These trucks are GM's most profitable best selling vehicles. I think its safe to say they will be at auto shows. I would think not until after the Detroit show though in January since that should be the first introduction to the public.

 

Philadelphia's Auto show runs with Detroit's show. Hopefully GM can spare a couple and send them to the Philly show.

 

Took this from Chevy's site:
So does this mean the engines will collectively have the most HP, or is the 6.2 going to be a monster itself?

 

Is the new extended cab going be referred to as a mini-crew cab?

 

I don't know, but I wondered how much longer GM was going to hold onto the suicide doors.

 

go back? They are replacing the old 4.3 which was a 90 degree motor. They are shooting for a motor that is more torque heavy than the other v6s they have. The old 4.3 was really actually pretty torquey

you think chintzy black plastic (that fades and turns to **** in a few years) looks more expensive than that section being painted???

Im sure you wont be able to get a regular cab until late in the year. Thats the way it was for the last new one

 

I was thinking the same thing. My 2000 is all paint around the windows and looks great.

 

So maybe I chose my words wrong. Maybe I should have phrased it: Why stick with a 90 degree V-6?
How much more torque are they gaining (by percentage) over a 60 degree V-6 and how much NVH are they giving up to do it?



No, I felt like just making that statement for no reason whatsoever.

 

It isn't the 90 vs. 60 degree issue that nets more torque. It is the extra displacement (and, I'm assuming, the well-flowing Gen5 architecture). I'm guessing the 60 degree V6 family is probably displacement limited to something like 3.8L or so. Perhaps they decided to use the relatively compact pushrod small block as a basis to get ~300 hp (to match other base V6s) but with over 300 lb-ft of torque (far better) while still offering competitive fuel economy and, likely, lower cost.

 

They are gaining 0 torque. You don't gain any whatsoever from the configuration of the crank, or the bank angle really. It is mainly just dependent on your displacement and the VE.

Indirectly the story is different. If they use the SBC block as a basis they can likely get more displacement (bigger bore, stroke) as opposed to the care based engines.

As far as NVH, they probably lose more from it being a pushrod motor than from it being a 90*. That is assuming it is a split pin crank, in which case it is even fire and in that respect not really greatly different than a 60* V6. Only downside is the crank is weaker, but they aren't trying to get 1000HP out of it anyway. Also assumes that you have a balance shaft, which all the 4.3's have had since the mid 90's.

 

Not only will they get more torque, it will be at lower RPM. Also look at the 4.2 I6 to get an idea of what GM can do with a higher displacement 6. It got 270-290hp 280tq 10 years ago without direct injection.

 

Guys, it wasn't me that linked torque with bank angle.

VladimirSteel said this:
after I had asked why use a 90 degree V-6.

He's implying that more torque can be created with a 90 degree V-6 rather than a 60 degree V-6.
And since he implied that, I'm trying to determine how much more torque he thinks can be had from a 90 degree V-6 vs. a 60 degree V-6.

I know bank angle has little to do with torque output.

I'm more concerned with NVH. This new 4.3, even with balance shafts, will probably have more inherent vibrations than competitors' 60 degree V-6s. It probably will not be as smooth as the 60 degree V-6s used by other manufacturers. And I think that's a mistake.

Time will tell.

 

I'll wager they are sticking to the 90* V6 to retain compatibility with the V8s.

 

Perhaps.

From just the bank angle, you will have more end to end vibration in a 90* V6 than a 60* V6. With a balance shaft you can counter that vibration. So that part will depend on the lengths the competitor's V6 is going for perfect balance (via just motor mount tuning, or balance shafts).

You will likely get more racket from lifters and pushrods I imagine, relatively speaking.

I would assume they think the benefit of good NA torque for the base engine was reason enough to engineer a new 4.3L. Since it is based on the GenV V8s, it shouldn't really be any more expensive than engineering larger variant of the car V6s.

Additionally, if they would have went with the High Feature V6, they would have been limited to 4.0L unless they wanted to totally re-engineer the block. They would have also been forced into OHC and would have had to engineer a new system for AFM, since they currently do not have one for the High Feature V6's, and the High Value ones do not exist anymore.

 

I saw a new Silverado today at the National Farm and Machinery show. I was really underwhelmed when looking it over. It looks way to much like the current truck. I thought it would look really different in person, but I was wrong. It was an LT and was the blue/gray color that you see all the time on the current trucks. On a positive note, the new interior looks great.

The new GMC was not there, but it is suppose to be at the auto show here next week.