With Ford launching an all-aluminum F-150 next year, there is worry that General Motors “didn’t go far enough in terms of weight reduction and powertrain improvements” when it comes with the all-new 2014 Chevrolet Silverado and GMC Sierra 1500 full-size trucks. But according to a Reuters report, GM has a few innovations it will be periodically implementing in the new K2XX trucks as time goes on.
One supplier sourced tipped Reuters that a special aluminum-intensive version of the Silverado that could be up to 250 lbs lighter than what’s current, while returning 20-percent better fuel economy over what we already see. A 20-percent improvement over the 24 mpg highway rating from the 4.3L V6 EcoTec3 engine would be nearly 29 miles per gallon.Â
“We’re going to look at all the levers we can pull – materials, aerodynamics, powertrain – to continue to improve fuel efficiency, both on an interim basis and as we go to the next-generation trucks,” according to GM spokesman Tom Wilkinson, though he declined to discuss the automaker’s specific plans.
It’s been long-rumored, and expected that GM will implement eight-speed transmissions into the trucks, which will help increase mileage. There may also come a more extensive use of composite and other lightweight materials where possible.
That said, don’t expect an all-aluminum Silverado or Sierra in the near-future, as “GM can make some changes (in materials) when the Silverado and Sierra get a mid-cycle freshening, but GM may not be able to implement an extensive shift to aluminum until the next-generation trucks are ready toward the end of the decade,” according to Reuters sources.
GM’s new K2XX trucks are currently 250 to 400 pounds lighter than the outgoing GMT900 models.
Comments
An all-aluminum bodied pickemup truck?!? That can’t be cheap to do, from an engineering or materials standpoint.
It will be interesting to see what lengths the manufacturers will go to become the first full size truck with the coveted 30mpg listed on that window sticker.
I closed the door yesterday on a 2013 F150 and the entire outside door skin vibrated like a tuning fork. I could actually push the door skin in 1/4 inch with no pressure at all. I can just imagine what the body skins will be like with aluminum skins. Remember, these are trucks that get banged and bumped on job sites, farm yards/fields, and so forth. Plus, insurance claims will go through the roof as with the cost of repairs, so expect the insurance on an F150 to skyrocket once insurance companies have had to pay for some repair claims with aluminum costs.
There are parts like the hood and roof which seldom see any abuse that can get away with aluminum skins, but not the side body panels.
There are other ways to get better fuel economy such as variable valve lift, 8-speed transmissions, rear axle ratios, forged aluminum suspension parts, etc like the new Silverado has or has coming.
There was an article awhile back on this site that talked about a new composite material that is lighter than aluminum and stronger than steel. Whatever they choose to do, I’m not worried. They do durability and I doubt they would put something out there that would not hold up.
Carbon fiber
I was disappointed the new truck did not show more advancements in lighter weight materials.
With it coming later I suspect they were caught off guard and are now playing catch up with Ford.
I just hope their mid term fix is impressive.
Ford is being forced to go lighter on the weight of the truck in order to get better fuel economy because of their engine choices. The ecoboost gets nowhere near the mileage Ford boasts about once it is at highway speeds where the turbo is always working. We took a 2013 Ecoboost lariat and a 2014 Silverado LTZ 5.3L down the highway yesterday for 30 miles out and 30 miles back, one behind the other. We took off at same pace, locked cruise on at 100 km/hr (62 mph). The 2014 5.3 Silverado got 2.2 miles per gallon better than the ecoboost. This is calculated on an actual fill at the pump until the pump clicks off (not the DIC’s). A buddy of mine brought the F150 from the dealership he sells at and I supplied the Silverado from the dealership I manage at. Even he was impressed and admitted the ecoboost has had lots of fuel economy complaints. It has the power, but how much power do you need before you need the truck beneath it to be a HD platform.
There is only so much Ford can do with a turbo’d V6. Up the turbo for more power and it will use more fuel. Reduce turbo for better fuel economy and you get sluggish performance and more turbo lag. So make a lighter truck. Direct injection is the only thing that help them somewhat.
The frame and structure of the aluminum Ford will no doubt be strong and will pass durability testing (and made of steel). It’s the skin that takes the bumps and bruises that will be the issue. There are other materials that are lighter/stronger but they cost more to use. It will be a balance between what a consumer is willing to pay for those materials versus cheaper aluminum.
If I can have a steel truck that gets better mileage or the same mileage of a lighter aluminum truck, what do I care what the truck actually weights. Plus, don’t forget that a truck needs to weigh a certain weight to be able to handle the higher towing capacities trucks have today, otherwise the trailer will control the truck in certain situations.
I like the idea of using lighter weight materials in trucks to make them more fuel efficient and I really like the new designs for the Silverado engines that can get the great fuel economy and still be capable truck engines. What I don’t understand is, why GM is reintroducing a midsize truck (which I assume will get around that 29 mpg number) when this truck can get that number. I am all for the next midsized truck but if it is going to suffer the same fate as the S-10 and Colorado of only getting 1 mpg better than the Silverado it seems like a waste of money developing the new whatever it will be called midsize. Hopefully, the midsized that hits the market will start off getting 29 mpg and by the time the full size trucks get to that number the midsize trucks will be getting in the mid-30s so there will be a point to having both of these trucks in the lineup.
I wonder how saturn like panels would hold up on a truck. They were light weight, could take a hit, and were easy to replace.
As a owner of a Fiero and knowing the issues of the very same panels I am not sure if GM will revisit this. It is mistaken that plastic panels are lighter because while the panel is lighter there has to be steel under it to hold it up and support crash standards. My Fiero is 2700 pound with a full plastic body but it has a lot of steel under it. Most steel cars of that size were 2400 pounds.
Fit is also a issue as plastic grows and contracts and panel gaps grow and shrink. My car will make noise sitting in the sun as the body expands.
GM has tried plastic fenders hoods and other body parts on many cars from Mini vans, Camaros to Bonneville’s. They all stopped it after a year or two or at the end of the life cycle of that gen.
GM was even close to a plastic bed but killed it late in development due to un named issues.
I suspect we will see most of the weight come out of the frames with aluminum Also Aluminum panels are already being used as well as boron steel and magnesium. These are more expensive but they do the job. Other areas like suspension parts will go on a diet too as there is a ton of weight literally in rear end housings, drive line and springs.
Study on the history of the plastic panels and how it just never took hold at GM no matter how hard they tried. It once was expected to be on all cars and today the Vette is all we have left in much of any major panels.
Lets get one thing straight here even with the MPG advantage GM is marketing neither truck will reach the needed numbers as they are with the engines they have. The regs for CAFE on 1/2 ton are no very forgiving and with 2025 just 10 years out there is a hell of a lot of change coming our way.
As for the Turbo engine it can be tuned to get more when the time is called for.
Also for the turbo working down the highway that is not how they work unless you are on a hill or hauling a load.
The reality is Turbochargers work under loads like taking off from a stop and on a hill. On flat highway at a constant speed even with a load most turbo engines will not be into any boost and if they are it is generally low.
My Chevy Turbo down the road has a -8 to a +5 PSI down the road and under a load it may see 23 PSI but that is only under hard acieration and under a load.
The Turbo engines use more fuel like any other engine in stop and go not on the highway. Also note that most Direct injection systems will not use any fuel coasting Turbocharged or not.
Also Lag Is minimal as my Turbo has nearly none and in fact the kick down in my Chevy trucks transmission has much more lag. Neither are bad at all and the Turbo is anything but sluggish. Fords system is very similar.
The key to the turbo engines is the flat torque curve were they can get the max torque low down like a Diesel and keep it all the way up. My Turbo has 315 Max Torque at 1800 RPM and holds it till I hit 5300 RPM. Few non turbo engines can do this. It also gets the mass moving easier and lets you get off the gas to gain MPG. At least that is what the GM drive line engineer claims.
The only thing that will fix what hurts the trucks is mass. It is a case of simple physics and when you are hauling around 3-4 tons empty it takes power to move it to make power it uses energy and that in a nut shell is your MPG. A fine balance of power and weight is what get the MPG and the easiest way to do so is lose weight in the truck with either lighter weight materials or to cut the size. Between these two choices the lighter weight materials are the one that will make buyers most happy.
But even with that said trucks like the new Colorado could be the next step in size reduction. The Colorado at some point could become the 1/2 ton model just as the Ranger from overseas could be the new F150. Things are dire in this segment as it is the money maker and companies may have to fundamentally shake this segment up and stand it on end and find ways to get more MPG and not hurt sales.
Please note the 3/4 and larger trucks have less CAFE restrictions coming as of now and most companies my exploit this loop hole. We could see the present 1/2 ton trucks work up to a light 3/4 rating to miss the 1/2 ton requirements and the Colorado pick up the 1/2 tons rating sales.
One thing for sure no matter what anyone does the truck segment will not look like it does no in 10 years.
As for turbo engines I would recommend reading up on the modern Turbo engines as what used to apply is no longer true in most cases based on what people still believe. The new things they are using and the use of computers, DI and VVT has changed what these engines do and how they do it. At some point GM will have to start using them as engine will have to get smaller. The present Chevy is a great engine but it is reaching the limits of the tricks GM can use with out cutting size. When size goes is when the turbo comes in.
Keep in mind this is not how I feel but what is really going on. I would also recommend reviewing the CAFE and how it applies to trucks as if you were a product planner you would get little sleep these days knowing what they face.
Agreed. I have had a turbo Supra and Soarer (lexus Coupe) as well as played with EVOs, Subys and SR20s. My current “daddy mobile” is a 5600lbs Ecoboost Ford Flex. And what you say about turbo engines is corret. I’d say the biggest complaint with the Ecoboost V6 is the transmission not the Engine itself. The gear spread in pretty agressive and short in the first 3 gears. My Flex also has a interesting tendacy to hold gears unless you trick it by letting off the gas at the rpm you wish for it to upshift at.
In other words, when I play with the accelerator position I can get it to drive very economically. When I just let the tranny do what it wants; my gas milage is in on par with a bigger V8 pwrd SUV. Steady state drving on the highway is excellent for a vehicle it’s size though. (just needs a bigger tank) And with 355lbs/ft of torque from just off 1000rpm to around 5500, the acceleration is pretty phenominal – a seamless unending surge of push!
But with a heavy curb weight and AWD; plus all the options – I’m more than happy with 21+mpg on the highway, and mid teens in the city.
I think Scott isn’t too far off what is going to happen in the truck market since the current 1/2 ton truck are in reality 3/4 tons (at least working off the definition of a 1/2 ton being able to haul 1000 lbs.). The current generation is rated at 1500lbs if memory serves and that falls under a 3/4 ton truck definition. Taking into account the current midsize market they are already closer to half ton with non HD silverados being lighter duty 3/4 tons.
Yes you are correct as the 1/2 trucks keep growing in size and capacity they near the 3/4 ratings and could be changed over to a light easily. In years past GM had offered a Heavy Half ton that carried more but this time it would be the reverse.
They keep spreading the word that the new Colorado will nearly do what any 1/2 ton full size but their aim is MPG with this truck. Most will be 4 cylinder and some V6 but I do not expect we will ever see the V8 in it. Also note they are looking to Diesel in it too.
the other factor is Ford has a Ranger overseas already and while they say no plans to bring it here now could all change once the CAFE goes up. It is already a well sorted truck and could be brought here with little trouble.
The Automakers understand that most trucks are running around empty most of the time in the 1/2 ton class. They need to find an appealing package that still looks large but cuts mass to get the needed MPG.
The automakers understand what is coming is not going to change for the better and if they can start the change little by little over 10-12 years the impact to the customer base will be much less.
A lot I believe will hinge on the Colorado trucks being accepted buy those who gas MPG is a factor now and build on that.
I also expect in time the full size trucks will get even more expensive and the so called mid size will remain cheaper. This will help guide buyers to the cheaper truck As it is now the full size are not that much more and present a better value for what you pay over the last Colorado even if you did not need a truck that large.
Either way I just do not see the present engine getting much more MPG as the they already have cylinder deactivation, Variable timing, Direct injection and many other tricks. Changing gears is not going to help much as gearing is needed to pull and haul loads even with smaller engines. The 8 Speed will help a little but there are limits there.
The real issue is city miles as 17 MPG is not going to cut it no matter if you are getting 30 Highway.
All I know I am glad I am not the one who has to make a call on what to do here. All you can do is read the rules and look for the loop holes in the regulations.