The Melbourne Taxi 2020 Concept was created by Damian Lucaciu, a student designer from the RMIT University, Australia. The project involved the computer design of a green alternative fuel vehicle that would help clean up the streets of Melbourne.
The eco-friendly Taxi 2020 Concept was designed to be both green, (using hydrogen fuel cell, lithium ion batteries and electric motors), and passenger and driver friendly. This plug-in hybrid would not only run on hydrogen but could be plugged in and recharged using a traditional wall socket or at special recharging stations strategically placed around Melbourne.
As an additional bonus, the Taxi 2020 has a set of small solar panels mounted on the rooftop to recharge the vehicle using the sun’s energy. Granted this may be a bit of overkill because of the hydrogen fuel cell and plug-in hybrid capabilities already in place, but as a student design project, this gives additional options for recharging.
For the driver, the Melbourne Taxi 2020 Concept uses GPS, a SmartCard system, and night riding capabilities. For the passengers, there is an entertainment system, disability accommodations and a focus on curbside access.
For safety and fuel efficiency, the aluminum frame covered by a polycarbonate outer shell makes the vehicle lightweight, impact resistant and has high optical qualities for driver visibility. Of course, London will have their hydrogen fuel cell black taxis in place for the 2012 Olympics, which are working vehicles and not just design concepts.
But, the Melbourne Taxi 2020 lets enthusiasts, industry insiders, automotive engineers and others see the possibilities that hydrogen fuel cell cars will be playing within the next 10 years.
The ebb and flow of gas and electricity into your home contains surprisingly detailed information about your daily life. Energy usage data, measured moment by moment, allows the reconstruction of a household’s activities: when people wake up, when they come home, when they go on vacation, and maybe even when they take a hot bath.
California’s PG&E is currently in the process of installing “smart meters” that will collect this moment by moment data—750 to 3000 data points per month per household—for every energy customer in the state. These meters are aimed at helping consumers monitor and control their energy usage, but right now, the program lacks critical privacy protections.
That’s why EFF and other privacy groups filed comments with the California Public Utilities Commission Tuesday, asking for the adoption of strong rules to protect the privacy and security of customers’ energy-usage information. Without strong protections, this information can and will be repurposed by interested parties. It’s not hard to imagine a divorce lawyer subpoenaing this information, an insurance company interpreting the data in a way that allows it to penalize customers, or criminals intercepting the information to plan a burglary. Marketing companies will also desperately want to access this data to get new intimate new insights into your family’s day-to-day routine–not to mention the government, which wants to mine the data for law enforcement and other purposes.
This isn’t just a California issue. Many threats to the privacy of the home—where our privacy rights should be strongest—were detailed in a 2009 report for the Colorado Public Utility Commission. The federal government has been promoting the smart grid as part of its economic stimulus package, and last year, EFF and other groups warned the National Institute of Standards and Technology about the privacy and security issues at stake. For example, security researchers worry that today’s smart meters and their communications networks are vulnerable to a variety of attacks. There are also questions of reliability, as PG&E faces criticism from California customers who have seen bills skyrocket after the installation of the new “smart meters.” Unsurprisingly, California legislators are questioning the rapid rollout. Texas customers are also complaining.
There are far more questions than answers when it comes to this new technology. While it’s potentially beneficial, it could also usher in new intrusions into our home and private life. The states and the federal government should ensure that energy customers get the protection they deserve.
Special thanks to Berkeley Law students Jonas Herrell, David Marty, and Shane Witnov, along with School of Information Masters Candidate, Longhao Wang for their work in drafting these comments to the California PUC.
Francesco Bandarin is the Director of the UNESCO World Heritage Centre.
A recent UNESCO report on cultural landscapes says, “As soon as a territory is seen as a landscape, it bears cultural values; but these values are not necessarily outstanding and universal. Those landscapes where the interaction between people and their environment is considered to be of an outstanding universal value are World Heritage Cultural Landscapes.” Please describe the process for becoming a cultural landscape. There are only 63 listed in the world, less than 10 percent of the total World Heritage sites.
There is a World Heritage list, which encompasses different categories of heritage. One of the categories is cultural landscapes, which was created in 1994. This type of heritage category identifies a special relationship between man and nature and the product of this relationship, especially when it attains what we call a standing universal value. A site’s value is measured on a comparative basis with similar types of heritage in other parts of the world. A cultural landscape is then reviewed by professionals and, finally, by the World Heritage Committee to determine if it’s a universal example.
Sites are always proposed by a Member State of the World Heritage Convention. The World Heritage Convention is an international treaty, and today has 186 member states. A state has the right, once it has ratified the World Heritage Convention, to submit a proposal for inscription in the World Heritage list, and UNESCO and other institutions then evaluate and assess whether the site merits inscription.
Cultural landscapes in danger include the Bamiyan archeological site in Afghanistan, the Fort and Shalimar Gardens in Pakistan, and the archeological landscape around Bam in Iran. Which puts most of these sites more into danger: natural events (earthquakes, flood, erosion) or human causes (looting, urban development, or intentional destruction)?
In the case of Bam, it clearly was the major quake that struck the place in 2003. And, of course, this landscape, which is of high archeological value is still very, very important to World Heritage. So, quakes and floodings and all these natural disasters are a major threat. But, obviously, some other designed landscapes or landscapes that find themselves in proximity of urban areas are threatened by urbanization and encroachment.
This is the case of Shalimar. Shalimar today is almost difficult to recognize from what it was in the past, when it was an isolated example of built landscape in the middle of nature. Now, it’s the middle of a shantytown, so it’s in a very spoiled environment.
In other cases, I would say that one of the threats difficult to counteract is socioeconomic change. For instance, we have a very important case in the Philippines, the famous Rice Terraces, which are the product of millennia of activity of man. The rice fields are built into hill systems for terraces, rice growing. Migration and changes in the economy of the area have resulted in damage and reduced maintenance. So the causes are different.
Certainly, it’s very difficult to preserve an evolving landscape. We live in a transitional world and have to adapt to our own constants. Sometimes it’s very difficult to imagine that something will remain exactly the same. We had to define heritage categories that are intrinsically evolving. We’re trying at UNESCO to change our approach a little bit to create a vision of how heritage can be seen in a transitional world.
Landscapes have been protected since 748 A.D., when Tang emperor Xuan Zhong issued a decree banning fishing and cutting down trees in the Nine Bend River area. Man-made landscapes, including elaborate gardens, have been designed and built for centuries. Is cultural landscape preservation really a new concept?
It is in the modern sense of a heritage category included in the framework of an international treaty, but clearly landscapes have always existed. Often, they were essentially reserved for the elite or ruling class. We’ve had gardens probably since the world existed, but they were essentially in the private domain.
Now, we’re talking about something that is completely universal, entirely in the public domain. Cultural landscapes are conceived as a collective good, something that belongs in the sphere of democracy, choice, even rights sometimes.
The beautiful gardens of the Chinese emperors were essentially limited to a very restricted elite. It was for their pleasure and entertainment. So, it’s not something that we can compare. The social dimension of landscapes today is quite different from the past.
Natural landscapes are becoming tourist attractions in many parts of the world– Mongolia’s steppes, rainforest preserves, archeological sites are all embedded with culture heritage. How can countries balance access, which is needed to preserve cultural connections with landscapes, with preservation of working ecosystems?
What we are saying is that these two goals are pretty much convergent. Preserving landscapes is about defining an approach to sustainability. Defining a sustainability approach implies revising how we use technology, how urban life is lived, how we understand the future and nature.
We should try to learn from the past and use both existing and traditional technologies so we can better sustain our modern life. I think the challenge of sustainability is really to learn from the past which things can be adapted to modern life and carried into the future. I think we have a lot to learn from traditional landscaping techniques and the way in which landscapes were created. We can examine the landscape stratigraphy, the layering process throughout the centuries.
Interestingly, UNESCO’s cultural landscapes program recognizes mining landscapes as cultural landscapes, including the Cornwall and West Devon Mining Landscape in the U.K. Many environmentalists would show concern at lauding these sites as examples of world heritage, given they often represent a less-than-sustainable involvement with the land. Why include these?
In the World Heritage convention, we have determined there are different categories of landscapes. Some of them are landscapes that we see in daily life. Some of them are archeological landscapes, something that comes to us from the past and don’t have a function in modern life. But cultural landscapes must cover all the ways in which man and nature interact.
I think that these kinds of landscapes should encompass different types and forms of human life in the past. Even mining landscapes have to be included as part of the human experience. Clearly, we don’t consider these as examples to propose for the future, but they certainly are testimonies of history.
A recent UNESCO report argues that “continuing landscapes reflect a process of evolution and form and features which can be ‘read’ like documents, but their condition of historical integrity can also be defined by the continuity of traditional functions and the relationship of the parts to the whole landscape.” How does UNESCO preserve a continually evolving cultural landscape?
This is really the heart of the challenge. What we aren’t trying to do is freeze a landscape. We are completely aware that although our task is linked to conservation, the world evolves and the vision of heritage changes. It’s very important that we include in our vision, practice, and statutory work, a concept that allows for the interpretation of modern needs, and the values that are involved in cultural landscapes. These values are something that can be preserved, but within an evolving society.
I think this is the challenge: preserving values in a changing environment. It’s not an easy task, but this is exactly the meaning of the vision that we are trying to promote at UNESCO.
Many landscape architects are working on rehabilitating brown fields in urban areas, creating new, sustainable landscapes out of degraded, used lands. This involves incorporating new cultural values related to sustainability into the landscape. One example is the upcoming Freshkills Park in New York City, which has gone from a massive landfill to a park and ecological preserve. Do you see these types of projects being recognized as cultural landscapes in the future?
I think they will. Essentially, these sites are a revisitation of our industrial history. We have a number of examples in Europe, especially in Germany, which, in fact, was at the forefront of this type of approach. The transformation of these industrial landscapes or wastelands into new parks is something that has really changed the lives and profiles of entire regions. If you go today to the Ruhr region, which used to be a center of the coal mining industry, you’ll find a huge redesign effort has resulted in a new landscape. I cannot excluded these from consideration in the future because they really represent an important achievement of contemporary society.
I was recently in Cairo, where I visited the extremely important project that was done by the Aga Khan Trust for Culture. It’s called Al-Azhar Park (see a short BBC video on the park). The Al-Azhar Park was a wasteland right in the middle of the city. It was a garbage dump. They turned this huge garbage dump into a new park, which has become a core for Cairo’s redevelopment and modernization, but also enabled a conservation approach to the historic Cairo area. It’s not only a specific intervention for a degraded site, but also a motor for regeneration and urban revitalization.
Image credits: (1) UNESCO, (2) Rice Terraces of the Philippine Cordilleras, UNESCO / Feng Jing, (3) Cornwall and West Devon Mining Landscape, U.K., UNESCO, (4) Al-Alzhar Park, Cairo, BBC
Getting the road-only Corvettes closest to their Corvette track-only siblings seems to be Chevrolet’s main goal. In 2006, the Corvette Z06 was introduced as the closest connection to the Corvette race cars ever. Of course, then came along the Corvette ZR1 and closed that gap even further. Today, Corvette continues its track-to-street transformation with the new 2011 Chevrolet Corvette Z06 Carbon Limited Edition.
“Designed to further incorporate technology developed through racing, the Corvette Z06 Carbon Limited Edition is a tribute to the 50th anniversary of Corvette’s first race in the 24 Hours of LeMans,” said Jim Campbell, Chevrolet General Manager. “With a limited production of 500 units, this car is a must-have for the true Corvette collector and driving enthusiast.”
This limited edition Corvette Z06 uses Brembo carbon ceramic brakes with dark gray metallic calipers. Other performance enhancing and mechanical changes include Magnetic Selective Ride Control, available for the first time on the Z06 and enhanced cooling.
The Corvette Z06 Carbon will be available in two colors including Inferno Orange and the all-new Supersonic Blue. Black headlamps and mirrors, a ZR1-style body color spoiler, body color door handles, carbon fiber raised hood, and black carbon fiber rockers and splitter will give it a more aggressive look and reduce mass and aerodynamic lift. For track events, customers can also install the Euro-styled racing numbers that come with each car.
The 2011 Chevrolet Corvette Carbon Limited Edition will go on sale later this summer. Prices will be announced closer to launch.
2011 Chevrolet Corvette Z06 Carbon Limited Edition:
In what might turn out to be one of the biggest games of “he said, she said,” in the history of the world, Maritz Research, an automotive market research company, is claiming that the government’s Cash for Clunkers program actually boosted auto sales by much more than previously thought. Maritz is crediting the program with 765,000 new vehicle sales, higher than the 677,000 claimed by the government, and much, much higher than the 125,000 sales that Edmunds.com famously quoted. In fact, it’s more than double the Department of Transportation’s own estimate of 346,000 sales.
Maritz surveyed 36,000 new car and truck buyers who bought their vehicles during the time Cash for Clunkers was in effect, between July and August of 2009. The company figures a full 542,000 sales came from people who hadn’t planned on buying a car otherwise, spurred by the government program. Maritz also includes 223,000 people who came to dealerships after hearing of the program, and even after they discovered that they didn’t qualify, bought anyway.
Perhaps even more interesting were the findings on how the program affected future sales. It was believed by many that Cash for Clunkers might have just sped up sales in the short term, advancing sales that would have naturally occurred in future months or years. “The results provide strong empirical evidence that CARS did not impede future sales,” said Maritz vice-president David Fish, “Vehicles were sold to people who don’t normally buy them.”
According to Maritz’s findings, Cash for Clunkers buyers tended to be long-term car owners. Maritz says that nearly 80 percent of trade-ins had more than 100,000 miles on them and that 50 percent were more than 10 years old. Better than 60 percent of buyers told the pollsters that they plan on keeping their new cars as long as possible, meaning that many of the people who took advantage of the program came from non-regular customer pools.
The Maritz report could be used to support additional incentive programs like Cash for Clunkers in the future, but there are already detractors. For its part, Edmunds.com is already saying that there is a big difference between the analysis of sales figures it performed in its own study and Maritz’s conducting of a survey that could contain flawed or leading questions. The issue is certainly not settled yet.
Once you get right down to it, enjoying White Knight Chronicles involves a hell lot of farming. All that synthesizing and item hoarding will definitely need financing, and money doesn’t grow on trees they grow on
AdamR was the first of a few of you to point out that the FTC (along with 35 state attorneys general) has fined Lifelock $12 million for a variety of misdeeds, starting with bogus advertising. This should be no surprise to Techdirt readers, as the discussions around LifeLock have always raised a lot more questions than were answered. It kicked off with the fact that LifeLock’s CEO, who proudly places his Social Security Number on ads to “prove” how convinced he is that LifeLock will protect him… was a victim of identity fraud himself. Oh, and there was also the stuff about how one of the founder’s of the company had a past that involved doing bad things with the private information of his own customers. And then there was the story about how the CEO of LifeLock, after having his own identity fraudulently used, went to the home of the guy who did it to “coerce a confession.”
But the bigger questions were about the service itself. All it really did was put a fraud block on your credit, which you could do for free. It didn’t stop people from using your existing credit cards if they had access to the information, or from taking out loans in your name (which is what happened to the CEO) — even though its advertisements implied you’d be safe from such situations (which are more common than someone taking out a credit card in your name). Oh, and then there was the fact that the fraud reports that Lifelock would put on accounts were found to be illegal.
All that looks pretty bad — and it gets worse as you read the details of the FTC slapdown. There was the questionable advertising, which went beyond just false implied promises — to sending out letters that tried to claim that the recipient’s info “wasn’t safe” as a scare tactic. On top of that, apparently, LifeLock itself wasn’t particularly secure with how it handled its customers private information. This fact looks even worse when you realize that LifeLock would prey on firms who had recently had data breaches, and suggest they sign up customers for a “free” year of LifeLock — thereby putting their data at risk yet again. Not only was the data not properly handled, but LifeLock falsely claimed that the data was encrypted and only authorized employees would have access. Neither turned out to be true. Basically, it sounds like rather than protect your identity, LifeLock put you at greater risk.
The biggest hit of the 2010 Geneva Motor Show had to be the new Porsche 918 Spyder Concept – so that should have most of you wondering when Porsche is going to drop the word “Concept” at the end of the name and just produce the well received plug-in hybrid supercar.
Porsche’s boss Michael Macht told AutoCar that staff in the firm is fully committed to building the 918 Spyder. While Porsche has yet to officially confirm production, Macht said that the positive reaction to the 918 in Geneva has already swayed opinion in the company.
“There is no one inside Porsche who doesn’t want to build the 918,” he said. “The response has been marvellous; we will ask buyers to sign letters of intent. The 918 Spyder provides the answer to whether there can be high-performance cars in the future. Many have said they are finished. This car shows they are not.”
Inside sources (we always wonder who they actually are and why they never get caught talking to media, very slick insiders) say that the 918 Spyder is likely to go on sale within five years.
Refresher: Power for the Porsche 918 Spyder Concept comes from a 3.4L mid-mounted V8 making 500-hp. The engine is mated to two electric-motors sitting on the front and rear axle with an additional output of 218-hp. Power is driven to the wheels by Porsche’s 7-speed Doppelkupplungsgetriebe PDK transmission, allowing the 918 Spyder Concept to go from 0-62 mph in 3.2 seconds with a top speed of 198 mph. Drivers are allowed to choose from four different driving modes including E-Drive, Hybrid, Sport Hybrid and Race Hybrid. The E-Drive mode let the 918 Spyder concept run on pure electricity with a range of 16 miles.
At the last company Christmas party the loan agents lined up on one side of the room and the underwriters on the other side. The loan agents throw fire cracker at the underwriters…and the underwriters lit them and threw them back.
A long-time underwriter wrote to me and opined, “Consumers always want more than what they can afford and we gave them exactly what they wanted for the last 10 years (without any prudent financial advice). I actually like the guideline changes and feel it is necessary to eradicate some of the broker mentality that I hear in some underwriter’s voices. Manufacturing quality is still a problem for the Agencies, and originating mortgage companies are still closing loans that are not 100% purchasable by the aggregators upon delivery. Fannie and Freddie have technology in place to turn the lender’s cash immediately, and then are rejecting the loans once they figure out all the doctoring that happened to make a square peg fit a round hole.”
Another wrote saying, “I oversee the Secondary desk at our company and I also originate loans. [Interesting.] As difficult as the last three years have been, I am still seeing mistakes due to a lack of educated and qualified workers in our industry. Unfortunately some of those people are compensated on a per loan basis, possibly even the underwriter. So until quality becomes a part of our DNA, expect more of the same for the next few years.”
Yesterday I mentioned how the spread between mortgage rates and Treasury rates were the lowest (tightest) they’d ever been. (Remember that any difference is due to a number of factors, including the higher risk in owning mortgages, the possible difference in duration, etc.) Mortgages continued to tighten yesterday – so even if Treasury rates moved higher, mortgage rates might stay the same. Investors want to “own yield”. The usual suspects were in buying: the Fed, money managers, and hedge funds, and it would appear that production volumes are lagging. So although traders were fretting over swap and roll levels, originators are more consumed with the general level of rates, which really hasn’t moved that much in quite some time.
Fair Isaac Company, known as FICO, reported that credit score trends indicate that mortgage default risk for consumers with high FICO scores is now moving toward exceeding their credit card default risk, in spite of the fact that credit cards are generally unsecured and mortgages are secured by real estate. In 2005 bankcard accounts were more than three times more likely to become 90 days delinquent, but in the last few years this has dropped to only 1.6 times more likely. And FICO reports for borrowers scoring high on the FICO score’s range (300-850) the level of repayment risk actually has become greater for real estate loans than for bankcards! And for more fun with numbers, in 2005, 46% of consumers who opened a new mortgage had a FICO score less than 700. In 2008 this percentage had dropped to 25% of the newly booked mortgage population. Fair Isaac reports that borrowers in the Northeast continue to present the least amount of default risk nationally for real estate loans.
Wells correspondent customers were reminded that if at any time a new GFE is required per RESPA regulation, “Wells Fargo will require closed loans submitted for purchase to contain Changed Circumstance documentation explaining the reason for the new GFE.” Wells requires “the initial GFE and any subsequent GFE(s) re-disclosed as a result of RESPA compliance to be included, in the closed loan file, in order of date” and sellers are suggested to use “documentation generated by their own systems and process, or use the optional Changed Circumstance Detail Form 30 (Seller Guide Form 30).”
A new test allows men to check their sperm count at home. At least that’s what the men say they are doing… (This has nothing to do with mortgages, but figured I’d throw it in to see if folks actually read this.)
We began the year believing that rates were heading higher, with the Fed “tightening” and making credit costs higher – but this tightening cycle will be different. There are two policy decisions for the FOMC to make, the first being increasing short term rates, but also having to deal with its asset holdings (all those securities it owns). Obviously some mortgages pay off, but the Fed doesn’t necessarily want to own mortgage-backed securities or agency debt until their maturity in 30 years – they prefer Treasury securities. Watch for selling to start this summer – which could lead to mortgage spreads increasing. One scenario I’d read about stated that if the Fed chooses to leave $1 trillion of 4.5% mortgages on its books as it starts to raise rates, and inflation really picks up, the Fed could find itself paying out 10% or more as interest on excess reserves and receiving only 4.5% on the assets. This, in turn, would lead to $55 billion of annual losses (and $300 billion in mark-to-market losses) will set them up as a politically weak inflation fighting central bank.
How are rate lock periods determined? Companies certainly don’t want to run up against GFE and RESPA issues, for one thing, in setting deadlines. On the investor side, for brokers, Wells Fargo reminded them that “We’re serious about closing purchase deals on time!” Wells will “provide an initial decision within two business days of receipt of the complete file for all first mortgage purchase loans. If you submit your loan with a Wells Fargo Home Equity Line of Credit product, it will also be decisioned within two business days of the first mortgage approval. We can meet the closing date if the loan has been locked and all prior to close conditions (including all pre-close documents) are received at least 10 business days prior to the closing date.” Wells doesn’t outright tell brokers that it will close a loan within whatever lock period the broker sets, but it is almost the other way around. Wells goes on to tell brokers what pre-close documents are needed, how many days ahead of closing brokers should submit a complete file (20 business days), etc.
The MBAA released its weekly survey of applications for the previous week. Apps were up slightly versus the previous week, with refinancing was down 1.5% but purchases showed some life and increased 5.7%.
Yesterday’s 3-yr T-note auction of $40 billion was the fifth consecutive month of this size, and the auction went well. If you think about it, the short end of the Treasury market continues to be well supported with the ongoing sovereign debt issues (there is still some flight-to-quality bid) and outlook of rates. We’ve had three days (including today) of no real economic news, so supply (mortgage selling and the Treasury auctions) is continuing to be the main driver in the market. We have $21 billion of 10-yr notes to buy today. The current 10-yr is yielding 3.72%, and mortgage prices are about unchanged from Tuesday’s close.
Father Murphy walks into a pub in Donegal, and asks the first man he meets, “Do you want to go to heaven?”
The man said, “I do, Father.”
The priest said, “Then stand over there against the wall.”
Then the priest asked the second man, “Do you want to go to heaven?”
“Certainly, Father,” the man replied.
“Then stand over there against the wall,” said the priest.
Then Father Murphy walked up to O’Toole and asked, “Do you want to go to heaven?”
O’Toole said, “No, I don’t Father.”
The priest said, “I don’t believe this. You mean to tell me that when you die you don’t want to go to heaven?”
O’Toole said, “Oh, when I die, yes. I thought you were getting a group together to go right now.”
Chairperson-Elect, Vice-Chairperson, Secretary-Treasurer, Political Activist (two positions), Public Relations Coordinator
Elections for these open positions will take place at the Spring Student Program Conference at the Illinois Conference Center in Champaign, Illinois on Saturday, April 10, 2010.
For descriptions of the roles and responsibilities of these open positions, please review the IEA Student Program Bylaws and the IEA Student Program Elections Policy.
Questions may be directed to:
Anthony Palumbo, IEA Student Program 2009-2010 Chairperson [email protected]
Jeff Whitmore, IEA Student Program Elections Chairperson [email protected]
Joining the 2011 Chevrolet Silverado Heavy Duty pickups is the new, redesigned 2011 GMC Sierra Heavy Duty – and for the first time ever GMC will be offering its high-end exclusive Denali line on a heavy-duty GMC pickup so you can go to work in style with some bling on your truck.
Besides the new design and the somewhat higher-luxury look and feel, the 2011 GMC Sierra Heavy Duty pickups are technically identical to their 2011 Chevrolet Silverado Heavy Duty sibling. Engine choices include the same Vortec 6.0L gasoline V8 making 360-hp and 380 lb-ft of torque and the 6.6L Duramax turbo-diesel V8 making 397-hp 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 the 2011 Chevrolet Silverado Heavy Duty, the 2011 GMC Sierra Heavy Duty pickups are offered in 2500HD and 3500HD variants. They also offer segment-best towing (20,000 lbs) and payload (6,335 lbs).
The new 2011 Sierra Denali HD is offered exclusively in the Crew Cab standard box configuration on the 2500HD chassis.
Make the jump for the press release and the high-res image gallery.
2011 GMC Sierra Denali HD:
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.
Not one day after a high-profile incident involving a Prius taking off on its owner in Southern California, we’re hearing reports that another one of Toyota’s popular hybrids has suffered unintended acceleration in New York. This time, instead of the car eventually succumbing to the will of its braking system, it crashed into a stone wall. Fortunately the owner was reportedly just pulling out of her driveway in Harrison, NY and the car only accelerated across the street, though the collision allegedly sent “some pretty big boulders” flying, said one police chief.
The 56-year-old driver reportedly suffered non-life threatening injuries, and like the incident in Southern California a day earlier, a floor mat trapping the accelerator pedal has been ruled out as a cause. The 2005 model year Prius’ driver side floor mat was reportedly tied to the seat base with plastic ties.
The 2004-2009 Prius is included in an earlier Toyota recall for floor mats that may entrap the accelerator pedal, but the Japanese automaker does not have a fix ready for the cars, which may include reshaping their pedals, replacing floor mats and altering the shape of the floor. These cars are not, however, included in Toyota’s other major recall involving drive-by-wire accelerator pedal assemblies that could stick due to wear and other environmental conditions. That leaves no obvious explanation as to why these two Prius models took off on their owners. Toyota has stated it will join California and the U.S. government in investigating the first vehicle, though hasn’t commented on whether it will investigate the vehicle in New York yet.
Korean company Zenitum has shown of an improved version if augmented reality that allows the company to dispose of the ubiquitous back and white markers one normally associates with the technology.
Able to recognize features on a scene directly, this also allows for depth perception using only a single camera, and allows for more natural interaction with the scene.
In the above demo a Samsung Omnia 2 is being used to animate a figure climbing a keyboard, demonstrating not only 2D but also a 3 dimensional perception of the space.
Mitsubishi Electric has just added another new member to its MELSEC FX3 series of compact controllers. Designed specially for the needs smaller mechanical and plant engineering automation applications, the FX3G is fast, reliable and economical and allows flexible configuration with expansion, special function and network modules. Like all the controllers of Mitsubishi’s current third generation series, the latest compact PLC features advanced new technologies, including a second adapter bus, and is also fully compatible with the existing MELSEC FX series.
The new FX3G is a fully-fledged member of the Mitsubishi Electric MELSEC FX series, which is the world’s most successful line of compact controllers with over nine million units sold. With their advanced technology and excellent value for money the robust standard controllers of the former generation already have ample power for many applications, particularly for standard machines and plant engineering tasks. The most important new features in the current generation include larger program memory, faster instruction execution, additional programming instructions and improved functions and expansion options, particularly for safety, communication and positioning tasks. In addition to this the controllers support seamless integration of other automation components like HMI control terminals and frequency inverters for the configuration of customized solutions.
The new controller is based on the same space-saving technology concept as the more powerful MELSEC FX3U and FX3UC models, from the same series, which are designed for more complex and demanding automation tasks
“Tunneling” refers to efforts by firms’ controlling owner-managers to take money for themselves at the expense of minority shareholders. Looking at emerging economies in general and at India in particular, HBS professor Jordan I. Siegel and doctoral student Prithwiraj Choudhury argue for a simultaneous analysis of corporate governance and strategic activity differences in order to reveal the quality of firm-level corporate governance. The development of rigorous methodology in corporate governance is not merely an academic issue but has enormous real-world consequences. It is critical that scholars gain deeper empirical and theoretical insights into the question of whether these business groups serve primarily as theft devices for the controlling owners, or whether they serve primarily as a positive force that enables the creation of scale and scope efficiencies. Key concepts include:
It is too simple to say that business groups are the primary culprits of bad governance in emerging economies. Scholars need to analyze strategic activity differences across firms.
In contrast to prior views, Indian business groups are not, on average, engaging in tunneling, but are on average exhibiting good corporate governance, especially in light of the markedly different business strategies they typically undertake.
Business groups, through knowledge-based capabilities, have grown larger and more diversified with market liberalization, and they continue to tower over stand-alones in their marketing and technological capabilities.
Abstract
The last decade of corporate governance research has been focused in large part on identifying what leads to superior or deficient corporate governance in emerging economies, and we think the conventional wisdom about the economically important topics of tunneling and business groups will need to be significantly questioned and reformulated in light of new findings, data, and methodology presented here. We propose the idea that firms’ corporate governance and firms’ strategic business activities within an industry are interlinked, and that only by conducting a simultaneous economic analysis of business strategy and corporate governance can scholars fully discern the quality of a firm’s governance. We advance this idea by taking a fresh look at one of the most rigorous extant methodologies for detecting “tunneling,” or efforts by firms’ controlling owner managers to take money for themselves at the expense of minority shareholders. We show that efforts to discern which firms have superior or deficient corporate governance in the important emerging economy of India turn critically on whether one does a simultaneous economic analysis of business strategy and corporate governance. We find in contrast to prior views that Indian business groups are not, on average, engaging in tunneling, but are on average exhibiting good corporate governance, especially in light of the markedly different business strategies they typically undertake. Moreover, unlike many past conceptions of business groups from financial economics, sociology, and strategy, we find evidence for a knowledge-based “recombinative capabilities” view of business groups-that such groups have done the most to invest in R&D and other skills necessary to combine inputs in ways that lead to greater added value. Moreover, our finding that Indian business groups have grown larger and more diversified since liberalization and since broad-based corporate governance reforms were implemented, goes expressly against the prediction of prior schools of thought about business groups.
52 pages.
Has it really been 20 years? As a matter of fact, yes. Infiniti has been selling its upmarket wares in the U.S. for two decades and to commemorate the occasion its releasing three special edition G37 coupes, sedans and convertibles.
Limited to 200 variants of each model, Infiniti has outfitted the 20th Anniversary Editions with Monaco Red interior, maple trim and a sexy Graphite Shadow exterior, along with Premium and Navigation packages. Included in the kit are heated and cooled seats, summer rubber, a blacked-out grille, new side sills and revised fascias, with a standard rear spoiler on the coupe and sedan.
Pricing and availability is yours for the taking after the jump and sales are set to begin towards the middle of next month.
Last month when General Motors unveiled the new 2011 Chevrolet Silverado Heavy-Duty pickup we learned that the lineup will consist of two engine options including a Vortec 6.0L gas V8 mated to a strengthened version of the Hydra-Matic 6L90 6-speed automatic transmission and the new 6.6L Duramax diesel mated to a new Allison 1000 6-speed automatic.
Today GM announced the technical specs on both variants with the 6.6L Duramax diesel being the big story. The 6.6L Duramax turbo-diesel V8 engine makes a total of 397-hp at 3,000 rpm and a peak torque of 765 lb-ft at 1,600 rpm. The 11 percent jump in fuel efficiency, combined with a new 36-gallon fuel tank, provides up to 680 miles of highway driving between fill-ups. In the Silverado HD chassis and box-delete models the 6.6L Duramax is rated it 335-hp and 685 lb-ft of torque.
Oh, and before we move on, we’d like to point out that those are best-in-class diesel torque and horsepower figures.
The standard gasoline engine available with the 2011 Chevrolet Silverado HD truck is the Vortec 6.0L small-block V8 making 360-hp at 5,400 rpm and a maximum torque of 380 lb-ft at 4,200 rpm. In chassis cab and box-delete models, it is rated at 322-hp at 4,400 rpm and 380 lb-ft of torque at 4,200 rpm.
Click through for the press release for more details.
2011 Chevrolet Silverado Heavy Duty:
Press Release:
New 2011 Chevrolet Silverado Heavy Duty Trucks Deliver Best-In-Class Diesel Torque And Horsepower
o New 6.6L Duramax turbo diesel rated at 397 hp (296 kW) and 765 lb.-ft. of torque (1,037 Nm)
o Segment-best diesel power complemented by up to 11-percent improved highway fuel economy and up to 63-percent reduced NOx emissions
o Up to 680-mile (1,090 km) driving range with Duramax engine in pickups
o Standard small-block 6.0L gas V-8 delivers 360 hp (268 kW)
PONTIAC, Mich. – Chevrolet’s new 2011 Silverado 2500HD and 3500HD pickups deliver the segment’s best diesel power. Their new, optional 6.6L Duramax turbo-diesel V-8 is rated at 397 horsepower (296 kW) at 3,000 rpm and 765 lb.-ft. of torque (1,037 Nm) at 1,600 rpm – an improvement of 32 horsepower (24 kW) and 105 lb.-ft. of torque (142 Nm) over last year’s engine.
“Segment-leading power is great, but it’s not the only thing that makes the new Duramax a winner,” said Gary Arvan, Duramax chief engineer. “We designed the engine to make that power with less fuel and fewer emissions, while also increasing its durability.”
A slightly different version of the 6.6L Duramax is offered in Silverado HD chassis and box-delete models. It is based on the same improved architecture and includes most of the same features as the pickup version, but is engineered to meet federal certification standards for incomplete vehicles, including the incorporation of a robust EGR system. It is rated at 335 horsepower (249 kW) at 3,100 rpm and 685 lb.-ft. of torque (928 Nm) at 1,600 rpm.
Among the 2011 6.6L Duramax turbo diesel’s new and enhanced features are:
* Main bearing profiles changed to enhance oil film thickness
* Oil pump flow increased for more pressure at low speeds
* A revised turbocharger oil circuit for increased pressure at the turbo and faster oil delivery
* Connecting rod pin ends modified to provide increased piston support
* New, higher-strength piston design
* A new 30,000-psi (2,000 bar) piezo-actuated fuel injection system – capable of operating on ASTM grade B20 biodiesel – ensures more precise fuel delivery, improving emission performance
* An EGR cooler bypass reduces high-mileage soot deposits in the cooler and EGR circuit (pickup versions only).
The more powerful 6.6L Duramax is also more fuel-efficient – up to 11-percent greater highway fuel economy than the outgoing model – reduces NOx emissions by up to 63 percent and helps enable greater towing ratings. Silverado 3500HD equipped with a fifth wheel hitch can tow up to 20,000 pounds (9,072 kg). The increased fuel efficiency, combined with a new, 36-gallon (136 L) fuel tank, provides up to 680 miles (1,090 km) of highway driving between fill-ups.
With nearly 1.3 million Duramax diesel engines put into operation since its launch in 2000, no other automaker has as much diesel engine development experience for meeting the demands of the heavy-duty truck customer.
Strong small-block 6.0L V-8
The standard engine in Silverado HD trucks is the Vortec 6.0L small-block V-8, which is enhanced for 2011 with greater idle refinement. It is rated at 360 horsepower (268 kW) at 5,400 rpm and 380 lb.-ft. (515 Nm) at 4,200 rpm in Silverado 2500HD and 3500HD pickup models. In chassis cab and box-delete models, as well as pickups with a GVWR greater than 10,000 pounds, it is rated at 322 horsepower (240 kW) at 4,400 rpm and 380 lb.-ft. (515 Nm) at 4,200 rpm.
Approximately 90 percent of the Vortec 6.0L’s peak torque is available by only 2,000 rpm and excellent fuel economy is enabled by the engine’s low-friction OHV configuration and cam phasing. The state-of-the-art small-block architecture of the Vortec 6.0L – known commonly as the “LS” family – delivers great strength, smoothness and durability.
Whether equipped with the 6.6L Duramax or the small-block 6.0L, all 2011 Silverado models 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 Chevrolet backs its trucks for everything the road offers.
While you’re putting the hours in and going deeper into the Final Fantasy XIII plot, Square Enix is cooking up a way to get you to pay them while you promote their game let you
2011 GMC Sierra Denali HD – Click above for high-res image gallery
Not even a month ago, at the end of our post on the 2011 Ford Super Duty engine specs, we wrote: “General Motors, there’s a big ass ball in your court.” Someone at GM has apparently grabbed their big ass racket and said, “Oh, I got this…”, then smacked the ball right back into play. The Ford‘s measurements 390 horsepower, 735 pound-feet of grunt. The General has just announced that its 6.6-liter Duramax turbo diesel has 397 horsepower and 765 lb-ft. of torque, a jump of 32 horsepower and 105 lb-ft. over the previous Duramax.
A closer look at the numbers does reveal some give-and-take, however. The Ford’s maximum tow rating is 21,600 pounds, while GM’s is 20,000 pounds. And while not exactly engine related, the Ford truck also has a higher max payload than the GM twins. Still, the RenCen pickups take the power crown, and the new Duramax is more efficient than the previous one – GM didn’t put a specific mileage number to it, but claims 680 miles of highway going possible from the 36-gallon tank. You’ll find GM’s press release on the new engine after the jump.
In related news, GM has released the first image of its GMC Sierra Denali HD pickup, mechanical and sheetmetal twin of the Chevrolet Silverado HD. There’s an additional press release after the jump for it as well.
So… anyone else want to take a swing at that even bigger ass ball?
The Melbourne Taxi 2020 Concept was created by Damian Lucaciu, a student designer from the RMIT University, Australia. The project involved the computer design of a green alternative fuel vehicle that would help clean up the streets of Melbourne.
Chairperson-Elect, Vice-Chairperson, Secretary-Treasurer, Political Activist (two positions), Public Relations Coordinator
