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Showing posts with label GMC. Show all posts
Showing posts with label GMC. Show all posts
Tuesday, July 6, 2010
Friday, January 29, 2010
The 2010 GMC Terrain
2010 GMC Terrain is another excellent compact crossover SUV from the house of General Motors. The Chevy Equinox and Terrain share several auto parts and even the basic architectural design, though Equinox looks more like a redesigned Terrain.
Looking at the salient features of the latest generation Terrain models, you'll discover that General Motors has incorporated several unique things in the new Terrain such as the 2 pulse techniques with a direct infuse engine injection that helps the engine in starting up faster in cold weather too.
The 2010 Terrain will be marketed in four trims viz SLT-1, SLT-2 as well as SLE-1, and SLE-2. The SLE-1 and 2 will be the base trims offering the standard features, while the SLT trims will offer heated front seats, leather upholstery, and other advanced features.
In 2010 GMC Terrain, fuel economy is going to be yet another extraordinary aspect. A 4-cylinder model with front-wheel drive has bagged EPA calculation of 22mpg on city and 32 mpg on highways, making an overall average of 26 mpg altogether; this is stupendous for an SUV of its kind. The 3L V6 also achieves 20+ mpg, along with plentiful power punch to tackle the hilly tracks. The latest generation V6 powered GMC Terrain comes with a towing capacity of 3500 pounds.
What's more, the new Terrain isn't going to be a costly affair despite all its goodness, and will stand forth in the race of the most affordable compact crossover SUVs as well. So, keep an eye on its release this year, and how it really performs when it hits the roads worldwide.
You may also want to know more about the 2010 GMC Terrain. Here's a quick link to check out the latest GMC Terrain reviews, pictures as well as specs.
Article Source: http://EzineArticles.com/?expert=Geof_Ryan
The 2010 GMC Terrain
2010 GMC Terrain is another excellent compact crossover SUV from the house of General Motors. The Chevy Equinox and Terrain share several auto parts and even the basic architectural design, though Equinox looks more like a redesigned Terrain.
Looking at the salient features of the latest generation Terrain models, you'll discover that General Motors has incorporated several unique things in the new Terrain such as the 2 pulse techniques with a direct infuse engine injection that helps the engine in starting up faster in cold weather too.
The 2010 Terrain will be marketed in four trims viz SLT-1, SLT-2 as well as SLE-1, and SLE-2. The SLE-1 and 2 will be the base trims offering the standard features, while the SLT trims will offer heated front seats, leather upholstery, and other advanced features.
In 2010 GMC Terrain, fuel economy is going to be yet another extraordinary aspect. A 4-cylinder model with front-wheel drive has bagged EPA calculation of 22mpg on city and 32 mpg on highways, making an overall average of 26 mpg altogether; this is stupendous for an SUV of its kind. The 3L V6 also achieves 20+ mpg, along with plentiful power punch to tackle the hilly tracks. The latest generation V6 powered GMC Terrain comes with a towing capacity of 3500 pounds.
What's more, the new Terrain isn't going to be a costly affair despite all its goodness, and will stand forth in the race of the most affordable compact crossover SUVs as well. So, keep an eye on its release this year, and how it really performs when it hits the roads worldwide.
You may also want to know more about the 2010 GMC Terrain. Here's a quick link to check out the latest GMC Terrain reviews, pictures as well as specs.
Article Source: http://EzineArticles.com/?expert=Geof_Ryan
The 2010 GMC Terrain
2010 GMC Terrain is another excellent compact crossover SUV from the house of General Motors. The Chevy Equinox and Terrain share several auto parts and even the basic architectural design, though Equinox looks more like a redesigned Terrain.Looking at the salient features of the latest generation Terrain models, you'll discover that General Motors has incorporated several unique things in the
Tuesday, July 7, 2009
GM dealers reportedly fretting over too tight crossover and truck inventories
You may be surprised to hear, though, that a dwindling supply of available inventory is one of the major problems some dealerships are currently reporting. We're not shocked to hear there's only a six-day supply of Chevrolet Camaro models on hand, but dealers are also seeking remedies for shortages of Buick Enclaves, GMC Yukon SUVs and extended-cab Sierra pickups, as well as limited supplies of Chevrolet Silverado trucks.
In these dark days of bankruptcy proceedings, ever-dwindling sales figures and decades of receding market share, General Motors' base of dealerships certainly has plenty of things to keep it up at night.
For a company that has historically had an unhealthy attachment to high inventories across their brands, this is an unusual development indeed.
GM is aware of the shortages and Mark LaNeve, vice president of vehicle sales, service and marketing, tells Automotive News that the shortage is a normal part of the adjustment process from the old days of carrying a 120-day supply of vehicles to today's goal of a leaner 75-day supply.
The General's messenger further suggests that dealers trade inventory with each other to bolster inventory until the automaker is ready to rekindle its assembly lines beginning on Monday, July 13 after the company's extended summer shutdown.
More Photos
Friday, July 3, 2009
2009 GMC Sierra Hybrid Wallpapers
2009 GMC Sierra Hybrid Car Show2009 GMC Sierra Hybrid 2009 GMC Sierra Hybrid Interior2009 GMC Sierra Hybrid Image2009 GMC Sierra Hybrid Dash2009 GMC Sierra Hybrid Truck2009 GMC Sierra Hybrid Wallpaper
2009 GMC Sierra Hybrid Wallpapers
2009 GMC Sierra Hybrid Car Show
2009 GMC Sierra Hybrid 
2009 GMC Sierra Hybrid Interior
2009 GMC Sierra Hybrid Image
2009 GMC Sierra Hybrid Dash
2009 GMC Sierra Hybrid Truck
2009 GMC Sierra Hybrid Wallpaper2009 GMC Sierra Hybrid Wallpapers
2009 GMC Sierra Hybrid Car Show2009 GMC Sierra Hybrid 2009 GMC Sierra Hybrid Interior2009 GMC Sierra Hybrid Image2009 GMC Sierra Hybrid Dash2009 GMC Sierra Hybrid Truck2009 GMC Sierra Hybrid WallpaperSaturday, June 27, 2009
Michael Jackson dead - leaves behind large car collection
Jackson owned at least four limousines, including a 1999 Rolls Royce Silver Seraph that was unusually decorated, to say the least. Our friends at Jalopnik described it well, when they said, "The dark blue Seraph wears an interior which looks to have been pulled directly from the Palace of Versailles." Jackson was said to have designed the interior himself, which probably explains the generous use of 24-carat gold. The vehicle was said to have a 5.4-liter V12 aluminum engine that generated up to 322 horsepower.
Back in February it was announced that a collection of items belonging to Michael Jackson would be auctioned off, including his own fleet of vehicles. Although that auction was cancelled in mid-April, it gave us a chance see how the King of Pop lived while being chauffeured around California.
Now that MJ has passed on, we decided to take a look back at these vehicles. It is unknown what will happen to many of the Neverland Ranch possessions (Jackson did have a lot of debt), and surely some of these will wind up either on the auction block, or in a museum.
Jackson owned a 1990 RollS Royce Silver Spur II, trimmed in contrasting white leather and black fabric. Dark, tinted windows were adorned in white curtains, and a full-service bar that was used for god-knows-what. His white, 1988 Lincoln Town Car had a much more subdued interior that used gray leather and fabric. The fourth limo is the same 1954 Cadillac Fleetwood used during the filming of Driving Miss Daisy. Jackson's collection included a 1997 Neoplan Tour Bus with individual seats and booths, and a king's crown embroidered in the carpet. Possibly used on the HIStory World Tour, the bus featured a bathroom lined in porcelain, gold, and granite.
Jackson other vehicles included a 1993 Ford Econoline van with leather seats, individual tv screens, and an old-school video game console, a 1986 GMC High Sierra firetruck, a 1988 GMC Jimmy, and a replica of a 1909 Detamble Model B Roadster. Amongst the collection was an electrified horse-drawn carriage, and a 2001 Harley Davidson touring police bike.
Source:worldcarfans
Wednesday, April 22, 2009
GMC Sierra and Chevrolet Silverado Hybrid Pickup Trucks Deliver Fuel Economy
Working on the theory that saving fuel is most important in the vehicles that consume the most, General Motors has introduced the GMC Sierra and Chevrolet Silverado hybrid pickup trucks.
Already out in Yukon and Tahoe SUVs, the two-mode hybrid was developed in a joint venture with Chrysler and BMW. The idea came about as a scaled-down version of GM’s hybrid bus drive train and is especially well-suited to vehicles that need some towing and hauling capability.
The system is distinct from most other hybrid systems because it can automatically run on straight mechanical power as well as pure electric or a combination of the two.
Based on the reengineered Sierra and Silverado pickups that debuted in 2007, the hybrids look the same as the crew cab versions of the base trucks with the exception of some hybrid badges, optional hybrid graphics and a standard tonneau cover that helps out aerodynamics.
The battery pack is underneath the rear seat, and the hybrid drive unit is about the same size as the transmission it replaces. It contains two compact electric motors (one reverses field to generate power) and four mechanical gears.
The two-mode hybrid system sees the most advantage in city driving, so GM planned an all-city driving route as the first demonstration for the press.
Starting off in a four-wheel-drive Sierra rated at 20 mpg n in both city and highway driving, I clocked an indicated average of 22.3 mpg over approximately 75 minutes of driving.
The small print in the EPA ratings do say 16 to 24 mpg is the “expected range for most drivers.” I was driving conservatively, but not to the extent of holding up traffic. My driving partner for the day nearly duplicated my efforts on the return trip with a 22 average mpg reading.
Like other hybrids, the engine shuts off when the vehicle is stopped so as not to idle unnecessarily.
When you start moving again, the hybrid pickups are capable of driving up to a stated 30 mph on electric power alone. The gasoline engine starts up automatically and seamlessly when it is needed.
As I had experienced previously in a GMC Yukon hybrid, it was difficult to start moving at a normal rate without the engine kicking in.
However, once it was rolling with a steady throttle input, the engine would turn off and we were able to run up to around 28 mph on electric power for a quarter mile or so at a time. Above that, engine power would do the driving duties.
Ideally, at the 35 mph cruising speeds we were getting, the truck would run on hybrid power, a combination of gas engine and electric drive, but this seemed hard to maintain unless we were on a longer stretch at steady speed.
When you back off the accelerator and coast, the batteries start recharging. The 6.0-liter V-8 engine will also automatically cruise in four-cylinder mode for extra fuel savings.
Next, two Sierra and Silverado hybrids were hooked to trailers and others were loaded with 800 pounds in their beds. We took a drive towing a 5,400-pound Sea Ray boat with inertia brakes on the trailer.
The hybrid was able to pull the boat in electric mode up to 15 mph. When briskly accelerating from a stop, the hybrid felt especially potent.
I asked lead development engineer John Turzewski what was the hybrid drive’s equivalent to first gear.
“You have infinite gear ratios,” he said “The 6.0-liter will do zero-to-60 in 8.4 seconds, plus you get the additional assist of the electric motors, which is instantaneous.”
In that regard, the hybrid might even be better for towing than a conventional truck, not to mention more fuel efficient. The short towing test loop resulted in a quite respectable indicated 15 mpg.
The Silverado and Sierra hybrids do deliver as promised, and the hybrid drive functions in a silent, seamless manner. However, their advantage can only be used to its full potential in a fairly narrow set of circumstances.
Extensive city driving, perhaps as a delivery truck or a longer stop-and-go commute are some areas where the hybrids would excel in efficiency.
On short trips, especially in cold weather, you won’t see any savings over a similar gas-only pickup with cylinder deactivation, as the engine must be fully warmed up before the hybrid drive starts functioning.
Yukon and Tahoe hybrid SUVs hit the market last year only fully loaded at upper-end sticker prices; GM has made the price of admission for the pickups more affordable with a decently equipped package starting at $38,995, including destination.
Probably not low enough to save money in the long run at today’s gas prices, but it’s still a compelling product and an impressive engineering achievement.
Already out in Yukon and Tahoe SUVs, the two-mode hybrid was developed in a joint venture with Chrysler and BMW. The idea came about as a scaled-down version of GM’s hybrid bus drive train and is especially well-suited to vehicles that need some towing and hauling capability.
The system is distinct from most other hybrid systems because it can automatically run on straight mechanical power as well as pure electric or a combination of the two.
Based on the reengineered Sierra and Silverado pickups that debuted in 2007, the hybrids look the same as the crew cab versions of the base trucks with the exception of some hybrid badges, optional hybrid graphics and a standard tonneau cover that helps out aerodynamics.
The battery pack is underneath the rear seat, and the hybrid drive unit is about the same size as the transmission it replaces. It contains two compact electric motors (one reverses field to generate power) and four mechanical gears.
The two-mode hybrid system sees the most advantage in city driving, so GM planned an all-city driving route as the first demonstration for the press.
Starting off in a four-wheel-drive Sierra rated at 20 mpg n in both city and highway driving, I clocked an indicated average of 22.3 mpg over approximately 75 minutes of driving.
The small print in the EPA ratings do say 16 to 24 mpg is the “expected range for most drivers.” I was driving conservatively, but not to the extent of holding up traffic. My driving partner for the day nearly duplicated my efforts on the return trip with a 22 average mpg reading.
Like other hybrids, the engine shuts off when the vehicle is stopped so as not to idle unnecessarily.
When you start moving again, the hybrid pickups are capable of driving up to a stated 30 mph on electric power alone. The gasoline engine starts up automatically and seamlessly when it is needed.
As I had experienced previously in a GMC Yukon hybrid, it was difficult to start moving at a normal rate without the engine kicking in.
However, once it was rolling with a steady throttle input, the engine would turn off and we were able to run up to around 28 mph on electric power for a quarter mile or so at a time. Above that, engine power would do the driving duties.
Ideally, at the 35 mph cruising speeds we were getting, the truck would run on hybrid power, a combination of gas engine and electric drive, but this seemed hard to maintain unless we were on a longer stretch at steady speed.
When you back off the accelerator and coast, the batteries start recharging. The 6.0-liter V-8 engine will also automatically cruise in four-cylinder mode for extra fuel savings.
Next, two Sierra and Silverado hybrids were hooked to trailers and others were loaded with 800 pounds in their beds. We took a drive towing a 5,400-pound Sea Ray boat with inertia brakes on the trailer.
The hybrid was able to pull the boat in electric mode up to 15 mph. When briskly accelerating from a stop, the hybrid felt especially potent.
I asked lead development engineer John Turzewski what was the hybrid drive’s equivalent to first gear.
“You have infinite gear ratios,” he said “The 6.0-liter will do zero-to-60 in 8.4 seconds, plus you get the additional assist of the electric motors, which is instantaneous.”
In that regard, the hybrid might even be better for towing than a conventional truck, not to mention more fuel efficient. The short towing test loop resulted in a quite respectable indicated 15 mpg.
The Silverado and Sierra hybrids do deliver as promised, and the hybrid drive functions in a silent, seamless manner. However, their advantage can only be used to its full potential in a fairly narrow set of circumstances.
Extensive city driving, perhaps as a delivery truck or a longer stop-and-go commute are some areas where the hybrids would excel in efficiency.
On short trips, especially in cold weather, you won’t see any savings over a similar gas-only pickup with cylinder deactivation, as the engine must be fully warmed up before the hybrid drive starts functioning.
Yukon and Tahoe hybrid SUVs hit the market last year only fully loaded at upper-end sticker prices; GM has made the price of admission for the pickups more affordable with a decently equipped package starting at $38,995, including destination.
Probably not low enough to save money in the long run at today’s gas prices, but it’s still a compelling product and an impressive engineering achievement.
GMC Sierra and Chevrolet Silverado Hybrid Pickup Trucks Deliver Fuel Economy
Working on the theory that saving fuel is most important in the vehicles that consume the most, General Motors has introduced the GMC Sierra and Chevrolet Silverado hybrid pickup trucks.
Already out in Yukon and Tahoe SUVs, the two-mode hybrid was developed in a joint venture with Chrysler and BMW. The idea came about as a scaled-down version of GM’s hybrid bus drive train and is especially well-suited to vehicles that need some towing and hauling capability.
The system is distinct from most other hybrid systems because it can automatically run on straight mechanical power as well as pure electric or a combination of the two.
Based on the reengineered Sierra and Silverado pickups that debuted in 2007, the hybrids look the same as the crew cab versions of the base trucks with the exception of some hybrid badges, optional hybrid graphics and a standard tonneau cover that helps out aerodynamics.
The battery pack is underneath the rear seat, and the hybrid drive unit is about the same size as the transmission it replaces. It contains two compact electric motors (one reverses field to generate power) and four mechanical gears.
The two-mode hybrid system sees the most advantage in city driving, so GM planned an all-city driving route as the first demonstration for the press.
Starting off in a four-wheel-drive Sierra rated at 20 mpg n in both city and highway driving, I clocked an indicated average of 22.3 mpg over approximately 75 minutes of driving.
The small print in the EPA ratings do say 16 to 24 mpg is the “expected range for most drivers.” I was driving conservatively, but not to the extent of holding up traffic. My driving partner for the day nearly duplicated my efforts on the return trip with a 22 average mpg reading.
Like other hybrids, the engine shuts off when the vehicle is stopped so as not to idle unnecessarily.
When you start moving again, the hybrid pickups are capable of driving up to a stated 30 mph on electric power alone. The gasoline engine starts up automatically and seamlessly when it is needed.
As I had experienced previously in a GMC Yukon hybrid, it was difficult to start moving at a normal rate without the engine kicking in.
However, once it was rolling with a steady throttle input, the engine would turn off and we were able to run up to around 28 mph on electric power for a quarter mile or so at a time. Above that, engine power would do the driving duties.
Ideally, at the 35 mph cruising speeds we were getting, the truck would run on hybrid power, a combination of gas engine and electric drive, but this seemed hard to maintain unless we were on a longer stretch at steady speed.
When you back off the accelerator and coast, the batteries start recharging. The 6.0-liter V-8 engine will also automatically cruise in four-cylinder mode for extra fuel savings.
Next, two Sierra and Silverado hybrids were hooked to trailers and others were loaded with 800 pounds in their beds. We took a drive towing a 5,400-pound Sea Ray boat with inertia brakes on the trailer.
The hybrid was able to pull the boat in electric mode up to 15 mph. When briskly accelerating from a stop, the hybrid felt especially potent.
I asked lead development engineer John Turzewski what was the hybrid drive’s equivalent to first gear.
“You have infinite gear ratios,” he said “The 6.0-liter will do zero-to-60 in 8.4 seconds, plus you get the additional assist of the electric motors, which is instantaneous.”
In that regard, the hybrid might even be better for towing than a conventional truck, not to mention more fuel efficient. The short towing test loop resulted in a quite respectable indicated 15 mpg.
The Silverado and Sierra hybrids do deliver as promised, and the hybrid drive functions in a silent, seamless manner. However, their advantage can only be used to its full potential in a fairly narrow set of circumstances.
Extensive city driving, perhaps as a delivery truck or a longer stop-and-go commute are some areas where the hybrids would excel in efficiency.
On short trips, especially in cold weather, you won’t see any savings over a similar gas-only pickup with cylinder deactivation, as the engine must be fully warmed up before the hybrid drive starts functioning.
Yukon and Tahoe hybrid SUVs hit the market last year only fully loaded at upper-end sticker prices; GM has made the price of admission for the pickups more affordable with a decently equipped package starting at $38,995, including destination.
Probably not low enough to save money in the long run at today’s gas prices, but it’s still a compelling product and an impressive engineering achievement.
Already out in Yukon and Tahoe SUVs, the two-mode hybrid was developed in a joint venture with Chrysler and BMW. The idea came about as a scaled-down version of GM’s hybrid bus drive train and is especially well-suited to vehicles that need some towing and hauling capability.
The system is distinct from most other hybrid systems because it can automatically run on straight mechanical power as well as pure electric or a combination of the two.
Based on the reengineered Sierra and Silverado pickups that debuted in 2007, the hybrids look the same as the crew cab versions of the base trucks with the exception of some hybrid badges, optional hybrid graphics and a standard tonneau cover that helps out aerodynamics.
The battery pack is underneath the rear seat, and the hybrid drive unit is about the same size as the transmission it replaces. It contains two compact electric motors (one reverses field to generate power) and four mechanical gears.
The two-mode hybrid system sees the most advantage in city driving, so GM planned an all-city driving route as the first demonstration for the press.
Starting off in a four-wheel-drive Sierra rated at 20 mpg n in both city and highway driving, I clocked an indicated average of 22.3 mpg over approximately 75 minutes of driving.
The small print in the EPA ratings do say 16 to 24 mpg is the “expected range for most drivers.” I was driving conservatively, but not to the extent of holding up traffic. My driving partner for the day nearly duplicated my efforts on the return trip with a 22 average mpg reading.
Like other hybrids, the engine shuts off when the vehicle is stopped so as not to idle unnecessarily.
When you start moving again, the hybrid pickups are capable of driving up to a stated 30 mph on electric power alone. The gasoline engine starts up automatically and seamlessly when it is needed.
As I had experienced previously in a GMC Yukon hybrid, it was difficult to start moving at a normal rate without the engine kicking in.
However, once it was rolling with a steady throttle input, the engine would turn off and we were able to run up to around 28 mph on electric power for a quarter mile or so at a time. Above that, engine power would do the driving duties.
Ideally, at the 35 mph cruising speeds we were getting, the truck would run on hybrid power, a combination of gas engine and electric drive, but this seemed hard to maintain unless we were on a longer stretch at steady speed.
When you back off the accelerator and coast, the batteries start recharging. The 6.0-liter V-8 engine will also automatically cruise in four-cylinder mode for extra fuel savings.
Next, two Sierra and Silverado hybrids were hooked to trailers and others were loaded with 800 pounds in their beds. We took a drive towing a 5,400-pound Sea Ray boat with inertia brakes on the trailer.
The hybrid was able to pull the boat in electric mode up to 15 mph. When briskly accelerating from a stop, the hybrid felt especially potent.
I asked lead development engineer John Turzewski what was the hybrid drive’s equivalent to first gear.
“You have infinite gear ratios,” he said “The 6.0-liter will do zero-to-60 in 8.4 seconds, plus you get the additional assist of the electric motors, which is instantaneous.”
In that regard, the hybrid might even be better for towing than a conventional truck, not to mention more fuel efficient. The short towing test loop resulted in a quite respectable indicated 15 mpg.
The Silverado and Sierra hybrids do deliver as promised, and the hybrid drive functions in a silent, seamless manner. However, their advantage can only be used to its full potential in a fairly narrow set of circumstances.
Extensive city driving, perhaps as a delivery truck or a longer stop-and-go commute are some areas where the hybrids would excel in efficiency.
On short trips, especially in cold weather, you won’t see any savings over a similar gas-only pickup with cylinder deactivation, as the engine must be fully warmed up before the hybrid drive starts functioning.
Yukon and Tahoe hybrid SUVs hit the market last year only fully loaded at upper-end sticker prices; GM has made the price of admission for the pickups more affordable with a decently equipped package starting at $38,995, including destination.
Probably not low enough to save money in the long run at today’s gas prices, but it’s still a compelling product and an impressive engineering achievement.
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