#New 2021 Chevy Avalanche

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2021 Chevy Avalanche For Sale, Price, Release Date

2021 Chevy Avalanche For Sale, Price, Release Date

2021 Chevy Avalanche For Sale, Price, Release Date – The Chevrolet is looking to relaunch just one of their most excellent pickups – The Avalanche. Following your device was cancelled 5yrs prior, General Motors is again centring on the pickup section. The famed American clients are some of the best contenders in this class, within the Regions and all over the world marketplace. The 2021 Chevy…

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2021 Chevy Avalanche Concept, Price, Redesign, and Specs

2021 Chevy Avalanche Concept, Price, Redesign, and Specs. Can we see another return in the truck market? According to rumors, the 2021 Chevy Avalanche could be back very soon. Well, the companies are considering old names instead of giving new ones to their vehicles. Ford Bronco is probably the most famous. Dodge Dakota is confirmed for 2022. Ford Ranger is already here. Honda did the same with…

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2021 Chevrolet Avalanche News, Pictures, Specs, and Price

2021 Chevrolet Avalanche News, Pictures, Specs, and Price

2021 Chevrolet Avalanche News, Pictures, Specs, and Price. It is hard to believe, but the 2021 Chevrolet Avalanche could finally come back. This truck was in production for two generations, but it never reached the popularity of its siblings, Chevy Colorado and Chevy Silverado. After seven years, it will be available again. Well, previous buyers remember the Chevy Avalanche as the versatile and…

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New 2021 Chevy Avalanche Release Date USA New 2021 Chevy Avalanche Release Date USA - Since GM discontinued Chevrolet Avalanche, […]

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2021 Chevy Avalanche Price, Release Date, Rumors

2021 Chevy Avalanche Price, Release Date, Rumors

2021 Chevy Avalanche Price, Release Date, Rumors – Carrying out a few-season cessation, the General Motors (GM) is able to introduce that 2021 Chevy Avalancherelease that will keep its existing design strategy. The adjusted design is generally aa number of-front door vehicle that fits close to 5 travelers during consolation. Any meant system delivers crucial variants and fantastic redesigns; your…

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This Chevy Avalanche Will Amaze You With It’s 6.2 Liter Swapped Engine

New Post has been published on https://coolcarsnews.com/2021/02/01/this-chevy-avalanche-will-amaze-you-with-its-6-2-liter-swapped-engine/

This Chevy Avalanche Will Amaze You With It’s 6.2 Liter Swapped Engine

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IRS or Die: How the 2021 Chevrolet Tahoe Got its Independent Rear Suspension

Not everyone would put their job on the line for an independent rear suspension.

Tim Herrick is not everyone. The career engineer at General Motors spent the last four or five years working on the massive truck program known as T1 that underpins GM’s light-duty pickups, heavy-duty trucks, and full-size SUVs.

The plan was always to distinguish the big SUVs, Tahoe and Suburban, from the pickups. On Herrick’s wish list from the start was an independent rear suspension for the SUVs. Ford has had an independent rear suspension on the Expedition and Expedition Max for years. Herrick knew the benefits, and he wanted it for GM’s large SUVs even though the pickups continued to use a leaf-sprung solid rear axle.

“We took a number of runs at it,” said the man whose work on trucks dates back to the Chevy Avalanche that went into production in 2001. It was an expensive request. Not only are the components heavier and more expensive, but it also would require tearing up the assembly process and building a new body shop at the plant in Arlington, Texas.

It was a big ask, even on a vehicle program unprecedented in size, scope, and the billions in capital investment. But the large trucks and SUVs are GM’s best-selling and most profitable vehicles.

“This was timely,” said Herrick this week ahead of the global reveal of the 2021 Chevy Tahoe and Suburban that go on sale next spring with—you guessed it—their first-ever independent rear suspension.

Getting approval, after many requests and rejections, was a big deal. “I can tell you the date and the time,” said Herrick. “It was a few years back on June 16, at 10:30. I went to a certain meeting and got approval to do it. It wasn’t the first time we asked. We had to really push to the point where I might have staked my career on it.”

That is hyperbole, right? Swapping out a live rear axle improves driving dynamics and provides a lower flat floor resulting in more passenger and cargo space and seats that slide and fold flat. But are the benefits worth staking a lengthy career on? Or his position as executive chief engineer for full-size trucks?

So how did he prevail? “I sat with a certain leader of our company and I cut a deal,” Herrick told MotorTrend. “It was multimillions of dollars and I told this person that if they thought that this was a bad decision and we launched this, well, to say I staked my career might be a bit strong but I said, ‘I’ll make you a deal: If we get to the reveal, or if we launch this and you think this was a dumb idea, I’ll hand you my badge and let you walk me out.’”

Herrick still has his badge. He was on stage presenting the new SUVs to the media and dealers in Detroit this week. He was recently promoted to vice president of Global Product Programs. He said those who were part of the decision are extremely happy.

“We really pushed,” Herrick said, convinced the packaging benefits, safety benefits in the way the rear rails straighten out to control the load and lessen the impact in a rear crash, and the way the SUVs now drive, all prove it was the right decision.

“It is segment-leading ride and handling compared to our competitors,” he said bluntly. “We make them look bad.”

Ford uses a five-link rear suspension in the Expedition comprised of two trailing links and three lateral links per side. Chevy has a four-link design using one very long trailing link and an equally long lower lateral link that carries the spring/damper mount and two upper lateral links, as well as coil springs and a stabilizer bar, all scaled to meet the grueling requirements of large SUVs while providing better ride isolation on rough surfaces and sharper handling response.

“I know ours is better. I have data that shows it’s better,” Herrick said. “Ford had to cobble it into their architecture whereas GM took a clean sheet of paper and drew it how [we] wanted it.”

The new chassis is designed to provide a smoother ride, especially on uneven pavement and unpaved roads because each rear wheel can handle road conditions separately. Aiding that effort is GM’s Magnetic Ride Control damping system as well as Air Ride Adaptive Suspension which is available on the top High Country and Z71 trim levels. Air Ride offers load leveling at all four corners of the SUV and can adjust the vehicle height by up to 4.0 inches.

Among other competitors, the Nissan Armada and Toyota Sequoia both have independent rear suspensions, as well.

GM’s T1 program started with the Silverado and Sierra light-duty pickups in the summer of 2018, followed by the heavy-duty pickups a year later. The 2021 Chevy Tahoe and Suburban will head to dealers in the spring of 2020.

The SUVs were planned to be different from the trucks from the start. Components no one sees could be shared, but anything the customer could see or touch had to be unique, including the instrument panels, seat coverings, panoramic roof, and the choice of nicer materials. Herrick said the SUVs share less than 25 percent of their components with the pickups.

The Chevy SUV family has also expanded, growing from three trim levels to six, based on consumer feedback that people like the different personalities of each trim. Pains were also taken to better differentiate the Chevy SUVs from the GMC Yukon and Yukon XL that we will see for the first time early next year. We also eagerly await the new Cadillac Escalade.

The post IRS or Die: How the 2021 Chevrolet Tahoe Got its Independent Rear Suspension appeared first on MotorTrend.

https://www.motortrend.com/news/2021-chevy-tahoe-engineer-puts-job-line-independent-rear-suspension/ visto antes em https://www.motortrend.com

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2021 Bollinger B1/B2 Electric Truck and SUV First Look Review

Talk about “white space.” If you’re looking for a pure electric off-road-optimized Class 3 four-door pickup or SUV with a 5,000-pound payload and 7,500-pound towing capacity, you’ll have to wait until early 2021 for the Bollinger B1 SUV or B2 pickup. (Oh, and there’s no relation to the snooty Champagne, so pronounce it BOWL-in-jer.)

What possessed Robert Bollinger, who studied industrial design at Carnegie Melon University but ended up running and selling a profitable organic hair-care products business, to start an electric Class 3 truck company? He owned a farm in the Catskills region of upstate New York and was unhappy with the truck options available to him. Off-road capability was of high importance, as was heavy-duty capability and silent green operation. Such a truck was unavailable, so he looked into building one.

While most folks might struggle to fit 5,000 pounds of anything normal in a 6-foot pickup bed (72 sheets of ¾-inch plywood would do it), clearing the 10,000-pound gross-vehicle-weight rating hurdle for Class 3 greatly simplifies the task of designing and developing a truck, as airbags and many other safety systems are not required. Anti-lock brakes are required, and although stability control is not, Bollinger is developing an ESC system. The company is also conducting rigorous simulation testing of side-impact pole crash tests, roof-crush tests, and others to ensure the trucks provide expected levels of occupant safety.

Of course, energy and budget saved on the airbag front might have been more than consumed designing a suspension to handle Bollinger’s off-road and load requirements. A cross-linked hydropneumatic suspension shoulders the load and provides ground clearance that can vary from 10 to 20 inches, thanks in part to a portal-axle design similar to those used on the Hummer H1 and G-Class 4×4-Squared, where the shafts delivering power are located above each wheel’s centerline, and they drive the wheels through a gear reduction. Here, as in the Hummers, braking is via inboard discs at all four corners.

This suspension offers some unique benefits. By cross-linking the corners, there is no need for an anti-roll bar, and with the flick of a switch this hydraulic link can be disabled, providing the effect of a disconnected anti-roll bar for maximum articulation of each wheel. Another great feature: The self-leveling suspension also effectively alters the spring and damping rates as the load increases, so Bollinger claims that the ride frequency (and hence comfort) changes very little from empty to fully loaded.

Power resides in a very large battery pack (74 x 59 x 8 inches and 120 kW-hr) that resides in a structural carbon-fiber box under the floor. It then flows to front and rear motors that are wound to Bollinger’s unique specifications, allowing them to operate at up to 12,000 rpm (about 2,000 more than most similar motors). A two-speed gearbox is used to permit both precise torque delivery at low (off-road) speeds and reasonable highway performance. Motor-control electronics provide a virtual center differential lock. The motors each produce 307 hp and 334 lb-ft of torque and are said to be capable of accelerating the trucks to 60 mph in 4.5 seconds. Company simulations suggest the big battery will last for 200 miles (on the EPA’s test cycle), or for about 10 hours of off-roading.

That’s pretty impressive range given the friction involved in those six gearboxes, the big knobby tires, and the truck’s, ahem, “aerodynamics.” (The drag coefficient reportedly matched a Wrangler’s when tested in the same FCA wind tunnel, but the frontal area is considerably larger.)

Like the Hummer H1, the B1 and B2 offer just four bucket seats, but here they’re separated by a load floor that’s even with the rear cargo floor. In the case of the B2 pickup, there is a Chevy Avalanche–esque “midgate” that folds flat into the rear load floor, and the back glass can either flip up or be removed. Removing the rear buckets is a simple matter of unlatching and lifting them out to provide a 9.5-foot bed. Another party trick both models offer: The frunk is accessible by a front “tailgate,” which also folds down flush with the continuous load floor that runs from tailgate to tailgate. You could transport telephone poles horizontally in a B2 if the terrain and road conditions permitted.

Other cool features include four roof panels that pop up to vent or come out for open-air motoring. These are available in glass or aluminum. The side windows open by sliding sideways, but they also come out for a fully open-air feeling. And the doors can be removed. Removable “consoles” can be snapped into holes in the floor between the front and rear seats, but these are primarily tablelike armrests that preserve the aforementioned telephone-pole pass-thru. There will be no fifth or sixth optional seats clipping into those console mounts, as there’s not enough headroom. Air conditioning flows up into a cross-car vent system located just under the windshield. The three individual vents can be rotated toward the windshield for defrost, toward the occupants’ faces, or rolled to a closed position.

The interior is designed to be hosed out, and the exterior is (industrially) designed first and foremost for ease of manufacture. All the exterior sheetmetal can be cut and bent without stamping dies, and most are bonded and riveted using exposed rivets to enhance the industrial look. A few underbody panels might require stamping. The front corners will be cast. The structure and the body are made of aluminum, but the independent suspension members are mostly steel.

Bollinger has brought the design to the “beta” prototype stage as shown using its own money. Between now and the proposed start of production in late 2020 (with deliveries in early 2021), the company must secure additional funding and a third-party manufacturing partner. Production estimates are pegged at 1,000 for the first year, with a mix tilted toward the SUV. Commercial and (non-tactical) military sales are expected. So far, all lips are sealed as to pricing—our $100K to $120K estimate is entirely a guess, and the value proposition that represents will be entirely up to the buyer. You get a lot of power, a lot of battery, a 15-kW inverter to run 110-volt accessories from the eight available plugs, and the rugged no-nonsense look of a press-break-built DIY Land Rover Defender. If you’re in the market for an electric Class 3 truck, it might be quite a wait for your next option.

2020 Bollinger B1 & B2 BASE PRICE $100,000-$120,000 (MT est) VEHICLE LAYOUT Front/rear-motor, 4WD, 4-pass, 4-door truck & SUV MOTORS 2 x 307-hp/334-lb-ft AC electric TRANSMISSIONS 2 x 2-speed automatic CURB WEIGHT 4,800-5,000 lb (mfr) WHEELBASE 118.8 in LENGTH X WIDTH X HEIGHT 171.5-207.5 x 77.2 x 72.7 in 0-60 MPH 4.5 sec (mfr est) EPA CITY/HWY/COMB FUEL ECON Not yet rated (est 200-mile range) ON SALE IN U.S. Early 2021

 The post 2021 Bollinger B1/B2 Electric Truck and SUV First Look Review appeared first on MotorTrend.

https://www.motortrend.com/news/2021-bollinger-b1-b2-electric-truck-suv-first-look-review/ visto antes em https://www.motortrend.com

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2021 Chevy Avalanche Interiors, Price and Redesign

2021 Chevy Avalanche Interiors, Price and Redesign

Competition in every segment of the automotive industry is getting bigger and bigger, so it’s no wonder that even established manufacturers are compelled to constantly offer something new. Chevy is in the same positions and, in order to improve their already great sales results, plans to re-introduce another familiar nameplate. This time, it is about 2021 Chevy Avalanche.According to the latest…