Locate an Auto Repair Shop in East Lynn, West Virginia

East Lynn, WV Car Consumer Discussions

holiday gift giving

by syswei on Tue Dec 19 07:42:14 PST 2006

source WSJ Jane David calls the white, leased Jaguar S-Type luxury sedan she received Friday from her husband, Larry, a New York stockbroker, the "best Hanukkah present I've ever gotten." But the surprise didn't play out exactly the way it does in car makers' holiday television ads. Mrs. David's doorman phoned to say she had a "heavy package" waiting outside her Upper East Side apartment building, she put off going down to get it. Meanwhile, Mr. David had double-parked the car in front of the lobby. By the time Mrs. David arrived, police had hit him with a $115 ticket.... Many dealers say at least one or two of their customers every December wants to surprise a significant other with a new set of wheels. Perhaps no one pushes holiday car-gifting more than Lexus. For the eighth year, it is running TV ads that play on the theme.... Such scenes don't just happen on television. Lexus sends two red bows to each of its 222 dealers nationwide during the annual "December to Remember" promotion, a spokesman says. Last year, Lexus sent 550 extra bows in response to orders for more. A survey of metro Lexus dealers across the U.S. last December showed that about 10% of sales were for a gift, though it didn't specify how many were surprises. Lynn Lipman, 52, got a surprise when she dropped off her Lexus RX SUV for maintenance at her local dealership last December. The salesman handed her keys to a new Lexus GS 300 sedan -- a gift from her husband. He had noticed she kept eyeing the car at the Southfield, Mich., showroom. Still, she went through a range of emotions common to unprepared recipients of cars. At first, disbelief, then anger -- "I'm sure I said a few things you can't write," she says -- then joy.... It is wise to let dealers know if a car will be a gift, as many dealers say they will do exchanges if the recipient doesn't like the color or a particular feature. "We wouldn't let it happen several weeks later and thousands of miles later," says Molly Padovini, general manager of a Jaguar dealership in Troy, Mich. "But if the customer received a gift and was not happy with it, we would do whatever we could to make the customer happy." Before the magic moment, many dealers say they will go out of their way to help pull off the surprise -- communicating about the order in secret, delivering the vehicle to a chosen spot, providing the iconic oversize bow. Chuck Vangorden, the general manager of Meade Lexus in Southfield, Mich., once had an RX SUV delivered to the valet at Tribute, an upscale restaurant near Detroit, for a customer who wanted to surprise his wife. "He took her there for dinner, she walked out and we had it sitting there," Mr. Vangorden says. As the customer later described it, he says, "She goes: 'I always wanted one like that,' and the valet said, 'It's yours.' "

Amazement never ceases..........................

by keith24 on Mon Aug 05 07:47:01 PDT 2002

While at lunch the other day at a local eatin' joint, I noticed a rather nice looking, new Excursion. Well, Terri-Lynn's is located on a busy, 4 lane city street. Parking is a nightmare, but its worth it for the food. The building is far enough off the street to facilitate parallel parking in front of it, with a cramped lane to drive through. Here's where it gets tricky........ I got my grub to go, and am attempting to pull out of their "parking lot" up front. Mr. Excursion is parallel parked, facing east bound, right next to the street. I'm pulling out of driveway 1 to go west bound, 'cause thats the direction I'm facing. As I'm pulling out, Mr. Ex goes to pull out also, no big deal, I thought. However, he's trying to turn out onto the street to go west bound! 180 degrees from the direction he's facing. Unfortunately, the 2 westbound lanes aren't wide enough for him to turn out & go on. So he backs up! While sitting in the middle of one of the busiest streets in town! He eventually makes an 8 point turn around (back & forth 4 times) in the middle of the street, and goes on his way! All while traffic is backing up! This guy didn't care WHO he put out. Now, I ask anyone here, should you not at least THINK about things like this? I mean, in a small car, (even my F/S 4x4 truck!), you could've made the turn around & gone back the other direction! But this was absolutely ridiculous!!! Like I said, amazement never ceases!

silverbullet4............

by lflowers on Fri Feb 22 08:46:08 PST 2002

The dealer in Mckinney whose body shop did good work on my silver M is El Dorado Chrysler. They are located on the east side of 75, a couple of blocks north of 380 (extreme north outskirts of McKinney). I've had pretty good luck with their service department and excellent work from the body shop. Yes, I had lots of fun around SCCA racing. We might have been at the Galsveston races at the same time. I worked as a flagman there several different years in the 60's. My wife didn't like camping on the beach though. She thought it was OK the first night, until we woke up the next morning and she saw all the fiddler crabs running around our sleeping bags! I drive the Nurburgring often on my computer. I play around with an F1 racing simulation called Grand Prix Legends. It's based on the 1967 F1 season and one of the tracks then was the full 14+ mile per lap Nurburgring. It's a very challenging track to learn and you MUST have it totally memorized to even start to go fast there. The drivers back in that era had BIG ones! I'd love an opportunity to see and drive the 'ring in person though, for sure. Lynn Flowers McKinney, Texas

Accidents MOUNT as Ford idles plants

by spoog on Tue Aug 22 23:41:45 PDT 2000

http://www.usatoday.com/news/ndsmon07.htm Accidents mount as Ford idles plants By Sara Nathan, USA TODAY At least three people have died and four have been injured while riding in vehicles with recalled Firestone tires since the recall was announced two weeks ago. On Aug. 9, Firestone recalled size P235/75R-15 Wilderness tires made in Decatur, Ill., and all ATX and ATX II tires of that size because the treads can come off. Most of those tires are on Ford Explorer sport-utility vehicles. But replacement of the 6.5 million tires is going slowly. Firestone says more than 500,000 have been changed so far. Ford Motor said Monday that it will halt production at three truck plants for more than a week to free up 70,000 tires for use as replacements. Goodyear and Michelin say they have increased tire production by 250%. But since the recall began: Garry Lynn Meek, 56, a former police chief from Farmersville, Calif., and his granddaughter, Amy Lynn Meek, 13, died Aug. 16 when the tread peeled off the left rear tire on their Explorer while they were traveling home after a vacation in Wyoming, a spokesman for the Wyoming Department of Transportation said. Meek's wife, Jeanette, also was injured. Amy's parents and sibling were in a vehicle following the Explorer and saw the accident happen, the spokesman said. Gary Steven Haas, 47, a Florida pediatric surgeon, died Aug. 15 in an accident 70 miles east of Lubbock, Texas, after the tread came off the right rear tire of his Explorer, Texas trooper Heath Parker said. The SUV rolled three times. Haas, who wasn't wearing a seatbelt, was thrown from the vehicle. His son, Granville Haas, 19, who was wearing his seatbelt, was treated for minor injuries. Christy McKinney was critically injured Aug. 11 when the tread on her left rear tire peeled off while she was driving on Interstate 40 near Alma, Ark. Her Explorer went off the highway and down an embankment and rolled over twice, said Robin Kuykendall of the Arkansas State Police. McKinney, 21, was thrown from the SUV. Her 7-month-old son was found wedged between the front passenger seat and the door with cuts and bruises. Joshua Miller, 22, was in critical condition Aug. 15 after the tread came off his right rear tire. His Ford Bronco flipped four times and landed in traffic on Interstate 40 near Conway, Ark., a spokesman for the state troopers said. Miller has been upgraded to satisfactory condition in Baptist Hospital in Little Rock. The National Highway Traffic Safety Administration, which is investigating Firestone tires, has reports of at least 62 deaths and 100 injuries from accidents involving all sizes of Wilderness, ATX and ATX II tires through Aug. 9. In a lawsuit filed Monday, the Center for Auto Safety asked that all sizes of those tires be recalled, regardless of where they were made. But Ford and Firestone say their data point only to problems with the tires that have been recalled. --------------------------------------------------------------------------------

Here is one that is even longer..for anyone who is interested in the BIG trucks

by tiredofwaiting on Wed Jul 19 22:35:34 PDT 2000

Note this info is not "available" until August 1st For Release: August 1, 2000 All-New GMC Sierra Heavy-Duty Lineup: True Power Players in the High End Truck Game DETROIT - Building on the success of the reengineered-for-1999 Sierra line of regular-duty pickup trucks, GMC intends to revolutionize the heavy-duty (HD) market with all new three-quarter and one-ton pickup and chassis-cab trucks for the 2001 model year. “GMC is all about capabilities that exceed expectations of even the most demanding customers, says Pontiac-GMC General Manager Lynn Myers. Together our new trucks define this new level of professional grade capabilities.” "The 2001 GMC Sierra HD line will be authentic Professional Grade trucks capable of exceeding the toughest customer requirements and expectations with extensive performance and feature improvements," pledges Jim Kornas, Sierra's brand manager. "With these new trucks, we intend to reconfirm our role as a major high end player." International in Scope To help achieve GM's global leadership goals, GMC's new full-size, heavy-duty pickups and chassis cabs are engineered for sale in North America and in major export markets. To market Sierras in China, Europe, Central and South America, the Middle East, and the former Soviet Union, they meet Economic Commission for Europe, European Economic Community, and selected regional requirements in addition to US-market requirements. Fundamental program goals are: best-in-segment quality, reliability, durability, and performance well-integrated, highly-desirable product features distinctive GMC brand identity. Exterior Design The Sierra HD now shares some key exterior design features with regular-duty models introduced two years ago. Yet, it has never been more distinctive. It has a taller (two inches/51 mms), more confident and capable look, created by a more authoritative stance and wider track, broad-shouldered wheel flares, and a muscular bumper with a black bumper top cap. Its signature center port grille has a unique chromed appearance, consistent with GMC's upscale, professional-grade brand character. Louvers direct 14 percent more air under the hood than before for extra engine cooling. One-piece, wrap-around composite headlamps provide a streamlined aspect to the bold front end. A cowl vent positioned at the base of the windshield reduces wind-rush noise over previous design. The larger recovery hooks also provide more load-carrying capacity than before. The Sierra HD’s tough, functional exterior appearance is keyed to the power and capability it provides. Cabs are two inches (51 mms) higher (than regular-duty Sierra), providing extra clearance for the new high capacity Allison 1000 five-speed automatic transmission. This lift also enhances underbody air flow to avoid heat transfer into the passenger cabin, while providing a more commanding view of the road. As a further distinction, wheel flares are now standard equipment on all 2WD and 4WD HD models. They're available in six durable molded-in colors to match or accent the surrounding body color. Highly stylish, deeply contoured, new seamless construction RRIM composite fenders also distinguish the 3500 Series one-ton pickups. As functional as they are attractive, the fenders save 50-pounds (22.7 kgs) of weight, require only half as many fasteners as before and are highly damage and corrosion-resistant. Best-In-Class Powertrain Lineup The segment’s most powerful gasoline and diesel engines drive Sierra HD models to the top of their class in performance and help create towing/hauling capability exceeding all customer expectation. All the powertrains were calibrated for an extended 200,000-mile (321,900 km) operating life, without major failure, and provide better fuel economy and reduced maintenance costs over previous powertrains. Duramax 6600 V8 Turbo Diesel Developed in a joint effort with Isuzu Motors, the Duramax 6600 turbo diesel V8 is notably more powerful and provides more benefits than competing Dodge and Ford diesels. With 300 horsepower @ 3100 rpm and 520 lb.-ft. (705 Nm) of torque at a low 1800 rpm, it produces 65-70 more horsepower and 20-70 more torque than its competitors. It has segment-leading acceleration at any load level. It is amazingly quiet, producing only 78 decibels of sound at cold-idle startup, for example – about half the noise of its next quietest Ford competitor. At a lean 792 pounds (359 kgs), it has almost twice the power-to-weight ratio (0.9) of its two heavier, more sluggish competitors (0.5). Its specific fuel efficiency is a remarkable 19-percent better than the 6.5-liter turbo diesel it replaces. And, extended 7,500-mile (12,000 km) oil change intervals on gas engines under normal operating conditions and five-year/50,000-mile (80,500 km) engine coolant replacement cycles help minimize maintenance costs. Key engine features include: an induction-hardened deep-skirt block with four-bolt main bearings a nitrided forged-steel crankshaft aluminum cylinder heads with four-valve combustion chambers and a electronically controlled common-rail direct fuel injection oil-spray piston cooling a gear-driven water pump an integral oil-to-water heat exchanger a center-mounted turbocharger which pumps compressed intake air through a front-mounted intercooler before it enters the engine All-New Vortec 8100 Big Block V8 An equally impressive, all-new Vortec 8100 Big Block V8 replaces the previously available Vortec 7400. It has the same valve and bore centers and bore diameter as the Vortec 7400, but a larger 9.4 mm (0.37 inch) stroke. The result is awesome. With 340 hp @ at 4200 rpm and 455 lb-ft (617 Nm) of torque at 3200 rpm, it is the most powerful gasoline engine on the market – out-muscling even Ford’s and Dodge’s V10s! If there's heavy towing or hauling to be done, this is the perfect powerhouse for the job. Ninety percent of its peak torque is available from 1700 rpm to 4300 rpm. The Vortec 8100 also provides four percent better fuel economy than GM’s previous Big Block V8 and best-in-class gas engine acceleration. It already meets 2002 “clean-fuel-fleet” requirements. And it allows operators to run on alternative fuels, such as compressed natural gas (CNG) and liquid propane gas (LPG), without requiring any special valves or valve seats. The 8100's rigid cylinder block uses four-bolt main bearings to optimize crankshaft rigidity for quiet, smooth operation. The nodular iron crank is now internally balanced and counterweighted to minimize internal stresses and bearing loads. The bearings are produced with a new alloy that increases their life and eliminates the use of environmentally hazardous cadmium. An elastomeric material called Vamac supports the crankshaft's torsional damper, providing more damping capability and durability than conventional rubber supports. A change in the firing order reduces main bearing wear and stress on the crank by seven percent. New pistons have a shorter deck height and skirt length; they permit the longer engine stroke without any significant increase in engine deck height and minimize heat build up. A Teflon™ coating reduces friction. An especially short (0.2-inch/5 mm) top ring land and a new full-radius top ring design enhance combustion efficiency and diminish exhaust emissions. New cylinder heads feature replicated intake ports (each precisely equal in diameter and length). They improve fuel-air distribution and reduce cylinder-to-cylinder variations in torque output for smoother and more efficient operation than the previous design. Powder-metal exhaust valve seats and cast-iron guides also enhance durability. Five head bolts circle each cylinder and (.05 inch/1.3 mm) thicker, more durable head gaskets are used to assure reliable lifetime sealing. Hydraulic roller lifters reduce friction and ride on a durable steel camshaft. Stiffer ball-pivot studs support more robust rocker arms than previously. A cast-iron cam-drive cover adds to the valvetrain’s quiet operation. The aluminum intake manifold’s long, even-length runners yield a broad, flat torque curve plus excellent volumetric efficiency (breathing) at high rpm. The manifold is more precisely made than previously, using a “lost foam” casting process. The process permits more intricate internal crankcase ventilation passages that eliminate the need for an external crankcase valve and plumbing. This cuts maintenance costs and eliminates potential leaks. A high-pressure (400 kPa) sequential fuel injection system delivers the fuel. It provides quick starts and smooth operation in cold and hot weather. An electronic throttle control (ETC) meters intake air more precisely than a conventional foot-operated cable system. It also reduces weight and enhances reliability/durability by replacing mechanical hardware with electronic sensors, wires and actuators and integrating functions such as cruise control, brake torque management and traction control into a single controller. The Vortec 8100’s new mass airflow sensor also has an integral temperature sensor to facilitate fine mixture adjustments. Stainless steel manifolds are significantly more heat resistant and durable (than the cast-iron ones they replace). Manifold shields keep heat out of the engine bay and muffle the sound of high-velocity exhaust flow. A coil-near-plug ignition system increases ignition energy by 50 percent, reduces emissions and improves idle quality over the previous design. Platinum-tipped spark plugs have extended tips positioned as close as possible to the geometric center of the fuel-air charge to eliminate misfires. The improved cooling system is fully pressurized. It includes a surge tank and a single, aluminum-body double volute pump. The pump has a durable, cast-iron case and a longer-life silicone-carbide shaft seal. Its redesigned water jackets provide more flow, and it now distributes equal amounts of coolant to both banks of the cylinder case for greater efficiency. A 3.94-inch (100 mm) wider radiator provides two additional liters of cooling capacity. The transmission cooler has been relocated to boost air flow. A modulating fan provides quieter operation than its predecessor. Cooling system enhancements include quick connections that replace compression fittings throughout the engine/transmission oil cooling system for enhanced durability and easier assembly. Radiator hose ends are specially formed and provide tighter, more reliable fits than previously. Special beads on hose inlets and outlets ensure right fits and lessen the chance of leaks or hose blow-offs. A dual-belt accessory drive system de-couples the engine’s alternator and accessories from the air conditioning compressor. This reduces loads on the accessory pulleys by up to 50 percent (over the previous design), improving efficiency and belt life. It also reduces accessory drive noise by nearly 50 percent at 1000 rpm and further increases interior comfort by permitting the A.C. compressor to be located as far as possible from the passenger compartment. Stiff cast-iron accessory mounting brackets also help reduce noise and vibration. Controlled compression gaskets are used inn the oil pan, rocker covers and intake manifold to eliminate leaks. Rocker rails have also been raised to prevent oil from puddling against the rocker-cover gaskets. A three-piece, thermoplastic engine cover enhances the look of this superlative engine. Vortec 6000 V8 The Vortec 6000 V8 is the most powerful standard engine in its class. With 300 hp @ 4400 rpm and 360 lb.-ft (488 Nm) of torque @ 4000 rpm, it produces 40-50 more horsepower and 25-35 lb.-ft. more torque than competing Ford and Dodge engines. The Vortec 6000’s new aluminum cylinder heads save a significant 55-pounds (24.9 kgs) of weight. Intake and exhaust ports yield major gains in volumetric efficiency (better breathing). A high lift cam and a low restriction induction and exhaust system increase power. The Vortec 6000 V8 also has tighter-tolerance main bearings for quieter cold operation, better isolation for the fuel-injection solenoid, a new mass air flow sensor with integral temperature sensor and a more durable coolant temperature sensor than before. GM’s Oil Life™ monitoring system tells operators when oil changes are needed, based on actual usage and need. An oil level sensing system also alerts operators when oil needs to be replenished. Both Vortec engines also feature an advanced coolant loss protection system that protects them in the event of coolant drainage, partial or total. If a loss is detected, the computer limits engine power and allows the engine to run as an air-cooled system, giving the driver the ability to find a repair facility or suitable pull-off area. ZF S6-650 Six-Speed Manual Transmission Standard with the Duramax 6600 turbo-diesel V8 and the Vortec 8100 gasoline V8 is a tough six-speed manual transmission supplied by Germany's renowned Zahnradfabrik Friedrichshaven AG (ZF). All gears are synchronized for easy shifting. Second and third gears have extra-capacity dual-cone synchros for easier shifting. A high-helix-angle gear-tooth design assures quiet operation. This transmission's extra ratios tighten gear splits to keep the engine running near the torque peak at all times for optimum performance and low fuel consumption. First and reverse gears share a gate in the shift pattern to ease parking and loading maneuvers. A front case integral with the clutch housing and a rear aluminum case bolt to a center plate that provides sturdy support for the main shaft and countershaft. Use of synthetic lubricant eliminates the need for an external cooler and associated lines and gives this transmission its lubed-for-life status. A right side power take-off (PTO) provision allows 3600-series trucks to be equipped with hydraulic pumps up to 25 horsepower in capacity. PTO kit must be dealer installed. Allison 1000 Five-Speed Automatic Transmission An all-new five-speed automatic transmission is available for use with the Duramax 6600 turbo diesel and the Vortec 8100 V8s. It was engineered in cooperation with GM's Allison Transmission division. Special features of the Allison 1000 are full electronic control of shift timing, five forward speeds, fully brazed torque-converter vanes, and helical-type planetary gear sets for quiet operation. In the Sierra's exclusive tow/haul mode, the torque converter clutch engages in second, third, four, and fifth gears to avoid heat build up while in normal mode it engages only in fourth and fifth. Fuzzy logic programmed into this transmission allows it to automatically downshift on grades to provide extra engine braking. It downshifts from fifth to fourth in its normal model, and will do multiple downshifts, as necessary, in the tow/haul mode. The Allison 1000 is the first automatic transmission in this class to offer PTO capability, located on the right side of the vehicle. A spin-on lubricant filter is easy to replace with no need to remove the transmission's oil pan. When an oil change is needed an instrument panel light advises the driver of that fact. A crankcase sensor informs the driver if the lubricant level drops precipitously low. New Venture Gear 4500 Five-Speed Manual Transmission The manual transmission used as standard equipment with the Vortec 6000 V8 has an ultra-low (5.61:1 first gear) and an overdrive (0.75:1) fifth gear. A power-takeoff provision exists at the transmission's left side. Synthetic lubricant is used in this transmission to minimize friction and heat build up during heavy hauling or towing. Hydramatic 4L80-E Four-Speed Automatic Transmission Optional equipment with the Vortec 6000 V8 is a 4L80-E automatic transmission. Electronic controls adjust engine torque during shifts to smooth gear changes. The torque converter clutch is smoothly engaged and released with a pulse-width-modulated solenoid. A tow/haul mode prevents shift busyness during heavy hauling and trailering. A drain plug in the sump pump facilitates DEXRON III lubricant changes, required only at 50,000-mile (80,500 km) intervals. Vortec 6000 V8 with Alternative Fuel Capability Fleet and commercial operators may now purchase a GMC Sierra powered by a Vortec 6000 V8, mated to an automatic transmission, prepared for conversion to either liquid propane (LPG) or compressed natural gas (CNG) fuel. Backed by a full warranty and engineered with an 8,500-pound (3,856 kg) GVW rating, this vehicle allows customers to take advantage of special federal credits and incentives introduced by the Energy Policy Act to encourage use of clean fuels in "non-attainment" areas of the country, such as Denver, Colorado. More durable valves and valve seats are an integral part of this package. Like all Sierra HD engines, the Vortec 6000 V8 with alternative fuel capability is validated for a 200,000-mile (321,800 km) service life before major repairs are expected. Modular Frame Design Front, middle, and rear sections of the Sierra HD frames are engineered in a modular fashion to permit use of materials and manufacturing processes best suited to specific requirements. Front rails are hydroformed with a box cross-section to achieve a consistent wall thickness, to save weight by eliminating unnecessary welding and overlapping pieces, and to provide tighter dimensional control over brackets that support the vehicle's front-end sheet metal. Mid rails are roll formed and draw bent using high-strength, low-alloy (HSLA) steel to create a lipped-C-shape cross-section. This is the most heavily loaded, and therefore the strongest, of the three frame sections. Five different mid-rail lengths are used to accommodated different cab style, box lengths, and wheelbases. The 2500HD and 3500-Series’ rear rail is an HSLA stamping with a deep C-shaped cross-section. Two different rear rail lengths accommodate either a 6.5-foot (2.0 meter) or an eight-foot (2.4 meter) box. Most of the rear-section cross members are tubular to provide maximum stiffness with minimal weight. Sierra 3500 chassis cabs’ rear rails have a number of special provisions to suit their intended applications: stamped cross-members which are riveted (rather than welded) in place to enable alteration by body and equipment makers clean, flat rails spaced 34 inches (864 mms) apart for ease of body mounting overlapped and welded double sections in areas of high load concentrations four different lengths to suit different cab and chassis combinations All Sierra frames are coated with a high-temperature wax to protect against corrosion. Advanced Suspension Systems The frames' stiffness, strength, and consistent quality provide a secure backbone for carefully tuned suspension. Long- and short arm independent front suspension with torsion bar springs are standard on all heavy-duty Sierra pickup and chassis cab models. Proven durable in more strenuous four-wheel drive applications, the torsion bar design gives two wheel customers a more robust suspension than they expect. Benefits with torsion bars include ride-height adjustability not available with coil springs and a superior ride by virtue of a rubber-isolated torsion-bar-anchor crossmember. Lower control arms are forged steel while upper arms are stamped-and-welded box-section components. Semi-elliptic multi-leaf rear springs operate in two stages on 2500HD models and in three stages on 3500-Series models for optimum ride with and without a load. Track widths are notably wider, front and rear, for improved cornering stability. Shock absorbers are gas charged and use a 1.38-inch (35 mm) piston diameter for enhanced durability. Suspension variables (spring rates, shock absorber damping) are computer selected for each Sierra HD model. The (RPO Z85) Handling and Trailering package is standard. It provides a firm ride with extra roll damping for better cornering performance. A snowplow package includes torsion bars and adjuster arms appropriate for that task. World-Class Four-Wheel-Disc Brakes A world-class four-wheel-disc brake system with ABS is standard equipment in all heavy-duty models to provide shorter stopping distances, more linear control with lower pedal efforts, quieter operation, and double the lining life over previous brake systems. Non-asbestos organic compound front brake pads are 36-percent larger in size. Ventilation, heat dissipation, and ease of service are all improved. Low-drag, twin-piston calipers are used front and rear for more even brake pad pressure and longer friction-material life. Power assist is provided by a hydraulic brake booster. Built-in indicators on all brake pads warn the operator of impending pad wear out before rotor damage occurs. Dynamic Rear Proportioning makes more efficient use of rear-wheel braking capacity with an ability to detect front-to-rear differences in slippage rates well below the point of impending lock-up. The ABS system uses three wheel-speed sensors (one on each front wheel, a third on the transmission output shaft) to signal the electronic brake controller when to modulate line pressure to prevent wheel lock. Separate drum-in-hat units at the rear serve as parking brakes. This arrangement eliminates wear on the main brake system when the parking brakes are applied and vice versa. Parking brakes are designed with sufficient capacity to hold a fully loaded truck on a 30-percent grade with the transmission in neutral. GM engineers validated the Sierra HD's new brake components at Colorado's Pikes Peak which tops 14,000 feet (4,267 meter) of elevation. An 8,000-foot (2,438 meter) descent in only 23 miles (37 kms) presents one of the toughest challenges on the planet for a fully loaded heavy-duty truck. Thanks to its new and improved brake systems, Sierra cleared this tough hurdle with stopping capacity to spare. Recirculating-Ball Power Steering For optimum efficiency and durability, GM engineers chose an integral recirculating-ball power steering system. Accurate front-end alignment is achieved by an automated toe-set process. All steering joints have zerk fittings to facilitate service. A pressurized power steering fluid reservoir is integrated with the pump to reduce cavitation and improve quietness. Wheels and Tires Eight-bolt 6.5x16-inch steel wheels are standard equipment on the 3500. Chrome clad wheels, chromed hubcaps, and forged aluminum wheels are optional on 2500HD. Radial tires in two sizes are provided--LT215/85R-16 and LT245/75R-16--with size and inflation pressure geared to load ratings. A winch accessible through a port near the rear license plate lowers the spare wheel and tire from its underbody storage location. A slot in the tire wrench can be used to hook the attachment cable in order to pull the tire out from under the vehicle. Transfer Cases, Axles, and Propshafts New modular-design transfer cases use magnesium castings to save weight. Three sizes are available depending on the truck's capacity. Dual-cone synchronizers reduce shift efforts, particularly at low temperatures. A finer pitch for the transfer chain provides quieter four-wheel-drive (4WD) operation. Two 4WD-engagement systems are offered--manual or electronic shift. Both use GM's patented Insta-Trac™ design which facilitates engagement or disengagement without locking or unlocking wheel hubs. The driver may shift into or out of 4WD on the fly at any speed. Stopping the vehicle is necessary to shift into 4LO for climbing steep grades or negotiating deep mud or snow. Electronic shift, an exclusive feature in this weight class available with automatic-transmission-equipped Sierras, provides three simple buttons to control the transfer case: 2HI, 4HI, and 4LO. A neutral mode is also available to facilitate flat-towing behind a recreational vehicle. Two axle ratios are offered for all Sierra HD trucks--3.73:1 and 4.10:1. Front axles for 4WD applications use a 9.25-inch (235 mm) diameter ring gear and have a new light aluminum case with extra ribbing for added strength. Sierras powered by the Vortec 6000 V8 have a 10.5-inch/267-mm (ring gear diameter) rear axle while those trucks powered by the Duramax 6600 and Vortec 8100 V8s have a new 11.5-inch (292 mm) rear axle with more than adequate capacity to handle the extra torque. All rear axles benefit from updated processing that yields more consistent control of critical dimensions to assure quieter and more reliable operation in customer hands. Use of synthetic rear axle lubricant reduces running temperatures by up to 40-degrees Fahrenheit during towing and hauling, thereby improving seal performance, bearing life, and overall axle reliability. There's also a slight improvement in fuel economy attributable to the superior lubricant. A drain plug has been added to facilitate rear axle fluid changes. New propshafts carry more torque and save weight thanks to key design changes. A larger 3.5-inch (88.9 mm) outside diameter (up from 3.0 inches/76.2 mms) permits a reduction in wall thickness with no loss of torque capacity. Propshafts are also as short as possible. Universal joint life has been doubled by use of better seals and lubricants. Joints fitted to Sierras equipped with the 6-speed manual transmission are 25-percent larger in size. Cab Design The key to providing a comfortable, quiet, and rattle-free interior environment is a series of cross-sills running under and welded to the cab floor. What engineers call a "spider" helps resist longitudinal and lateral impact forces while also providing a secure load path for the seats and seat-mounted safety belts. A laser-welded door ring places thicker gauge steel where it's most needed--such as in the hinge attachment areas--and lighter gauge material elsewhere to save weight. A double-boxed deep-section rocker structure achieves the desired stiffness with the long openings necessary in the four-door extended-cab configuration. Doors are manufactured of bake-hardened steel for superior strength and dent resistance. Inside, there are roll-formed beams to resist side impacts and cable-driven window regulators for long life and smooth operation. Teflon-like hinge-pivot bushings are used for quietness and durability. Weld-on hinges passed an 800,000-cycle bench test and the doors themselves suffered no failures during 200,000 slams. They latch with a solid, secure sound. Double door seals block road, wind, powertrain noise from the interior as well as dust and moisture. The instrument panel is reinforced with both a cast-magnesium beam and a steel tube, raising its natural vibration frequency by 60-percent over past designs to 28.5 Hz. A higher natural frequency makes the cab less susceptible to squeaks and rattles. Cargo Box Designs The Sierra HD's 6.5-foot (2.0 meter) and eight-foot (2.4 meter) Wideside cargo boxes are carried over from the regular-duty Sierra pickups first introduced for the 1999 model year. Twenty-percent greater strength was achieved with a mass savings by extensive use of roll-formed, high-strength, low-alloy steel. Cargo volume was increased two percent by stretching the span between the wheel wells. Sierra 3500 crew-cab pickups have an extra cross-sill (seven in all) under the cargo box to support their 11,400-pound (5,171 kg) GVWR. Pockets are provided to facilitate two-tier loading and compartmentalization by means of barriers made of ordinary lumber. Stake pockets (four on the short box, six on the long box) have tie-down holes. An additional tie-down bracket is provided in each corner of the box. A thermoplastic protector guards the top edge of the tailgate. (The ability to quickly remove the tailgate can be restored for those who need that feature.) An improved latch mechanism reduces the effort needed to open the tailgate. The cargo lamp can now be operated independently of the Sierra's interior lights. Composite Rear Fenders Sierra 3500 pickups feature reinforced reaction-injection molded (RRIM) composite rear fenders for improved durability and manufacturing efficiency. This is the largest RRIM body panel in current production. Other benefits include a 50-pound (22.7 kg) weight savings, 50-percent fewer fasteners, damage and corrosion resistance, and an attractive seamless appearance. Unlike some composites, these panels are heat tolerant so they receive normal electro-deposition primer and painting processes. Wheel-well liners for this box are made of sheet molding compound and top rail covers are thermoplastic components. Advanced Electrical System A class II (multiplexed) zoned electrical-system architecture with bussed electrical centers cuts the number of wiring splices by 96-percent and the number of wires by 23-percent. (A comparable Ford truck has 24 times as many splices and 30-percent more wires.) Coded messages travel at the rate of 10.4-kilobytes per second so that hundreds of messages can be carried simultaneously by one wire. Four bussed electrical centers (one under the hood near the battery, three inside the cab) combine fuses and relays in a central location to permit use of smaller wire gauges and simpler connections. The Sierra HD's advanced electrical system is the key to adding functions and features currently with saving weight and improving overall reliability and durability. Safety and Security As more customers select heavy-duty pickups for dual-purpose roles--moving passengers as well as cargo--there's a heightened demand for added safety and security. Building on advancements that came in 1999 with all new regular-duty pickups, the new 2001 Sierra heavy-duty models introduce several additional safety and security features. At the top of the new-and-improved list for accidental avoidance is a vastly superior four-wheel-disc with four-wheel ABS braking system. Benefits include shorter stopping distances, more linear control with less pedal effort, and a superior drum-in-hat parking brake. A dynamic rear proportioning feature makes more effective use of the rear brakes by monitoring front-to-rear differences in slippage rates (well before impending wheel lock) and adjusting brake balance accordingly. Significantly wider wheel tracks have been incorporated into the new Sierra HD trucks to enhance cornering stability. Safe, easy operation of the 4WD system is assured by engagement hardware, which allows shifting on the fly at any speed. An electronic push-button engagement option is a new and exclusive feature in the heavy-duty class. Co-extruded composite fuel tanks resist both corrosion and impact loads to provide trouble-free service for the life of the vehicle. Tanks are positioned between the frame rails near the middle of the vehicle so they don't upset front-to-rear balance as the fuel level changes. Members that surround the tanks are tubular for maximum rigidity and safe support. Pickups with a 6.5-foot (2.0 meter) box have a 26-gallon (98.4 liter) fuel tank while a 34-gallon (128.7 liter) tank comes with eight-foot-(2.4 meter)-box-equipped trucks. Two tanks are fitted to 3600-series chassis-cab Sierras. California trucks have a 24-gallon (90.8 liters) front tank and a 23-gallon (87 ltr) rear tank while trucks destined for other states get a 27-gallon (102 ltr) front tank and a 23-gallon (87 ltr) rear tank. Front seats have integrated lap and shoulder safety belts for outboard positions to optimize fit, comfort, and wearing convenience. Regular and extended-cab trucks have child-seat top-tether anchors and snap-in bottom attachments fitted to the front passenger seat and in all three rear seating positions. All outboard seating positions have effective head restraints designed to help reduce injuries from rear collisions. To guard against head injuries, energy-absorbing foam backing is attached to trim panels, garnish moldings, headliners, and around the side rails and pillars. Daytime running lamps (DRL) positioned beneath the main composite headlamps increase visibility to other drivers whenever the vehicle is running. (Pressing the dome light button four times in six seconds with the ignition on temporarily overrides DRL operation.) When low light conditions are sensed, the Sierra HD's automatic lamp system switches on the head- and taillamps. Clear Lexan lenses with rear-reflector optics and halogen light sources provide brighter light and a 400-foot (122 meter) illumination range on low beams alone. Amber-colored turn and hazard lamps are unique in the North American heavy-duty pickup market. At the rear, the hazard and brake lamps now operate independently so the stop lamps cannot override the emergency flashers. Back-up lamps are wider and brighter for better visibility. Projector-beam-type halogen fog lamps are now available as an option. Marker lamps necessary in Sierra 3500- and 3600-Series trucks with dual rear wheels have several durability improvements including light-emitting-diode technology in the tailgate area. Use of reflectors and/or lamps built into the ends of the doors alerts passing traffic to a hazard at night. Rear-view mirror upgrades include an optional self-dimming inside rear-view mirror with integral compass and outside-temperature displays, significantly larger outside folding mirrors providing clearance in tight spaces, new telescoping camper mirrors with a convex section on the driver's side for broad-area visibility, optional power mirror adjusters, and optional electric heaters to clear fog from the mirrors. A larger windshield with an improved defroster and four-inch-longer wet-arm wiper blades greatly enhance outward visibility. Five-speed intermittent wipers are now standard equipment. The new Sierra HD's cab is designed as a safety cage. Extra cross-sills have been added in the cab's floor structure to better resist side-impact and seat-belt loads. Roll-formed side-guard beams protect against lateral-impact injury. Four-door extended-cab pickup doors use astute combinations of laser-welded and high-strength steel to achieve optimum stiffness and strength with light weight. A double-box rocker panel design provides a high level of bending and torsional rigidity with the long door openings. Programmable power door locks are now standard. To suit customer preferences, they can be programmed to unlock just the driver's door or all doors when the key is removed from the ignition switch. A third option is to disable the automatic locking and unlocking action. Other security-enhancement features include battery run-down protection, lock-out prevention, rear-door child security locks, TheftLock™ protection for uplevel sound systems, a key lock for the spare tire retention system, and coolant-loss protection. A standard Driver Message Center advises when corrective action is necessary on 18 different vehicle functions (such as "low fuel" or "trans fluid hot"). The list of carryover features includes height-adjustable outboard shoulder belts, a seat belt reminder light, a self-aligning steering wheel and energy absorbing steering column, a brake/transmission interlock, and other equipment. In the interests of keeping the vehicle secure, a PASSLock™ II theft-deterrent system disables the fuel and starter systems if any attempt is made to start the vehicle without the correct key. Towing, GVW, GCWR, and Payload Ratings The purpose of a heavy-duty truck is to earn its keep with exemplary towing and hauling capabilities. GM engineers geared every major system to make the Sierra HD the hardest working, longest lasting truck in its class. Tougher frames, the most advanced suspensions, higher capacity brakes, and more powerful and durable powertrains were all essential to this task. New Sierra 2500 HD models provide 3/4-ton customers with the segment's highest rating: a 9200-pound (4,173 kg) GVW (versus a maximum of 8,800-pounds (3,992 kgs) in comparable Ford and Dodge trucks). Gross combined weight rating (truck plus trailer or GCWR) figures depend on the engine and axle ratio combination selected. The Vortec 6000 engine is rated at 16,000-pounds (7,257 kgs). Optional engines (Duramax 6600 turbo-diesel or Vortec 8100) are rated at 20,000-pounds (9,072 kgs) with a 3.73:1 axle ratio and 22,000-pounds (9,979 kgs) with a 4.10:1 axle. The industry's highest GCWRs yield the largest trailer tow ratings. (Maximum trailer weight equals GCWR minus curb weight. Curb weight includes the truck plus the mass of passengers and cargo carried on board the vehicle.) The Sierra 3500 series one-ton models take the next step up the ladder with an 11,400-pound (5,171 kg) GVW rating (exceeding Ford's best figures by 200-pounds [91 kgs] and Dodge's by 900-pounds [408 kgs]). GCWR figures are the same as those listed for the 2500 HD series. The 3600-series of one-ton chassis-cab trucks provides an 11,400-pound (5,171 kg) GVWR with two-wheel drive and a 12,000-pound (5,443 kg) GVWR with four-wheel drive exceeding Ford's (gasoline-engine) maximum by 200 (91 kg) or 800 pounds (363 kgs). All GMC Sierras are built trailer-ready by design with a eight-wire trailer-equipment cable in back and suspensions ready to handle the above GCWRs. A transmission temperature gauge is included with both automatics to alert the driver if fluid temperatures exceed the normal operating range. Two optional packages are offered to support towing applications: A Z85 handling and trailering package includes shock absorbers with increased damping to reduce body roll in corners. A Z82 trailering provisions package includes the firmer shock absorbers with a weight-distributing hitch platform rated at 12,000-pounds (5,443 kgs), an eight-wire harness with a seven-pin connector, and a jumper harness for an electric brake controller. Three different rear view mirror options--power, power/heated, and extendible--help meet the broadest range of towing applications. Extensive testing has demonstrated that the industry-standard 10,000-pound (4,536 kg) limit for a weight-distributing hitch is too conservative for the Sierra HD trucks so they are safely rated 2,000-pounds (907 kgs) higher with the aforementioned Z82 equipment. Peak ratings for fifth-wheel and gooseneck trailers are 16,000-pounds (7,257 kgs), a 20-percent gain over past the past Sierra HD's maximum capacity. A fifth-wheel-type hitch is available through GM's Service Parts Organization. Creature Comforts Sierra HD cabs are notably larger to provide significantly more interior room than is available from any competitor. Compared to last year's model, the windshield is moved forward, the rear wall is moved back 1.5 or 2.0 inches/38 or 51 mm (standard versus extended cab), step-in height is lowered an inch, the roof is raised 0.7-inches/17.8 mms, and overall width is increased by more than an inch. In terms of the passenger's ability to stretch out and find a comfortable riding position, consider these extended-cab advantages: the industry's largest rear-door openings more headroom, up 1.1-inches (27.9 mms) in front and 0.9-inches (22.9 mms) in back a 1.4-inch (35.6 mm) increase in front hip room 34-percent more front seat travel 4.1-inches (104 mms) more rear leg room a rear seat back recline angle increased from 14 to 18 degrees. The new crew cab is also more spacious with— 1.1-inches (27.9 mms) of additional headroom an extra 1.4-inches (35.6 mms) more front hip room 0.7—inches (17.8 mms) more rear leg room 0.2-inches (5 mms) more rear shoulder room 3.6-inches (91 mms) more rear hip room. Best Seats Available Seven thousand hours of consumer-clinic evaluations yielded the best seats available in any full-sized truck. Front seats--which are identical to those used successfully in regular-duty Sierras--have outboard restraints that mount directly to the seat frame to enhance ease of use, riding comfort, and safety. Higher adjustable headrests offer extra protection from rear impacts. Seat backs recline to help accommodate drivers of widely varying statures. Studies show that 98-percent of the driving population fit comfortably in the new Sierra HD. A 40/20/40-split bench seat and individual buckets are both offered with cloth or leather-seating-surface upholstery. In the extended cab, rear seats have 2.4-inch (61 mm) longer cushions and a 3.7-inch-(94 mm) taller backrest. Headrests provided for outboard passengers are adjustable. To clear room for inside cargo, the bottom cushion folds upward. Child-seat upper tether anchors and bottom latches are provided in all three rear seating positions and also in the front passenger seat. The crew cab's rear seat is a 40/60-split-bench design with room for three passengers. Head restraints, provided for outboard passengers, are vertically adjustable and don't have to be removed to fold the backrest down to create storage room. Folding panels that hinge forward from the rear side of the backrest create a large, flat surface that's ideal for luggage, tools, or pets. In addition to three child-seat upper-tether anchors provided on the back of this rear seat, there's a fold-down center armrest with two cupholders and a stowage tray. Interior Storage Options Various interior storage options are provided to enhance the Sierra HD's comfort and convenience. Vehicles with bucket seats have a center console with a large, lockable storage volume, two cupholders, extra stowage in the lid, and a coin holder. Extended and crew cab models have additional features built into the rear end of the console: two more cupholders, adjustable air conditioning vents with positive shutoffs, and a small storage bin for rear passenger use. Two different overhead consoles are available. The larger one has map lights, a compartment for a garage-door opener and a sunglasses holder. A mini overhead console has map lights and one ample-sized storage container. Front cupholders are configured to hold beverage boxes and various round containers. In addition to cupholders built into the center console, additional receptacles are provided in the rear door trim panels. Instrument Panel Sierra's seven-gauge instrument cluster is configured for high visibility and instant recognition. Automatic transmission gear positions are displayed in a bright vacuum fluorescent readout centered just below the 100 mph (161 km/h) speedometer. With the engine switched off, depressing the trip odometer's reset button displays engine hours in one-hour increments. A driver message center reports the status of 18 vital functions in a liquid-crystal dot-matrix display at the left side of the cluster. Warnings are progressive so appropriate action can be taken to alleviate a hot transmission or a low lubricant level in the engine. A switch built into the end of the automatic transmission's shift lever commands Sierra's exclusive tow/haul mode. So activated, upshifts are delayed in all gears. Shifts are firmer and slippage under heavy load is reduced. Driver and passenger-side airbags reduce injuries in the event of a forward collision. Two-door models are equipped with a key-operated on-off switch that permits disabling the passenger-side air bag when it's necessary to carry children or small-stature adults in the front seat. Other instrument panel features include a removable top pad to facilitate service, soft-touch low-gloss paint to provide an attractive appearance while minimizing glare, two covered power points and a cigar lighter for convenient use of cell phones and portable computers, and passenger-assist handle to aid entry and exit from the vehicle. Heating, ventilating, and air-conditioning (HVAC) systems are vastly improved. A serviceable filter element removes airborne particles as small as 10 microns in size before they enter the passenger cabin. Standard solar-ray glass cuts the amount of solar energy entering the cab, speeding cool-down performance on hot days. Use of advanced computers helped diminish air-rush noise by 40-percent over past designs. The blower motor is encased behind a highly effective hush panel. Extra blower and condenser capacity helped achieve best-in-class cool-down performance. The powertrain control module adjusts the transmission's shift schedule during warm up after a cold start for the benefit of heater and defroster performance. An electric rear window defogger --wired to electrically heated outside mirrors--is a new option. Rear-seat heater ducts are standard equipment on extended and crew cab models. Rear-seat fan controls and AC outlets are also available. Crew cab models may be equipped with electronic temperature control which automatically maintains the comfort level that's selected. Interior lighting has been configured to safely assist ingress and egress from the vehicle at night. In addition to a dome lamp, there are courtesy lamps placed to illuminate the door sill areas. Up-level models add an overhead console with two map reading lamps and door-mounted hazard lamps with red and white lenses. The cargo lamp mounted externally at the rear of the cab now operates independently of interior lights. State-of-the-art Delco audio systems with custom-designed speakers deliver outstanding performance with excellent durability and reliability. Three standard and three uplevel systems are available: regular cab models intended for fleet and commercial operators have an electronically tuned AM/FM stereo receiver with digital clock, present scan, and two speakers. The standard retail sound system adds two additional speakers to the above features. A system with the same features plus an auto-reverse cassette player is optional. top of the line audio systems have six speakers tuned to this interior application. The first features a cassette deck, speed-compensated volume adjustment, automatic tone controls geared to programming material, and TheftLock protection. The second uplevel sound system plays CDs in place of cassette tapes. The third system plays cassette tapes and CDs in a deck positioned below the main control head. In addition, remote six and 12-disc CD changers are available as GMC-dealer-installed options http://drive.to/agmlemon> gm_lemon@bigfoot.com>