pickup

Construction: body on frame

EPA vehicle class: full-size truck

Manufacturing location: Flint, Mich.

Key competitors: Ford Super Duty Series pickup, Ram heavy-duty pickup

Engines

Vortec 6.0L V-8 (L96) Duramax 6.6L Turbo Diesel V-8 (LML)

Type : 6.0L V-8 6.6L V-8

Displacement (cu in/cc): 364/5967 403/6599

Bore & stroke (in/mm): 4.00 x 3.62/101.6 x 92 4.06 x 3.9/103 x 99

Block material: cast iron cast iron

Cylinder head material: cast aluminum cast aluminum

Valvetrain: overhead valve, two valves per cylinder, variable valve timing overhead valve, four valves per cylinder

Ignition system: coil-near-plug, platinum- tipped spark plugs, low-resistance spark plug wires compression, glow plug start aid

Fuel delivery: sequential fuel injection direct injection diesel with high-pressure common rail

Compression ratio: 9.6:1 16.0:1

Horsepower
(hp/kW @ rpm): 360/268 @ 5400 397/296 @ 3000

Torque
(lb-ft/Nm @ rpm) : 380/515 @ 4200 765/1037 @ 1600

Recommended fuel: regular unleaded diesel or B20

Maximum engine speed (rpm): 6000 4800

Emissions controls: three-way catalytic converter, positive crankcase ventilation, evaporative collection system cooled exhaust gas recirculation (EGR), EGR cooling-bypass system, diesel particulate filter system (DPF), selective catalyst reduction (SCR)

Transmissions

Hydra-Matic 6L90 Allison 1000

Type : six-speed automatic
(with Vortec 6.0L) six-speed automatic
(with Duramax 6.6L)

Gear ratios (:1):

First: 4.03 3.10

Second: 2.36 1.81

Third: 1.53 1.41

Fourth: 1.15 1.00

Fifth: 0.85 0.71

Sixth: 0.67 0.61

Reverse: 3.06 4.49

Final drive ratio: 3.73 or 4.10 3.73

Chassis/Suspension

Front: all models: std long- and short-arm independent front torsion bar suspension

Rear: semi-elliptic two-stage multi-leaf spring

Steering type: integral power-assisted recirculating ball

Steering ratio: 16.1

Steering wheel turns, lock-to-lock: 3.57

Turning Circle

Turning circle, curb-to-curb (ft/m): 50.5/15.4

Brakes

Type: power-assisted, Hydroboost brake-apply system, four-wheel disc, four-wheel ABS

Rotor diameter x thickness (in/mm): front: 13.97 x 1.57/355 x 40
rear: 14.17 x 1.34/360 x 34

Total swept area (sq in/sq cm): front: 277.7/1791
rear: 277.5/1790

Wheels/Tires

Wheel size and type: 18 x 8.0-in aluminum
20 x 8.5-in aluminum

Tire size: LT265/70R18 all-season
LT265/60R20 all-terrain

Dimensions

Exterior

Wheelbase (in/mm): 153.7/3904.4

Overall length (in/mm): 240.1/6100

Overall width (in/mm): 80/2032

Overall height: (in/mm): 78.3/1989.5

Track – front (in/mm): 68.8/1748

Track – rear (in/mm): 67.3/1709

Min. ground clearance (in/mm): front: 9.7/247
rear: 8.2/209

Step-in height (in/mm): 26/661

Weight and payload ratings

GVWR (lb/kg) Curb Weight (lb/kg) Payload (lb/kg)

Crew cab, std. box (4WD): 6.0L: 9500/4173
6.6L: 10000/4173 6.0L: 6377/2892
6.6L: 7208/3269 6.0L: 2959/1342

6.6L: 2792/1266

Cargo box

Cargo volume (cu ft/L): 60.7/1718

Length at floor (in/mm): 78.8/2003

Width at floor (in/mm): 62.4/1586

Tailgate width (in/mm): 61.5/1564

Width between wheel housings (in/mm): 50.6/1286

Inside height (in/mm): 21/533

Interior

Headroom (in/mm): front: 41.2/1048

rear: 40.5/1030

Legroom (in/mm): front: 41.3/1049

rear: 39/991

Shoulder room (in/mm): front: 65.2/1657

rear: 65.1/1655

Hip room (in/mm): front: 60.3/1532

rear: 65.4/1663

Capacities

Seating: 5

Fuel tank (gal/L): 36/136

Engine oil (qt/L): 6.0L: 6.0/5.7

6.6L: 10/9.5

Cooling system (qt/L): 6.0L: 16.4/15.5
6.6L: 25.4/24

Trailering

Trailer towing maximum with ball hitch (lb/kg) Trailer towing maximum with fifth-wheel hitch (lb/kg)

Sierra Denali HD: 6.0L (3.73 axle): 9300/4218
6.0L (4.10 axle): 13000/5897

6.6L (3.73 axle): 13000/5897
6.0L (3.73 axle): 9300/4218
6.0L (4.10 axle): 13700/6214
6.6L (3.73 axle): 15600/7076

*SAE certified.
Note: Information shown is current at time of publication.

SPECIFICATIONS

2011 SIERRA 3500HD

Overview

Models: 3500HD reg. cab, long box, 2WD & 4WD

3500HD ext. cab, long box, 2WD & 4WD

3500HD crew cab, long box, 2WD & 4WD

3500HD crew cab, std. box, 2WD & 4WD

Body style/driveline: 2-3 passenger regular cab or 5-6 passenger extended cab,

5-6-passenger crew cab

1-ton; 2- and 4-wheel-drive heavy-duty pickup

Construction: body on frame

EPA vehicle class: full-size truck

Manufacturing location: Flint, Mich., Ft. Wayne, Ind.

Key competitors: Ford Super Duty Series pickup, Ram heavy-duty pickup

Engines

Vortec 6.0L V-8 (L96) Duramax 6.6L Turbo Diesel V-8 (LML)

Type: 6.0L V-8 6.6L V-8

Displacement (cu in/cc): 364/5967 403/6599

Bore & stroke (in/mm): 4.00 x 3.62/101.6 x 92 4.06 x 3.9/103 x 99

Block material: cast iron cast iron

Cylinder head material: cast aluminum cast aluminum

Valvetrain: overhead valve, two valves per cylinder, variable valve timing overhead valve, four valves per cylinder

Ignition system: coil-near-plug, platinum- tipped spark plugs, low-resistance spark plug wires compression, glow plug start aid

Fuel delivery: sequential fuel injection direct injection diesel with high-pressure common rail

Compression ratio: 9.6:1 16.0:1

Horsepower
(hp/kW @ rpm): 360/268 @ 5400 < 10,000 GVWR

322/240 @ 4400 > 10,000 GVWR
397/296 @ 3000

Torque
(lb-ft/Nm @ rpm) : 380/515 @ 4200
(all models) 765/1037 @ 1600

Recommended fuel: regular unleaded diesel or B20

Maximum engine speed (rpm): 6000 4800

Emissions controls: three-way catalytic converter, positive crankcase ventilation, evaporative collection system cooled exhaust gas recirculation (EGR), EGR cooling-bypass system, diesel particulate filter system (DPF), selective catalyst reduction (SCR)

Transmissions

Hydra-Matic 6L90 Allison 1000

Type: 6-speed automatic (with Vortec 6.0L) 6-speed automatic (with Duramax 6.6L)

Gear ratios (:1):

First: 4.03 3.10

Second: 2.36 1.81

Third: 1.53 1.41

Fourth: 1.15 1.00

Fifth: 0.85 0.71

Sixth: 0.67 0.61

Reverse: 3.06 4.49

Final drive ratio: 3.73 or 4.10 3.73

Chassis/Suspension

Front: all models: std long- and short-arm independent front torsion bar suspension

Rear: semi-elliptic three-stage multi-leaf spring

Steering type: integral power-assisted recirculating ball

Steering ratio: 16:1

Steering wheel turns, lock-to-lock: 3.57

Turning Circle

Regular Cab Long Box Extended Cab Long Box Crew Cab Long Box Crew Cab Std. Box

Turning circle, curb-to-curb
(ft/m): SRW: 44.9/13.7
DRW:45.6/13.9 SRW: 51.8/15.8
DRW: 52.8/16.1 SRW: 54.8/16.7
DRW:55.4/16.9 SRW: 50.5/15.4
DRW: N/A

Brakes

Type: power-assisted, Hydroboost brake-apply system, four-wheel disc, four-wheel ABS

Rotor diameter x thickness
(in/mm): front: 13.97 x 1.57/355 x 40
rear: 13.97 x 1.57/355 x 40

Total swept area (sq in/sq cm): front: 278/1793
rear: 278/1793

Wheels/Tires

Wheel size and type

Single rear wheels: 18 x 8.0-in steel
18 x 8.0-in aluminum

Dual rear wheels: 17 x 6.5-in steel

Tire size

Single rear wheels: LT265/70R18 all season or all terrain

Dual rear wheels: LT235/80R17 all season or all terrain

Dimensions

Exterior

Regular Cab
Long Box Extended Cab
Long Box Crew Cab

Std. Box
Crew Cab
Long Box

Wheelbase
(in/mm): 133.6/3395.4 158.1/4017.4 153.7/3904.4 167.7/4259.4

Overall length
(in/mm): 225/5716 249.5/6338 240.1/6100 259/6580

Overall width
(in/mm): 95.9/2436 95.9/2436 80/2032 95.9/2436

Overall height

(in/mm):
2WD: 77.3/1965
4WD:
77.2/1962 2WD:
77.4/1966
4WD:
77.3/1963 2WD:

77.4/1966
4WD:
77.4/1966
2WD:
77.8/1977
4WD:
77.8/1977

Track – front w/single rear wheels (in/mm): 68.8/1748 68.8/1748 68.8/1748 68.8/1748

Track – rear w/single rear wheels (in/mm): 67.3/1709 67.3/1709 67.3/1709 67.3/1709

Track – rear w/dual rear wheels (in/mm): 75/1906 75/1906 75/1906 75/1906

Minimum ground clearance – 2WD (in/mm): front: 9.9/52.2
rear: 8.8/224 front: 9.6/246
rear: 8.6/219.5 front: 10/255.4
rear: 8.4/213.3 front: 9.6/245
rear: 8.5/215

Minimum ground clearance – 4WD (in/mm): front: 9.9/252
rear: 8.6/218 front: 9.6/44.5
rear: 8.4/214.5 front: 9.9/53.5
rear: 8.4/214.4 front: 9.6/244

rear: 8.5/215

Step-in height (in/mm): 26/660 25.8/655 25.2/642 25.4/647

Weight and payload ratings

GVWR (lb/kg) Curb Weight
(lb/kg) Payload (lb/kg)

Reg cab, long box (2WD) with single rear wheels: 6.0L: 10400/4717
6.6L: N/A 6.0L: 5808/2634
6.6L: N/A 6.0L: 4592/2083
6.6L: N/A

Reg cab, long box (2WD) with dual rear wheels: 6.0L: 12500/5670
6.6L: N/A 6.0L: 6165/2796
6.6L: N/A 6.0L: 6335/2873
6.6L: N/A

Reg cab, long box (4WD) with single rear wheels: 6.0L: 10700/4853
6.6L: 11400/5171 6.0L: 6134/2782
6.6L: 6919/3138 6.0L: 4566/2071
6.6L: 4481/2032

Reg cab, long box (4WD) with dual rear wheels: 6.0L: 12800/5806
6.6L: 13000/5897 6.0L: 6492/2944
6.6L: 7277/3301 6.0L: 6308/2861
6.6L: 5724/2596

Ext cab, long box (2WD) with single rear wheels: 6.0L: 10700/4853

6.6L: 11200/5080
6.0L: 6303/2859
6.6L: 6991/3171 6.0L: 4397/1994
6.6L: 4209/1909

Ext cab, long box (2WD) with dual rear wheels: 6.0L: 13000/5897
6.6L: 13000/5897 6.0L: 6668/3024
6.6L: 7460/3384 6.0L: 6332/2872
6.6L: 5540/2513

Ext cab, long box (4WD) with single rear wheels: 6.0L: 11000/4989
6.6L: 11600/5261 6.0L: 6580/2984

6.6L: 7377/3346
6.0L: 4420/2005
6.6L: 4223/1915

Ext cab, long box (4WD) with dual rear wheels: 6.0L: 13000/5897
6.6L: 13000/5897 6.0L: 6945/3150
6.6L: 7742/3511 6.0L: 6055/2746
6.6L: 5258/2385

Crew cab, long box (2WD) with single rear wheels: 6.0L: 10700/4853
6.6L: 11400/5171 6.0L: 6414/2909
6.6L: 6984/3168 6.0L: 4286/1944

6.6L: 4416/2003

Crew cab, long box (2WD) with dual rear wheels: 6.0L: 13000/5897
6.6L: 13000/5897 6.0L: 6777/3074
6.6L: 7544/3422 6.0L: 6223/2822
6.6L: 5456/2475

Crew cab, long box (4WD) with single rear wheels: 6.0L: 11000/4989
6.6L: 11600/5261 6.0L: 6732/3053
6.6L: 7516/3409 6.0L: 4268/1936
6.6L: 4085/1853

Crew cab, long box (4WD) with dual rear wheels: 6.0L: 13000/5897
6.6L: 13000/5897 6.0L: 7095/3218
6.6L: 7878/3573 6.0L: 5905/2678
6.6L: 5122/2323

Crew cab, std. box (2WD) with single rear wheels: 6.0L: 10500/4762
6.6L: 11100/5034 6.0L: 6300/2857
6.6L: 7063/3203 6.0L: 4200/1905
6.6L: 4038/1831

Crew cab, std. box (4WD) with single rear wheels: 6.0L: 10800/4899
6.6L: 11500/5216 6.0L: 6573/2981
6.6L: 7335/3327 6.0L: 4227/1917
6.6L: 4165/1889

Cargo box

Standard Box Long Box

Cargo volume (cu ft/L): 60.7/1718 75.5/2138

Length at floor (in/mm): 78.8/2003 97.7/2483

Width at floor (in/mm): 62.4/1586 62.4/1586

Tailgate width (in/mm): 61.5/1564 61.5/1564

Width between wheel housings
(in/mm): 50.6/1286 50.6/1286

Inside height (in/mm): 21/533 21/533

Interior

Regular Cab Extended Cab Crew Cab

Headroom (in/mm): 41.2/1048 front: 41.1/1044 front: 41.2/1048

rear: 39.4/1002 rear: 40.5/1030

Legroom (in/mm): 41.3/1049 front: 41.3/1049 front: 41.3/1049

rear: 34.3/872 rear: 39/991

Shoulder room (in/mm): 65.2/1657 front: 65.2/1657 front: 65.2/1657

rear: 65.3/1658 rear: 65.1/1655

Hip room (in/mm): 60.3/1532 front: 60.3/1532 front: 60.3/1532

rear: 61.8/1571 rear: 65.4/1663

Capacities

Regular Cab Extended Cab Crew Cab

Seating: 2/3 5/6 5/6

Fuel tank (gal/L): 36/136 36/136 36/136

Engine oil (qt/L): 6.0L: 6.0/5.7
6.6L: 10/9.5 6.0L: 6.0/5.7
6.6L: 10/9.5 6.0L: 6.0/5.7
6.6L: 10/9.5

Cooling system (qt/L): 6.0L: 16.4/15.5

6.6L: 25.4/24
6.0L: 16.4/15.5
6.6L: 25.4/24 6.0L: 16.4/15.5
6.6L: 25.4/24

Trailering

Trailer towing maximum with ball hitch (lb/kg) Trailer towing maximum with fifth-wheel hitch (lb/kg)

Reg. cab, long box with single rear wheels: 2WD w/ 6.0L (4.10 axle): 13000/5897
4WD w/ 6.0L (4.10 axle): 13000/5897
4WD w/ 6.6L (3.73 axle): 13000/5897 2WD w/ 6.0L (4.10 axle): 14500/6577
4WD w/ 6.0L (4.10 axle): 14200/6441
4WD w/ 6.6L (3.73 axle): 17400/7892

Reg. cab, long box with dual rear wheels: 2WD w/ 6.0L (4.10 axle): 14100/6395
4WD w/ 6.0L (4.10 axle): 13800/6259
4WD w/ 6.6L (3.73 axle): 16000/7257 2WD w/ 6.0L (4.10 axle): 14100/6395

4WD w/ 6.0L (4.10 axle): 13800/6259
4WD w/ 6.6L (3.73 axle): 20000/9072

Ext. cab, long box with single rear wheels: 2WD w/ 6.0L (4.10 axle): 13000/5897
2WD w/ 6.6L (3.73 axle): 13000/5897
4WD w/ 6.0L (4.10 axle): 13000/5897
4WD w/ 6.6L (3.73 axle): 13000/5897 2WD w/ 6.0L (4.10 axle): 14000/6350

2WD w/ 6.6L (3.73 axle): 17300/7847
4WD w/ 6.0L (4.10 axle): 13700/6214
4WD w/ 6.6L (3.73 axle): 16900/7665

Ext. cab, long box with dual rear wheels: 2WD w/ 6.0L (4.10 axle): 13600/6169
2WD w/ 6.6L (3.73 axle): 16000/7257
4WD w/ 6.0L (3.73 axle): 13400/6078
4WD w/ 6.6L (3.73 axle): 16000/7257 2WD w/ 6.0L (4.10 axle): 13600/6169
2WD w/ 6.6L (3.73 axle): 19800/8981
4WD w/ 6.0L (3.73 axle): 13400/6078
4WD w/ 6.6L (3.73 axle): 19600/8909

Crew cab, long box with single rear wheels: 2WD w/ 6.0L (4.10 axle): 13000/5897
2WD w/ 6.6L (3.73 axle): 13000/5897
4WD w/ 6.0L (4.10 axle): 13000/5897

4WD w/ 6.6L (3.73 axle): 13000/5897
2WD w/ 6.0L (4.10 axle): 13900/6318
2WD w/ 6.6L (3.73 axle): 17300/7863
4WD w/ 6.0L (4.10 axle): 13600/6181
4WD w/ 6.6L (3.73 axle): 16800/7636

Crew cab, long box with dual rear wheels: 2WD w/ 6.0L (4.10 axle): 13500/6123
2WD w/ 6.6L (3.73 axle): 16000/7257

4WD w/ 6.0L (4.10 axle): 13200/5987
4WD w/ 6.6L (3.73 axle): 16000/7257
2WD w/ 6.0L (4.10 axle): 13500/6136
2WD w/ 6.6L (3.73 axle): 19800/9000
4WD w/ 6.0L (4.10 axle): 13200/6000
4WD w/ 6.6L (3.73 axle): 19400/8818

Crew cab, std. cab with single rear wheels 2WD w/ 6.0L (4.10 axle): 13000/5897

2WD w/ 6.6L (3.73 axle): 13000/5897
4WD w/ 6.0L (4.10 axle): 13000/5897
4WD w/ 6.6L (3.73 axle): 13000/5897
2WD w/ 6.0L (4.10 axle): 14000/6363
2WD w/ 6.6L (3.73 axle): 17200/7818
4WD w/ 6.0L (4.10 axle): 13700/6214
4WD w/ 6.6L (3.73 axle): 17000/7727

New (2011) Chevrolet Silverado HD Full-Size Truck

Kwame Owusu — Wed, 10 Mar 2010 16:30:40 +0000

The 2011 Chevrolet Silverado HD was revealed at the Chicago Auto Show with some major upgrades, including an all-new ladder frame, suspension, and axles. Maximum towing capacity is up to 20,000 pounds with the DRW Duramax diesel, beating the Ford F-Series Super Duty F-350′s numbers. The gasoline-fed SRW 6.0-liter V-8 engine will pull 14,500.

Although most of the updates are under the hood, the Silverado’s exterior does get some touch-ups. It gets a larger Chevy emblem on its front bumper and its intake has been enlarged to improve transmission cooling. Other features include standard 17-inch wheels and optional new 18- or 20-inch alloy wheels. The dual rear-wheel tires are still 17-inch, but they now accommodate taller aspect ratio tires.

More details on the 2011 Chevrolet Silverado HD can be found in the press release below.

PRESS RELEASE:

Bring It On – 11 Ways The New 2011 Chevrolet Silverado Heavy-Duty Trucks Prove They’re Ready For Any Job Or Competitor

2011 Chevrolet Silverado Heavy-Duty Trucks At A Glance

o Segment-best towing (20,000 lb / 9,072 kg) and payload (6,335 lb / 2,873 kg) supported by all-new frames and strong suspensions for maximum capability
o Class-leading torque, class-leading fuel economy with up to 63-percent lower emissions and quicker acceleration with new 6.6L Duramax diesel mated to new Allison 1000 six-speed automatic transmission
o B20 biodiesel capable
o All-new exhaust brake system for greater feeling of control and reduced brake pad wear
o Comprehensive set of confidence- and control-related features, including trailer sway control, integrated trailer brake control, hill start assist, automatic grade braking and intelligent brake assist
o Bold and new exterior design features louvered hood, front bumper, grille and 20-inch wheels
o Extended cab models feature 170-degree-opening rear access doors for unobstructed access to the interior
o Purposeful technology, including available mobile WiFi, USB connectivity, Bluetooth connectivity, XM Satellite Radio, OnStar 9.0 and navigation
o Goes on sale this summer

BRING IT ON – 11 WAYS THE NEW 2011 CHEVROLET SILVERADO HEAVY-DUTY TRUCKS PROVE THEY’RE READY FOR ANY JOB OR COMPETITOR

CHICAGO – On a recent validation drive of the new, 2011 Chevrolet Silverado heavy-duty trucks, engineer Brent Deep towed a 20,000-pound (9,072 kg) trailer for 245 miles (400 km) along I-70 between Denver and Grand Junction, Colo. – and he barely touched the brakes the entire way.

Deep relied on the Silverado’s new, smart exhaust brake system to slow the truck/trailer combination on descents, helping prove the new system is suitable for the most demanding conditions. It was a drive across the heart of the Rocky Mountains and some of the interstate system’s steepest grades, with altitudes ranging from Denver’s approximately 5,000 feet (1,525 m) to more than 11,100 feet (3,400 m) at the Eisenhower Tunnel.

“It takes some courage to leave your foot off the brake, but the Silverado’s Duramax engine and Allison transmission perform the task with smoothness and confidence that really impresses,” said Deep. “Better still, the exhaust brake system can help extend brake pad life and help avoid overheating the brakes on long descents.”

The exhaust brake system feature is just one of the elements that makes the new 2011 Silverado 2500HD and 3500HD models the most capable in the industry. They go on sale this summer.

“We sought the input of our customers during the development of the 2011 Silverado HD to deliver a truck that meets or exceeds their every need,” said Jim Campbell, Chevrolet general manager. “It offers greater strength and capability – including class-leading fuel economy, trailering and payload ratings – and has more power, accelerates quicker and has lower emissions. That sounds like the very definition of no compromises.”

The Silverado heavy-duty lineup is broader than ever, with 11 2500HD models and eight single- and dual-rear-wheel 3500HD models – including a new 3500HD Crew Cab with a 6.5-foot cargo box. WT, LT and LTZ trim levels are offered, and popular features such as the EZ Lift tailgate and rearview camera system return. All models bring greater capability, improved ride and handling and a greater feeling of driver control. Depending on the model:

* Segment-best fifth-wheel towing capacity of 20,000 pounds (9,072 kg)
* Segment-best conventional towing capacity increases up to 23 percent, with a maximum of 16,000 pounds (7,272 kg)
* Segment-best payload capability of 6,335 pounds (2,873 kg) on a complete vehicle
* Segment-best Gross Combined Weight Rating increases to 27,500 pounds (12,500 kg)
* Gross Vehicle Weight Ratings increases up to 17 percent to 13,000 pounds (5,909 kg)
* Front Axle Weight Rating increases by up to 25 percent to 6,000 pounds (2,721 kg)
* Snow plow capability is now enabled for all 4WD cab configurations

There are also enhanced powertrains, including a new Duramax 6.6L diesel/Allison 1000 six-speed transmission that offers the exhaust brake system, new front and rear suspensions, an improved brake system, hill start assist, trailer sway control system and more.

“Along with all their heavy-duty equipment, these trucks are designed to be stylish and refined, inside and out,” said Campbell. “We paid close attention to all the details, giving them a distinctive, muscular appearance on the exterior and a well-appointed interior with the comfort, convenience and safety features customers appreciate.”

Outside, the 2011 Silverado 2500HD and 3500HD models are distinguished by a power dome-style hood with a new, louvered design, as well as a new grille and full-width chrome steel front bumper. A new lineup of 17-, 18- and 20-inch wheel/tire combinations is featured, too (20-inch polished forged aluminum wheels are available on 2500HD).

Designers and engineers left almost no bolt unturned during the comprehensive redesign of the trucks. Here are 11 key elements that demonstrate the 2011 Silverado 2500HD and 3500HD are ready for any job and any competitor:

1. New frames

In the quest to comprehensively redesign the Silverado HD chassis to improve durability and ride, while also supporting increased capability, engineers developed 11 all-new, fully boxed frame assemblies. The frames have increased cross sections and use more high-strength steel for greater durability, higher towing capacity and improved ride and handling; the front sections are hydroformed.

The bending and beaming stiffness of the frames is increased 92 percent and 20 percent, respectively, with the fully boxed sections enhancing torsional stiffness by a factor of five. Also, larger engine and transmission mounts, coupled with a 125-percent-stiffer front frame structure, provide greater vibration control, while hydraulic body mounts are incorporated under the cab section on extended and crew cab models for a more isolated feel inside.

Engineers addressed common customer and aftermarket uses when designing the new frames, including adding access holes to the rear frame section to enable easier installation of fifth-wheel/gooseneck-style hitches. Also, the frame-mounted hitch for conventional trailering is stronger, with a box-tube design. It supports up to 16,000 pounds (7,257 kg).

2. New and strong independent front suspension

A completely redesigned independent front suspension system offers up to a 25-percent greater front axle weight rating – up to 6,000 pounds (2,721 kg) front gross axle weight rating (FGAWR) – enabling a snow plow to be used on all 4WD cab configurations with the available snow plow prep package, while also supporting improved ride and handling characteristics.

Silverado’s signature short-long arm/torsion bar front suspension design is retained, but now features new, forged steel upper control arms that are stronger and lighter than their predecessors. The new lower control arms are made of precision-machined cast iron to handle the greater loads. Five different torsion bar rates support five different front gross axle weight ratings (a single torsion bar was previously used for all models). This helps stabilize the range of trim heights of various models under load, while enhancing appearance, handling, durability, tire wear and alignment. The trim height is adjusted on each bar via a single bolt, easily allowing the height to be changed to account for the weight of a snow plow or other accessories.

The Silverado HD front suspension now uses a pair of urethane jounce bumpers on each side, instead of one, for improved load management; and there’s a new upper shock mount attachment design that’s positively connected to the frame with two fasteners. This design eliminates squeaks and clunks, while supporting higher load capability and increased durability.

Compared to competitors’ beam-axle front suspension, the Silverado’s independent front suspension provides a better ride, more accurate trim height control (with fewer parts) and greater flexibility to adjust the alignment for weight and tire sensitivity.

3. New asymmetrical leaf-spring rear suspension

Commensurate with the Silverado HD’s greater strength and capability is a rear suspension designed to support greater loads. It features a new, larger asymmetrical leaf-spring design that also contributes to improved ride and handling characteristics.

The asymmetrical design is derived from unequal front and rear spring half lengths, which minimize axle hop and enhance traction control efficiency. 2500HD models feature a two-stage leaf-spring design, while 3500HD models have a three-stage design. All models feature 3-inch-wide (76 mm) leaf springs that are 20-percent wider than previous models.

The larger leaf-spring design supports increased rear gross axle weight ratings across the board. On the 2500HD models, the rating is 6,200 pounds (2,818 kg) – up from 6,084 (2,765). On 3500HD models, the rating increases to 7,050 pounds (3,204 kg) on single-rear-wheel models and 9,375 pounds (4,261 kg) on dual-rear-wheel models – the latter representing a nearly 14-percent increase over the previous 8,200-pound (3,727 kg) rating.

4. Segment-leading towing and payload capability

Stronger frames, suspension systems with greater weight ratings and enhanced powertrain systems contribute to the Silverado HD’s class-leading towing and payload capability. The specifications charts included below outline capacities for each model and/or configuration, but here are the key facts:

* The maximum conventional (ball hitch) towing rating increases to 16,000 pounds (7,257 kg)
* A Silverado 3500HD crew cab/long box can tow up to 20,000 pounds (9,091 kg) with a fifth-wheel hitch. The 2010 Ram 3500 has a maximum rating of 17,600 pounds (8,000 kg) and the 2010 Ford F-350 is rated at a maximum of 18,800 pounds (8,545 kg). It should be noted that while Ford claimed segment-leading trailering and payload during its recent announcement of the 2011 Super Duty models, no towing ratings were issued
* The maximum payload (3500HD) is 6,335 pounds (2,873 kg) – that’s nearly 11 percent greater than the 2010 Ford F-350′s 5,730-pound (2,604 kg) rating and about 24 percent more than the 2010 Ram 3500′s 5,130-pound (2,331 kg) ratings. Again, while claiming segment-leading payload for the 2011 Super Duty models, Ford did not announce the ratings

5. New 6.6L Duramax diesel and Allison 1000 six-speed combination

Helping the new 2011 Silverado HD trucks deliver their best-in-class capabilities is a new version of the workhorse Duramax 6.6L diesel and Allison 1000 six-speed automatic transmission powertrain combination. The Duramax 6.6L is more powerful and durable and the Allison 1000 is stronger and helps enable new features, including the exhaust brake system. Together, this improved version of a proven combination is also expected to deliver segment-best fuel economy.

The Duramax 6.6L’s new and improved features include:

* Horsepower and torque expected to top previous model (testing is ongoing – check media.gm.com for updates)
* NOx emissions reduced at least 63 percent over 2010 models
* Quieter operation
* High-pressure (30,000 psi/2,000 bar) Piezo-actuated fuel system for greater fuel efficiency, improved performance and reduced emissions
* Exhaust brake system that enables controlled vehicle slowdown on downhill grades without actuating the brakes
* Selective catalytic reduction after-treatment system using diesel exhaust fluid (DEF) injection to provide the best overall diesel characteristics and performance – with a range of about 5,000 miles (8,000 km) between DEF refills
* Combustion and after-treatment have been optimized to provide about 700 miles (1,125 km) between diesel particulate filter regenerations – a 75-percent improvement over the previous system and significant contributor to improved fuel efficiency, as the regeneration process requires additional fuel
* B20 biodiesel capability for an alternative fueling option
* Internal revisions that improve durability

With nearly 1.3 million Duramax 6.6L engines produced since 2000, they have proven exceptionally durable and dependable. The internal elements that helped build its reputation are enhanced for 2011, including:

* Main bearings’ profiles changed to enhance oil film thickness
* Oil pump flow increased for increased pressure at low speeds
* The turbocharger’s oil circuit is changed to provide increased pressure at the turbo and faster oil delivery
* The connecting rods’ pin ends are modified to provide increased piston support
* New, higher-strength piston design that eliminates bushings to provide lower reciprocating weight
* An EGR cooler bypass reduces high-mileage soot deposits in the cooler and EGR circuit

The enhanced Allison 1000 for 2011 is strengthened to handle the higher torque capability of the new 6.6L Duramax engine, while also helping improve fuel economy and provide seamless assistance with a new exhaust brake system. Greater efficiency is delivered through reduced “spin loss” – meaning, the transmission channels more of the engine’s power to the axles, allowing it to do more with less fuel.

The Allison 1000 also features driver shift control with tap up/tap down shifting and a patented elevated idle mode cab warm-up feature. Also, the tow/haul mode reduces shift cycling for better control and improved cooling when towing or hauling heavy loads. The six-speed configuration retains its two overdrive gears for optimal efficiency.

Performance with the Duramax/Allison combination is also improved over previous models, with preliminary testing showing 0-60 mph times of less than 9 seconds and quarter-mile times of less than 16 seconds in 2500HD models. That’s about 0.3-second and 0.5-second quicker, respectively, than previous models.

6. Strengthened Vortec 6.0L/Hydra-Matic 6L90 six-speed powertrain

The venerable Vortec 6.0L gas V-8 with variable valve timing returns to the new heavy-duty trucks, along with a strengthened version of the Hydra-Matic 6L90 six-speed automatic transmission. This combination delivers excellent performance and efficiency, with a greater emphasis on low-rpm power.

A new camshaft profile in the Vortec 6.0L helps the engine produce more torque lower in the rpm band, for improved launch feel and a greater feeling of overall performance at higher altitudes and when towing a trailer.

The 6L90 is enhanced for greater strength, smoothness and quietness via:

* Adding four attachment bosses to the transfer case adapter (4WD models) for increased strength and smoother, quieter performance
* Increasing the cross section size of the transfer case adapter for greater strength
* Adding a new, stronger output shaft
* Adding a new heat shield and vent hose

7. Exhaust brake system

A new feature on Duramax-equipped models is an exhaust brake system. This driver-selectable feature uses the turbine control of the variable geometry turbocharger and the compression of the engine to generate backpressure, slowing the vehicle without applying the brakes. It is a smart system integrated with the cruise control feature and varies the braking to account for the grade and vehicle load.

The exhaust brake system allows for virtually effortless driving and towing, with seamless and quiet operation. It also helps prolong brake life and prevents overheating the brakes on long, downhill grades.

8. Large brakes

Brake feel and performance is greatly improved with the 2011 Silverado HD trucks. The standard four-wheel disc system is completely revamped to deliver smoother, more immediate and confident-feeling performance. Four-wheel, four-channel ABS is standard on all single-rear-wheel models and a three-channel system is standard on dual-rear-wheel models.

The front and rear rotors are larger in diameter – 14 inches (355 mm) – and width on all models to support their increased capacity, weight ratings and trailering ratings, while the calipers are stiffer and stronger. The hydroboost brake booster calibration is revised for reduced pedal effort and the travel of the pedal is also revised for a more comfortable, confident feel.

Larger wheel hub and bearing assemblies complement the new brake system and the rear rotors attach to the wheel hubs for easier servicing.

9. Refined and capable ride, handling and steering

Longer wheelbases – ranging from 133.6 inches (3,395 mm) to 167.7 inches (4,259 mm) – and wider front/rear tracks enhance the ride and handling characteristics of the Silverado 2500HD and 3500HD, giving them a greater feeling of smoothness and control.

The longer wheelbases and wider tracks are complemented by the new, stiffer frames, new jounce bumpers, shock mounts and hydraulic body mounts to provide a solid, smooth and isolated driving experience. New shocks were specially valved to support the new trucks’ weight ratings, while balancing excellent ride characteristics.

Also enhancing the driving experience is a revised steering system designed to support the trucks’ greater front gross axle weight rating. It includes a new, larger steering gear, power steering pumps and linkages. The pumps (different parts for gas and diesel models) deliver greater pressure for reduced steering effort in low-speed and parking maneuvers; they are also quieter. On some models, the new linkages feature a compliant joint added at the pitman attachment to enhance handling.

10. Comprehensive safety and functional technology

The 2011 Silverado 2500HD and 3500HD models have a comprehensive roster of safety features and functional technologies that include:

* StabiliTrak electronic stability control system on all single-rear-wheel models
* Larger, four-wheel disc brakes with standard four-wheel ABS
* A new high-strength steel tubular frame cross member that enhances safety and improves crashworthiness
* Seat pelvic/thorax and head curtain side air bags available on 2500HD
* Available rear backup camera
* Segment-exclusive OnStar 9.0
* Trailer sway control system on all single-rear-wheel models
* Hill start assist (standard on single-rear-wheel models)

Trailer sway control system provides an added measure of confidence when towing a trailer. The system senses conditions of trailer sway and intervenes with braking and/or reduced engine power to bring the trailer under control and keep it on its intended path. The system will use electric trailer brakes when a trailer is plugged into the standard wiring harness of the truck and its performance requires no input from the driver.

The hill start assist system is automatically engaged when sensors detect the vehicle is on grade of about 5 percent or greater. It holds the brakes for about 1.5 seconds or until the gas pedal is pressed, preventing rollback – it is particularly effective when towing, giving the driver time to switch from the brake pedal to the gas pedal without rolling.

11. Lives bigger, drives better, works harder

From the available remote starting feature to the unimpeded access offered by the 170-degree-opening rear access doors on extended cab models, the 2011 Silverado HD models live bigger, drive better and work harder. The interiors are refined, with improved quietness and attention to detail, but designed for working. Numerous storage compartments provide covered access for everything from work gloves to laptops.

Indeed, for many owners the Silverado HDs are mobile workspaces, offering mobile WiFi, USB connectivity, Bluetooth connectivity, XM Satellite Radio and a navigation system. Multiple charge points enable multiple electronic devices to operate simultaneously; and when equipped with the available navigation system, XM NavTraffic offers real-time updates of traffic conditions (in selected areas) that can help plan the most effective route to the job site.

Cold-weather customers will appreciate the Duramax 6.6L’s quick, reliable start-up, with a starting time on par with gas engines. Its glow plug cycle time is the segment’s best in all temperatures, taking no more than 3 seconds in temperatures as low as -20 F (-29 C). There’s also a cab heat-up feature that allows the engine to idle faster in low temperatures to warm up the interior faster.

And when you’re on the road, the Silverado HDs take you farther without stopping. A new, 36-gallon (136 L) fuel tank is standard on all models and, with the improved fuel efficiency of the powertrains, enables a cruising range of up about 680 miles (1,090 km) with the Duramax 6.6L. That’s the equivalent of a trip from Houston to Oklahoma City and back to Dallas on a single tank.

Finally, all 2011 Silverado 2500HD and 3500HD trucks work under the best warranty coverage in America – five-year/100,000-mile limited powertrain warranty, plus roadside assistance, courtesy transportation and other features that provide assurance that Chevrolet backs its trucks confidently.

GM May Kill Chevrolet Colorado, GMC Canyon Small Pickups

Tim Howard — Thu, 25 Feb 2010 17:30:01 +0000

With recent reports that Dodge and Ford will cease production of their Dakota and Ranger compact trucks, and with relatively small sales in the segment, the future for compact pickup trucks looks bleak. Speaking to journalist in Los Angeles, FM Vice Chairman Bob Lutz claimed that the future of the company’s Chevy Colarodo and GMC Canyon pickups is uncertain. “It’s uncertain at this point. They may well go away,” he said.

Both vehicles have not received updates in while, nor have there been any news of future modifications or replacements. It was reported last year that GM plans to end production at the Shreveport plant where the two trucks are produced by 2012.

Source: PickupTrucks.com

Ford F-150 SVT Raptor Sales Exceed Expectations

Tim Howard — Mon, 22 Feb 2010 16:10:34 +0000

With the Ford F-150 SVT targeted at a small niche market, many wondered whether it would sell in reasoanble numbers to justify its existence. Well, all worries were put to rest a few days ago when Ford announced that its desert Raptor is exceeding sales expectations, with over 5,300 already placing orders. As the “first-ever high-speed off road performance truck” and most powerful half-ton pickup truck thanks to its new 411-hp 6.2L V8, the F-150 SVT Raptor will hit dealerships this coming spring

“We couldn’t be more pleased with the popularity of the F-150 SVT Raptor,” said Mark Grueber, F-150 Marketing manager. “Orders have exceeded our expectations. The truck is so popular that we actually wound up building more 5.4-liter V-8 models than we had originally anticipated. The order banks are now open for the all-new 6.2-liter V-8, and the orders keep rolling in.”

Most of the orders have come in from the Southwest and Texas. Tuxedo Black has been the top color (rather than Molten Orange), accounting for 52 percent of all orders. Hit the jump for Ford’s press release.

Press Release:

DEARBORN, Mich., Feb. 19, 2010 – Customer demand for Ford’s new F-150 SVT Raptor is moving nearly as fast as the world’s only production high-speed off-road performance truck. Already, over 5,300 orders have been placed for the new performance pickup.

“We couldn’t be more pleased with the popularity of the F-150 SVT Raptor,” said Mark Grueber, F-150 Marketing manager. “Orders have exceeded our expectations. The truck is so popular that we actually wound up building more 5.4-liter V-8 models than we had originally anticipated. The order banks are now open for the all-new 6.2-liter V-8, and the orders keep rolling in.”

The F-150 Raptor is the first ever high-speed off-road performance truck offered by any manufacture and highlights Ford’s 33 years of truck leadership by emphasizing Built Ford Tough innovation and engineering. Developed with the DNA of an off-road pre-runner, the comprehensive modifications to the truck focused on chassis and suspension.

Built alongside the best-selling F-150 at Ford’s Dearborn Truck Plant, the 2010 F-150 SVT Raptor was designed for the off-road performance market which has steadily grown in popularity over the past decade.

Raptor is powered by F-150′s proven 5.4-liter Triton® V-8 three-valve engine, which delivers 320 horsepower and 390 ft.-lb. of torque. This spring, customers will have the added option of an all-new 6.2-liter V-8 engine, producing 411 horsepower and 434 ft.-lb. of torque – making Raptor the most powerful half-ton pickup on the market.

The appeal of the Ford’s F-150 SVT Raptor extends beyond just desert runners. While the biggest markets for order so far are in the Southwest and Texas, demand also is high in states like Tennessee, Michigan, Colorado, Ohio and Georgia

Customers are showing an appreciation for Raptor’s unparalleled off-road performance, as well as its many features. Options such as the luxury package, moonroof and reverse camera all have “take rates” of more than 79 percent. Popular F-150 utility options like touch-screen navigation with SIRIUS Travel Link™, trailer brake controller and Ford’s tailgate step have take-rates higher than 62 percent.

The overwhelming top color choice has been Tuxedo Black for more than 52 percent of all orders, followed by Molten Orange, Oxford White and Blue Flame.

No New Honda Ridgeline for 2011

Tim Howard — Sat, 13 Feb 2010 18:23:30 +0000

We reported earlier that Honda would update its Ridgeline pickup truck for 2011. Well, apparently we were mistaken. PickupTrucks.com, the source that originally reported on the matter, received an email today from Christina Ra, manager at Honda public relation, saying:

“American Honda apologizes if there was inaccurate information shared at the Chicago Auto Show about the Honda Ridgeline pickup. I can confirm that there will be no significant change to the Ridgeline through the 2011 model year.”

With this clarification, the Ridgeline will move on as one of the oldest models in Honda’s lineup.

Source: PickupTrucks.com

Toyota Recalling Tacoma Pickups over Driveshaft Defect

Tim Howard — Sat, 13 Feb 2010 04:14:25 +0000

Things have seriously gotten out of hand at Toyota. After the recall of millions of vehicles, the Japanese automaker is now making a voluntary recall of approximately 8,000 four-wheel-drive Tacoma pickups for a problem in the front propeller shaft.

According to Toyota, the crack can form in the rear joint, causing the driveshaft to come loose from the truck.

“Most of the vehicles [included in the recall] are in the pipeline in Toyota’s distribution system or on dealer lots,” said Brian Lyons, Toyota’s head of safety communications.

The recall affects Tacoma models that were produced from mid-December 2009 to early February 2010. Affected owners can contact Toyota at 1-800-331-4331 for more information; Toyota dealers will perform a ten minute visual inspection of the trucks and will fix the problem free of charge.

Source: Pickuptrucks.com

Next-Gen Honda Ridgeline Coming in 2011

Kwame Owusu — Fri, 12 Feb 2010 02:15:05 +0000

As one of Honda’s oldest products, the Ridgeline pickup truck is due for an update. Speaking at the 2010 Chicago Auto Show, Vicki Poponi, Honda’s assistant vice president of product planning, said “a new Ridgeline “is coming in ’11, for the 2011 model year.”

“The customers love the Ridgeline,” Poponi said. “It’s really a unique truck. It’s its own segment. But because it’s a niche vehicle, they’re really aren’t many people out looking for it. It’s also a bit older than we like.”

Sales of the Ridgeline have dropped significantly as new trucks from rival automakers have reduced its appeal. Honda sold 16,464 units last year, down from 33,875 a year earlier.

Source: PickupTrucks.com

	GVWR (lb/kg)	Curb Weight (lb/kg)	Payload (lb/kg)
Reg cab, long box (2WD) with single rear wheels:	6.0L: 10400/4717 6.6L: N/A	6.0L: 5808/2634 6.6L: N/A	6.0L: 4592/2083 6.6L: N/A
Reg cab, long box (2WD) with dual rear wheels:	6.0L: 12500/5670 6.6L: N/A	6.0L: 6165/2796 6.6L: N/A	6.0L: 6335/2873 6.6L: N/A
Reg cab, long box (4WD) with single rear wheels:	6.0L: 10700/4853 6.6L: 11400/5171	6.0L: 6134/2782 6.6L: 6919/3138	6.0L: 4566/2071 6.6L: 4481/2032
Reg cab, long box (4WD) with dual rear wheels:	6.0L: 12800/5806 6.6L: 13000/5897	6.0L: 6492/2944 6.6L: 7277/3301	6.0L: 6308/2861 6.6L: 5724/2596
Ext cab, long box (2WD) with single rear wheels:	6.0L: 10700/4853 6.6L: 11200/5080	6.0L: 6303/2859 6.6L: 6991/3171	6.0L: 4397/1994 6.6L: 4209/1909
Ext cab, long box (2WD) with dual rear wheels:	6.0L: 13000/5897 6.6L: 13000/5897	6.0L: 6668/3024 6.6L: 7460/3384	6.0L: 6332/2872 6.6L: 5540/2513
Ext cab, long box (4WD) with single rear wheels:	6.0L: 11000/4989 6.6L: 11600/5261	6.0L: 6580/2984 6.6L: 7377/3346	6.0L: 4420/2005 6.6L: 4223/1915
Ext cab, long box (4WD) with dual rear wheels:	6.0L: 13000/5897 6.6L: 13000/5897	6.0L: 6945/3150 6.6L: 7742/3511	6.0L: 6055/2746 6.6L: 5258/2385
Crew cab, long box (2WD) with single rear wheels:	6.0L: 10700/4853 6.6L: 11400/5171	6.0L: 6414/2909 6.6L: 6984/3168	6.0L: 4286/1944 6.6L: 4416/2003
Crew cab, long box (2WD) with dual rear wheels:	6.0L: 13000/5897 6.6L: 13000/5897	6.0L: 6777/3074 6.6L: 7544/3422	6.0L: 6223/2822 6.6L: 5456/2475
Crew cab, long box (4WD) with single rear wheels:	6.0L: 11000/4989 6.6L: 11600/5261	6.0L: 6732/3053 6.6L: 7516/3409	6.0L: 4268/1936 6.6L: 4085/1853
Crew cab, long box (4WD) with dual rear wheels:	6.0L: 13000/5897 6.6L: 13000/5897	6.0L: 7095/3218 6.6L: 7878/3573	6.0L: 5905/2678 6.6L: 5122/2323
Crew cab, std. box (2WD) with single rear wheels:	6.0L: 10500/4762 6.6L: 11100/5034	6.0L: 6300/2857 6.6L: 7063/3203	6.0L: 4200/1905 6.6L: 4038/1831
Crew cab, std. box (4WD) with single rear wheels:	6.0L: 10800/4899 6.6L: 11500/5216	6.0L: 6573/2981 6.6L: 7335/3327	6.0L: 4227/1917 6.6L: 4165/1889

	Trailer towing maximum with ball hitch (lb/kg)	Trailer towing maximum with fifth-wheel hitch (lb/kg)
Reg. cab, long box with single rear wheels:	2WD w/ 6.0L (4.10 axle): 13000/5897 4WD w/ 6.0L (4.10 axle): 13000/5897 4WD w/ 6.6L (3.73 axle): 13000/5897	2WD w/ 6.0L (4.10 axle): 14500/6577 4WD w/ 6.0L (4.10 axle): 14200/6441 4WD w/ 6.6L (3.73 axle): 17400/7892
Reg. cab, long box with dual rear wheels:	2WD w/ 6.0L (4.10 axle): 14100/6395 4WD w/ 6.0L (4.10 axle): 13800/6259 4WD w/ 6.6L (3.73 axle): 16000/7257	2WD w/ 6.0L (4.10 axle): 14100/6395 4WD w/ 6.0L (4.10 axle): 13800/6259 4WD w/ 6.6L (3.73 axle): 20000/9072
Ext. cab, long box with single rear wheels:	2WD w/ 6.0L (4.10 axle): 13000/5897 2WD w/ 6.6L (3.73 axle): 13000/5897 4WD w/ 6.0L (4.10 axle): 13000/5897 4WD w/ 6.6L (3.73 axle): 13000/5897	2WD w/ 6.0L (4.10 axle): 14000/6350 2WD w/ 6.6L (3.73 axle): 17300/7847 4WD w/ 6.0L (4.10 axle): 13700/6214 4WD w/ 6.6L (3.73 axle): 16900/7665
Ext. cab, long box with dual rear wheels:	2WD w/ 6.0L (4.10 axle): 13600/6169 2WD w/ 6.6L (3.73 axle): 16000/7257 4WD w/ 6.0L (3.73 axle): 13400/6078 4WD w/ 6.6L (3.73 axle): 16000/7257	2WD w/ 6.0L (4.10 axle): 13600/6169 2WD w/ 6.6L (3.73 axle): 19800/8981 4WD w/ 6.0L (3.73 axle): 13400/6078 4WD w/ 6.6L (3.73 axle): 19600/8909
Crew cab, long box with single rear wheels:	2WD w/ 6.0L (4.10 axle): 13000/5897 2WD w/ 6.6L (3.73 axle): 13000/5897 4WD w/ 6.0L (4.10 axle): 13000/5897 4WD w/ 6.6L (3.73 axle): 13000/5897	2WD w/ 6.0L (4.10 axle): 13900/6318 2WD w/ 6.6L (3.73 axle): 17300/7863 4WD w/ 6.0L (4.10 axle): 13600/6181 4WD w/ 6.6L (3.73 axle): 16800/7636
Crew cab, long box with dual rear wheels:	2WD w/ 6.0L (4.10 axle): 13500/6123 2WD w/ 6.6L (3.73 axle): 16000/7257 4WD w/ 6.0L (4.10 axle): 13200/5987 4WD w/ 6.6L (3.73 axle): 16000/7257	2WD w/ 6.0L (4.10 axle): 13500/6136 2WD w/ 6.6L (3.73 axle): 19800/9000 4WD w/ 6.0L (4.10 axle): 13200/6000 4WD w/ 6.6L (3.73 axle): 19400/8818
Crew cab, std. cab with single rear wheels	2WD w/ 6.0L (4.10 axle): 13000/5897 2WD w/ 6.6L (3.73 axle): 13000/5897 4WD w/ 6.0L (4.10 axle): 13000/5897 4WD w/ 6.6L (3.73 axle): 13000/5897	2WD w/ 6.0L (4.10 axle): 14000/6363 2WD w/ 6.6L (3.73 axle): 17200/7818 4WD w/ 6.0L (4.10 axle): 13700/6214 4WD w/ 6.6L (3.73 axle): 17000/7727

Models:	2500HD Denali crew cab std. box, 4WD
Body style/driveline:	5-passenger crew cab; 3/4-ton; 4-wheel-drive heavy-duty pickup
Construction:	body on frame
EPA vehicle class:	full-size truck
Manufacturing location:	Flint, Mich.
Key competitors:	Ford Super Duty Series pickup, Ram heavy-duty pickup

	Vortec 6.0L V-8 (L96)	Duramax 6.6L Turbo Diesel V-8 (LML)
Type :	6.0L V-8	6.6L V-8
Displacement (cu in/cc):	364/5967	403/6599
Bore & stroke (in/mm):	4.00 x 3.62/101.6 x 92	4.06 x 3.9/103 x 99
Block material:	cast iron	cast iron
Cylinder head material:	cast aluminum	cast aluminum
Valvetrain:	overhead valve, two valves per cylinder, variable valve timing	overhead valve, four valves per cylinder
Ignition system:	coil-near-plug, platinum- tipped spark plugs, low-resistance spark plug wires	compression, glow plug start aid
Fuel delivery:	sequential fuel injection	direct injection diesel with high-pressure common rail
Compression ratio:	9.6:1	16.0:1
Horsepower (hp/kW @ rpm):	360/268 @ 5400	397/296 @ 3000
Torque (lb-ft/Nm @ rpm) :	380/515 @ 4200	765/1037 @ 1600
Recommended fuel:	regular unleaded	diesel or B20
Maximum engine speed (rpm):	6000	4800
Emissions controls:	three-way catalytic converter, positive crankcase ventilation, evaporative collection system	cooled exhaust gas recirculation (EGR), EGR cooling-bypass system, diesel particulate filter system (DPF), selective catalyst reduction (SCR)

	Hydra-Matic 6L90	Allison 1000
Type :	six-speed automatic (with Vortec 6.0L)	six-speed automatic (with Duramax 6.6L)
Gear ratios (:1):
First:	4.03	3.10
Second:	2.36	1.81
Third:	1.53	1.41
Fourth:	1.15	1.00
Fifth:	0.85	0.71
Sixth:	0.67	0.61
Reverse:	3.06	4.49
Final drive ratio:	3.73 or 4.10	3.73

Front:	all models: std long- and short-arm independent front torsion bar suspension
Rear:	semi-elliptic two-stage multi-leaf spring
Steering type:	integral power-assisted recirculating ball
Steering ratio:	16.1
Steering wheel turns, lock-to-lock:	3.57

Type:	power-assisted, Hydroboost brake-apply system, four-wheel disc, four-wheel ABS
Rotor diameter x thickness (in/mm):	front: 13.97 x 1.57/355 x 40 rear: 14.17 x 1.34/360 x 34
Total swept area (sq in/sq cm):	front: 277.7/1791 rear: 277.5/1790

Wheel size and type:	18 x 8.0-in aluminum 20 x 8.5-in aluminum
Tire size:	LT265/70R18 all-season LT265/60R20 all-terrain

Wheelbase (in/mm):	153.7/3904.4
Overall length (in/mm):	240.1/6100
Overall width (in/mm):	80/2032
Overall height: (in/mm):	78.3/1989.5
Track – front (in/mm):	68.8/1748
Track – rear (in/mm):	67.3/1709
Min. ground clearance (in/mm):	front: 9.7/247 rear: 8.2/209
Step-in height (in/mm):	26/661

Cargo volume (cu ft/L):	60.7/1718
Length at floor (in/mm):	78.8/2003
Width at floor (in/mm):	62.4/1586
Tailgate width (in/mm):	61.5/1564
Width between wheel housings (in/mm):	50.6/1286
Inside height (in/mm):	21/533

Headroom (in/mm):	front: 41.2/1048
	rear: 40.5/1030
Legroom (in/mm):	front: 41.3/1049
	rear: 39/991
Shoulder room (in/mm):	front: 65.2/1657
	rear: 65.1/1655
Hip room (in/mm):	front: 60.3/1532
	rear: 65.4/1663

Seating:	5
Fuel tank (gal/L):	36/136
Engine oil (qt/L):	6.0L: 6.0/5.7 6.6L: 10/9.5
Cooling system (qt/L):	6.0L: 16.4/15.5 6.6L: 25.4/24

Models:	3500HD reg. cab, long box, 2WD & 4WD
	3500HD ext. cab, long box, 2WD & 4WD
	3500HD crew cab, long box, 2WD & 4WD
	3500HD crew cab, std. box, 2WD & 4WD
Body style/driveline:	2-3 passenger regular cab or 5-6 passenger extended cab,
	5-6-passenger crew cab
	1-ton; 2- and 4-wheel-drive heavy-duty pickup
Construction:	body on frame
EPA vehicle class:	full-size truck
Manufacturing location:	Flint, Mich., Ft. Wayne, Ind.
Key competitors:	Ford Super Duty Series pickup, Ram heavy-duty pickup

	Regular Cab Long Box	Extended Cab Long Box	Crew Cab Long Box	Crew Cab Std. Box
Turning circle, curb-to-curb (ft/m):	SRW: 44.9/13.7 DRW:45.6/13.9	SRW: 51.8/15.8 DRW: 52.8/16.1	SRW: 54.8/16.7 DRW:55.4/16.9	SRW: 50.5/15.4 DRW: N/A

Type:	power-assisted, Hydroboost brake-apply system, four-wheel disc, four-wheel ABS
Rotor diameter x thickness (in/mm):	front: 13.97 x 1.57/355 x 40 rear: 13.97 x 1.57/355 x 40
Total swept area (sq in/sq cm):	front: 278/1793 rear: 278/1793

Wheel size and type
Single rear wheels:	18 x 8.0-in steel 18 x 8.0-in aluminum
Dual rear wheels:	17 x 6.5-in steel
Tire size
Single rear wheels:	LT265/70R18 all season or all terrain
Dual rear wheels:	LT235/80R17 all season or all terrain

	Regular Cab Long Box	Extended Cab Long Box	Crew Cab Std. Box	Crew Cab Long Box
Wheelbase (in/mm):	133.6/3395.4	158.1/4017.4	153.7/3904.4	167.7/4259.4
Overall length (in/mm):	225/5716	249.5/6338	240.1/6100	259/6580
Overall width (in/mm):	95.9/2436	95.9/2436	80/2032	95.9/2436
Overall height (in/mm):	2WD: 77.3/1965 4WD: 77.2/1962	2WD: 77.4/1966 4WD: 77.3/1963	2WD: 77.4/1966 4WD: 77.4/1966	2WD: 77.8/1977 4WD: 77.8/1977
Track – front w/single rear wheels (in/mm):	68.8/1748	68.8/1748	68.8/1748	68.8/1748
Track – rear w/single rear wheels (in/mm):	67.3/1709	67.3/1709	67.3/1709	67.3/1709
Track – rear w/dual rear wheels (in/mm):	75/1906	75/1906	75/1906	75/1906
Minimum ground clearance – 2WD (in/mm):	front: 9.9/52.2 rear: 8.8/224	front: 9.6/246 rear: 8.6/219.5	front: 10/255.4 rear: 8.4/213.3	front: 9.6/245 rear: 8.5/215
Minimum ground clearance – 4WD (in/mm):	front: 9.9/252 rear: 8.6/218	front: 9.6/44.5 rear: 8.4/214.5	front: 9.9/53.5 rear: 8.4/214.4	front: 9.6/244 rear: 8.5/215
Step-in height (in/mm):	26/660	25.8/655	25.2/642	25.4/647

	Standard Box	Long Box
Cargo volume (cu ft/L):	60.7/1718	75.5/2138
Length at floor (in/mm):	78.8/2003	97.7/2483
Width at floor (in/mm):	62.4/1586	62.4/1586
Tailgate width (in/mm):	61.5/1564	61.5/1564
Width between wheel housings (in/mm):	50.6/1286	50.6/1286
Inside height (in/mm):	21/533	21/533

	Regular Cab	Extended Cab	Crew Cab
Headroom (in/mm):	41.2/1048	front: 41.1/1044	front: 41.2/1048
		rear: 39.4/1002	rear: 40.5/1030
Legroom (in/mm):	41.3/1049	front: 41.3/1049	front: 41.3/1049
		rear: 34.3/872	rear: 39/991
Shoulder room (in/mm):	65.2/1657	front: 65.2/1657	front: 65.2/1657
		rear: 65.3/1658	rear: 65.1/1655
Hip room (in/mm):	60.3/1532	front: 60.3/1532	front: 60.3/1532
		rear: 61.8/1571	rear: 65.4/1663