The (unofficial) General Motors Truck Blog

The Book's For Sale!

2007-10-14T19:25:00.000-07:00

It's official - I've sent in the copy, photos and captions to the publisher, and Rapid Transit Series Buses: General Motors and Beyond is on its way to print!

I've still yet to see the test print which, according to plan, should arrive in the next few weeks. Once that's okayed, it's off to public printing! I'm currently hearing timeframes between January and March of 2008.

That said, the book's showing up on Amazon - and they're currently accepting pre-orders. I'm not trying to be glib, but I think there's some neat historical content within the publication. I'm not calling it perfect, but if you're a fan of transit, bus or GM history, you may really enjoy this publication.

Click here for the RTS book!

I'd also be appreciative in those willing to convince their local booksellers into stocking the book, too. If you're interested, pass on ISBN number 978-1583882092. I'd be willing to autograph copies lying on bookshelves, too. I'd be willing to speak with any stockists and answer any questions, provided they contact me at:

RTSHistory (at) gmail.com
(remove the spaces and replace the (at) with @)

Thanks for all the support and interest!

-Evan

Cadillac SRX - Wrapup

2007-09-05T10:52:00.000-07:00

Goodbyes are always bittersweet, but it's hard to place what our departure from Cadillac's SRX was - was it more bitter or sweet?

Certainly, our time with the sporty ~~car~~ ~~wagon~~ crossover-utility had its sweet moments. Like we said in the beginning, Cadillac's done quite a bit up in front to revise an otherwise dreary interior. Trim materials felt solid, and the overall appearance of the IP was quite impressive.

Tick the $1,400 option box for the luxury seating pacakge, and front passengers will find themselves coddled by the most comfortable seats GM's ever purchased from a supplier. They're bolstered in just the right spaces but remain plush enough to provide occupants (provided they're not driving, mind you) the perfect space for a cat nap.

But then there's the bitter. Those front seats are great, but the second-row is a cement slab rolled in leather. That giant moonroof was great for open-weather cruising or for navigating safari-style, but it was also prone to enter into resonance while closed. Not so much so that it rattled, but enough so to create an annoying high-pitched sqeak.

That wasn't the only noise issue; in fact, Cadillac seemed to drop the ball in terms of NVH engineering. Sure, window seals kept road noise to a minimum, but engineers seemed to forget about placing insulation on the firewall: every noise that occured underhood poured into the cabin with little, if any, abatement.

This wouldn't have been a problem, but the valvetrain on this particular example of the 3.6-liter V6 amplified engine noise to a new level. Some praise the motor for being relatively smooth (which it is), but we fail to see where this engine sets new records for NVH. Hopefully the new 3.9-liter with direct-injection improves on this; perhaps it too will rectify the occasional starting issues we had with the mill. On some cold starts (by cold we mean engine temperature; it was actually in 70-90 degree farenheit climates), the motor rocked side to side on its mounts, shuddering the entire vehicle. It almost felt as if it was missing or timed improperly, but the tachometer read a constant speed. No engine codes were triggered, but it would have been interesting to read the OBD-II output to see what was going on.

Even more dissapointing is the SRX's fuel economy. The 3.6-liter V6, coupled through a 5-speed automatic and an all-wheel drive system delivered a combined economy of around 14.8 mpg - 17.4 if we put it on a long stretch of highway. Not as horrible as a Hummer H1, mind you, but in comparison, the '07 Silverado 4x4 with a 5.3-liter V8 averaged a combined fuel economy of around 16 mpg. You do the math while we craft an adjective for the SRX's performance: poor.

So, given the money, would the GMT Blog buy an SRX?

Perhaps, so long as we opted for these few options:

-Northstar V8, 6-speed automatic and no all-wheel drive. With Stabilitrak and traction control mitigating virtually all slip-n'-slide situations, why deal with the extra weight and fuel consumption of a transfer case and an extra differential?

-Magnetic Ride Control - the SRX doesn't ride all that bad, so long as you're not crossing pavement sections that lift above others. Magnetic ride control helps levy that, and if you live in a northern state, it's a must-buy.

Are there other doo-dads that we'd like? Sure, what techophile wouldn't love the sunroof or the DVD-based sat-nav? Ultimately, we prefer mechanical competence over technological sophistication, and we hope Cadillac can improve on this point for future crossovers.

The Divorce Is (almost) Final: Isuzu Leaves GM Commercial Truck Partnership

2007-08-02T12:08:00.000-07:00

If you've carefully read the news or regularly Googled "Isuzu" (I'll admit it; I haven't), you may have caught wind of the fact that, as of Wednesday, the GM-Isuzu Commercial Truck partnership is no more.

This isn't at all surprising. Since the sale of GM's stake of Isuzu to Toyota, steps have been made that hinted such a divorce was waiting in the wings. First, there's the new factory Isuzu's building in the South, followed closely with rumblings that the next Duramax V8 won't be Isuzu-engineered (that much's true). News followed soon after that Isuzu would be working briskly on putting diesel engines into Toyota's European lineup - something GM did quite frequently in order to offer oil-burning Opels on the continent.

But, the announcement that Isuzu's CV sales (isn't that all they have left?) in the U.S. will now be handled by their own organization out of California.

Well, not exactly. According to the Janesville Gazette , assembly of gas-powered W-series trucks isn't affected. A factory spokesperson claims the dissolved partnership involves only the sale, not the manufacture, of commercial vehicles.

So what's with the new plant then? No word as of yet, but we can look at it as one of two likely scenarios:

1. Isuzu intends on dissolving the manufacturing liason with GM, and moving all W-series and F(T)-Series assembly to the new factory

-or-

2. This is something totally unrelated to GM but relevant to Toyota. We've heard rumblings of diesel-powered Toyota Tundras in the pipeline; what if instead of having Hino or Caterpillar (on odd rumor, for sure) building the motors Isuzu's placed in charge?

We're waiting on follow-ups with GM and Isuzu representatives to see what impact this will have on the sale of W- and T-series trucks through GM dealers, but one early report claims Isuzu will still offer the "class 3-5" trucks (re: W-Series) through a limited number of Chevrolet and GMC outlets.

2008 Isuzu Forward - A Look at the GM T-Series To Come?

2007-06-13T13:22:00.000-07:00

When Isuzu launched the new 'Hexacube' (designer speak for 'hella boxy') N-Series six to eight months back, they promised that the next Forward (F-Series/T-Series) would utilize a modified version of the square cabin.

Boy, they weren't kidding.

The new Forward launched on Isuzu's website last week, and it looks almost identical to the the N-/W-Series. Identical. If there's any change, it's slighty beefier, particuarly on the 11-ton FSR model. For whatever reason, the added size, weight and sight glass make the cab actually seem truck-worthy.

The interior's almost carry over from the N-/W-Series, meaning operators will now have a refined interior with plastic-trimmed surfaces, an ergonomic dash, and - a new first - a passenger-side airbag.
But forget about the rest of Isuzu's jubilant press release. Why? Because should this cab make it to North America as the next GM T-Series, the rest of the underpinnings won't. Which is a shame; instead of featuring a clutchless manual transmission and 4-bag air suspension, the cab will lie on top of a modified GM medium duty frame. I'll guarantee you that chassis will be the epitomy of the word 'conservative'.

Even that's a risky bet. The medium-duty cabover market (particuarly in the class 6-8 segment) is a quickly shrinking one, and with low production and sales of the T-Series, it wouldn't be surprising for GM to drop it altogether. There's also the possibility of Isuzu suddenly dropping its GM alliance for that of its new owner (re: Toyota), and the new questions stemming from Navistar's talks to purchase GM's medium duty operations.

In the meantime, we sit and wait to see what happens. If nothing else, maybe we'll see revisions to the Giga (other than this horrid rhinoplasty) that brings it in line with the rest of Isuzu's COEs.

WRAP-UP: 2007 Silverado LT2 Z714x4

2007-06-13T11:30:00.000-07:00

Four months ago, I left home seeing a '07 Suburban LT2 4x4 parked in the driveway, and I returned to find an '07 Silverado LT2 Z71 4x4 occupying approximately the same amount of space. Consider this: both use the same (approximate) GVWR, platform, 4x4 system and 5.3-liter V8 with cylinder deactivation.

The more things change. C'mon - couldn't they have at least ticked the box for the VortecMAX 6.0-liter before handing it off to the GMT Blog?

Still, even having driven both short- and long-wheelbase GMT 900 utilities, the Silverado makes for a different yet satisfying drive. The changes between it and its SUV siblings are relatively small, yet the differences are enough to make it much more endearing to the ~~weirdo~~ progressive-nonconformist that I am.

First and foremost: I love the pickup-only dashboard. Yes, it's only on the "lesser trims" (W/T and LT), but I find it much easier to live - and drive - with than that on upper trim levels or on Tahoes and Suburbans. HVAC and audio controls - consisting of a multitude of tiny buttons - are now at a level where they can be inspected with minimal distraction. The biggest improvement is the new location of the transfer case switch (right-hand side of steering column). I can now actually see what drivetrain mode I've selected, as opposed to ducking behind the turn signal switch to read the miniscule LED indicators.

I've never owned a car without a front bench seat yet, so I'm enthralled that this truck has them as well. It took GM nearly ten years to copy what Dodge started, but the new span-to-span seat features spacious storage areas built within. The armrest features clips for papers and space for three Big-Gulps (simultaneously). In-seat storage keeps valuables both safe and (thanks to a 12-volt outlet) charged.

I'm also surprised at the truck's ride prowess. Normally, I've found most any pickup to ride harsher over broken surfaces than their SUV counterpart. Not so with the Silverado. Even with the off-road inspired Z71 package, the suspension soaks up rough pavement, potholed gravel and rough trail much better than the base Suburban did.

On the downside, room for rear seat passengers in the extended cab is tight, and the steering feels slightly sloppier than what was in the Suburban. Although the truck remains stable, the increase in feedback transmitted via the steering rack to the point where it almost feels twitchy. I'll attribute this mainly due to the weight bias of a pickup being over the front axle, but I'll be totally surprised - and in love - with a pickup that exhibits little to none of such bump steer.

GM claims its full-size pickup sales are least effected by gas prices than any other competitor, but that didn't prevent them from aiming for good fuel economy. Let's face it - at 15-16 mpg city and gas retailing at close to $3.30 a gallon, it wasn't cheap to keep the grey behemoth's thirst quelled, but the fuel economy was decent for a full-size pickup. Consider this - the V6 SRX that's currently in the driveway gets the same fuel economy, if not worse, despite its smaller motor and stature.

Some attribution for the reasonable fuel economy stems from the "Active Fuel Management" (re: cylinder deactivation), but my gripe with GM's system continues here. No, it's not noticible while switching between modes, nor does it impede accelleration all that much. My problem lies with the fact that it only seems to switch to four-cylinder mode when coasting. This system was designed to switch on during light accelleration as well, but no matter how gently the accellerator was touched, the 5.3 jumped back into eight-cylinder mode.

GM, we know performance is important, but c'mon - can't you give us an economy mode? Can't we (those who pay not only for the truck but for its fuel) a choice between balls-out performance and miserly economy? May I suggest a simplistic button that switches between two types of calibration? And may I also join the groves of armchair quarterbacks and consumers alike calling for the roll-out

My other qualm is surprising: the interior. Yes, I know I praised it not four paragraphs above, but there's still considerable room for improvement. The GM Truck Blog was invited out to GM's Milford Proving Grounds to flog their trucks against the competition. You'll hate me from a domestic-purist perspective, but from a 'all vehicles have an equal chance' point of view, Toyota's new Tundra should quickly become a benchmark for its interior, if nothing else. I've never been in a truck with so many creative storage compartments, including those in doors, armrests, seats, instrument panels, and elsewhere.

I'm also happy to see that an organized center console, capable of hanging file folders, has returned to the segment after the death of the Sierra Professional. Altogether, outside of switchgear, GM should - no, must blow this interior away when it comes to a mid-cycle refresh for the GMT 900.

But in terms of ride quality, performance and fuel economy, the Silverado's hard (if not impossible) to beat. It's been said about previous iterations, but it remains true for this generation of Silverado: it's one rock-solid package.

INTRODUCTION - 2007 Cadillac SRX4

2007-06-09T12:01:00.000-07:00

Is it a car? Is it a wagon? No, it's Superman...err, the SRX. Honestly, Cadillac's second stab at some sort of sport-utility is just as androgenous as Audi's Allroad. Some describe it as a jacked-up CTS wagon; as it rides on the same Sigma platform, it's actually just that (which brings up the odd possibility of making an AWD CTS. Hmmm...).

The last time a SRX fell into my hands was in 2003, eight months after they began rolling off the line in Lansing. That particular vehicle was completely loaded; Northstar V8, AWD, three-row seating, panoramic moonroof, etc.

Despite the content levels and the atmospherically-high pricetag, it wasn't a knockout.

Accelleration and performance was dogged by both the AWD and a slow-shifting tranny, while the CTS-cloned interior was pleasant - if you have a fetish for hard, triangular-patterned black plastics.

Three years later, there's another one of Caddy's androno-wagons sitting in the driveway. Already, I can state matter-of-factly that it blows the old one out of the lake.

The biggest change lies inside, with an all-new dash and instrument panel added for '07. After only two days of moderate driving, it's safe to say the changes are welcomed. Dash surfaces previously molded in rock-hard materials now have a pliable 'give' to them, while richly-stained birdseye maple (assuming it's real) and metalized-plastic vent trims break the otherwise-monotonous black interior. The seats resemble humanoid catchers' mitts; they're nicely bolstered and extremely comfortable even for long road trips. This particular example also is devoid of the third-row seating, which due to dimunitive size and a circus-like entry procedure, isn't missed.

Although this SRX doesn't have the Northstar or the new 6L50 six-speed, it does have GM's High-Feature 3.6L V6 with DOHC and VVT. It's good for nearly 255 hp and 254 lb-ft of torque, and for a GM motor, is actually happy to rev quickly. The French-built 5L40 five-speed auto's smooth, and when in sport mode, extremely quick-shifting. Manual mode is available - and while it won't replicate your favorite clutched-cog box, it does allow some personal control for hill grades or stopping.

Two things Cadillac hasn't touched are directly related to cost. The V6 SRX stickers at a meaty $38 grand, but with two option boxes ticked (V6 Premium Luxury Package and AWD), this example fetches just over $47,000. And with city fuel economy rated at 16 mpg, it looks to be a thirsty little bugger. Average fuel economy's still to early to call, but the in-dash multimeter's reading close to 17-18 mpg. At $3.18+ per gallon, it's nothing to sneeze at.

Still, there's two or three months left to really flog this thing, including some good trailering sessions. If nothing else, hopefully by then I can finally nail down what type of vehicle this thing is.

Can Your Rampside Do This? The Corvair AGL-4

2007-04-01T13:59:00.000-07:00

My mind does the strangest things while I'm online - today, for instance, it steered me to a site on that blissfully bizarre military transporter, the M561 Gama Goat. What I ended up finding was footage of perhaps the sweetest Corvair prototype I've EVER seen (bar the Monza GT and SS, of course...). GamaGoat.com features a sales presentation for the AGL-4 (embedded below), perhaps the most capable Corvair 95 pickup ever built by GM.

Born in the early 1960s, AGL-4 was GM's stab at a 4wd, articulated cargo hauler. Albeit the exact history is unknown, the "Research Defense Laboratories" title suggests this project may have been pushed by Uncle Sam to replace that ubiquitous Willys/Ford product. The result: an articulated tilt-cab pickup, capable of scaling some apparently rigorous terrain. Defense Research Labs didn't have a good eye for marketing; you'll note none of the scenarios pictured in the film resemble warfare in any sort.

No further specifics on how this project transformed from the sweet semi-rigid you see here to that awkward six-wheel-drive creature the U.S. Army suffered with for ages. Interestingly, early Gama Goat prototypes did use the air-cooled Corvair mill for power, but the only piece of powertrain sourced from the General for production was the Detroit Diesel 3-53.

RTS Book - Coming Soon (As In A Year...)

2006-12-04T17:33:00.000-08:00

I know I've not been a frequent blogger on this site.

But, there's a good reason. And a better reason why I'll continue not to be.

Over the past year, I've been researching the history and development of the Rapid Transit Series - or RTS - bus.

In a stroke of luck, Iconografix Publishing has taken an interest in the project, and wants to put it in print by this time next year.

In the meantime, however, I've got to continue researching, gathering images, and putting together a manuscript - within the next 6 months. All while continuing to work and attend sixteen credit hours of collegiate classes.

I'll be busy. We'll put it that way.

That said, thank all of you for your patronage, and I'll keep you all posted on the status of the book progress.

-Evan

How To Build an Astro 95 Gas Turbine Special

2006-10-18T03:11:00.000-07:00

So you've finally done it. You've gone and dropped nearly $100 for an extremely rare AMT 1/25 GMC Astro 95, including that vaulted and scarce turbine engine option.

Congratulations! You've not only captured a fine kit for your building hobby, but also my jealousy. I can only wish I could afford one.

Regardless, building the kit you hold in your hands won't give you a 'perfect' replica of the Astro Turbine demonstrator built by GMC. While the majority of what follows may constitute as "nit-picking" due to my obsessive nature regarding GMC history, there are a few major areas that need correcting before assembly.

That being said, here's at least a little bit of "detail oriented" specifics for how to "turbine" your rig.

http://img161.imageshack.us/img161/6783/astturbozh6.jpg

CAB DESIGN

We may as well start here. Luckily, for the most part, any AMT Astro kit has a relatively early Astro cab that will work with this subject.

However, there are a few matters that will need correcting. Perhaps the most obvious are the "bus-type" mirrors that mount on the front corners of the cab, as opposed to the doors. Additionally, the "L"-shaped grab rails need to be replaced by a short, diagonal rail that runs from behind the front doors to slightly above the sleeper storage compartment.

Also worth noting are the long, bullet-style cab markers, and two individual train-type air horns on top of the cab.

Do note that the grille insert differs from stock Astros in that it has a vertical and horizontal pattern. More information relevant to the grille is given below.

PAINT SCHEME
The original issue of the Astro kit sported cover art that, in virtually all regards, was the Astro Turbine. A white cab, adorned with red wrap-around stripes that sandwiched a blue strip, is in fact the paint scheme GMC used on this particular truck.

What isn't shown, however, is a pseudo-grille section that was painted just above the actual grille opening. Throughout its 18-year production run, the physical grille opening on the Astro's cab was never enlarged, and the Turbine was no exception. GMC simply made the grille appear larger by using a painted section that matched the pattern used in the truck's custom grille.

And to further ease your painting woes, the remainder of the truck's chassis equipment - including battery boxes, steps, fuel tanks, suspension, and even wheels, were all painted a matching white. The front bumper, however, was chromed, as is the one included within the kit.

ORNAMENTATION
The Turbine had some minute ornamentation changes, that, if you're anal to no end for authenticity, you may want to consider applying to your rig.

The first - and most notable - is what to do with that "GMC" script on the front of the tractor. While stock Astros sported this on the metal header between the grille and the bottom of the windshield, the Turbine had this logo moved inside the grille. Position it as high within the grille as possible.

Secondly, GMC modified the door nameplates. While normally they consisted of a large 'GMC' followed by a small "Astro 95" underneath, the Turbine changed the latter to read "Astro Turbine". Whether or not this detail is actually applicable, due to the scale size of the nameplate, is a debatable matter.

Finally, like all GM test vehicles, the Astro Turbine sported some corporate insignia just aft of the cab doors. "GMC TRUCKS" is spelled out, with a small box below it reading "GENERAL MOTORS CORPORATION". On the sleeper storage door, "ENGINEERING" is scripted in a similar font to the "TRUCKS" above, with a smaller "PONTIAC, MI" placed below that.

CHASSIS
While my eyes may deceive me, AMT's Astro kit represents a dual-axled tractor sporting a short wheelbase.

And while I don't have exact dimensional data for the Turbine, the photos I do have show a significant distance between the cab and the front of the trailer. Perhaps a 1/2" stretch of the frame rails would be in order to give an approximately correct look.

Another major error is with the truck's rear suspension. AMT provides the Astro with a walking-beam dual axle set-up, when, in fact, the Turbine was equipped with the "Astro-Aire" suspension.

At the time a relatively new design for GMC, this air-suspension system is better represented by the one included in AMT's GMC General or Chevrolet Bison kits. Consider swapping the former out for the latter - which may be a bit of work.

Note too the side-mounted accessories. There are no rear-mounted battery boxes, only small boxes encased with cab steps. Additionally, the Turbine does not sport the cylindrical fuel tanks, but a modified rectangular format. Perhaps the best bet to model these would be to fill in the notched step on the tanks AMT includes.

ENGINE
So what's the use of making a Astro Turbine look-alike if there's not actually a turbine under the cab? Absolutely none, if you ask me. I try to avoid curb-sides unless I'm extremely lazy.

Thus brings up a big issue. "What in the hell color do I paint the engine?"

While I trust the accuracy of the AMT of the past, I'm going to have to call "shenanigans" on this kit. The box illustration claims the motor included is the GT-404. As far as my records show, this particular Astro used the GT-309. It wasn't until the mid 1970s that an Astro SS was equipped with a GT-404, and sported a completely different paint scheme.

To date, the only images I have of the GT-309 are completely in two colors - black and white. While this is great for detail specifics, it doesn't allow for discernation of pigmentation.

That said, there are two routes to take with this:

Fire Red: Personally, I've only seen one GM gas turbine installed in a vehicle, and that was within Firebird I. This engine, the unrelated GT-302, was painted red, which also seems to match what AMT has depicted on the side of the box.

Detroit Diesel Green: The Astro Turbine was built sometime around 1970. What also happened that year was development of the GT-309, as well as all future commercial and industrial gas turbine development work, was sent from the GM Research labs to Detroit Diesel Allison (DDA). I've also seen a photo of a later GT-404 that was painted in DDA's infamous sage green. Subsequently, it could be argued that it would be an appropriate hue for the body.

You may be tempted to paint some additional metallic colors abound on the round sides of the engine, which are it's regenerative discs. In actuality, DDA was quite lazy, and painted the entire engine this color. Feel free, however, to detail the starter and control mechanisms on top of the engine in various shades of metal.

Also note the enlarged exhaust stacks. Unlike most trucks, these stacks were not chromed; nor were they even metallic in color. These were entirely painted white, in an attempt to call attention to the clean-burning nature of the turbine powerplant.

TRAILER
Like many of GM's dedicated show trucks of that era (ummm...the Astro and the Turbo Titan III, I suppose...), the Astro Turbine had it's own trailer, used both for display and for loaded testing.

Should you want to construct this for a complete display, finding a standard US-style box trailer should provide you a fine baseline for construction. This was painted silver, and had a wild red, white, and blue stripe wrapping around the sides of the van.

Special thanks go to Frederic Brede for providing the majority of these images.

Coming Soon to a Speed Trap Near You - The 2007 Tahoe Police Package

2006-06-29T14:50:00.000-07:00

While not mentioned in any part of GM's long lead press release for 2007, these are some of the first non-GM photographs of the new 2007 Chevrolet Tahoe Police Package.

Externally, the Tahoe is discernable from it's height - or the lack therefore of. While the GMT 900 is a huge vehicle, the stance of the Police Vehicle is a bit lower than civilian models, perhaps attributable to the 17" steel wheels, shod with P265/60R17 tires.

The rear portal for trailering equipment is closed by a plastic plug. No mention of trailering equipment, let alone towing specifications, exists on the Police Vehicle page on GM's Online Order Guide.

Internally, the Tahoe sports twin cloth buckets up front, and lacks a center console. Dashboard trim is in a silver argent color, and the cluster has been changed to sport a certified 160 mph speedometer. The rear bench seat is trimmed in grey vinyl, and all floor carpeting has been replaced with black vinyl trimmings.

According to the order guide, the Tahoe Police Vehicle will only be available as a 2WD unit, powered by GM's 5.3L V8. Equipped with active-fuel management, E85 capability, and coupled through the 4L60-E automatic, this engine (code LMG) is identical in performance (320 hp, 340 lb-ft. torque) to the 5.3L available to the public.

Additionally, while GM's write up of the "Z56 Suspension" on the Police Tahoe cites it as being "police duty", comparison of it's specifications show no change in sway bar and shock absorber diameters from a standard 2WD Tahoe. As this is still preliminary information, this is not yet certain.

In addition to the above, Tahoe Police Vehicles will also come standard with:

High-capacity air cleaner

160 amp alternator and 760 CCA battery (duals available as SEO)

Heavy-duty engine and transmission oil coolers

3.73:1 Rear Axle Ratio

Skid plate package

"Police balanced" prop-shaft

Grounding studs and radio suppression straps

A "Smart" Looking Bus, Indeed...

2006-06-20T20:54:00.000-07:00

With the retirement of their last set of 1995 Nova RTS's, Southeastern Michigan's SMART has been primarily an all-Gillig Advantage fleet.

That is, with the exception of small buses. For more intricate links to surrounding communities, SMART operates what it deems "Community Transit" vehicles, which are usually built off of light-duty cutaway van chassis.

For the most part, these have been built upon Ford F-450 cutaways, but having sold a vast number of Ford buses just recently, SMART's come up with some new machinery - Chevys, to be exact.

The C5500 above is one of SMART's newest vehicles. Equipped with the 6.6L Duramax turbo diesel V8, and an Allison automatic transmission, the chassis also sports an ElDorado National "Aero Elite 320" body measuring 32' in length, and sporting a front wheelchair lift.

While the E-450 currently represents the majority of SMART's light-duty roster, expect more C5500's in the near future, should units like 25258 perform respectably.

The Taiwanese Connection - Part 1 of 4

2006-03-07T21:33:00.000-08:00

Pop quiz: Was GM's joint venture with the Shanghai Automotive Industrial Company the assembly plant to build variants of GM's truck designs?

If you answered that question affirmatively, you're informed - but incorrect. While that particular Chinese endevaor began in 1997 by building variants of the S/T pickup and utility, GM's first foray into the Asian truck market occured nearly two decades prior.

In 1981, GM entered into a joint-venture assembly in Taiwan. Working with Tua Hung Automotive, GM owned approximately 45% of the venture, which was based in Taipei. The plan was do send completely-knocked down kits of GMC trucks, and have them assembled and sold in Taiwan.

The product line was expansive, if not bizarre. While one could anticipate commercial-type vehicles for a developing market, GM apparently anticipated selling trucks that were more recreational in their nature as well.

Taking claim as the smallest and lightest truck in the lineup was the Caballero, GMC's clone of the G-body based Chevrolet ElCamino.

For one reason or another, GM saw fit to bring the car-based truck to Taiwan, and sold it with a 3.8L V6 standard, albeit the 4.4L and 5.0L V8s were optional.

The two-door Jimmy was sold in both 2WD and 4WD variants. While GM had discontinued the soft-top option on C/K Jimmys and Blazers nearly 4 years prior, it was once again available for the overseas market.

The base engine was the 4.1 L inline-six, while the 5.0L and 5.7L V8s were available.

Suburban

For those desiring an even longer SUV, the Suburban was brought to the east in 2WD and 4WD models of both the 1/2 ton and 3/4 ton series.

The 5.7L V8 was standard. While the 6.6L V8 was available only on 4WD models, the massive 7.4L V8 was optional across all variants.

In much the same way that it represented the majority of GMC's domestic line-up, the Sierra was the largest model line in the entire Taiwanese project.

The Sierra was offered in both 2 and 4 wheel drive variants, in either the 1/2 ton, 3/4 ton, or 1 ton series. As opposed to sticking with simply one bed design, buyers could choose between the wideside bed, or the flareside step bed. As pickups, the Sierras could be ordered as 1/2 tons, 3/4 tons, and 1 ton pickups.

The 4 door crew or bonus cab was also available on 3/4 or 1 ton pickups. The only way to equip a 4WD pickup with this cab was to order a 1 ton model.

A wide variety of cab and chassis models were available. In 2WD form, one could order a Sierra chassis cab in 1/2 ton, 3/4 ton, and 1 ton models, usually with at least two different wheelbase models available. Like the crew cab, however, the only way one could attain a 4WD variant would be on 3/4 ton and one ton models.Unlike vehicles sold in the US, the Taiwanese-built Sierra chassis cabs could be equipped with a stake bed built and installed by the factory. Both 8 and 9 foot platforms were available.

All Sierras were capable of being equipped with the 4.1L L6, 4.8L L6, 5.6L V8, or the 6.6L V8. 2WD standard cab pickups also had the ubiquity of having a diesel option, but as it sadly was a year until the 6.2 V8 made it's debut, these Sierras were equipped with the infamous 5.7L Diesel V8. The 7.4L V8 was only available on Sierras equipped with either the crew/bonus cab, or as a cab/chassis model.

G-vans were also well represented in the foreign model range. Both Vanduras and Rallys were offered in all three chassis ranges, and were available in 4 different wheelbases. The 4.1L inline-six was standard, with the 5.0L, 5.7L, and 6.6L V8s available on larger models.

Contrary to long-wheelbase Rally vans sold in North America, the Taiwanese-built Rallys seated a maximum capacity of 5 people.

Cutaway models were also offered, along with the Union City built "Magnavan" utility body. All G-special models were of the 1 ton variety, and could be equipped with either the 5.7L or the 6.6L V8.

Unique to the Asian market was a bizzare G-van based pickup truck. Referred to only as the "NCO Dropside Pickup", it essentially consisted of a 1 ton G-special equipped with a cap to provide a back to the cab, and a dropside flatbed.

The bed specs read out as 11.25' long, and that it sported a 28" loading height from the side or rear. Powertrain consisted of either the 5.7L or 6.6L V8 engines.

GM also apparently felt the need to market it's forward-control chassis overseas, as well.

Not only were bare P-chassis sold in 1500, 2500, and 3500 forms, but P-chassis equipped with steel or aluminum step-van bodies built by Union City Body Company were built and marketed overseas as well.

And, being malcontent to let the bus market alone, GM also brought the B-series chassis-cowl model in CKD form. Available in 5 different wheelbases, the B-series could be equipped with the 5.7L, 6.0L, or 7.0L V8s.

Before you can call out the hypocracy of no medium and heavy models being covered in this post, relax. Of all the literature obtained on this subject, we have the most on the Brigadier, Astro, and 7000 models offered in Taiwan, and will have more in-depth posts on those models in the coming days.

For undetermined reasons, the foray was not successful in the least. By the end of 1982, GM sold it's stake of Hua Tung Automotive, and exited the Taiwanese market. By 1989, GM returned via Yulon Motors, but sold vehicles of a non-commercial matter. Hua Tung has since been purchased by a number of other consortiums, and it appears to currently be a manufacturer of Toyota vehicles under license.

How Badge Engineering Should Work - The New Isuzu Gala

2006-03-06T07:36:00.000-08:00

Unlike the blatantly-ripped off i280, i350, and Ascender, Isuzu's newest piece of badge-engineering technology not only looks good, but is quite impressive with it's physical design. And, it will never make it to North American shores.

Enter the new Isuzu Gala, unveiled at the beginning of the year. Having merged it's bus operations with those of Hino in 2004 (the new J-Bus consortium) in dire economic times, the new Gala is literally a re-badged twin of the new Hino Selega.

But that's far from a bad thing. The new Gala abandons the boxy and disproportionate look of traditional Japanese highway coaches, and emulates instead European coaches, particuarly those of Setra.

The front fascia is aggressive, featuring raked front glass, and and an upward-moving side greenhouse. Headlamps are of a HID design, and rear lamps feature individual lenses in a stylized housing.

The dramatically modern styling doesn't stop inside, either. Passengers are seated within a smooth, flowing interior, surrounded by panoramic glass, and accentuated by colored LED mood lighting. Even the operator is given an ergonomic and enclosed interior, shown below.

And, in a move uncommon to North American coaches, the Gala features safety devices typical of automobiles. Not only is the operator provided with an airbag, but passenger seating is equipped with available 3-point seatbelts - something not found on your typical MCI coach.

Under the skin, the Gala rides on an electronically-controlled air suspension, with independant front arms, and a semi-independant trailing rear suspension. Power comes from a range of Hino's turbocharged inline-six cylinder motors, ranging from 12.9 to 13 L, and providing a maximum output of 450 horsepower. Shifts are controlled by a 6-speed transmission, which appears to be a clutchless-manual design.

So, how exactly does a re-badged twin benefit Isuzu? Simple. Not only does the new Gala fill a hole in their bus line-up, but it's also one of the most technologically advanced and stylish coaches in the Japanese market, let alone anywhere. The fact that such a coach can only be attained from either of the two companies is sure to benefit sales for either brand, and may draw more attention into Isuzu's Japanese showrooms - something that's always needed.

For more information, visit either Isuzu's webpage on the Gala, or Hino's on the Selega.

Rare Beast In Stock - T8500 Tandem

2006-03-05T21:19:00.000-08:00

I love medium-duty GM trucks to no end, but I've a special place in my heart for certain models or configurations that I don't see all that often.

Case in point is the T-8500 tandem you see here. While the vast majority of T-series produced are in the 6500 or 7500 range, it's very rare to see an 8500, particuarly one spec'ed as a tandem rear drive - in stock at a dealer, no less.

And, if that weren't enough, the truck's equipped with an extremely long wheelbase. While it's wheelbase isn't not mentioned on the website, it could very likely be the EK7-code 260" variant.

This truck's equipped with a 245 hp version of the Duramax 7800, coupled through an Allison MDS3000 automatic transmission, and is available at Hardy Chevrolet of Gainesville, GA.

Merchandising

2006-02-27T08:43:00.000-08:00

I don't like to ask much of my readership here, but it's moderately expensive to attain historical research for these products.

Given that fact, I've gone and launched a way that anyone can not only support the growth of the blog, but also get some stylish wear, in addition.

http://www.cafepress.com/gmtblog is The (un-official) General Motors Truck Blog Store.

The first design I've put out for the blog is that of an old '60s GMC D-series cab-over truck, popularly known as a "Crackerbox".

The drawing is based upon an original advertisement for the truck, but has been completely drawn in Flash by me, and is directly printed upon a "ringer" baseball-style T-shirt.

I'm not attempting to rip anyone off, either. To break even, products have a baseline price. I'm only adding $1 of overhead for each item.

There are other drawings and designs in the pipeline, so if you don't see something you like at the moment, don't sweat it. And, should you not be crazy for a shirt, I can add other types of products (e.g. mousepads), should you be interested.

I'm Still Alive, I Swear...

2006-02-11T04:23:00.000-08:00

No, I'm still alive. And no, I haven't been captured by GM's PR department.

Not that I've had any reason to be treated in such a manner. Although, it would be cool to be part of a kidnapping video with myself in front of a GMT 900 prototype...

Regardless, I apologize for the lack of posting here. But, as means of a "filler" post until some more news/history is suited to be posted, consider this an all points bulletin for the moment...

The Opel Spy Shots: While photographer Chris claims that the truck portrayed did have GM NAO tags, along with a large tag reading "OPEL" in the windshield, he wasn't able to snap a photo of the tags.

And, seeing as the vehicle is otherwise a Ssangyong Kyron from the exterior, we can only speculate as to what the truck really was. Could have easily been a body transplant on the platform of the new Frontera, but as the Kyron's not sold here in the states, and as Ssangyong has more ties to DCX than GM, it's unlikely.

The pics have come down for the moment, as there's no solid way we can relate them to GM Trucks.

Gunnell on eBay: Apparently, John Gunnell, author of many automotive books, including "GMC: The First 100 Years", is selling autographed copies of his works on eBay.

While the GMC book listing I've linked to has since ended, you can look at his other items. Or drop him a note that his GMC book skimps out on some critical facts on medium duty, heavy duty, and bus history.

NAIAS: Yeah, I'm way too late on this one. Not to mention, my photographs at the show turned out kinda crappy, mainly due to equipment failure and massive crowds. The latter particuarly around the Monroe Kodiak C4500 Pickup.

Chicago Auto Show: Currently, the only truck introduction of note at the show has been that of the GMT 900 based Avalanche. I doubt GM will do much else at the show, but should hell indeed freeze over, you'll see the icicles here.

We'll have more historical posts coming soon.

Thanks for sticking with us.

Another One Bites The Dust: Historic GM Truck Building Demolished

2005-12-22T13:03:00.000-08:00

A quick drive past GM's Truck Product Center in Pontiac, MI, led me to do a double take while passing the facility. Something didn't look right.

And it hit me: the oldest remaining building on the property, the former Truck & Coach Engineering Office, was no longer a two-story yellow brick building, but a giant pile of rubble with a vast number of CAT excavators crawling over it's remains.

While the property on the corner of South Boulevard and Opdyke Road had been owned by GM since the late 1920s, the Engineering Building was part of a series of additions that were built in the late 1940s. The building, circled in red, is visible in this postcard image from approximately 1950.

Over the years, this setting's changed immensely. With the liquidation of the Heavy-Duty truck assets to Volvo, the bus lines to Dial Corporation, and the movement of full-size truck production to a new Pontiac plant closer to Square Lake Road, GM no longer had need for the plant structure by the early 1990s, and soon went to work redeveloping the land.

The section in green was sold to developer EJ Atkin, and was developed into Centerpoint, a business campus, home to a few restaurants, office buildings, and hotels. The biggest resident of this park is, of course, GM, who built it's Truck Product Center (TPC) in this area.

This building, intended to be GM's truck engineering hub, is very empty at present date, thanks to the movement of truck engineering staff to the Tech Center in Warren, MI. You can see TPC in the background of the photo at the top of this page.

The section in blue is the old powerplant for the plants, dating back to the 1920s. This was torn down in 1999 or 2000 to allow for further expansion and development of the facility, which never happened.

The section in yellow, however, still exists to date. These buildings have always been the experimental garages, and continue to be used as such for preproduction prototypes.

No information is known on what will happen to the land formerly occupied by the offices, but more than likely it will simply be paved over for additional parking spots.

The 'Sclade Emerges...

2005-11-11T10:40:00.000-08:00

Finally pulling the wraps off it's final short-wheelbase GMT 900 based sport ute (until the new H2 emerges), GM unveiled the 2007 Cadillac Escalade in Hollywood yesterday.

My reaction.

" ".

And that's not good.

I anticipated the Escalade as being the styling leader of all the 900 variations. And to be completely blunt, it really just looks like a modified Denali.

Do I know that the headlamps are xenon projectors that differ? Yes. Do I know the grille and side portholes are taken from the Sixteen concept? Of course.

I just don't find it to truly be a Cadillac. They had a chance to make it a bold, dramatic, 'halo' vehicle, and instead, it's a nicely trimmed up Yukon.

I will complement GM on the interior, which I feel looks nicer than the new Tahoe and Yukon, but I'm still shocked to see how similar it appears to be to it's more 'spartan' brethren.

And I can't argue with the 6.2L VVT V8, coupled through a tiptronic 6-speed manual transmission. The combination puts out 403 hp, and 417 lb.ft. of torque.

But we'll see. Until I see it in person, my vote is if you're searching for a luxury 900, just load up a Tahoe. It'll be cheaper, and won't vary equipment wise as much as you'd imagine...

The Chevrolet MTX Kodiak - Somehow Not Noticed at SEMA

2005-11-10T11:36:00.000-08:00

The term ‘tuner’ usually conjures up images of vehicular mounted spoilers, ground effects, and audio systems that are, for lack of a better term, ludicrous in both their size and execution.

For the GMT 560’s third appearance at the Specialty Equipment Manufacturers Association (SEMA) show in Las Vegas, NV, those same levels have been applied to a vehicle whose size and purpose is easily just as ludicrous. And, for reasons unknown, the pimped-out behemoth has been relatively ignored during press coverage of the show.

A partnership between GM Fleet & Commercial Group (FCO), Monroe Truck Equipment, and MTX Audio started with the 2005 Chevrolet Kodiak C4500 Crew cab. It was then installed with the oft-popular composite pickup bed by Monroe, along with their uplevel seat package, and air suspension for the front seats, cab, and rear springs.

In addition to body colored grille and headlamp surrounds, the Kodiak is treated to a graphics package that could be described as Salvador Dali's interpretation of Eddie Van Halen’s guitar. The truck also sports Alcoa rims, Monroe’s chrome bully bar with four 8-inch KC driving lights, polished stainless steel running boards, and a custom quad exhaust system.

MTX's handicraft was applied to the Kodiak;'s cavernous interior to ensure that both front and rear passengers are treated to a first-rate multimedia experience.

The archaic GM stock radio was ripped out with a Kenwood DVD/CD/MP3 receiver, with a flip-out LCD display. The receiver also displays navigation data, and thanks to Delphi componentry, receives XM satellite radio broadcasts. Rear seat occupants are treated to two 6.5-inch wide-screen LCD monitors in the headrests and one 7-inch wide screen monitor in the center console.

A variety of MTX Thunder Axe speakers are used throughout the truck, with a 3-way system in front door panelss, and seperates in the rear. A 15" Jackhammer Thunder 8500 subwoofer is mounted in the customized center console. Two amplifiers for the subwoofer, and two amplifiers for all door speakers crank out a total of 2,000 watts of power at 4 ohms.

Unlike other GM concepts at SEMA, this truck is very much unlikely to roll as equipped from Flint Assembly anytime in the future. Yet be prepared: with the help of aftermarket accessories, this sort of tricked-out 560 may very well be the next 'in' vehicle for athletes, rappers, and urban cowboys...

Rare 1987 GMC General Set Back Front Axle Tractor on Ebay

2005-10-21T14:11:00.000-07:00

A quick browse of eBay led to finding this, a 1987 General, equipped with the set-back front axle (SBFA) option.

This option was first offered on 116" BBC Generals during the 1987 model year, which proved to also be it's last. The regular fenders were equipped with new fiberglass units that sported staggered rectangular headlamps. It's rumoured that no more than 20 or so ever left the factory.

The truck is equipped with a Cat 3408 diesel engine, and appears to be in decent shape - aside from some damage to the right hand side fender.

You can see the auction here.

New RTS Order from Boston

2005-10-15T14:33:00.000-07:00

Even after 30+ years of existance, the RTS is continuing to find acceptance in transit fleets across the US. It's become apparent that Boston's MBTA may be yet another. Millennium Transit Services, LLC, is the low-bidder for 150 low-floor RTS Extreme coaches.

The RTS Extreme is yet another chapter in the RTS' heritage that stems from it's inception by GM in the early 1970s. Based upon a Nova Bus prototype from the late 1990s, it sports a low-floor from the front doors to the rear doors, therefore eliminating the need for any wheelchair and/or entry assist mechanisms. Nova chose not to produce this coach in order to promote their total low-floor LFS design.

As can be seen from these photos by Trevor Logan of Transit Talk, the Extreme's rear sections are higher than the low floor section. For the most part, this rear structure sections of the coach are unchanged from previous RTS coaches. The only exception to this is some re-arrangement of modules to accomodate a T-Drive powertrain configuration.

While Millennium is the low bidder on this project, it is subject to the approval of the MBTA Board of Directors. Should it receive approval, it will be the second order for both the Extreme design, and for Millenium Transit.

Millennium Transit, founded in December 2003, is the 3rd owner and builder of the RTS coach design since GM sold it's transit interests in 1987.

GM Heritage Center to Restore; Preserve Rare GMC Aero Astro

2005-10-11T07:25:00.000-07:00

During a recent visit to the GM Heritage Center, I briefly spoke with manager Greg Wallace regarding the status of their GMC Aero Astro.

Wallace has confirmed that the truck was used by Oldsmobile Motorsports throughout the 1980s and 1990s, but was unable to confirm any usage of the truck by GM Design Studios, as had previously been suggested.

Between 1983 and 1984, an estimated less than 300 Aero Astros were built. Based upon the Astro cab-over class 8 tractor, the Aero Astro was intended to improve fuel economy, particuarly when hauling loads. In addition to fiberglass front panels, cab fairings, bumper caps, and flush mounted headlamps, the Aero Astro sported an adjustable roof mounted airfoil to match various trailer heights.

At any rate, Wallace was able to save the Aero Astro from being scrapped around two years ago by making a 'buisness case' for its acquisition.
Overall, it's in very good unrestored shape, with little to no rust on the chassis equipment, and no damage to the fiberglass aero panels.

Cosmetic restoration of the truck should occur sometime within a year. Exact details on the truck's powertrain are currently unknown.

GMT 900 Revealed - Pt. II

2005-10-05T06:40:00.000-07:00

At midnight today, GM unveiled it's next version of the highly-anticipated GMT 900 SUV, the GMC Yukon and Yukon Denali.

While typically I argue that there are inherent differences between the brands and products, I'm sorry to say that aside from slightly different content levels, and front sheetmetal, there's little to differentiate the base Yukon.

While the '07 Tahoe can be described as conservatively progressive, I can't put any other description on the Yukon than conservative. Much as anticipated from the Flex N Gate CAD drawings, the GMT variant of the 900 bears close resemblance to the Envoy, GMC's GMT 360/370 platform offering.

For one reason or another, I find the headlamps to be the most disconcerting factor of the front end. They seem better suited on a Cadillac (last-gen DTS) or Buick (Lucerne), and don't tie into GMC's current design themes.

That's not to say it's unattractive. However, the Denali variant seems much more sophisticated, with the billet upper and lower grilles, monotone trim, and larger chrome wheels. Depending on taste, you'll either be amused or appalled at the standard clear-lense rear tailight housings.

The 2007 Denali is also the first GMT 900 variant to use the new 6.2L Vortec V8, and the Hydra-matic 6L80 six-speed transmission. The 6.2 features variable valve timing, and cranks out 380 horsepower and 415 lb.-ft. of torque.

Only the Denali interior was photographed for this release, and doesn't show much change from the Tahoe's interior, save for the addition of brushed aluminum accents throughout the IP region.

For more information on the GMT 900, and what will likely be offered on the standard '07 Yukon, please refer to the GMT Blog's posting regarding the 2007 Chevrolet Tahoe.

Isuzu Pulls Out of 2006 Detroit NAIAS

2005-09-26T08:30:00.000-07:00

The jokes about that headline are numerous, so we'll avoid them...

On Saturday, the Detroit News published that Isuzu Motors America will not be displaying its product at the 2006 Detroit North American International Autoshow.

This marks the first time that Isuzu will not display vehicles at the show, but it's not the first step in such a decline. Three years ago, Isuzu's display moved from the back of the first level of Cobo Hall, to a small, rudimentary stand in the basement.

Isuzu's reasoning is that Detroit isn't a large volume market for their sales, and will therefore focus their marketing on cities where the company is moderately more successful.

The downside is that these shows are smaller, or independant in nature - and have little to none of the press exposure that NAIAS has.

Testing

2005-09-21T10:56:00.000-07:00

Things on Blogger have been spotty lately, particuarly when it comes to photo hosting.

If anyone knows a cheap, high-bandwith photo hosting facility, please let me know. I hate to abandon Blogger altogether quite yet.

GMT 900 Revealed

2005-09-20T07:17:00.000-07:00

NOTE: We're currently having photo hosting trouble, so bear with us. More photos will be added as soon as possible.

GM finally pulled the wraps off the all-new Tahoe, the first production variant of the GMT 900 platform, just this very morning.

There's a lot here, so keep reading after the jump.

Those who had previously seen taboo spy photography will not be surprised, but from the exterior, the Tahoe appears to be a nice blend between old and new. While changed, the roofline and overall profile are reminiscant of the previous GMT 800 utilities, but the front fascia takes much from the Cheyenne concept of 2003.

And yes, it does look a bit like the 2006 Trailblazer.

The rear quarters show the Tahoe to have a square-like overall profile, similar to that of it's segment competitor, the Ford Expedition. In a neat styling move, the receiver hitch has been surrounded by the entire bumper fascia, which helps give the rear end a clean, sophisticated look.

Perhaps the biggest question related to styling is related to the Tahoe's interior. And while nothing absolutely revolutionary has been performed in terms of its physical layout, there is much to make note of.

Gone is the dreary, semi-wrap around truck dashboard of old, and in it's place, a two-toned flowing instrument panel. The LTZ model featured in press photography sports silver dashboard trim, which contrasts nicely to the wood applique on the center stack.

Control layouts have been significantly revised. The transfer case controls are now commanded by a chrome-edged rotary knob on the left-hand side of the IP; located adjacent to lighting controls. Steering wheel mounted pushbuttons remain, but their functions have been changed. Buttons on the left-hand side are all related to cruise control functions, and those on the right-hand side are relevant to audio and Onstar systems. Buttons for the vehicle display center have been moved to the dashboard, just to the right-hand side of the instrument cluster.

The center stack, very similar in style to that of the new Impala, houses the significantly revised audio and HVAC system controls. The LTZ shown here does have a navigation system, but the DVD logo on the unit, along with the Dolby Digital trademark, indicates to me that it may finally play movie DVDs in park, a feat prior GM navigation systems could not handle. Additionally, a second slot allows the playback of a music CD, while retaining the navigational DVD in a hideaway, second slot. Thankfully, the navigation screen is much larger, with simplified buttons on either side of the display. And for the iPod generation, an auxiliary music input jack is included at the top.

In another neat move, GM's made Rear Seat Audio (RSA) standard on all models. And in a move that surprises me, they've improved it. RSA now allows the both zones to listen to the same source, but on different frequencies. Previously, if the both zones listened to say, FM, they'd have to listen to the exact same channel. No longer is this limitation imposed on rear passengers.

The HVAC design is of interest. Gone are the scroll-wheels for driver and passenger temperature selection; in their place are up/down arrows, and simplistic command controls for modes and locations. Below that lie two 12v power outlets, and an array of other commands. Of note is the button for the Microheat sourced heated wash system. This typically is something that is automatically integrated into a standard wash control.

The Tahoe still sports three row seating, but much improvement has been made to the second row - particuarly when equipped with captain's chairs. Previously moderately cumbersome to remove and/or accomoadate cargo, these bucket seats now flip and fold against the driver and passenger seats, allowing for more cargo room. Even better, these second row seats are power flip-and-fold, The 3rd row is still a removable two-piece bench.

Beauty is only skin deep, and the GMT 900 platform sports refinement down to it's bare frame rails. The Tahoe rides on a 116" wheelbase, and sits on a fully-boxed, 3-part hydroformed chassis. Compared to the GMT 800 model, this chassis is 49% tortionally stronger, and 35% stronger in terms of beaming frequency (front-to-back flexing). The vehicle capacity is 5% greater than the GMT 800 model.

Front suspension on the Tahoe is a new independant, coil-over-shock design on both 2wd and 4wd models. The rear suspension is a 5-link design, much like the previous model, but has been enhanced thanks to a stronger rear axle, and enforced shock mounts. ZW4 (smooth, premium ride) suspension is standard on all models, with the Z55 (autoride) standard on the LTZ, and the Z71 (off-road) variety will be launched on the Z71 model, starting in late 2006. Stabilitrak - to keep the vehicle straight and to avoid potential rollovers - is standard on all Tahoe trim levels.

The Tahoe body has been equipped with extensive noise reducing features, including new door seals, headliner material, and front-of-dash designs, to help reduce interior noise. Also included are a quiet-tuned alternator, and an acoustically tuned engine cover that supposedly reduces engine noise heard within.tighter body gap tolerances, makes Tahoe quieter as it slices through the air. Tahoe also sports spray-in expanding foam, which helps reduce noise by filling in space to eliminate sound paths. The majority of this foam is located within the Tahoe's A-pillars.

And what's all this without powertrain? GM's new Gen-IV small-block V8 family is standard on the Tahoe - in fact, the smallest engine one can get will be the 4.8L V8 in late 2006, which will be standard on 2WD Tahoes. This engine still delivers 290 hp. The 5.3 liter V8 has been thoroughly changed, and sports revised cylinder blocks, Displacement On Demand, electronic throttle control, and a returnless fuel system. Ethanol (E85) capable 5.3 units will be standard on 4wd Tahoes, and optional on 2wd models. All engines are coupled through GM's Hydra-Matic 4L60-E 4-speed overdrive automatic transmission.

Not mentioned in the press reports, but included with the press photography, is that of the new 6.2L Vortec V8, codenamed L92. No specs are currently available, but it appears as this engine will be coupled to the Hydramatic 6L80 6-speed transmission. This may be saved for high-performance SUV applications, like the GMC Yukon Denali, or the Cadillac Escalade.

We'll keep you posted on any other GMT 900 developments should they warrant.

Bang A Gong, Get It On

2005-09-19T09:13:00.000-07:00

This post's basically a 'clip show' of what I consider to be favorite posts on AutoBlog.

Yes, you may very well consider this to be a case of significant man-whoring. And much like my peer across the student union from myself, who's currently cheating on his girlfriend with an attractive co-ed, I am doing this to benefit myself.

However, unlike his situation, there's no real immediate danger of being physically mutilated and killed by a jealous girlfriend. Should all go well, an iPod Nano will arrive at my door in a few weeks.

However, there are some interesting posts mentioned, and some unique insight tagged onto it. So, until I finish research on the UMTA's Advanced Design Bus program, enjoy this little diddy.

Lotus To Open More Dealerships in U.S.

In my mind, this move on Lotus' part is a good one. It's amazing to see how the dealer network shrunk, even before the death of the Esprit. I think the network in Michigan went from two outlets to one, and to be completely frank, AutoEurope is a pricky bunch, at best.

I'm sure they'd be friendly if I had $60,000 in my pocket, ready to spend, but I don't, and they're not.

I pray that Lotus's future retailers take a cue from my local McIntosh audio dealer, who let me fiddle in a room with a 12 foot stack of McIntosh componentry - valued at over $100,000 - despite me then being in my sophomore year of high school...

Chrysler 300C Touring with 3.0L V6 CRD

It's not that I've never seen these in person.

Far from it - and to prove as such, a personal shot of one of many 300 Tourings at the Chrysler Tech Center follows below.

However, I'm always happy to hear when other people agree with my logic - as in "why the hell isn't this sold here in the USA?" Get rid of that stodgy Pacifica, and give me a Chrysler cargo hauler with a Hemi. An SRT 6.1 variant would be even better.

I do find it funny to read of those who've seen them, and only belived them to be custom jobs on the aftermarket. You never know when you run into prototypes, people!

Reader Spy Shots: Dodge Nitro

Which leads me to this entry. As one who often encounters DaimlerChrysler prototypes, and used to post them on CarSpyShots.net (here's a hint for you all: LXLover may be someone you know..), I can relate to the thrill of chasing after an unknown mule.

However, it gets crazy when the test drivers get right-pedal-happy when behind the wheel. Even without photographers chasing after it, test drivers tend to drive very agressively. Having once been near-sidewiped by a disguised Bentley Continental GT two years back on I-75 and Baldwin Rd, I know this to be true.

Although I sure as hell couldn't have street raced that car - as the photographer here was able to do...

Spy Shots: Ford Shelby Cobra GT500

I'll admit it: I'm a Mustang fan. Despite having an affinity for GM Truck history, and volunteering at a Chrysler museum, I still love that thoroughbred from the Blue Oval. I guess growing up with a '65 GT convertible has that sort of dramatic impact upon a young psyche.

However, while I do enjoy the new generation of Mustang, I'm enthralled with the new GT500. I passed one on a car carrier on its way to Ford's Romeo Proving Grounds, and nearly beat the crap out of myself for not having a camera on me.

It was rectified the next week when a mule was parked at work. And after standing inches for the car, staring at it intently, for what could have been hours, the Ford engineer obliged and gave me a quick spin.

Which, for the sake of both his and my job position, I'm not ranting about here. Nor are there photos of the ride. So Autoblog's pictorial is the next best thing.

Hilton Hotels partners with McLaren Mercedes

Stuart Waterman has been the most unsung hero of the Autoblog writing staff, with informative, concise, and heavens to betsy, grammatically-sensible prose.

And while you may call that line out for sheer man-whoring, you must at least give Stuart credit where it's due. A piece regarding F1 and the Hilton hotels chain, and not a single mention of a joke regarding "scoring with a Hilton".

2005 Woodward Dream Cruise - Cool Cars

People often asked me what my feelings were regarding my grandmother's second marriage, that occured on August 20th, 2005.

I didn't have any opinions on the marriage itself - but I was pissed that it occured on the same day as the Woodward Dream Cruise, and almost 2 hours away from anywhere on Woodward Avenue.

Regardless, John Neff's writing and photography let me sense what I missed - to both my delight, and, thanks to some extraordinary vehicles present, my chagrin.

But hey - he grouped an Avanti II, Lotus Elise, Dodge A100, and a Citroen 2CV6 under the "Cool Cars" category. I just have to give a hat tip to that.

Man runs internet campaign raising funds to buy himself a Ferrari

Well, never mind. My fears of being a cop-out to win an iPod are insignificant when it comes to this bloke.

It's one thing to work for a contest. But to simply harp on the web-browsing public - and to find people who'll actually throw a quid his way - astounds me.

Where are these people? And how do I get them in my site traffic demographics?

Dave Hill - no Blue Devil Corvette on the way

This has been an almost an inside joke running at GM. The 'Blue Devil' Corvette supposedly spotted testing at the Nurburgring was simply a somewhat-modified Z06.

"Somewhat-modified" meaning it wore a split-grille, which emitted a whistling sound when cruising at high speeds. The car was powered by a stock LS7.

The gentleman who drove me in a GM-owned Z06 mentioned he didn't know the current status, but he remembered hearing that a Blue Devil suffered along the lines of an engine fire at Milford.

What he did confirm was that GM spent nearly $5,000 in fuel at the Nurburgring only for the Z06. And that the car is truly, to steal from Car and Driver, a Corvette from hell. I've never experienced a car that can break the tires in a 3-4 shift before.

Upclose and personal with the Bugatti Veyron: Exclusive Spy Shots

I will admit that I'm smitten with the new Veyron.

But despite the car's prowess, power, and capabilities, that's not what I'm amazed at.

Having been responsible for installing and ripping out National Instruments dataloggers in a Jeep Grand Cherokee, I really must say that I'm impressed with the array of equipment installed in the Veyron - particuarly while leaving most of the luxurious interior intact.

Bravo, Bugatti! Err...Bravo, Volkswagen!

2005 Chrysler Crossfire: In the Autoblog Garage Day 1

Don't think that because I want a Nano gifted to me, that I'll simply kiss derriere in an effort to please. The folks at Autoblog are, for what I can tell, competent professionals who can handle constructive criticism. The contest reads for my personal 10 favorite entries, and, while not on a positive note as the other articles were, this one still ranks up there.

I know the world of blogging is often times hectic and confusing. But there's still reasonable room to correct rhetorical errors before going to press. And, thanks to the advent of the digital age, one is able to simply edit HTML code to remove errors that somehow made it through.

With that being said, I really must ask myself how these phrases pass into publication:
Uh...if a base level Crossfire's not an 'ordinary' Crossfire, what is?
- Outside of the headroom, the interior is comfortable enough for long distances. My head would occasionally touch the roof, but I have yet to have a problem with it.
If your head's touching the roof, then there's a problem. The problem being there's not enough headroom.
Sorry if I missed something, but isn't that last line a standard procedure when reviewing a car?

The link's there so that you can see that because I removed these lines out of context, they suddenly became weaker than they originally were. This sadly tends to be the case on the majority of "In the Autoblog Garage" pieces, especially.

In the future, avoid the first-person references as much as possible, and get rid of those redunancies - and you'll truly be top-notch.

Is This A GM Turbocruiser?

2005-09-13T12:19:00.000-07:00

During the late 1950s and 1960s, the "Big Three" US automakers were busy experimenting with the next best thing, the Gas Turbine.

This development is notably attributed to Chrysler, who, among having installed their powerplant designs in vehicles from the 1950s to 1980s, let 50 Ghia-bodied special cars be driven by consumers.

Regardless, GM too had notable advancements, and usually showcased them in flashy concepts, like the Firebird I, II, and III, respectively. The powerplants were even found in sleek, futuristic trucks like the Turbo Titan I, II, and III.

But perhaps less well-known, and definately less glamorous, were GM's application of the gas turbine to transit coaches. Named the 'Turbocruiser', these coaches were relatively un-modified GM products, equipped with gas turbine powertrain.

According to GM history, Turbocruiser I was unveiled in 1954, and photography of it is not currently available. Turbocruiser II was shown in 1964, and was a 40 foot New Look with minute trim detail changes.

But what's this? This odd bus is TDH-3501, serial 001. Built in 1964, 001 was a GM Truck & Coach experimental bus. What first shocks the senses is the frontal appearance of the coach, which is that of a New Look, with the lower window panels blocked out. Additionally, the remainder of the coach body is that of the Old Look design.

However, this coach had its GMC V6 removed, and a gas turbine engine installed. But the mystery is whether this is a Turbocruiser or not?

The coach was built in 1964, which places it too late to be Turbocruiser 1 (1954), and too early to be Turbocruiser 2 (1965). However, according to notes on the Ohio Museum of Transportation's bus production rosters, a TurboCruiser 5 was built in 1968.

So could this be TurboCruiser 3 or 4, at this point? No word on that of yet. However, this bus is thankfully preserved by the Chicagoland Historic Bus Museum. After the turbine experimend, a Buick nailhead V8 was installed in the bus, and currently powers 001. The CHBM is working on converting it to run on propane.

Monday Night Pickup Trucks

2005-09-09T09:36:00.000-07:00

This past Tuesday, GMC inked a deal with the National Football League that positions the brand's products as "official vehicles of the regular season".

Which, as far as can be determined, simply means that GMC advertising will be very prominent both on televised games, and at the event itself. Two ads, somehow relating trucks to the "gridiron", will expose the viewing audience to the lineup.

Additionally, the "Professional Grade in Motion Tour" will visit Monday Night Football stadiums, and allow visitors to test drive the current product range.

Which, given the large audience of NFL programming, should help expose the brand to more potential customers.

I'm just trying to figure how an opening spot featuring, among other people, Hank Williams Jr. and tightly-clad women waving from a Sierra Denali, carries the brand's tagline of "professional grade"...

You can read the entire explanation of the promotion tie-up here.

Torrent Pricing

2005-09-09T09:21:00.000-07:00

I know one reader of the GMT Blog has been interested in the Pontiac Torrent, and as such, this may be of interest.

GM Buypower now lists the Torrent on it's build configurator, and contains estimated MSRP pricing. The FWD model starts at $22,990, and the AWD model at $24,890.

You can configure your own here.

I'm working on scheduling a test drive of a demo Torrent that just arrived at a local dealership; should it pan out, you'll read it here first.

The GM - Isuzu Cabovers; Pt.1

2005-08-27T14:38:00.000-07:00

It never fails to stand that the quickest, most affordable way to add new product is to simply badge-engineer. And while GM has resorted to such many times throughout its history, it's rebadged Isuzu tiltcabs of the 1980s helped fill an important gap in the GM Truck lineup.

With the ink just dry on the international agreement, GM began implementing it's 'strategic alliance' with Isuzu in 1971. Unlike the recent fiasco regarding Fiat S.p.A., this purchase led to vehicles being developed and placed into production.

The first fruit of this vehicular marriage arrived on U.S. shores in 1972 as the Chevy LUV, but other rebadged variants of the Isuzu KB Wasp/Rodeo pickup were sold under the Bedford nameplate as well. Global regions would again be covered with the T-Car, arguably the first true 'world car platform'.

But perhaps the most important and influential product of the Isuzu GM alliance came by way of something larger: commercial trucks. GM was looking to replace it's aging medium-duty 72" BBC steel tilt, and minimalize design costs. Isuzu had just the solution: it's range of cabover trucks; Classes 4-8.

Isuzu was looking to broaden it's production horizons, and GM offered them an outlet for that. Earlier in the 1970s, Isuzu trucks were sold in Australia under the Bedford nameplate, and their presence in South America and Africa soon became substantial.

It was then agreed that Isuzu's medium duty cabover trucks would enter the North American market in 1984. GM would market the Class 7 JCR truck as a Tiltmaster and Forward for its Chevrolet and GMC marques, respectively.

And as for the Class 4 and 8 trucks? While the 8 would never cross the ocean, Isuzu was allowed to sell the Class 4 KS22 cabover in the United States under it's own name.

The initial offerings were very limited. Unlike the range of models and GVWRs offered on the outgoing Steel Tilt, the new Isuzu was restricted to a W7 / Series 70 model, and only offered a 27,500 and 29,700 lb GVWR.

Powertrain was similarly restricted. A tilt of the cab revealed Isuzu’s GBD1-T 353 cu.in turbocharged inline six-cylinder diesel, which yielded 165 hp and produced 335 lb/ft torque at 1900 rpm. This was routed through one of two variants of a 5 speed transmission; one featring a short fourth gear ratio, and then to a single speed rear axle, or a 2-speed Eaton rear end on the 29,700 GVWR model.

What the new Forwards and Tiltmasters lacked in configurations, they made up in refinement. Comparing these new imports to the prior Steel Tilt was comparing night to day. Where the Steel Tilt had small vinyl seating, the new Isuzu sat three, and even had cloth weave available. Gone were the bare steel interior panels from olden days; the Isuzu featured plastic trim panels on doors and kick panels, and even sported vinyl headliners and floor trim.

Drivers were treated to not only standard power steering, but a tilt/telescoping steering column, and a full dashboard – not some shrinky-dink instrument cluster on a steel berm.

The trucks were also a godsend to those who were responsible for their maintenance. Resevoirs, including those for brake fluid, windshield wiper solvent, and others, were accessible through doors in the dashboard. The oil level could be checked without tilting the cab, via a removable panel on the floorboards. And, should the cab need to be tilted, a remote-start provision was mounted on the chassis for quick testing.

So how did it all work? Reasonably well. GM anticipated selling only a 1000 units in its first year. But with a total of 1300 GMC Forwards and 300 Chevrolet Tiltmasters in 1984, it worked better than expected. So popular were these trucks that total sales for GMC medium trucks rose 53%.

But this was only the beginning. And much change would come in 1986.

What's Happening?

2005-08-26T08:34:00.000-07:00

Even though things may seem to be slow here at the (unofficial) GMT Blog, things are progressing in a positive manner. It's just that - like the evolution of the RTS 03 to 04 - they're not nessecarily visible at a quick glance.

However, I hope that they'll continue to improve your visits to this page.

While the use of broadband continues to grow in residential households, there are still many who do not have a high-speed connection - myself included. As a result, rather than bombarding you with half a page of text, and 4 or more pictures, I've adopted an expandible post link.

If you're reading this, you've just experienced it. On the bottom of each post will be a link entitled 'Read More'. Click on that, and you'll be transfered to the permanent page for that posting, which contains the article and photography in their entirety.

All new postings will have no more than two photographs before the 'cut', as to lower initial load times for all visitors. A maximum of four posts initially load on the main page. Any others can be accessed through 'Recent Postings' and 'Archives' on the right-hand sidebar.

I've also gone ahead and eliminated the Haloscan TrackBack feature. I was hoping this would allow people to blog from this site, yet it offered more drawbacks than solutions - particuarly in terms of posting comments.

The Blogger comment system has been re-instated, and available at your whim. Click on the 'Comments' link at the end of each post, and a window shall pop-up for viewing old notes and creating your own.

You don't have to be a Blogger member to post a comment; however, you do need complete a word check before finalizing posting. No big deal. Perhaps someday I'll include spam robots in the site's demographics, but not at this time.

I'd really like to know what your opinion of the site is. I've tried to strike an attractive blend that's easy to use, read, and quick to load. While it seems to work for me, I'd like to know what your take on it is.

Feel free to comment on any thing that gets your attention.

Thanks again,

Evan

G Van Diesel; Class C Presentations Available

2005-08-22T12:05:00.000-07:00

There's been a fair amount of interest in the new availability of the Duramax 6.6 liter turbo-diesel V8 in the 2006 G-Vans. While (for some strange reason) limited to 2500 and 3500 cargo vans only, it's a sign that GM's expanding the market horizons of these vans - as they hoped to do when launching the new Class C cutaway chassis last year.

While most information on these trucks is relatively scarce, you can now view and download Powerpoint presentations given on these trucks during their introduction at the Wentzville Assembly Plant.

Perhaps the most interesting presentation is the engineering overview of the new Duramax-equipped vans. While it may seem relatively simplistic to put the Duramax into the engine bay, substantial revisions occured throughout.

While some changes, like interior trim bolsters, were relatively minor, many components, including the body's engine opening, had to be resized and redone in order to equip this engine. The largest changes took place in the vans' HVAC system, mostly due to the addition of a fuel operated heater.

The engine presentation also gives some interesting prototype photos of the Duramax installed. Additionally, it gives a few comparisons to the Ford E-Series vans equipped with the PowerStroke diesel.

The oft-forgotten Class-C motorhome cutaway also has its own set of presentations, mainly to prove it has a market case, and to highlight what changes have occured to the chassis. These changes consist of frame reinforcments and mounting points, heavier duty suspension, and integration of engine and transmission oil coolers.

You may download and view the presentations from the following links:

Duramax Diesel Presentations

Vehicle Presentation

Engine Presentation

Class C Presentations

Marketing Presentation

Engineering Presentation

Additional Transbus References Acquired

2005-08-21T15:55:00.000-07:00

Call it paranoia or greed, but I didn't want to count chickens until they've hatched.

The (unofficial) GMT Blog has just acquired an original Drivers' Handbook to the 1973 GMC Transbus prototype. While other prototype vehicles don't usually carry operating manuals, the Transbus did - due to the fact that it would be publically tested by operators outside of GM Employees.

Kudos must go to GMT Blog reader Bob Bray, who alerted us to this item on eBay. Photos and information will be posted once it arrives.

GM Transbus Engine For Sale

2005-08-19T12:22:00.000-07:00

While searching for any and everything related to the GM Transbus program, this interesting motor came up on Ebay.

This is a Detroit Diesel-Allison GT404 split-shaft regenerative gas turbine. This engine was primarily used for GM's experimental truck programs - notably that of the Transbus. The GM Transbus design was the only one out of three that did not utilize a conventional diesel engine.

The engine is painted Detroit Diesel sage green, and features a bellhousing that mated up to an Allison automatic - in the case of the Transbus, an HT727 transmission.

The seller claims that it came from a bus, and was possibly never used. While the latter claim is relatively unsubstantiated, it's very likely that this engine was designated for the Transbus program. Regardless, it's an extremely rare piece of automotive history as it stands.

You can view the Ebay auction here.

Muscle Trucks

2005-08-17T09:10:00.001-07:00

As I was admiring some clean vintage GM trucks cruising Woodward Avenue here in South-Eastern Michigan (including a very rare first-generation G-Van), I got to thinking. Is there a way for a GMC enthusiast to share the joy of a muscle car, without having to customize the truck?

It turns out that there is. And no, I'm not talking about the later 454 SS or the new VortecMAX packages. While Chevrolet had a car-based pickup intermittantly since 1959 (the popular El Camino), starting in 1971, GMC had it's own version entitled as "Sprint".

Was it simply a case of badge-engineering? Yes. But was it a true muscle car? With a car-based chassis, a 454 cu.in. V8, and a Muncie 4-speed manual - does it sound like anything else?

While the photos here show a '72 and '71 Sprint, respectively, it continued to be made through '77. In 1978, the El Camino moved to the G-body Malibu. When this change occured, the GMC version was renamed Caballero.

Regardless, if you're interested in a really sweet '71 Sprint, take a look at Dan Guir's extremely rare '71 Sprint SP 454. His research on these muscle trucks is virtually second to none.

Back to the Boondocks

2005-08-15T13:52:00.000-07:00

For those enthralled with scale modelling, this may be of interest to you.

Thanks in part to the efforts and expenditure of The Model King, the long-lost 1/25 scale "Boondocker" 1972 Chevrolet K5 Blazer is being re-issued by AMT.

Original issue kits have been seen reaching upwards of $50 on Ebay. Expect this kit to sell at a local hobby shop near you - or Hobby Heaven - for around $20 or less.

Truck Testin' - GM Trucks on the Proving Grounds

2005-08-14T23:48:00.000-07:00

It almost never fails that any design looks better on paper than in person. Inherent flaws, quirks, and nuances that cannot be expressed in a drawing almost always show their face in a real-world scenario. The Tacoma Narrows' Galloping Girdie, anyone?

Regardless - with this "Law of Murphy", how would one go about creating a strong, safe, and reliable truck? The answer - even with the advancement of computer-aided engineering programs - has always been real world testing.

While GM has desert proving grounds in Tempe, AZ, the main grounds have been located in Milford, MI, since 1912. While the majority of products tested there are cars and light-duty trucks, products as diverse as heavy duty trucks, buses, military vehicles, and even earthmoving equipment have been put through their paces on the grounds.

While the existing grounds could accomodate such vehicles, GM still built special facilities for such testing. The largest of which was built for GM Truck & Coach. The entire lower ring by numbers 23 and 24 was dedicated for truck usage. The facilities in the inner area were Truck & Coach facilities, and allowed for engineers to wrench on vehicles on site, as opposed to back in Pontiac.

To accomodate the large size of these products, test facilities - for criteria like emissions and EMC - were installed at this location. The photo above shows the very large coils used for EMC testing on an Astro 95.

Additionally, a test facility for earthmoving equipment was established at the left end of the road strip at number 9. Facilities were installed here for dynomometers, scraping, bulldozing, and truck loading.

But if you're thinking that you've now come across up-to-date maps of a super-secret area, that's not the case. Since selling the heavy-duty truck and coach operations off, GM hasn't had much of a need for the specialized truck course, and have since put it to different use. This portion of the GM Tech Center now hosts a replica of segments of Germany's famed Nurburgring. The new curvacious, swooping course also has a nickname of the "Toiletbowl" thanks to its physical attributes.

Developing Pieces

2005-08-10T20:40:00.000-07:00

I really appreciate the massive patronage here at the (unofficial) General Motors Truck blog. 860 some-odd visitors in a little over two and a half months is, in my mind, stellar for a relatively young and unknown site.

With that in mind, I will do two things simultaneously. I'd first like to apologize for the lack of posting over the last week, and I'd secondly like to give previews of upcoming features that should (fingers crossed) grace these virtual pages within a week.

The History of the GM-Isuzu Cabovers (to be in 3 or 4 parts)

The GMC Transbus

I'll also keep any breaking GM Truck related news posted on here as it develops.

I'd also like to take this chance to ask for your assistance. If you, or anyone you know, worked at General Motors Truck & Bus or Truck & Coach, and would be willing to recount their experiences, please let me know. In particular, those with experiences involving the Transbus or RTS coach are desired at this time; yet all will be welcome - and acknowledgement will be made.

Thanks again for your support.

-Evan

Towing The Transbus

2005-08-06T11:52:00.000-07:00

I wasn't sure exactly what I was going to find at the Detroit Public Library's National Automotive Historical Collection's "Duplicates Sale", let alone if I was to find anything that would lend itself useful to this blog.

Somewhere between scroungning through boxes of Brazilian Chevrolet medium duties (to be posted shortly), and paging through 20 pristine copies of introductory brochures for the GMC General, I found a set of 8 photographs, all stapled underneath a photograph of an odd-looking frame.

Turns out, this frame has much to do with the forebears of the RTS bus....

The stack of photos, 9 in total, detail tests performed at GM's Milford Proving Grounds in 1974. The main purpose was to detail and evaluate a new towing system, designed for the prototypical Transbus design.

The tow system consisted of two frames. The lower frame was long and rectangular; it connected behind the front suspension, and also supported the bus just ahead of the front wheels.

The upper frame was "A"-shaped, and ran from the hitch of a tow truck, to connectors in the front bumper of the bus. What mounts this connected to is still unknown.

The remainder of the photos show the Transbus (towed by a Milford PG-owned GMC HI-9500) being lugged around sections of the track. No captions are included with these shots, so they're most definately internal engineering photographs.

Thanks to an apparently eager photographer, The (unofficial) GMT Blog is now able to display various shots and angles of this rarely-known prototype.

Conversely, we are also able to compare it to the similar-looking information regarding the RTX, GM's transit-bus prototype from 1968. While the body is virtually identical, the RTX differs in having tri-rectangular headlamps (similar to production RTS units), single turnsignals in the bumper grilles (as opposed to duals in the Transbus), and a full-length passenger compartment, thanks to the underfloor-mounted gas turbine engine.

And as for that opening photo - that was purchased seperately, but it is almost certain that it is of an RTX/Transbus prototype. Taken in the GM Truck & Coach engineering bays in Pontiac, MI, it's dated in 1970. The frame in the foreground bears the same welded-module assembly that the RTS carries, but also sports a lower step-in height. Look closely at the depth of the door/step of the rear door in the shot.

The (unofficial) GMT Blog is currently researching more into the background of the RTX, Transbus, and RTS. Additional information will be posted as it develops.

What $30 Million Buys You

2005-08-03T13:43:00.000-07:00

GM announced today that it's spending $30 million to upgrade its' Wentzville, Missouri plant's stamping capabilities.

The whopping sum buys the factory two new presses, which will be installed starting later this year, and continuing through 2007.

Wentzville built 173,600 GMT 610 vans, which include the GMC Savana and Chevrolet Express. Demand is estimated to arise in coming months, with the new availability of the Duramax 6.6L turbo-diesel V8 in 2500 and 3500 cargo vans, and the new Chevrolet/Workhorse Class C motorhome cutaway.

First Official Lambda Platform Photograph

2005-08-03T08:16:00.000-07:00

Albeit it's a poor shot, the above photo is the first official GM-released picture of it's new Lambda production-ready platform.

While GM plans to have variants of this truck sold as both a GMC and a Buick, Lambda will also be sold by Saturn as the Outlook. This picture, coupled with rashes of spy photos like the one below, not only shows styling cues incorporated on other upcoming Saturns (Aura & Sky), but also perhaps hints that the Outlook may be the first version to reach the market.

(Photo by Edmunds/KGP/Autobild)

Given that the Outlook will be around the size of the current CSV minivans, don't be surprised if the Outlook replaces the Relay in the near future. Expect V6 and V8 powertrains, and a hybrid electric system sometime after its initial launch.

L'Hummer etait arrivee...est-ce que c'est vrai?

2005-07-27T07:22:00.000-07:00

Only a few months after hitting domestic showrooms, GM is announcing that the new HUMMER H3 is now available in Europe, albeit don't be as optimistic as General Motors' press bureau is.

A close-up look at released images do indeed show the H3 tooling around the metropolitan Paris area, but the vehicles themselves do not seem to be production-intent for Europe. The lack of fender-mounted side indicators, among other lighting changes, is the biggest signal that these aren't quite ready to be sold in the EEC at this time.

As was the case with other GM imports, the H3 will initially be a left-hand-drive model only, powered by the Vortec 3.5 L5, and will be built in Shreveport, LA. In late 2006, Europe will begin receiving a South African built H3, complete with right-hand-drive availability, and a diesel engine.

While GM's stayed relatively mum on the drivetrain, expect this motor to be Isuzu's 4JH1TC, given the H3's GMT 355 lineage, and the fact that this engine is already certified for sale in the EEC in Isuzu's 355 pickup variant. This 3.0 liter 4-cylinder turbodiesel delivers 129 hp, and 206 lb/ft of torque when equipped with the 5 speed manual, 217 when coupled to the automatic transmission.

Call Me Carnac.......

2005-07-25T09:09:00.000-07:00

Chalk one point up for "insight and constraint" on my part.

GM's seen those GMT 900 photos - and they're pissed as hell.

Which, they have every right to be.

If only people would respect embargoes and camera bans - it'd prevent we journalists from getting a bad name......

Read The Story in the Detroit News

GMT 900 Gestapo - A Perfectly Justifiable Organization

2005-07-22T09:19:00.000-07:00

While browising site statistics, I noticed that many a person has visited this site based upon site engines. And curiously enough, the most frequent search that netted this page was "GMT 900".

Which leads me to believe one of two things: there are some really interested people out there (which for the sake of GM sales, is the case), or someone within GM's monitoring things closely.

While I'd like to think that GM's IT/Security department would use something more powerful than Yahoo, it wouldn't surprise me one bit that this is a paid position within the company - to monitor leaks of information online.

And if not, then GM may want to consider setting up a 'gestapo' for this kind of thing.

Two factors continue to play against automotive secrecy in this age.

The first is the internet. I'm not against digital mediums by any means, seeing as I'm authoring this one. However, some digital mediums should probabally not be entirely public. In otherwords, use the intranet instead of the internet.

Flex-N-Gate plastics has a conundrum on their hands regarding such. Their in-house company newsletter was published digitally in .PDF format. Unfortunately, two factors prevailed: the public domain of their hosting, and Google's ability to search .PDF files.

Looking at page one of http://www.fngok.com/JAN%20FNG.pdf reveals it all.

The result, for those who cared to search endlessly, is some decent CAD illustrations of front and rear fascias for the new GMC SUV. This is simply a sin of ignorance on Flex-N-Gate's part. There's no reason why this couldn't have been hosted in-house. Doing so would not only save secrecy, but also their position as OEM supplier in the future.

The other risk that all automakers face is in-house photography. At one time, this was incredibly difficult to do; it's nearly impossible to not be noticed toting in a white-lensed Canon into a work bay. But, things progressively became easier, with the advent of digital cameras, credit card sized cameras, and camera phones, respectively.

The latter, while banned from most GM-related workplaces, are still occasionally smuggled in by employees living in fear, or chock full of ignorant bravado.

Some rather detailed first-hand photography of various interior componentry have surfaced on certain forums over the last 6 months. But perhaps the best example of this came two weeks back, with completely undisguised photographs of the 2007 Chevrolet Tahoe and Cadillac Escalade reaching a forums board.

No, they weren't procured leagally. Yes, I did look at them, and yes, I did like them. But no, I'm not going to link you to them.
Apparently, someone with access to a GM photoshoot snapped shots of these vehicles quickly, and soon had them posted online - to 'prove' how much he knew about GMT 900.

What he proved wasn't what he knew; it proved what he didn't know.

It proved that he apparently was daft when hiring in at GM; there are confidentiality clauses littered within the volumes of paperwork handled by HR. Not to mention, any contract organization employed by GM has equal, if not greater, quantities of similar agreements.

What he doesn't know is how GM will go to all measures to find him. Much like the development member on the GMT 355 team who leaked photos of the Colorado 5 months early, GM will trace the posting, the photo hosting, and the IP address to his name.

What he doesn't know is how quickly he'll be canned, either from the General themselves or from his employer. Or how hard it'll be to find a similar position, having breached security at a previous job.

But perhaps he'll find out soon enough.

Regardless, GM needs to take this sort of security loophole quite seriously. And if searching websites with mention of GMT 900 (including this post) is a means to an end, it may find itself with a significantly smaller number of such incidents.

GMT 560 in Kazakhstan

2005-07-20T08:28:00.000-07:00

It takes random Googling, but apparently GM's newest medium-duty conventional family, the GMT 560, is growing global....

This picture is from Astana Airport in beautiful Kazakhstan. They apparently have a C6500 Kodiak in their fleet of ground equipment, which also includes these stair-laden NPR and NQR COEs.

Seems sales are getting around. Still, it's hard to picture a product of Flint, MI, in the middle of an Eastern European country....

Before The Dealer, or GM Buypower - 'Spec It Yourself!

2005-07-11T18:05:00.000-07:00

Tired of having to go to a dealer to reference RPO codes? Annoyed because you can't spec out a HHR, Solstice, or other upcoming vehicle because doesn't let you? Would you like some more comprehensive data when it comes to vehicle and powertrain dimensions, specifications, and performance?

There is a solution. A "ghost in the machine", if you will.

GM's Fleet Website has a handy tool called the 'Online Order Guide' that allows one to spec these vehicles out.

While the Solstice is a GMX Car Platform, let's take a look at what all we can reference.

Choose 2006, and Cars/Light Trucks.....

Click on the Pontiac Logo....

Select 'Solstice' from the pull-down upper-right-hand menu.

And you arrive at the central page for all Solstice-related information.

One can....

Look at all packages, options, and their respective RPO codes, side by side...

Look at all available wheel covers and wheels....

Take a gander at all available sound systems - including the new generation units with AUX input....

See available seating and colors....

Compare exterior colors...

And get performance stats on powertrain, and other physical specifications for the vehicle.

The only downside? This doesn't provide pricing as GM Buypower, or for that matter, your dealer possibly could.

However, this is a good starting point for researching your next GM Vehicle, particuarly before visiting dealers. This site should be used only as a reference point; changes can and may occur over time.

And just to show it pays to do research - it appears as if the Solstice's automatic transmission has already been given an RPO code.....

Enjoy.

GMT Model Kit - AMT GMC Astro 95

2005-07-11T07:31:00.000-07:00

How's this for a rarity? Not only is AMT (now AMT/Ertl/RC2)'s Astro 95 kit a reasonably good one, but this issue allows the builder to recreate a very rare truck indeed. In 1970, GMC built an Astro 95 that was powered by an Allison Gas Turbine engine. AMT threw in the decals and the turbine engine into most Astro issues from '71 through '74, and never did again afterwards.

The downside is what you can see on this Ebay auction. It still has 3 days to go, and has already reached a whopping $61.00. I'll put it this way - my Giga kit (see upcoming "Build-a-Blog" was a dollar less than that, including shipping.

It'd be nice to see RC2 re-release the turbine engine, but in the meantime, your best bet to get one is this auction. Should you have the itch, and the cashflow, bid away.

What's New for 2006?

2005-06-21T11:35:00.000-07:00

The (unofficial) General Motors Truck Blog has just finished reading the (official) 2006 GM Fleet Product Guide, and has the lowdown on the minute changes made to existing models.

GMT 265 (Cadillac SRX)

Restyled Wheels

Luxury Level One Package; includes premium Bose sound system, driver's level one package, seating package, utility package

Power rear liftgate and XM Satellite Radio Standard

GMT 315 (Chevrolet Equinox, Pontiac Torrent, Saturn VUE)

Torrent model launched

New front sheetmetal and interior (VUE only)

'Upgraded exterior appearance (Equinox)

Heated cloth seats optional (Equinox)

GMT 355 (Hummer H3, Isuzu I-Series, GMC Canyon & Chevrolet Silverado)

H3 model launched

I-series launched (late availability)

Optional bed side steps are no longer available

Passenger Sensing Airbag System

Comfort Convenience Package and Heavy Duty Suspension made standard (GMC Only)

GMT 360 & 370 (Buick Rainier, Chevrolet Trailblazer, GMC Envoy, Saab 9-7X)

Saab 9-7x Variant Launched

GMC Envoy Denalis Launched (both GMT 360 and 370 models)

GMC Envoy XUV removed from lineup<.li>
Stabilitrak, OnStar, Tire Pressure Monitor Standard

Chromed door handles and roof rail accents (Rainier)

Trailblazer SS Launched (late availability, Chevrolet 360 only)

GMT 368 (Chevrolet SSR)

New 'Chrome' Package

New regular production accessories; including cargo organizer, saddle storage, under hood blanket

GMT 560 Family 2 (Chevrolet Kodiak, GMC TopKick, C4500-C5500 models)

325 hp 8.1 (LRW) is now standard; 225 hp version (LQR) eliminated

8.1 liter gas engine meets LEV 2 standards

605 lb/ft torque with Duramax 6.6L Diesel available (n/a with manual transmissions or Allison PTS transmissions)

210 hp Duramax (LRY) deleted.

Smoother shifting Allison Gen IV Transmission controls

8,000 lb front axle rating on 4x4 models; 7,000 lb rating deleted

Exhaust brake available on all models, including 4x4 and cutaway. Air compressor no longer required with exhaust brake.

GMT 560 Family 3 (Chevrolet Kodiak, GMC TopKick, Isuzu H-Series, C6500-C8500T models)

H-Series launched (late availability)

Additional cab powerpoint added

Gas engine meets LEV 2 Standards

Revised Allison vocational transmission specifications

Limited-Slip rear axle for C6500 models

New wider 2-passenger front seat (RPO APB; regular cabs only. Eliminates center console, flip-down workstation. Has width of two full bucket seats)

GMT 560 T (Chevrolet T-Series, GMC T-Series, Isuzu F-Series)

New Allison vocational transmissions

Allison 2200 Transmission (MTX) is available on T6500 and T7500 models; Allison 2400 (MTW) deleted from T6500 and T7500 models.

Limited-slip rear differential on T6500 models

Revised driver and passenger seating

GM W-Series; Isuzu N-Series

All-new exterior design (as adopted by Japanese-market N-Series last year)

Flush-composite headlamps and turn signals

Composite front bumper

Tachometer now available (Diesel models only)

Power windows and locks standard (Diesel models only; already standard on gas models)

Cruise Control standard

Donaldson composite 12.6" air cleaner housing (Diesel 2-doors only)

Jacquard woven-cloth seating surfaces

Fold-down center seat workstation

All diesel engines are California certified

GMT 610 (Chevrolet Express, GMC Savana)

Little to no changes made to passenger models

Duramax 6.6L Diesel V8 available on 2500 and 3500 Cargo models

Fuel-operated heater option

Passenger-side airbag deactivation switch

New ambulance and hotel shuttle prep packages

7,300 lb GVWR (C6A) is not available

GMT 800 C/K 1500 (Chevrolet Silverado & GMC Sierra)

New 5.7' Beds available on Extended Cab Pickups (previously only on crew cab)

Nationwide availability of Hybrid 1500 Models

Dale Earnhardt Intimidator package available for SS (Chevrolet only)

New vertically-arranged extending camping mirror available

Quadrasteer no longer available

Flareside box no longer available

GMT 800 C/K 1500 HD (Chevrolet Silverado & GMC Sierra)

New vertically-arranged extending camping mirror available

Quadrasteer no longer available (previously only available on GMC 1500 HD

GMT 800 C/K 2500 HD & 3500 (Chevrolet Silverado & GMC Sierra)

New vertically-arranged extending camping mirror available

New Allison 6-speed Automatic transmission

YF2 Package on 3500 Chassis Cab Models

GMT 805 (Chevrolet Avalanche, Cadillac Escalade EXT)

Stabilitrak, steering-wheel mounted controls, compass, and Onstar standard (Chevrolet)

New vertically-arranged extending trailering mirror (Chevrolet)

Improved vanity mirror lighting (Cadillac)

GMT 820 (GMC Yukon, Chevrolet Tahoe, Cadillac Escalade)

OnStar, Stabilitrak, and steering-wheel mounted controls standard (Yukon & Tahoe)

5.3L V8 Flex-Fuel now available (Yukon & Tahoe)

Improved Vanity Mirror lighting (Escalade only)

GMT 830 (GMC Yukon XL, Chevrolet Suburban, Cadillac Escalade ESV)

OnStar, Stabilitrak, and steering-wheel mounted controls standard (Yukon XL & Suburban)

LTZ package available on 1/2 ton 4x4 models (Suburban)

Improved Vanity Mirror lighting (Escalade only)

Torrential Downpours in Midwest....

2005-06-11T14:39:00.000-07:00

Given that Southeastern Michigan was privy to the same massive thunderstorms sweeping the midwest, it ironically fit that this would be the next GMTBlog Topic......

The 2006 Pontiac Torrent was unveiled at the 2005 Detroit NAIAS Auto Show. While nothing out of the usual, the Torrent is the 3rd variant of GM’s Theta platform – shared with the Saturn VUE and Chevrolet Equinox.

The Torrents pictured are some of the most recent pre-production builds, and will soon be used mainly for promotion and press review. As the window sticker shows, these are non-saleable units - so no mention of equipment levels, or pricing, are stated. MPG ratings are identical to the Equinox.

The interior, for the most part, is carry-over Equinox. The Torrent's innards differ only in terms of steering wheel (3-spoke), trim appliques (brushed silver finish), gauge cluster, and the HVAC controls (thick knobs as on Solstice).

The rear end treatment, however, is rather attractive. Gone are the Equinox’ tuner-style white-out taillights and oversized chrome bar. Conservatively-styled red-lenses, coupled with a simplistic rear tailgate give the Equinox a look that is simplistic, but easy on the eye. If any Equinox owners detest their taillights, hop over to a Pontiac dealer near you, and order these lenses from SPO. They’ll fit with little to no modification required.

Overall, it's a rather attractive Theta - despite the fact that it's not much more than a facelift. Look to find the Torrent arriving at dealers this fall.

Are Two Doors Better Than None? The 2-Door GMT 800 That Never Was

2005-06-06T16:02:00.000-07:00

GM's switch to the GMT 800 platform, starting in 1999, was a welcome change. Gone would be the 11-year old GMT 400, and it's many variants - including 2-door and 4-door utilities, crew cabs, pickups, etc.

GMT 400 GMC Yukon GT

While 800 did even add a few variants of its own (namely the GMT 805), one body style was eliminated: the 2-door utility. Due to declining sales, and the increase of popularity in 4-door SUV's, the Tahoe and Yukon 2-doors didn't make a re-appearance on the new platform.

Mexican Market 2000 Dodge Ramcharger

At least not publically. But there were 2-3 vehicles built. While sales of full-size two door SUVs plummeted domestically, they still sold somewhat steadily in Mexico - hence Dodge resurrecting the "Ramcharger" name on a new 2-door export.

GMT 800 Tahoe 2-Door

So, GM built a handful of 2-door Tahoe prototypes in 1999. The one you see here was one of the only models to remain in the Midwest, hanging around the Milford Proving Grounds and ultimately the Warren Tech Center.

GMT 800 2-Door Tahoe - 30 Minutes before Destruction

This prototype was finally scrapped in late 2004, and the photo above shows it's last moments before being sent to the scrapper.

Heritage Finds

2005-06-06T08:09:00.000-07:00

It's quite easy to find the history of GM Light Trucks, particuarly that of Chevrolet Pickups. But for those intrigued by the heavy duties - particuarly the concept trucks that fascinated us at auto shows or never saw the light of day - the task becomes particuarly harder.

That's why I wasn't expecting much in this subject when I visited the GM Heritage Center recently. Opened earlier this year, the Heritage Center is intended to be a culimnation of GM's historical archives, along with their historical vehicle collection.

While most of the floorspace inside the garage was dedicated to cars, or light trucks, there were some interesting finds, for the GMT enthusiast with a sharp eye.

Located inside the Center's office is this; a GM Design scale model of the Turbo Titan 1. This levathian of a model is made from fiberglass, and was displayed at the 1962 New York Auto Show. The Titan 1 not only incorporated the idea of Gas-Turbine Power (conveniently supplied by GM's Allison division), but also modular storage handling - similar to that used in recent Hino concepts. Regardless, it's unclear if the Turbo Titan 1 ever made it to full scale - albeit the later Turbo Titan III did.

In the rear storage area of the Center, two large-scale models are set upon a bookshelf; one being a replica of the solar-powered Sunraycer. But it's company couldn't be any more different: meet Captain Hook. This giant size big-rig presents itself as a tandem-drive wrecker, with a front end that closely resembles that of the HME Bullet. Interestingly enough, this model uses an extended-cab from the then-new GMT 400 series pickup, indicating that perhaps GM did want to continue heavy-duty production after 1987.

Indeed, additional evidence is given with the truck's nomenclature: Aero Brigadier. Not only is this font identical to that on Aero Astros, but it clearly indicates that GM wished to remain in the heavy truck market, if only with smaller conventionals.

It should be noted here that the Heritage Center is open only to private tour groups, and you may need some coaxing to get yourself access to the site. However, perhaps the rarest beast lies out in it's parking lot - which is relatively free to access. Parked among stacks of shipping crates lies this, a GMC Aero Astro. While rare within itself (less than 300 are estimated to have been built over 2 years), this unit is additionally special.

In lieu of it's original black-and-white monotone scheme, this Aero is in a striking but worn combination of silver, black, and red - and also sports 'Oldsmobile Motorsports' livery on it's sides. While this truck was used by Olds for such purposes, this Aero Astro is not only the former GM Design transporter, but the first 'prototype' of this package altogether.

All we can do at this stage is hope that GM not only increases access to such an amazing site - but also that they reckognize the value of the truck behind it. Having watched the Bruin concept and the 2-Door 800 Tahoe mule being scrapped, it's a sad fact that could loom all-too-near for this truck.

Laying the Platforms Straight

2005-06-03T12:43:00.000-07:00

I'm usually not one for semantics, but the work of the late senator S.I. Hayakawa does interest me.

Perhaps his most-cited theory is that of the Rhetoric Triangle. Effectively, it attempts to impart how humans communicate their ideas, passions, and experiences to one another. It can be analyzed to no end, but perhaps the biggest factor in communication failures lies within a lack of contextual simularities. If the audience doesn't understand the relationship of a speakers ideas - or worse yet, understand his vocabulary, the information imparted is fractured, inaccurate, or miniscule, at best.

Now, before I lose you completely, his principles hold true to the GMTBlog. While the general public may refer to a pickup as a 'Sierra', its nomenclature varies. Effectively, GM gives each vehicle platform/project a code number, and strips it of its name. While this helps employees quickly identify product, it can possibly confuse the uninitiated.

The following is a brief run-down of GM Truck related platform codes, in an attempt to clarify any potential confusion.

In the past, most platforms were given a letter designation. These not only referenced their relative size, but their drivetrain as well.

C: 2wd Fullsize pickups/SUV’s
K: 4wd full-size pickups/SUV’s
S: 2wd compact pickups/SUV’s
T: 4wd compact pickups/SUV’s
E: 2wd Electric S10 (Chevrolet Only)
G: 2wd full-size van
H: AWD full-size van (610 only)
M: 2wd mid-size van
L: AWD mid-size van
U: FWD minivan/SUV’s
V: AWD minivan/SUV’s
B: Medium Duty Bus Chassis/Cowl Conventional
C: Medium Duty Conventional
T: Medium Duty Tilt-Cab
W: Light/Medium Duty Tilt Cab (Partially/Completely built by Isuzu)
P: Forward Control Chassis (Sold to Workhorse/UCBC in 1999)
R: 2WD Fullsize Truck *
V: 4WD Fullsize Truck *

* In 1988, GM launched it's all new line of GMT 400 C/K pickups, but certain variants - namely the 2-and-4 door utilities, and crew cab pickups - were not yet available. Thus, the prior C/K series' lifespan was continued as a stop-gap measure, and their chassis designations changed to R and V, respectively. This ended in 1991 when their 400-based replacements were launched.

Within the last decade, GM has made the switch from letter-based codes, to those with numbers - and even more recently, Greek letters. While GMX ### signifies a car-based platform, here are the relevant GMT truck platforms.

GMT 009: 2006 Chevrolet HHR
GMT 200: Previous Gen U-Van (Chevrolet Venture, Pontiac Tran Sport/Montana, Oldsmobile Silhouette, Opel/Vauxhall Sintra)
GMT 265: Cadillac SRX
GMT 315: Theta SUVs (Chevy Equinox, Pontiac Torrent, Saturn VUE)
GMT 325: Chevrolet S10, GMC Sonoma, Isuzu Hombre
GMT 330: Chevrolet Blazer/ Trailblazer (1st gen), GMC Jimmy/Envoy (1st gen), Oldsmobile Bravada, Opel Blazer
GMT 355: Chevrolet Colorado (North American Version), GMC Canyon, Isuzu I-Series
GMT 360: Chevrolet Trailblazer (2nd gen), GMC Envoy (2nd gen), Oldsmobile Bravada (2nd gen), Buick Rainier, Isuzu Ascender (5-passenger), Saab 9-7x
GMT 365: GMC Envoy XUV
GMT 368: Chevrolet SSR
GMT 370: Chevrolet Trailblazer EXT, GMC Envoy XL, Isuzu Ascender (7-passenger)
GMT 400: Chevrolet C/K Pickup, GMC Sierra (1988-1999)
GMT 410: Chevrolet Blazer/Tahoe (2-door), GMC Yukon (2-door) (through 1999)
GMT 420: Chevrolet Tahoe (4-door), GMC Yukon, GMC Yukon Denali, Cadillac Escalade (through 1999)
GMT 430: Chevrolet Suburban, GMC Suburban
GMT 530: Chevrolet Kodiak/C-Series; GMC TopKick/C-Series
GMT 540: Chevrolet T-Series, GMC T-Series, Isuzu F-Series (North American version)
GMT 560: Chevrolet Kodiak/C-Series, GMC TopKick/C-Series, Isuzu H-Series
GMT 560T: Chevrolet T-Series, GMC T-Series, Isuzu F-Series (North American version) (2004 onwards)
GMT 600: Chevrolet Express, GMC Savanna
GMT 610: Chevrolet Express, GMC Savanna
GMT 800: Chevrolet Silverado, GMC Sierra
GMT 805: Chevrolet Avalanche, Cadillac Escalade EXT
GMT 820: Chevrolet Tahoe, GMC Yukon, Cadillac Escalade
GMT 830: Chevrolet Suburban, GMC Yukon XL, Cadillac Escalade ESV
GMT 880: Chevrolet Silverado Crew Cab, GMC Sierra Crew Cab
GMT 900: All-New C/K platform to debut 2006/2007.

I won't be the least bit offended if this only confused everyone more - but for the most part, I hope this serves to be reference for future conversations.

Introductory Blog

2005-06-03T12:28:00.000-07:00

Welcome to the (unofficial) General Motors Truck Blog!

As automotive marques and models continue to have virtual publications dedicated to them, it is fitting to do so for GM Trucks.

Admittedly, trucks have been a vital portion of the company. GMC is the longest-running division within General Motors as of date. The Truck Product Center in Pontiac, MI is one of GM's factories designated as a 'historical landmark'.

And their importance is ever-so crucial in today's cutthroat automotive market. It's no secret that GM's sales have been boosted with product like the Suburban, Tahoe, Trailblazer, Hummer, etc. And looking forward, the upcoming GMT 900 platform is looked at as a savior - not just for GM, but the suppliers working upon it, as well.

Many websites have attempted to focus on one particular GM Truck brand, era, or model. While that does help, considering the stoic and massive history of these products, GMTBlog is attempting to cover all products: of all brands, all eras, all classifications. Don't be surprised to read a blog about the first Rapid chain drive trucks, followed by one on the upcoming TrailBlazer SS, which is adjacent to a post regarding the ubiquitous front-wheel-drive GMC Motorhomes of the '70s.

This is intended to be an intellectual, friendly resource of information on these trucks. And as such, I welcome you here, and wish you a pleasant visit - and many more to come.

Regards,

Evan
GMTBlog Founder