GAINESVILLE, Fla. — Final finish order (1-16) for professional categories at the 41st annual NHRA Gatornationals at Gainesville Raceway. The race is the third of 23 events in the NHRA Full Throttle Drag Racing Series.

TOP FUEL:
1. Tony Schumacher; 2. Antron Brown; 3. Larry Dixon; 4. Shawn Langdon; 5. Cory McClenathan; 6. Steve Torrence; 7. Doug Foley; 8. Brandon Bernstein; 9. Terry McMillen; 10. Pat Dakin; 11. Bobby Lagana Jr.; 12. Doug Kalitta; 13. Todd Paton; 14. David Grubnic; 15. Morgan Lucas; 16.
Chris Karamesines.

FUNNY CAR:
1. Tim Wilkerson, Ford Mustang; 2. Bob Tasca III; 3. Ron Capps; 4. Tony Pedregon; 5. John Force; 6. Melanie Troxel; 7. Matt Hagan; 8. Robert Hight; 9. Del Worsham; 10. John Smith; 11. Jim Head; 12. Jeff Arend; 13. Ashley Force Hood; 14. Jack Beckman; 15. Bob Bode; 16. Cruz Pedregon.

PRO STOCK:
1. Jason Line, Pontiac GXP; 2. Mike Edwards; 3. Allen Johnson; 4. Greg Anderson; 5. Ronnie Humphrey; 6. Ron Krisher; 7. V. Gaines; 8. Jeg Coughlin; 9. Bob Yonke; 10. Rickie Jones; 11. Vinnie Deceglie; 12. Johnny Gray; 13. Steve Spiess; 14. Shane Gray; 15. Rodger Brogdon; 16.
Greg Stanfield.

PRO STOCK MOTORCYCLE:
1. Eddie Krawiec, Harley-Davidson; 2. Shawn Gann; 3. Craig Treble; 4. Hector Arana; 5. Andrew Hines; 6. David Hope; 7. Karen Stoffer; 8. Steve Johnson; 9. Jim Underdahl; 10. Michael Phillips; 11. Junior Pippin; 12. Angie Smith; 13. Matt Smith; 14. Redell Harris; 15. LE Tonglet; 16. Mike Berry.

GAINESVILLE, Fla. — Sunday’s final results from the 41st annual NHRA Gatornationals at Gainesville Raceway. The race is the third of 23 in the NHRA Full Throttle Drag Racing Series:

Top Fuel — Tony Schumacher, 3.797 seconds, 322.04 mph def. Antron Brown, 6.632 seconds, 101.17 mph.

Funny Car — Tim Wilkerson, Ford Mustang, 4.097, 303.78 def. Bob Tasca III, Mustang, 4.192, 287.17.

Pro Stock — Jason Line, Pontiac GXP, 6.580, 210.14 def. Mike Edwards, GXP, 6.556, 211.16.

Pro Stock Motorcycle — Eddie Krawiec, Harley-Davidson, 6.899, 195.68 def. Shawn Gann, Buell, 6.908, 194.21.

Top Alcohol Dragster — Duane Shields, 5.362, 267.27 def. Darren Nicholson, 8.334, 114.93.

Top Alcohol Funny Car — Frank Manzo, Chevy Monte Carlo, 5.475, 265.33 def. Mickey Ferro, Monte Carlo, 5.498, 262.44.

Pro Modified — Kenny Lang, Chevy Corvette, 5.908, 243.68 def. Michael Gullqvist, Chevy Camaro, foul.

GAINESVILLE, Fla. — Final round-by-round results from the 41st annual NHRA Gatornationals at Gainesville Raceway, the third of 23 events in the NHRA Full Throttle Drag Racing Series:

TOP FUEL:

ROUND ONE — Steve Torrence, 3.879, 311.05 def. Morgan Lucas, 7.782, 91.43; Doug Foley, 3.959, 254.47 def. Doug Kalitta, 6.519, 113.58; Shawn Langdon, 3.919, 299.06 def. Chris Karamesines, 9.076, 56.08; Brandon Bernstein, 3.891, 313.22 def. David Grubnic, 7.263, 87.20; Antron Brown, 3.973, 229.90 def. Todd Paton, 7.079, 94.98; Tony Schumacher, 3.818, 320.81 def. Terry McMillen, 3.865, 304.94; Larry Dixon, 3.824, 319.37 def. Pat Dakin, 3.952, 275.45; Cory McClenathan, 3.816, 322.50 def. Bobby Lagana Jr., 3.955, 305.91;

QUARTERFINALS — Brown, 3.812, 318.92 def. Torrence, 3.862, 314.61; Dixon, 3.831, 317.87 def. Bernstein, 8.355, 82.55; Schumacher, 3.839, 319.45 def. Foley, 4.332, 179.42; Langdon, 3.852, 317.57 def. McClenathan, 3.840, 315.42;

SEMIFINALS — Schumacher, 3.822, 324.98 def. Dixon, 3.825, 319.75; Brown, 3.801, 318.24 def. Langdon, 3.909, 304.74;

FINAL — Schumacher, 3.797, 322.04 def. Brown, 6.632, 101.17.

FUNNY CAR:

ROUND ONE — John Force, Ford Mustang, 4.087, 310.13 def. Bob Bode, Chevy Impala SS, 8.061, 98.35; Tony Pedregon, Impala, 4.128, 310.13 def. Cruz Pedregon, Toyota Solara, 8.771, 90.18; Ron Capps, Dodge Charger, 4.072, 310.63 def. Del Worsham, Solara, 4.157, 306.88; Matt Hagan, Charger, 4.061,
316.15 def. John Smith, Chevy Monte Carlo, 4.223, 268.38; Robert Hight, Mustang, 4.122, 305.84 def. Jim Head, Solara, 4.223, 301.94; Melanie Troxel, Charger, 5.324, 158.61 def. Ashley Force Hood, Mustang, 5.980, 134.85; Bob Tasca III, Mustang, 4.139, 308.57 def. Jack Beckman, Charger, 6.672, 94.77; Tim Wilkerson, Mustang, 4.188, 283.37 def. Jeff Arend, Solara, 5.520, 190.19;

QUARTERFINALS — T. Pedregon, 4.113, 310.27 def. Troxel, 4.164, 307.30; Capps, 4.066, 312.35 def. Force, 4.135, 310.05; Wilkerson, 4.094, 307.86 def. Hagan, 4.465, 284.62; Tasca III, 4.131, 309.70 def. Hight, 4.804, 178.97;

SEMIFINALS — Wilkerson, 4.149, 298.67 def. T. Pedregon, 8.493, 85.67; Tasca III, 4.125, 308.85 def. Capps, 4.562, 216.76;

FINAL — Wilkerson, 4.097, 303.78 def. Tasca III, 4.192, 287.17.

PRO STOCK:

ROUND ONE — Ronnie Humphrey, Pontiac GXP, 6.553, 211.66 def. Vinnie Deceglie, Dodge Avenger, 6.574, 209.82; Jason Line, GXP, 6.556, 211.76 def. Greg Stanfield, GXP, foul; Greg Anderson, GXP, 6.603, 210.70 def. Steve Spiess, Chevy Cobalt, 6.595, 210.05; V. Gaines, Avenger, 6.556, 210.73 def. Rodger Brogdon, GXP, 6.732, 201.55; Allen Johnson, Avenger, 6.587, 210.64 def. Shane Gray, GXP, 6.616, 209.69; Mike Edwards, GXP, 6.520, 212.23 def. Rickie Jones, GXP, 6.571, 210.05; Ron Krisher, Cobalt, 6.542, 210.67 def. Johnny Gray, GXP, 6.574, 210.18; Jeg Coughlin, Cobalt, 6.559,
211.73 def. Bob Yonke, GXP, 6.563, 210.34;

QUARTERFINALS — Anderson, 6.587, 210.60 def. Coughlin, 9.637, 93.10; A. Johnson, 6.600, 210.05 def. Gaines, 6.616, 209.49; Line, 6.582, 210.83 def. Krisher, 6.592, 210.14; Edwards, 6.549, 210.83 def. Humphrey, 6.577, 210.97; Anderson, 6.587, 210.60 def. Coughlin, 9.637, 93.10; A. Johnson, 6.600, 210.05 def. Gaines, 6.616, 209.49; Line, 6.582, 210.83 def. Krisher, 6.592, 210.14; Edwards, 6.549, 210.83 def. Humphrey, 6.577, 210.97;

SEMIFINALS — Line, 6.606, 210.24 def. Anderson, 17.349, 43.53; Edwards, 6.564, 211.23 def. A. Johnson, 6.596, 210.54;

FINAL — Line, 6.580, 210.14 def. Edwards, 6.556, 211.16.

PRO STOCK MOTORCYCLE:

ROUND ONE — Shawn Gann, Buell, 6.893, 193.85 def. Junior Pippin, Buell, 6.941, 191.59; Steve Johnson, Suzuki, 6.978, 193.18 def. Matt Smith, Buell, 6.982, 191.13; Craig Treble, Suzuki, 6.901, 193.49 def. Michael Phillips, Suzuki, foul; Hector Arana, Buell, 6.868, 194.41 def. LE Tonglet, Buell, 7.055, 192.08; David Hope, Buell, 6.939, 189.76 def. Mike Berry, Buell, DQ; Eddie Krawiec, Harley-Davidson, 6.864, 195.11 def. Angie Smith, Buell, 6.976, 187.47; Karen Stoffer, Suzuki, 6.847, 193.46 def. Redell Harris, Buell, 6.999, 187.08; Andrew Hines, Harley-Davidson, 6.875,
195.51 def. Jim Underdahl, Suzuki, foul;

QUARTERFINALS — Treble, 7.038, 186.07 def. Hope, foul; Arana, 6.916, 191.70 def. Hines, foul; Krawiec, 6.856, 194.63 def. Johnson, foul; Gann, 6.945, 192.06 def. Stoffer, 6.979, 187.52;

SEMIFINALS — Gann, 6.907, 193.18 def. Arana, foul; Krawiec, 6.903, 194.63 def. Treble, 6.971, 189.52;

FINAL — Krawiec, 6.899, 195.68 def. Gann, 6.908, 194.21.

GAINESVILLE, Fla. — Point standings (top 10) for NHRA professional categories following the 41st annual NHRA Gatornationals at Gainesville Raceway, the third of 23 events in the NHRA Full Throttle Drag Racing Series –

Top Fuel

1. Tony Schumacher, 266; 2. Cory McClenathan, 255; 3. Larry Dixon, 239; 4. Doug Kalitta, 230; 5. Antron Brown, 194; 6. Shawn Langdon, 169; 7. Steve Torrence, 160; 8. Morgan Lucas, 140; 9. Brandon Bernstein, 137; 10. David Grubnic, 120.

Funny Car

1. John Force, 280; 2. Ron Capps, 226; 3. Jack Beckman, 219; 4. Bob Tasca III, 205; 5. (tie) Matt Hagan, 181; Robert Hight, 181; 7. Tony Pedregon, 180; 8. Tim Wilkerson, 177; 9. Ashley Force Hood, 149; 10. Del Worsham, 128.

Pro Stock

1. Mike Edwards, 363; 2. Allen Johnson, 231; 3. Greg Anderson, 221; 4. Jason Line, 200; 5. Ron Krisher, 162; 6. Greg Stanfield, 157; 7. Rodger Brogdon, 147; 8. Ronnie Humphrey, 137; 9. Bob Yonke, 135; 10. Jeg Coughlin, 134.

Pro Stock Motorcycle

1. Eddie Krawiec, 119; 2. Shawn Gann, 94; 3. Karen Stoffer, 84; 4. Hector Arana, 76; 5. Craig Treble, 75; 6. David Hope, 58; 7. Andrew Hines, 54; 8. Steve Johnson, 53; 9. Junior Pippin, 36; 10. Matt Smith, 33.

GAINESVILLE, Fla. – Canadian flags waved in the grandstands at historic Gainesville Raceway Sunday as Manitoba’s Kenny Lang made drag racing history as the first to win a Wally in the NHRA Get Screened America Pro Mod Series.

Lang became the first winner in NHRA’s newest national touring series as he drove his green 1953 Corvette to victory over Sweden’s Michael Gullqvist, who drove the ProCareRX 1968 Camaro owned by series supporter Roger Burgess.

“This is a great event and I am thrilled to win it,” said Lang who qualified sixth and defeated a tough group of drivers in earlier rounds including JEGS.com’s Troy Coughlin, In-N-Out Burger ’63 Corvette driver Melanie Troxel and Qatar’s Khalid Balooshi.

Lang powered his ’53 Corvette to a 5.908-second run at 243.68 mph to earn the victory in the final-round, but ultimately didn’t need the strong performance when Gullqvist fouled at the start.

“It definitely hasn’t all sunk in yet,” said Lang about being the first official Pro Mod winner in NHRA history. “We are one of the lesser-funded teams out here but we do a good job and we do it because we love it. I wasn’t surprised to see those flags out there because we get a lot of support wherever we go. We had a great car today.”

The NHRA Get Screened America Pro Mod Series continues April 9-11 at Houston Raceway Park in Baytown, Texas.

GAINESVILLE, Fla. – Final finish order for the NHRA Get Screened America Pro Mod Drag Racing Series Sunday at Gainesville Raceway. It is the first of 10 events for the series in 2010.

PRO MODIFIED:
1. Kenny Lang, Chevy Corvette; 2. Michael Gullqvist; 3. Khalid Balooshi; 4. Burton Auxier; 5. Jay Payne; 6. Joe Baker; 7. Melanie Troxel; 8. Roger Burgess; 9. Tony Pontieri; 10. Ed Hoover; 11. Mike Knowles; 12. Rickie Smith; 13. Chip King; 14. Tim Tindle; 15. Troy Coughlin; 16.
Adam Flamholc.

GAINESVILLE, Fla. – Round-by-round results for the NHRA Get Screened America Pro Mod Drag Racing Series Sunday at Gainesville Raceway. It is the first of 10 events for the series in 2010.

ROUND ONE — Michael Gullqvist, Chevy Camaro, 5.852, 248.84 def. Tim Tindle, Shelby Mustang, 6.030, 207.02; Khalid Balooshi, Camaro, 5.916, 244.03 def. Tony Pontieri, Camaro, 5.877, 246.30; Kenny Lang, Chevy Corvette, 5.860, 244.92 def. Troy Coughlin, Camaro, foul; Burton Auxier, Camaro, 5.898, 240.12 def. Rickie Smith, Camaro, 5.937, 238.76; Joe Baker, Pontiac Firebird, 5.956, 232.35 def.
Mike Knowles, Corvette, 5.913, 246.80; Melanie Troxel, Corvette, 5.901, 247.70 def. Chip King, Dodge Daytona, 5.945, 241.41; Jay Payne, Camaro, 5.809, 244.87 def. Ed Hoover, Camaro, 5.893, 244.25; Roger Burgess, Corvette, 5.824, 246.80 def. Adam Flamholc, Camaro, broke;

QUARTERFINALS — Auxier, 5.943, 237.71 def. Baker, 6.853, 160.54; Lang, 5.883, 244.43 def. Troxel, 8.028, 125.44; Gullqvist, 5.827, 248.52 def. Burgess, DQ; Balooshi, 5.877, 245.72 def. Payne, 5.913, 244.34;

SEMIFINALS — Lang, 5.932, 244.03 def. Balooshi, 5.909, 245.49; Gullqvist, 5.857, 248.16 def. Auxier, 11.983, 81.19;

FINAL — Lang, 5.908, 243.68 def. Gullqvist, foul.

GAINESVILLE, Fla. – Top 10 point standings for the NHRA Get Screened America Pro Mod Drag Racing Series following Sunday’s race at Gainesville Raceway. It is the first of 10 events for the series in 2010.

1. Kenny Lang, 95; 2. Michael Gullqvist, 74; 3. (tie) Burton Auxier, 63; Khalid Balooshi, 63; 5. (tie) Joe Baker, 52; Roger Burgess, 52; Jay Payne, 52; Melanie Troxel, 52; 9. (tie) Troy Coughlin, 41; Adam Flamholc, 41; Ed Hoover, 41; Chip King, 41; Mike Knowles, 41; Tony Pontieri, 41; Rickie Smith, 41.

We have a 1995 Suburban with light grey carpet. The carpet turned black within two weeks. We had the carpet cleaned and started looking for floor mats, during our quest we were told to look at Husky Liners. The next day we looked at auto part retailers until we had compared all the manufactured floor mats and the Husky Liners.
Well we ordered Them and waited for the custom built liners to show up in the mail. We love the Liners and plan to buy them for all our cars personal and company.

The liners are made of high quality materials, the underside have what Husky calls STA-PUT NIBS technology, this keeps the liners in place. Our liners have about an ½ inch lip around the edges. This is the feature I like, you can lift them out and dump out water, soda whatever spills on them.
You cannot climb in our Suburban without noticing the floor liners, they really dressed it up. Check out the photos. Find out what colors are available for your ride by clicking here. http://www.huskyliners.com/

The event based in the central Mexican town of León provided top class action throughout the weekend, as three on-form Ford Fiesta S2000 crews left the rest of the field trailing and fought out a close contest for SWRC honours.

Twenty-four-year-old Pole Michal Kosciuszko was off the mark quickly on day one, opening up a gap of more than 30seconds after the first loop of stages. However, his charge was halted after his alternator belt snapped and he was forced to retire. That allowed Spanish driver Xevi Pons to assume the lead, and he managed to hold off fellow Ford Fiesta S2000 runner Martin Prokop during the remainder of the day’s tests to return to service with an advantage of around eight seconds ahead of the consistent Czech. Prokop was pleased to still be in such close contention having suffered a fuel leak and some heavy damage from rocks earlier in the day.

On Saturday Pons began to stretch his lead during the first stage, SS10 Ibarrilla, but was then hampered by a clutch problem that saw him drop more than 40seconds and he fell back into second place on the SWRC leaderboard. Prokop took advantage of Pons’ misfortune and drove steadily throughout the day to finish the second leg with a narrow lead of 4.8seconds. Meanwhile, Michal Kosciuszko had enjoyed another bittersweet day of rallying. Having returned under SuperRally rules he showed fantastic pace in the Ford Fiesta S2000 to win four SWRC stages, before being hit by another mechanical problem that stopped him in his tracks once again, this time a broken propshaft.

With only four stages to complete on Sunday Prokop and Pons were set for a showdown on the dusty Mexican plains to decide who took the win. With his clutch issues resolved after overnight service Pons surged back into the lead after winning SS19 Guanajuatito, with Prokop only third-fastest. After that Prokop decided to take the points on offer for second to strengthen his championship bid rather than go flat out for the win and risk a non-finish, although he did sign off with a stage win on the final test, the SS22 Super Special. That meant Pons could drive steadily and secure victory on his first SWRC event and first rally in the Ford Fiesta S2000 by a margin of 17.6seconds.

The pace of the Ford Fiesta S2000 crews was once again highlighted by the fact that both Pons and Prokop finished eighth and ninth overall on the rally, ahead of some WRC competitors.

Neverless, the team pulled it together and arrived at Las Vegas on Thursday in time to prepare for the weekend. Friday’s practice proved the Greaves-McGrath team was ready to take on the Lucas Oil Champions by capturing both fastest lap times in the U4, and U2. During qualifying however, Johnny had a shock that got damaged, so he had to pull off during Lap 4, but still salvaged 4th fastest time, and McGrath continued to top the field with the fastest lap time in U2!

When it came time for the U2 race, McGrath came to the line totally stoked after having dominated the lap times since arriving in Las Vegas. The invert put Jeremy second row outside. After a 4th place start, Jeremy began his charge to the front, but was just a little too eager for his first U2 win. In his excitement he created some early contact, which resulted in a broken tie rod, taking McGrath out early in the race, finishing 25th.

After downpours Saturday evening, Lucas Oil officials decided to cancel qualifying Sunday morning, and save the track for race time. This put the Greaves-McGrath team starting in the back of the pack since their start position was based on their previous days finish. Johnny went to the line not worried, he was confident that his Toyota motor, and BFGoodrich tires would give him a terrific jump on the rest of the pack. Lap two gave Johnny a surprise though, as he watched his air cleaner get snapped off, and the gasket get sucked into the carb, leaving his Toyota very hard to control. With Johnny’s experience, and ability to drive in almost any situation, he completed the race, and still salvaged a 5th place!

McGrath also in the back of the pack, went to the line with an entirely different attitude this time. Having an extremely competitive 25 trucks in front of him he patiently picked his lines, and made his way thru the pack. Still very hungry for a win, he ran the fastest lap of the race, and finished with an amazing 4th place, passing 21 trucks along the way.

With the first race in the books, the team is extremely excited about both trucks being at the the top of their class. The Greaves-McGrath crew is now headed back to WI, to regroup, and make sure the trucks are 100% ready for the 2010 season to come.

•Ford’s new Police Interceptor will be offered without interruption when production of the Ford Crown Victoria ends in late 2011
•Ford confirms production of an additional Police Interceptor, a utility vehicle that will be pursuit-rated to complement the sedan; vehicle to be revealed later this year
Las Vegas, March 12, 2010 – Ford reveals its all-new, purpose-built Police Interceptor sedan today, showcasing a car for law enforcement officials that will exceed the durability, safety, performance and fuel economy of the industry’s leading police car – the Ford Crown Victoria – while also confirming production of a Police Interceptor utility vehicle.

Ford, the police vehicle market leader for 15 years, specifically designed and engineered an all-new Police Interceptor to handle the rigors of police work, including industry-leading powertrain, safety and technology innovations.

Ford will also add a second Police Interceptor to the lineup, a utility vehicle to provide customers a choice of the best vehicle to suit their needs. More details will be released in the third quarter of this year.

“Police nationwide asked for a new kind of weapon in the battle for public safety, and Ford is answering the call with a purpose-built vehicle – engineered and built in America – that’s as dynamic as it is durable,” said Mark Fields, Ford president of The Americas.

To develop the all-new Police Interceptor, Ford engineers worked hand-in-hand with Ford’s Police Advisory Board of law enforcement professionals, which provided input on key vehicle attributes such as safety, performance, durability, driver comfort and functionality.

“Their feedback mattered to us,” said Scott Tobin, Ford vehicle line director for cars and crossovers. “Safety and durability were at the top of their list. So safety and durability were at the top of ours.”

A focus on safety
Continuing Ford’s safety leadership includes engineering the Police Interceptor to pass 75-mph rear-end crash testing. Currently, the Crown Victoria Police Interceptor is the only pursuit sedan to meet this test.

The new Police Interceptor also features Ford’s exclusive Safety Canopy® side-curtain air bag rollover protection system to help protect front and rear outboard passengers in both rollover and side-impact crashes. The multiple side-curtain air bags use Ford’s unique Roll Fold technology to help them slip between the occupant and the side window.

Increased power, enhanced sophistication
Ford’s Police Interceptor engine strategy will provide a V-6 lineup that performs equal to or better than V-8 engines. The lineup comes with two powertrain options, allowing police to choose the powerhouse that best meets their patrol requirements.

A highly efficient 3.5-liter V-6 engine delivering at least 263 horsepower and E85 compatibility is 25 percent more efficient than the 4.6-liter Single Overhead Cam (SOHC) V-8 offered in the current Crown Victoria Police Interceptor.

Plus, an all-new 3.5-liter EcoBoost™ V-6 twin-turbocharged, direct-injection engine will deliver at least 365 horsepower and 350 ft.-lb. of torque across a broad rpm range.

“We have an extremely powerful standard engine, and to top that off, we also offer our exclusive EcoBoost technology,” said Tobin. “Both are designed for the severe-duty cycle that police engage in on a daily basis.”

EcoBoost brings municipalities and police fleet administrators the first ultra high-performance, yet environmentally friendly, police pursuit vehicle. Offering performance that bests normally aspirated V-8 powered police cruisers and comparable fuel economy and CO2 emissions to the standard V-6, EcoBoost represents a triple-win for police departments, the tax-paying constituents they serve and the environment they help collectively to preserve.

A high-capacity six-speed SelectShift Automatic™ transmission delivers the power of EcoBoost to the road via the sophisticated torque-sensing all-wheel-drive system.

“Ford remains committed to leading the police vehicle market, and our new Police Interceptor demonstrates how much engineering and innovation we’re willing to invest to address the unique needs of those who protect and serve communities throughout America,” Fields said.

Rigidly tested, police-tuned
Throughout its development, Ford’s new Police Interceptor has been put through the paces, undergoing a battery of torture tests to ensure its individual components can hold up to the rigorous driving styles of police professionals.

Certification testing designed by the Michigan State Police and the Los Angeles County Sheriff’s Department evaluates the durability and capability of the vehicle through a variety of tests where the car’s systems are pushed to the limits for nearly an hour and a half – far exceeding the demands most patrol cars ever experience.

To meet the rigors of the durability testing, the brakes have been increased in size and performance. The cooling package is purpose-built as well, featuring a heavy-duty alternator and larger radiator. Its honeycomb grille is designed to work in harmony with the interior components, offering more air flow throughout the vehicle. Plus, the standard 18-inch steel wheels are vented, designed to work in concert with the enhanced brake system.

“This vehicle is pursuit-ready,” said Carl Widmann, vehicle engineering manager. “It’s no nonsense, through and through.”

Functional, inside and out
Special features continue inside, too. “Working with our police partners, we’ve considered every detail,” said Ken Czubay, Ford vice president of Marketing, Sales and Service. “Approximately 90 percent of the interior has been redesigned to meet the needs of our special police customers.”

Front seats have been specially designed, with a lower bolster removed to better accommodate officers’ utility belts. Inserted into the seatback are anti-stab plates, designed to protect front-seat occupants.

The Police Interceptor second row also has been optimized to address police-specific needs.
The vinyl seats are specially sculpted and set back to improve second-row space and maximize legroom. The back door hinges are modified to open up another 10 degrees versus traditional rear doors.

The Ford Police Interceptor also is equipped with a column shift specifically designed so the console area is free for the ever-increasing amounts of aftermarket police equipment necessary for officers to do their jobs.

The new vehicle also features:

•BLIS® (Blind Spot Information System): The system uses two radar sensors located in the rear quarter panels to detect vehicles in the surrounding lanes. If a vehicle enters the driver’s blind-spot zones, the system alerts the driver with a warning light in the side-view mirror.
•Cross Traffic Alert: This system uses the existing BLIS radar modules to sense oncoming traffic when slowly backing out of a parking spot. This industry-exclusive system functions only while the vehicle is in reverse and warns when cross-traffic appears within three car-widths.
•Rear View Camera System: When the vehicle is in rear camera mode, a color image with guidance markers on the rear view mirror will assist the driver in backing up.
•Reverse Sensing System: An audible tone will alert the driver to certain objects up to 6 feet behind the vehicle.
•Standard AdvanceTrac® ESC (electronic stability control): This helps maintain the intended path by measuring side-to-side yaw, or skidding, by the vehicle’s speed, throttle position and steering wheel angle. When wheel slip is sensed, AdvanceTrac reduces engine torque and applies selected brakes.
•Ford SYNC®: The Ford-exclusive, hands-free information system has the potential to be customized and remapped to work specifically with police aftermarket equipment such as lights and sirens, allowing officers to focus on the task at hand.
Ford’s new Police Interceptor sedan will be manufactured at Ford’s Chicago (Ill.) Assembly Plant and will be offered without interruption when production of the Crown Victoria Police Interceptor ends in late 2011.

About Ford Motor Company
Ford Motor Company, a global automotive industry leader based in Dearborn, Mich., manufactures or distributes automobiles across six continents. With about 198,000 employees and about 90 plants worldwide, the company’s automotive brands include Ford, Lincoln, Mercury and Volvo. The company provides financial services through Ford Motor Credit Company. For more information regarding Ford’s products, please visit www.ford.com.

This is pathetic , what low life would steal a truck that is out there to honor our fallen soldiers? I hope they catch this guy and incarcerate him for the maximum amount of time. That is like stealing money from a church. To the truck thief, do yourself a favor and leave the truck in an parking lot where it will be seen and returned to the owner. You just might be caught with the truck and beaten by some one that loves our great country.

1987 Chevy Truck
Tribute To Fallen Soldiers
February 13, 2010

1987 Chevy “A Tribute To Fallen Soldiers” Truck. The truck was parked overnight on Saturday Feb 13th at a local merchant In Crossville, Tennessee. When AJ went to get the truck the next morning, Valentine’s Day, it was gone with no sign of forced entry. As you can see by the pictures, the truck is royal blue covered with small 1″x 1.5″ crosses in memory of those who paid the ultimate price for our freedom.
At the time it was taken there were almost 4,000 crosses on it. Here is the link to the WATE TV Knoxville interview about the theft. If you have any additional information please contact me. We thank you for your help as this is not just a loss for our son but for the families of those who have died. http://www.wate.com/Global/story.asp?S=11995345

“Anyone seeing this truck or knowing the whereabouts of it are asked
to contact 911 and report seeing a stolen vehicle from Crossville, Tennessee or you can
call the Crossville Police Department Direct @ 931-484-7231″

Brown, Hagan and Stoffer also No. 1 qualifiers at Gainesville Raceway
Mike Edwards accomplished a rare feat Saturday at the Tire Kingdom NHRA Gatornationals when he raced to a Pro Stock victory and a No. 1 qualifying position in the same day at historic Gainesville Raceway.
The defending NHRA world champ powered his Penhall/Interstate Batteries Pontiac GXP to a win in the completion of the weather-delayed NHRA Arizona Nationals and scored his third No. 1 qualifying effort of the season and 25th of his career.
Antron Brown (Top Fuel), Matt Hagan (Funny Car) and Karen Stoffer (Pro Stock Motorcycle) also will lead their respective categories into Sunday’s 11 a.m. eliminations as No. 1 qualifiers at the NHRA Full Throttle Drag Racing Series event.
Edwards scored his second win of the season and 22nd of his career by outrunning rookie driver Bob Yonke in the final. It was Yonke’s first final round appearance in his first NHRA start. Edwards posted a winning performance of 6.552 at 211.16, while Yonke trailed with a 6.601 at 209.36 in his Adrenaline Motorsports GXP.
Edwards took the top qualifying spot for the Gatornationals with a 6.537-second run at a speed of 211.56 mph.
“A win’s a win,” Edwards said. “I am real thankful. We’ve come here to Gainesville and ran good. We had some changes to the rules and my guys made the changes and we’ve done well. I am real proud of them.”
In Top Fuel, Brown powered his Matco Tools dragster to a track-record time of 3.803 at 321.04 to earn his first No. 1 of the season and 22nd of his career (11th in Top Fuel).
“To come out here and do this is definitely a blessing,” Brown said. “I just want to take it one step at a time, and being No. 1 qualifier is definitely putting a foot in the right direction, and I’m stoked about that. It feels good to get two solid laps back to back. It’s not just being No. 1; it’s just getting two solid laps back to back because that gives you confidence going into race day where you can go round to round.”
Hagan claimed his third Funny Car top qualifying effort with a 4.060 at a track-record speed of 313.58 in his DieHard Dodge Charger.
“First of all, it’s great to snag the No. 1 spot,” Hagan said. “I have a little history here [in Gainesville] with the Pro Mod car, and this is big. I knew Tommy [DeLago, crew chief] was going for it because we were already qualified. When the clutch went one-to-one, I knew it was gonna run.”
Earlier in the day, Hagan’s Don Schumacher Racing-owned team announced that former John Force Racing crew chief John Medlen had joined his team and would be working alongside DeLago as co-crew chief.
“As for John Medlen, I’m not sure what his impact is yet,” Hagan said. “He’s feeling his way through everything. I’m sure he had some input, and I’m sure we’ll see a lot of stuff from him and Tommy. I’m really excited and can’t wait to see what happens tomorrow. We need to put four runs together on race day. We always qualify well, but we need to get that Wally on Sunday.”
Stoffer earned her second career No. 1 position in Pro Stock Motorcycle, speeding to a track-record time of 6.855 at 194.77 on her GEICO Powersports Suzuki.
“We knew we had a fast bike, and I just had to do my job,” Stoffer said. “I was excited that they gave me the performance, and I was able to do my job and put the package together and get that No. 1 back. I’ve had the No. 1 before, but I’ve never had to fight for it like that, so it was pretty cool to be able to do that.”
* * *
GAINESVILLE, Fla. — First-round pairings for professional eliminations Sunday for the 41st annual NHRA Gatornationals at Gainesville Raceway, the third of 23 events in the NHRA Full Throttle Drag Racing Series. Pairings based on results in qualifying, which ended Saturday. DNQs listed below pairings.

Top Fuel — 1. Antron Brown, 3.803 seconds, 321.04 mph vs. 16. Todd Paton, 7.542, 89.46; 2. Tony Schumacher, 3.805, 321.12 vs. 15. Terry McMillen, 7.363, 94.82; 3. Larry Dixon, 3.820, 317.87 vs. 14. Pat Dakin, 4.458, 192.60; 4. Shawn Langdon, 3.829, 317.12 vs. 13. Chris Karamesines, 4.052, 288.39; 5. Cory McClenathan, 3.830, 317.79 vs. 12. Bobby Lagana Jr., 4.011, 298.54; 6. David Grubnic, 3.832, 321.58 vs. 11. Brandon Bernstein, 3.906, 314.46; 7. Doug Kalitta, 3.846, 315.49 vs. 10. Doug Foley, 3.891, 312.35; 8. Steve Torrence, 3.856, 311.99 vs. 9. Morgan Lucas, 3.880, 303.43.

Funny Car — 1. Matt Hagan, Dodge Charger, 4.060, 313.58 vs. 16. John Smith, Chevy Monte Carlo, 4.231, 299.80; 2. Robert Hight, Ford Mustang, 4.060, 310.13 vs. 15. Jim Head, Toyota Solara, 4.202, 303.64; 3. Ron Capps, Charger, 4.070, 306.81 vs. 14. Del Worsham, Solara, 4.156, 305.42; 4. Tony Pedregon, Chevy Impala, 4.078, 311.49 vs. 13. Cruz Pedregon, Solara, 4.152, 288.09; 5. Ashley Force Hood, Mustang, 4.081, 312.42 vs. 12. Melanie Troxel, Charger, 4.144, 305.84; 6. John Force, Mustang, 4.093, 308.85 vs. 11. Bob Bode, Chevy Impala SS, 4.140, 304.12; 7. Bob Tasca III, Mustang, 4.107, 306.81 vs. 10. Jack Beckman, Charger, 4.135, 306.05; 8. Jeff Arend, Solara, 4.107, 305.01 vs. 9. Tim Wilkerson, Mustang, 4.114, 305.84. Did Not Qualify: 17. Jeff Diehl, 4.284, 293.79; 18. Paul Lee, 4.324, 260.76.

Pro Stock — 1. Mike Edwards, Pontiac GXP, 6.537, 211.56 vs. 16. Rickie Jones, GXP, 6.601, 209.10; 2. Ron Krisher, Chevy Cobalt, 6.540, 211.13 vs. 15. Johnny Gray, GXP, 6.590, 209.75; 3. Jeg Coughlin, Cobalt, 6.551, 210.90 vs. 14. Bob Yonke, GXP, 6.590, 209.98; 4. Allen Johnson, Dodge Avenger, 6.559, 211.16 vs. 13. Shane Gray, GXP, 6.584, 208.84; 5. Rodger Brogdon, GXP, 6.561, 210.77 vs. 12. V. Gaines, Avenger, 6.583, 209.56; 6. Greg Anderson, GXP, 6.569, 211.86 vs. 11. Steve Spiess, Cobalt, 6.582, 209.23; 7. Jason Line, GXP, 6.570, 211.20 vs. 10. Greg Stanfield, GXP, 6.573, 210.50; 8. Vinnie Deceglie, Avenger, 6.571, 209.75 vs. 9. Ronnie Humphrey, GXP, 6.572, 211.26. Did Not Qualify: 17. Justin Humphreys, 6.604, 209.26; 18. Larry Morgan, 6.604, 209.07; 19. Warren Johnson, 6.608, 210.14; 20. John Nobile, 6.611, 208.36; 21. Erica Enders, 6.614, 208.81; 22. Bob Benza, 6.627, 207.88; 23. Kurt Johnson, 6.643, 209.56; 24. John Gaydosh Jr, 6.755, 202.55.

Pro Stock Motorcycle — 1. Karen Stoffer, Suzuki, 6.855, 194.77 vs. 16. Redell Harris, Buell, 7.032, 186.48; 2. Eddie Krawiec, Harley-Davidson, 6.868, 195.51 vs. 15. Angie Smith, Buell, 7.025, 185.38; 3. David Hope, Buell, 6.874, 193.29 vs. 14. Mike Berry, Buell, 7.006, 188.20; 4. Hector Arana, Buell, 6.881, 195.39 vs. 13. LE Tonglet, Buell, 6.962, 192.33; 5. Andrew Hines, Harley-Davidson, 6.883, 195.08 vs. 12. Jim Underdahl, Suzuki, 6.956, 194.46; 6. Craig Treble, Suzuki, 6.888, 194.41 vs. 11. Michael Phillips, Suzuki, 6.943, 194.27; 7. Steve Johnson, Suzuki, 6.894, 193.38 vs. 10. Matt Smith, Buell, 6.924, 191.32; 8. Junior Pippin, Buell, 6.894, 192.19 vs. 9. Shawn Gann, Buell, 6.907, 193.21. Did Not Qualify: 17. Darin McCurdy, 7.034, 193.16; 18. Douglas Horne, 7.067, 190.97; 19. James Surber, 7.089, 188.17; 20. Katie Sullivan, 7.105, 188.52; 21. Wesley Wells, 7.110, 190.38; 22. Joe DeSantis, 7.111, 188.41; 23. Bailey Whitaker, 7.267, 160.77.

GAINESVILLE, Fla. — Final finish order (1-16) for professional categories from the weather-delayed 26th annual NHRA Arizona Nationals. The race is the second of 23 events in the NHRA Full Throttle Drag Racing Series.

PRO STOCK:
1. Mike Edwards, Pontiac GXP; 2. Bob Yonke; 3. Greg Stanfield; 4. Allen Johnson; 5. Ron Krisher; 6. Rodger Brogdon; 7. Greg Anderson; 8. Jason Line; 9. Jeg Coughlin; 10. Shane Gray; 11. Warren Johnson; 12. Kurt Johnson; 13. Ronnie Humphrey; 14. Rickie Jones; 15. Larry Morgan; 16. Vinnie Deceglie.

GAINESVILLE, Fla. — Final round-by-round results from the weather-delayed 26th annual NHRA Arizona Nationals, the second of 23 events in the NHRA Full Throttle Drag Racing Series:

PRO STOCK:

ROUND ONE — Greg Anderson, Pontiac GXP, 6.646, 207.66 def. Ronnie Humphrey, GXP, 12.898, 67.04; Greg Stanfield, GXP, 6.656, 206.29 def. Jeg Coughlin, Chevy Cobalt, 6.649, 201.31; Bob Yonke, GXP, 6.675, 205.16 def. Rickie Jones, GXP, 14.598, 58.41; Jason Line, GXP, 6.777, 207.34 def. Kurt Johnson, Cobalt, 6.909, 183.92; Allen Johnson, Dodge Avenger, 14.342, 58.30 def. Larry Morgan, Ford Mustang, broke; Rodger Brogdon, GXP, 6.652, 208.59 def. Vinnie Deceglie, Avenger, broke; Ron Krisher, Cobalt, 6.619, 208.84 def. Shane Gray, GXP, 6.697, 205.69; Mike Edwards, GXP, 6.617, 209.82 def. Warren Johnson, GXP, 6.706, 206.83;
QUARTERFINALS – Edwards 6.537, 211.53 def. Anderson, 6.569, 211.86; A. Johnson, 6.559, 211.16 def. Line, 9.900, 92.48; Stanfield, 6.590, 209.75 def. Krisher, 6.555, 210.44; Yonke, 6.623, 209.79 def. Brogdon, 6.561, 210.77.
SEMIFINALS – Edwards, 6.544, 211.56 def. A. Johnson, 17.110, 47.69; Yonke, 6.590, 209.98 def. Stanfield, 6.573, 210.50.
FINAL — Edwards, 6.552, 211.16 def. Yonke, 6.604, 209.36.

GAINESVILLE, Fla. — Point standings (top 10) for NHRA professional categories following the weather-delayed 26th annual NHRA Arizona Nationals, the second of 23 events in the NHRA Full Throttle Drag Racing Series –

Pro Stock

1. Mike Edwards, 257; 2. Allen Johnson, 156; 3. Greg Anderson, 147; 4. Greg Stanfield, 125; 5. Rodger Brogdon, 112; 6. Bob Yonke, 104; 7. Larry Morgan, 102; 8. Ron Krisher, 99; 9. Jason Line, 87; 10. Ronnie Humphrey, 85.

First-time HD offering of Denali’s unique combination of style, capability and premium features
Segment-leading diesel power with a new Duramax 6.6L turbo diesel rated at 397 hp (296 kW) and 765 lb.-ft. of torque (1,037 Nm)
Sierra HD lineup offers increased towing capability (20,000 lbs. / 9,072 kg) and payload (6,335 lbs. / 2,873 kg) supported by all-new frames and strong suspensionsAll-new independent front suspension delivers 25-percent increased front axle rating and superior control under all conditions
Five of the 12 3500HD models offer a payload capability greater than 6,000 lbs.
Thirteen of the 22 2500HD models offer a payload capability greater than 3,100 lbs.
A wide array of control features – including new “smart” exhaust brake feature and hill start assist – provide confidence to manage the heaviest loads
Best warranty coverage in America

ST. LOUIS, Mo. – GMC today announces the new 2011 Sierra Denali HD, the first offering of the exclusive Denali line on a heavy-duty GMC pickup. The Sierra Denali HD leads a comprehensively redesigned lineup of 2011 Sierra 2500HD and 3500HD trucks that go on sale in early summer – including the most powerful diesel engine in the segment.

Sierra HD’s new 6.6L Duramax turbo diesel delivers 397 horsepower (296 kW) at 3,000 rpm and 765 lb.-ft. of torque (1,037 Nm) at 1,600 rpm.

“The new Sierra Denali HD is the latest expression of GMC’s Denali philosophy of blending capability with premium features and styling,” said Lisa Hutchinson, GMC product marketing director. “It is a premium tool that offers many comfort and infotainment features, along with a maximum towing capacity of 15,600 pounds with the segment’s most powerful diesel – that’s enough to tow a 34-foot-long, three-axle travel trailer.”

The Sierra Denali HD comes exclusively on the 2500HD chassis, in a 4WD crew cab standard box configuration. A Vortec 6.0L gas V-8/six-speed automatic powertrain is standard and the new Duramax 6.6L turbo diesel/Allison 1000 six-speed transmission powertrain is available.

The iconic Denali four-bar, chrome grille with round air inlets distinguishes the Sierra Denali HD on the outside, along with body-color bumpers, chrome door handles, chrome accents and 18- and 20-inch polished forged aluminum wheels.

The balance of the new 2011 Sierra HD lineup is identified on the outside by new, three-bar grilles and powertrain-badged louvered hoods, along with a revised, full-width chrome steel front bumper and a new family of 17-, 18- and 20-inch wheels. It’s beneath the skin, however, where they are truly separated from their predecessors – and the competition. Highlights include:

Increased towing capability (20,000 lbs./9,072 kg) and payload (6,335 lbs./2,873 kg) supported by all-new fully-boxed, high-strength-steel frames and strong suspensions for maximum capability and exceptional ride characteristics
Five of the 12 3500HD models offer a payload capability greater than 6,000 pounds vs. Ford Super Duty’s single model greater than 6,000 pounds
Thirteen of the 22 2500HD models offer a payload capability greater than 3,100 pounds vs. Ford Super Duty’s single model greater than 3,100 pounds
New 6.6L Duramax diesel delivers segment-best power, up to 11-percent greater highway fuel economy, up to 63-percent lower emissions, B20 biodiesel capability and quicker acceleration
Larger gas tank and fuel economy improvements allow up to 680 miles (1,090 km) between fill-ups with the 6.6L Duramax turbo diesel
All-new “smart” exhaust brake feature provides greater control on grades and reduced brake pad wear
An array of control features, including trailer sway control, integrated trailer brake control, hill start assist, automatic grade braking, intelligent brake assist and larger brakes
Purposeful technology, including available mobile WiFi, USB connectivity, Bluetooth connectivity, XM Satellite Radio, OnStar 9.0 and navigation.
“GMC has been one of the industry’s strongest truck brands for more than 100 years, and we back the 2011 Sierra HDs with a comprehensive five-year/100,000-mile powertrain warranty that provides the best coverage in America,” said Hutchinson. “From the segment-best diesel power to the segment-best warranty, these trucks deliver strength and peace of mind on all fronts.”

Following are details of the new and redesigned product features of the Sierra Denali HD and the other Sierra 2500HD and 3500HD models.

The Sierra HD lineup brings greater capability.

The details: Depending on the model, Sierra HD models offer:

Increased fifth-wheel towing capacity of 20,000 pounds (9,072 kg)
Conventional towing capacity increases up to 23 percent, with a maximum of 16,000 pounds (7,272 kg)
Improved payload capability of 6,335 pounds (2,873 kg) on a complete vehicle
Gross Combined Weight Rating increases to 27,500 pounds (12,500 kg)
Gross Vehicle Weight Ratings increases up to 17 percent to 13,000 pounds (5,909 kg)
Front Axle Weight Rating increases by up to 25 percent to 6,000 pounds (2,721 kg)
Snow plow capability for all 4WD cab configurations.
“You can see by the ratings numbers that the Sierra HD lineup is more capable, but the trucks are also better performers in the intangible qualities that bond owners with their trucks,” said Rick Spina, vehicle line executive. “They accelerate quicker – especially when fully loaded – stop more confidently and deliver a smooth, quiet driving experience that you have to experience to fully appreciate.”

The new 2011 Sierra Denali pairs capability with premium features.

The details: The new Sierra Denali HD is offered exclusively in the Crew Cab standard box configuration on the 2500HD chassis, providing a spacious cabin with room for up to five. As with other Denali models, including the new Acadia Denali, the cabin is unique with standard premium touches. It includes Denali-specific brushed aluminum trim, power-adjustable pedals, a Bose premium surround audio system and 12-way power seats. Along with an optional heated steering wheel, heated and cooled leather-appointed seating is available. The exterior is offered in three colors: Black, Stealth Gray and White.

On the capability front, the Sierra Denali has a gross vehicle weight rating (GVWR) of 10,000 pounds (4,536 kg), a payload capacity of 2,959 pounds (1,342 kg) and a maximum trailering rating of 15,600 pounds (7,076 kg) with a fifth-wheel hitch. The maximum conventional hitch trailering rating is 13,000 pounds (5,897 kg).
Engineers developed 11 all-new, fully boxed frame assemblies to improve durability and ride characteristics and support increased capabilities.

The details: The frames have increased cross sections and use more high-strength steel for greater durability, higher towing capacity and improved ride and handling; the front sections are hydroformed. The bending and beaming stiffness of the frames is increased 92 percent and 20 percent, respectively, with the fully boxed sections enhancing torsional stiffness by a factor of five. Also, larger engine and transmission mounts, coupled with a 125-percent-stiffer front frame structure, provide greater vibration control, while hydraulic body mounts are incorporated under the cab section on extended and crew cab models for a more isolated feel inside. Engineers addressed common customer and aftermarket uses when designing the new frames, including adding access holes to the rear frame section to enable easier installation of fifth-wheel/gooseneck-style hitches. Also, the frame-mounted hitch for conventional trailering is stronger, with a box-tube design. It supports up to 16,000 pounds (7,257 kg).

Sierra HDs feature a new, stronger independent front suspension – enabling snow plow installation on all 4WD models.

The details: A completely redesigned independent front suspension system offers up to a 25-percent greater front axle weight rating – up to 6,000 pounds (2,721 kg) front gross axle weight rating (FGAWR) – so a snow plow can be used on all 4WD cab configurations with the available snow plow prep package. Sierra’s signature short-long arm/torsion bar front suspension design is retained, but now features new, forged steel upper control arms that are stronger and lighter than their predecessors. The new lower control arms are made of precision-machined cast iron to handle the greater loads. Five different torsion bar rates support five different front gross axle weight ratings (a single torsion bar was previously used for all models). This helps stabilize the range of trim heights of various models under load, while enhancing appearance, handling, durability, tire wear and alignment. The trim height is adjusted on each bar via a single bolt, easily allowing the height to be changed to account for the weight of a snow plow or other accessories. The Sierra HD front suspension now uses a pair of urethane jounce bumpers on each side, instead of one, for improved load management; and there’s a new upper shock mount attachment design that’s positively connected to the frame with two fasteners. This design eliminates squeaks and clunks, while supporting higher load capability and increased durability.
COMPETITIVE FACTS: Compared to competitors’ beam-axle front suspensions, the Sierra’s independent front suspension provides a better ride, more accurate trim height control (with fewer parts) and greater flexibility to adjust the alignment for weight and tire sensitivity.

A new asymmetrical leaf-spring rear suspension supports greater loads.

The details: Matching the Sierra HD’s greater strength and capability is a rear suspension designed to support greater loads. It features a new, larger asymmetrical leaf-spring design that also contributes to improved ride and handling characteristics. The asymmetrical design is derived from unequal front and rear spring half lengths, which minimize axle hop and enhance traction control efficiency. 2500HD models feature a two-stage leaf-spring design, while 3500HD models have a three-stage design. All models feature 3-inch-wide (76 mm) leaf springs that are 20-percent wider than previous models. The larger leaf-spring design supports increased rear gross axle weight ratings across the board. On the 2500HD models, the rating is 6,200 pounds (2,818 kg) – up from 6,084 (2,765). On 3500HD models, the rating increases to 7,050 pounds (3,204 kg) on single-rear-wheel models and 9,375 pounds (4,261 kg) on dual-rear-wheel models – the latter representing a nearly 14-percent increase over the previous 8,200-pound (3,727 kg) rating.

Sierra HDs deliver a more refined driving experience, with more capable ride, handling and steering.

The details: Longer wheelbases – ranging from 133.6 inches (3,395 mm) to 167.7 inches (4,259 mm) – and wider front/rear tracks enhance the ride and handling characteristics of the Sierra 2500HD and 3500HD, giving them a greater feeling of smoothness and control. The longer wheelbases and wider tracks are complemented by the new, stiffer frames, new jounce bumpers, shock mounts and hydraulic body mounts to provide a solid, smooth and isolated driving experience. New shocks were specially valved to support the new trucks’ weight ratings, while balancing excellent ride characteristics. Also enhancing the driving experience is a revised steering system designed to support the trucks’ greater front gross axle weight rating. It includes a new, larger steering gear, power steering pumps and linkages. The pumps (different parts for gas and diesel models) deliver greater pressure for reduced steering effort in low-speed and parking maneuvers; they are also quieter. On some models, the new linkages feature a compliant joint added at the pitman attachment to enhance handling.

The new 6.6L Duramax turbo diesel delivers segment-leading torque and up to 63-percent lower NOx emissions; and is B20-capable.

The details: The workhorse Duramax 6.6L turbo diesel V-8 is more powerful and durable for 2011, delivering segment-best horsepower and torque – 397 horsepower (296 kW) at 3,000 rpm and 765 lb.-ft. of torque (1,037 Nm) at 1,600 rpm – lower emissions and B20 biodiesel capability that promotes a domestically produced renewable fuel. The new Duramax 6.6L features:

NOx emissions reduced at least 63 percent over 2010 models
Quieter operation
High-pressure (30,000 psi/2,000 bar) Piezo-actuated fuel system for greater fuel efficiency, improved performance and reduced emissions
“Smart” exhaust brake feature that enables controlled vehicle slowdown on downhill grades without actuating the brakes
Selective catalytic reduction after-treatment system using diesel exhaust fluid (DEF) injection to provide the best overall diesel characteristics and performance – with a range of about 5,000 miles (8,000 km) between DEF refills
Combustion and after-treatment have been optimized to provide about 700 miles (1,125 km) between diesel particulate filter regenerations – a 75-percent improvement over the previous system and a significant contributor to improved fuel efficiency, as the regeneration process requires additional fuel
B20 biodiesel capability for an alternative fueling option
Internal revisions that improve durability.
With nearly 1.3 million Duramax 6.6L engines produced since 2000, they have proven exceptionally durable and dependable. The internal elements that helped build its reputation are enhanced for 2011, including:

Main bearings’ profiles changed to enhance oil film thickness
Oil pump flow increased for increased pressure at low speeds
Modified turbocharger oil circuit for increased pressure at the turbo and faster oil delivery
The connecting rods’ pin ends are modified to provide increased piston support
New, higher-strength piston design that eliminates bushings to provide lower reciprocating weight
An EGR cooler bypass reduces high-mileage soot deposits in the cooler and EGR circuit.
COMPETITIVE FACTS: Compared with Ford Super Duty’s urea-based system, Sierra HD’s selective catalytic reduction after-treatment system delivers better overall diesel performance, with a range of about 5,000 miles (8,000 km) between DEF refills. Its optimized combustion and after-treatment process provides about 700 miles (1,125 km) between diesel particulate filter regenerations – a better capability than Ford’s.

New Allison 1000 six-speed automatic transmission works with the Duramax 6.6L to deliver greater fuel economy, quicker acceleration, greater towing capability and exhaust brake system.

The details: The enhanced Allison 1000 is strengthened to handle the higher torque capability of the new 6.6L Duramax engine, while also helping to improve fuel economy and provide seamless assistance with a new exhaust brake system. Greater efficiency is delivered through reduced “spin loss” – meaning, the transmission channels more of the engine’s power to the axles, allowing it to do more with less fuel. The Allison 1000 also features driver shift control with tap up/tap down shifting and a patented elevated idle mode cab warm-up feature. Also, the tow/haul mode reduces shift cycling for better control and improved cooling when towing or hauling heavy loads. The six-speed configuration retains its two overdrive gears for optimal efficiency. Performance with the Duramax/Allison combination is also improved over previous models, with preliminary testing showing 0-60 mph times of less than 9 seconds and quarter-mile times of less than 16 seconds in 2500HD models. That’s about 0.3-second and 0.5-second quicker, respectively, than previous models.

A strengthened Vortec 6.0L/Hydra-Matic 6L90 six-speed powertrain is standard in all models.

The details: The Vortec 6.0L gas V-8 with variable valve timing returns to the new Sierra HDs, along with a strengthened version of the Hydra-Matic 6L90 six-speed automatic transmission. This combination delivers excellent performance and efficiency, with a greater emphasis on low-rpm power. It is enhanced for 2011 with greater idle refinement.

The engine is rated at 360 horsepower (268 kW) at 5,400 rpm and 380 lb.-ft. (515 Nm) at 4,200 rpm in trucks with GVWRs up to 10,000 pounds. It is rated at an estimated 322 horsepower (240 kW) at 4,400 rpm and 380 lb.-ft. of torque (515 Nm) at 4,200 rpm in trucks with GVWRs greater than 10,000 pounds.

The 6L90 is enhanced for greater strength, smoothness and quietness via:

Adding four attachment bosses to the transfer case adapter (4WD models) for increased strength and smoother, quieter performance
Increasing the cross section size of the transfer case adapter for greater strength
Adding a new, stronger output shaft
Adding a new heat shield and vent hose.
COMPETITIVE FACTS: Ford’s new Super Duty models share the same transmission between their gas and diesel engines. Sierra HDs’ Allison 1000 and Hydra-Matic 6L90 transmission were developed for the specific horsepower, torque and operating range differences that distinguish the diesel and gas engines.

Brake feel and performance is greatly improved.

The details: The standard four-wheel disc system is completely revamped to deliver smoother, more immediate and confident-feeling performance. Four-wheel, four-channel ABS is standard on all single-rear-wheel models and a three-channel system is standard on dual-rear-wheel models. The front and rear rotors are larger in diameter – 14 inches (355 mm) – and width on all models to support their increased capacity, weight ratings and trailering ratings, while the calipers are stiffer and stronger. The hydroboost brake booster calibration is revised for reduced pedal effort, and the travel of the pedal is also revised for a more comfortable, confident feel. Larger wheel hub and bearing assemblies complement the new brake system, and the rear rotors attach to the wheel hubs for easier servicing.

Sierra HD’s ‘smart’ exhaust brake feature provides greater control and reduces brake pad wear.

The details: A new standard feature on Duramax-equipped models is the “smart” exhaust brake. This driver-selectable feature uses the turbine control of the variable geometry turbocharger and the compression of the engine to generate backpressure, slowing the vehicle without applying the brakes. It is integrated with the cruise control feature and varies the braking to account for the grade and vehicle load. The exhaust brake allows for virtually effortless driving and towing, with seamless and quiet operation. It also helps prolong brake life and prevents overheating the brakes on long, downhill grades.

Comprehensive safety features and functional technologies include trailer sway control system and hill start assist.

The details: The 2011 Sierra 2500HD and 3500HD models have a comprehensive roster of safety features and functional technologies that include:

StabiliTrak electronic stability control system on all single-rear-wheel models
Larger, four-wheel disc brakes with standard four-wheel ABS
A new high-strength steel tubular frame cross member that enhances safety and improves crashworthiness
Seat pelvic/thorax and head curtain side air bags available on 2500HD
Available rear backup camera
Segment-exclusive OnStar 9.0
Trailer sway control system on all single-rear-wheel models
Hill start assist (standard on single-rear-wheel models)
The trailer sway control system provides an added measure of confidence when towing a trailer. The system senses conditions of trailer sway and intervenes with braking and/or reduced engine power to bring the trailer under control and keep it on its intended path. The system uses electric trailer brakes when a trailer is plugged into the standard wiring harness of the truck and its performance requires no input from the driver. The hill start assist system is automatically engaged when sensors detect the vehicle is on a grade of about 5 percent or greater. It holds the brakes for about 1.5 seconds or until the gas pedal is pressed, preventing rollback – it is particularly effective when towing, giving the driver time to switch from the brake pedal to the gas pedal without rolling.

The GMC Sierra HD lineup is broader than ever.

The details: For 2011, the Sierra heavy-duty lineup expands to include 11 2500HD models and eight single- and dual-rear-wheel 3500HD models – including a new 3500HD Crew Cab with a 6.5-foot cargo box. Other models are offered in WT, SLE and SLT trim levels, while popular features such as the EZ Lift tailgate and rearview camera system are retained.

Sierra HD professional-grade interiors are refined and well-appointed – and ready to work.

The details: From the available remote starting feature to the unimpeded access offered by the 170-degree-opening rear access doors on extended cab models, the 2011 Sierra HD models reflect the professional grade blend of refinement and functionality for which GMC is known. The interiors have excellent attention to detail and are quieter – thanks to the range of the truck’s enhancements. The stronger chassis, quieter Duramax engine and even details like a quieter power steering pump contribute to the Sierra HD delivering exceptional quietness.

Along with quietness, Sierra HD models are designed for work. The interiors feature numerous storage compartments, providing covered access for everything from work gloves to laptops. For those who use their truck as a mobile office, Sierra HDs deliver with available mobile WiFi, USB connectivity, Bluetooth connectivity, XM Satellite Radio and a navigation system. Multiple charge points enable multiple electronic devices to operate simultaneously; and when equipped with the available navigation system, XM NavTraffic offers real-time updates of traffic conditions (in selected areas) that can help plan the most effective route to the job site.

Sierra HDs are ready for the long haul – and the cold.

The details: The 2011 Sierra HDs drive farther without stopping to refuel. A new, 36-gallon (136 L) fuel tank is standard on all models and, with the improved fuel efficiency of the powertrains, enables a cruising range of about 680 miles (1,090 km) with the Duramax 6.6L. Cold-weather customers will appreciate the Duramax 6.6L’s quick, reliable start-up, with a starting time on par with gas engines. Its glow plug cycle time is the segment’s best in all temperatures, taking no more than 3 seconds in temperatures as low as -20 F (-29 C). There’s also a cab heat-up feature that allows the engine to idle faster in low temperatures to warm the interior more quickly.

The 2011 Sierra HD lineup has the best warranty coverage in America.

The details: All 2011 Sierra 2500HD and 3500HD trucks work under the best warranty coverage in America: a five-year/100,000-mile limited powertrain warranty, plus roadside assistance, courtesy transportation and other features that provide assurance that GMC backs its trucks for everything the road offers.

GMC is evolving to include more fuel-efficient trucks and crossovers. The GMC Terrain is a smaller SUV that offers 32 mpg highway fuel economy along with the capability, engineering expertise and refinement that have defined GMC for more than a century. Complementing the Terrain are the Acadia eight-passenger crossover, Yukon and Yukon XL and Sierra pickups. Today GMC is the only manufacturer offering three full-size hybrid models. Details on all GMC models are available at www.gmc.com.

2011 SIERRA DENALI HD

Overview

Models:
2500HD Denali crew cab std. box, 4WD

Body style/driveline:
5-passenger crew cab; 3/4-ton; 4-wheel-drive heavy-duty pickup

Construction:
body on frame

EPA vehicle class:
full-size truck

Manufacturing location:
Flint, Mich.

Key competitors:
Ford Super Duty Series pickup, Ram heavy-duty pickup

Engines

Vortec 6.0L V-8 (L96)
Duramax 6.6L Turbo Diesel V-8 (LML)

Type :
6.0L V-8
6.6L V-8

Displacement (cu in/cc):
364/5967
403/6599

Bore & stroke (in/mm):
4.00 x 3.62/101.6 x 92
4.06 x 3.9/103 x 99

Block material:
cast iron
cast iron

Cylinder head material:
cast aluminum
cast aluminum

Valvetrain:
overhead valve, two valves per cylinder, variable valve timing
overhead valve, four valves per cylinder

Ignition system:
coil-near-plug, platinum- tipped spark plugs, low-resistance spark plug wires
compression, glow plug start aid

Fuel delivery:
sequential fuel injection
direct injection diesel with high-pressure common rail

Compression ratio:
9.6:1
16.0:1

Horsepower
(hp/kW @ rpm):
360/268 @ 5400
397/296 @ 3000

Torque
(lb-ft/Nm @ rpm) :
380/515 @ 4200
765/1037 @ 1600

Recommended fuel:
regular unleaded
diesel or B20

Maximum engine speed (rpm):
6000
4800

Emissions controls:
three-way catalytic converter, positive crankcase ventilation, evaporative collection system
cooled exhaust gas recirculation (EGR), EGR cooling-bypass system, diesel particulate filter system (DPF), selective catalyst reduction (SCR)

Transmissions

Hydra-Matic 6L90
Allison 1000

Type :
six-speed automatic
(with Vortec 6.0L)
six-speed automatic
(with Duramax 6.6L)

Gear ratios (:1):

First:
4.03
3.10

Second:
2.36
1.81

Third:
1.53
1.41

Fourth:
1.15
1.00

Fifth:
0.85
0.71

Sixth:
0.67
0.61

Reverse:
3.06
4.49

Final drive ratio:
3.73 or 4.10
3.73

Chassis/Suspension

Front:
all models: std long- and short-arm independent front torsion bar suspension

Rear:
semi-elliptic two-stage multi-leaf spring

Steering type:
integral power-assisted recirculating ball

Steering ratio:
16.1

Steering wheel turns, lock-to-lock:
3.57

Turning Circle

Turning circle, curb-to-curb (ft/m):
50.5/15.4

Brakes

Type:
power-assisted, Hydroboost brake-apply system, four-wheel disc, four-wheel ABS

Rotor diameter x thickness (in/mm):
front: 13.97 x 1.57/355 x 40
rear: 14.17 x 1.34/360 x 34

Total swept area (sq in/sq cm):
front: 277.7/1791
rear: 277.5/1790

Wheels/Tires

Wheel size and type:
18 x 8.0-in aluminum
20 x 8.5-in aluminum

Tire size:
LT265/70R18 all-season
LT265/60R20 all-terrain

Dimensions
Exterior

Wheelbase (in/mm):
153.7/3904.4

Overall length (in/mm):
240.1/6100

Overall width (in/mm):
80/2032

Overall height: (in/mm):
78.3/1989.5

Track – front (in/mm):
68.8/1748

Track – rear (in/mm):
67.3/1709

Min. ground clearance (in/mm):
front: 9.7/247
rear: 8.2/209

Step-in height (in/mm):
26/661

Weight and payload ratings

GVWR (lb/kg)
Curb Weight (lb/kg)
Payload (lb/kg)

Crew cab, std. box (4WD):
6.0L: 9500/4173
6.6L: 10000/4173
6.0L: 6377/2892
6.6L: 7208/3269
6.0L: 2959/1342
6.6L: 2792/1266

Cargo box

Cargo volume (cu ft/L):
60.7/1718

Length at floor (in/mm):
78.8/2003

Width at floor (in/mm):
62.4/1586

Tailgate width (in/mm):
61.5/1564

Width between wheel housings (in/mm):
50.6/1286

Inside height (in/mm):
21/533

Interior

Headroom (in/mm):
front: 41.2/1048

rear: 40.5/1030

Legroom (in/mm):
front: 41.3/1049

rear: 39/991

Shoulder room (in/mm):
front: 65.2/1657

rear: 65.1/1655

Hip room (in/mm):
front: 60.3/1532

rear: 65.4/1663

Capacities

Seating:
5

Fuel tank (gal/L):
36/136

Engine oil (qt/L):
6.0L: 6.0/5.7
6.6L: 10/9.5

Cooling system (qt/L):
6.0L: 16.4/15.5
6.6L: 25.4/24

Trailering

Trailer towing maximum with ball hitch (lb/kg)
Trailer towing maximum with fifth-wheel hitch (lb/kg)

Sierra Denali HD:
6.0L (3.73 axle): 9300/4218
6.0L (4.10 axle): 13000/5897
6.6L (3.73 axle): 13000/5897
6.0L (3.73 axle): 9300/4218
6.0L (4.10 axle): 13700/6214
6.6L (3.73 axle): 15600/7076

*SAE certified.
Note: Information shown is current at time of publication.

SPECIFICATIONS

2011 SIERRA 3500HD

Overview

Models:
3500HD reg. cab, long box, 2WD & 4WD

3500HD ext. cab, long box, 2WD & 4WD

3500HD crew cab, long box, 2WD & 4WD

3500HD crew cab, std. box, 2WD & 4WD

Body style/driveline:
2-3 passenger regular cab or 5-6 passenger extended cab,

5-6-passenger crew cab

1-ton; 2- and 4-wheel-drive heavy-duty pickup

Construction:
body on frame

EPA vehicle class:
full-size truck

Manufacturing location:
Flint, Mich., Ft. Wayne, Ind.

Key competitors:
Ford Super Duty Series pickup, Ram heavy-duty pickup

Engines

Vortec 6.0L V-8 (L96)
Duramax 6.6L Turbo Diesel V-8 (LML)

Type:
6.0L V-8
6.6L V-8

Displacement (cu in/cc):
364/5967
403/6599

Bore & stroke (in/mm):
4.00 x 3.62/101.6 x 92
4.06 x 3.9/103 x 99

Block material:
cast iron
cast iron

Cylinder head material:
cast aluminum
cast aluminum

Valvetrain:
overhead valve, two valves per cylinder, variable valve timing
overhead valve, four valves per cylinder

Ignition system:
coil-near-plug, platinum- tipped spark plugs, low-resistance spark plug wires
compression, glow plug start aid

Fuel delivery:
sequential fuel injection
direct injection diesel with high-pressure common rail

Compression ratio:
9.6:1
16.0:1

Horsepower
(hp/kW @ rpm):
360/268 @ 5400 < 10,000 GVWR
322/240 @ 4400 > 10,000 GVWR
397/296 @ 3000

Torque
(lb-ft/Nm @ rpm) :
380/515 @ 4200
(all models)
765/1037 @ 1600

Recommended fuel:
regular unleaded
diesel or B20

Maximum engine speed (rpm):
6000
4800

Emissions controls:
three-way catalytic converter, positive crankcase ventilation, evaporative collection system
cooled exhaust gas recirculation (EGR), EGR cooling-bypass system, diesel particulate filter system (DPF), selective catalyst reduction (SCR)

Transmissions

Hydra-Matic 6L90
Allison 1000

Type:
6-speed automatic (with Vortec 6.0L)
6-speed automatic (with Duramax 6.6L)

Gear ratios (:1):

First:
4.03
3.10

Second:
2.36
1.81

Third:
1.53
1.41

Fourth:
1.15
1.00

Fifth:
0.85
0.71

Sixth:
0.67
0.61

Reverse:
3.06
4.49

Final drive ratio:
3.73 or 4.10
3.73

Chassis/Suspension
Front:
all models: std long- and short-arm independent front torsion bar suspension

Rear:
semi-elliptic three-stage multi-leaf spring

Steering type:
integral power-assisted recirculating ball

Steering ratio:
16:1

Steering wheel turns, lock-to-lock:
3.57

Turning Circle

Regular Cab Long Box
Extended Cab Long Box
Crew Cab Long Box
Crew Cab Std. Box

Turning circle, curb-to-curb
(ft/m):
SRW: 44.9/13.7
DRW:45.6/13.9
SRW: 51.8/15.8
DRW: 52.8/16.1
SRW: 54.8/16.7
DRW:55.4/16.9
SRW: 50.5/15.4
DRW: N/A

Brakes

Type:
power-assisted, Hydroboost brake-apply system, four-wheel disc, four-wheel ABS

Rotor diameter x thickness
(in/mm):
front: 13.97 x 1.57/355 x 40
rear: 13.97 x 1.57/355 x 40

Total swept area (sq in/sq cm):
front: 278/1793
rear: 278/1793

Wheels/Tires

Wheel size and type

Single rear wheels:
18 x 8.0-in steel
18 x 8.0-in aluminum

Dual rear wheels:
17 x 6.5-in steel

Tire size

Single rear wheels:
LT265/70R18 all season or all terrain

Dual rear wheels:
LT235/80R17 all season or all terrain

Dimensions
Exterior

Regular Cab
Long Box
Extended Cab
Long Box
Crew Cab
Std. Box
Crew Cab
Long Box

Wheelbase
(in/mm):
133.6/3395.4
158.1/4017.4
153.7/3904.4
167.7/4259.4

Overall length
(in/mm):
225/5716
249.5/6338
240.1/6100
259/6580

Overall width
(in/mm):
95.9/2436
95.9/2436
80/2032
95.9/2436

Overall height
(in/mm):
2WD: 77.3/1965
4WD:
77.2/1962
2WD:
77.4/1966
4WD:
77.3/1963
2WD:
77.4/1966
4WD:
77.4/1966
2WD:
77.8/1977
4WD:
77.8/1977

Track – front w/single rear wheels (in/mm):
68.8/1748
68.8/1748
68.8/1748
68.8/1748

Track – rear w/single rear wheels (in/mm):
67.3/1709
67.3/1709
67.3/1709
67.3/1709

Track – rear w/dual rear wheels (in/mm):
75/1906
75/1906
75/1906
75/1906

Minimum ground clearance – 2WD (in/mm):
front: 9.9/52.2
rear: 8.8/224
front: 9.6/246
rear: 8.6/219.5
front: 10/255.4
rear: 8.4/213.3
front: 9.6/245
rear: 8.5/215

Minimum ground clearance – 4WD (in/mm):
front: 9.9/252
rear: 8.6/218
front: 9.6/44.5
rear: 8.4/214.5
front: 9.9/53.5
rear: 8.4/214.4
front: 9.6/244
rear: 8.5/215

Step-in height (in/mm):
26/660
25.8/655
25.2/642
25.4/647

Weight and payload ratings

GVWR (lb/kg)
Curb Weight
(lb/kg)
Payload (lb/kg)

Reg cab, long box (2WD) with single rear wheels:
6.0L: 10400/4717
6.6L: N/A
6.0L: 5808/2634
6.6L: N/A
6.0L: 4592/2083
6.6L: N/A

Reg cab, long box (2WD) with dual rear wheels:
6.0L: 12500/5670
6.6L: N/A
6.0L: 6165/2796
6.6L: N/A
6.0L: 6335/2873
6.6L: N/A

Reg cab, long box (4WD) with single rear wheels:
6.0L: 10700/4853
6.6L: 11400/5171
6.0L: 6134/2782
6.6L: 6919/3138
6.0L: 4566/2071
6.6L: 4481/2032

Reg cab, long box (4WD) with dual rear wheels:
6.0L: 12800/5806
6.6L: 13000/5897
6.0L: 6492/2944
6.6L: 7277/3301
6.0L: 6308/2861
6.6L: 5724/2596

Ext cab, long box (2WD) with single rear wheels:
6.0L: 10700/4853
6.6L: 11200/5080
6.0L: 6303/2859
6.6L: 6991/3171
6.0L: 4397/1994
6.6L: 4209/1909

Ext cab, long box (2WD) with dual rear wheels:
6.0L: 13000/5897
6.6L: 13000/5897
6.0L: 6668/3024
6.6L: 7460/3384
6.0L: 6332/2872
6.6L: 5540/2513

Ext cab, long box (4WD) with single rear wheels:
6.0L: 11000/4989
6.6L: 11600/5261
6.0L: 6580/2984
6.6L: 7377/3346
6.0L: 4420/2005
6.6L: 4223/1915

Ext cab, long box (4WD) with dual rear wheels:
6.0L: 13000/5897
6.6L: 13000/5897
6.0L: 6945/3150
6.6L: 7742/3511
6.0L: 6055/2746
6.6L: 5258/2385

Crew cab, long box (2WD) with single rear wheels:
6.0L: 10700/4853
6.6L: 11400/5171
6.0L: 6414/2909
6.6L: 6984/3168
6.0L: 4286/1944
6.6L: 4416/2003

Crew cab, long box (2WD) with dual rear wheels:
6.0L: 13000/5897
6.6L: 13000/5897
6.0L: 6777/3074
6.6L: 7544/3422
6.0L: 6223/2822
6.6L: 5456/2475

Crew cab, long box (4WD) with single rear wheels:
6.0L: 11000/4989
6.6L: 11600/5261
6.0L: 6732/3053
6.6L: 7516/3409
6.0L: 4268/1936
6.6L: 4085/1853

Crew cab, long box (4WD) with dual rear wheels:
6.0L: 13000/5897
6.6L: 13000/5897
6.0L: 7095/3218
6.6L: 7878/3573
6.0L: 5905/2678
6.6L: 5122/2323

Crew cab, std. box (2WD) with single rear wheels:
6.0L: 10500/4762
6.6L: 11100/5034
6.0L: 6300/2857
6.6L: 7063/3203
6.0L: 4200/1905
6.6L: 4038/1831

Crew cab, std. box (4WD) with single rear wheels:
6.0L: 10800/4899
6.6L: 11500/5216
6.0L: 6573/2981
6.6L: 7335/3327
6.0L: 4227/1917
6.6L: 4165/1889

Cargo box

Standard Box
Long Box

Cargo volume (cu ft/L):
60.7/1718
75.5/2138

Length at floor (in/mm):
78.8/2003
97.7/2483

Width at floor (in/mm):
62.4/1586
62.4/1586

Tailgate width (in/mm):
61.5/1564
61.5/1564

Width between wheel housings
(in/mm):
50.6/1286
50.6/1286

Inside height (in/mm):
21/533
21/533

Interior

Regular Cab
Extended Cab
Crew Cab

Headroom (in/mm):
41.2/1048
front: 41.1/1044
front: 41.2/1048

rear: 39.4/1002
rear: 40.5/1030

Legroom (in/mm):
41.3/1049
front: 41.3/1049
front: 41.3/1049

rear: 34.3/872
rear: 39/991

Shoulder room (in/mm):
65.2/1657
front: 65.2/1657
front: 65.2/1657

rear: 65.3/1658
rear: 65.1/1655

Hip room (in/mm):
60.3/1532
front: 60.3/1532
front: 60.3/1532

rear: 61.8/1571
rear: 65.4/1663

Capacities

Regular Cab
Extended Cab
Crew Cab

Seating:
2/3
5/6
5/6

Fuel tank (gal/L):
36/136
36/136
36/136

Engine oil (qt/L):
6.0L: 6.0/5.7
6.6L: 10/9.5
6.0L: 6.0/5.7
6.6L: 10/9.5
6.0L: 6.0/5.7
6.6L: 10/9.5

Cooling system (qt/L):
6.0L: 16.4/15.5
6.6L: 25.4/24
6.0L: 16.4/15.5
6.6L: 25.4/24
6.0L: 16.4/15.5
6.6L: 25.4/24

Trailering

Trailer towing maximum with ball hitch (lb/kg)
Trailer towing maximum with fifth-wheel hitch (lb/kg)

Reg. cab, long box with single rear wheels:
2WD w/ 6.0L (4.10 axle): 13000/5897
4WD w/ 6.0L (4.10 axle): 13000/5897
4WD w/ 6.6L (3.73 axle): 13000/5897
2WD w/ 6.0L (4.10 axle): 14500/6577
4WD w/ 6.0L (4.10 axle): 14200/6441
4WD w/ 6.6L (3.73 axle): 17400/7892

Reg. cab, long box with dual rear wheels:
2WD w/ 6.0L (4.10 axle): 14100/6395
4WD w/ 6.0L (4.10 axle): 13800/6259
4WD w/ 6.6L (3.73 axle): 16000/7257
2WD w/ 6.0L (4.10 axle): 14100/6395
4WD w/ 6.0L (4.10 axle): 13800/6259
4WD w/ 6.6L (3.73 axle): 20000/9072

Ext. cab, long box with single rear wheels:
2WD w/ 6.0L (4.10 axle): 13000/5897
2WD w/ 6.6L (3.73 axle): 13000/5897
4WD w/ 6.0L (4.10 axle): 13000/5897
4WD w/ 6.6L (3.73 axle): 13000/5897
2WD w/ 6.0L (4.10 axle): 14000/6350
2WD w/ 6.6L (3.73 axle): 17300/7847
4WD w/ 6.0L (4.10 axle): 13700/6214
4WD w/ 6.6L (3.73 axle): 16900/7665

Ext. cab, long box with dual rear wheels:
2WD w/ 6.0L (4.10 axle): 13600/6169
2WD w/ 6.6L (3.73 axle): 16000/7257
4WD w/ 6.0L (3.73 axle): 13400/6078
4WD w/ 6.6L (3.73 axle): 16000/7257
2WD w/ 6.0L (4.10 axle): 13600/6169
2WD w/ 6.6L (3.73 axle): 19800/8981
4WD w/ 6.0L (3.73 axle): 13400/6078
4WD w/ 6.6L (3.73 axle): 19600/8909

Crew cab, long box with single rear wheels:
2WD w/ 6.0L (4.10 axle): 13000/5897
2WD w/ 6.6L (3.73 axle): 13000/5897
4WD w/ 6.0L (4.10 axle): 13000/5897
4WD w/ 6.6L (3.73 axle): 13000/5897
2WD w/ 6.0L (4.10 axle): 13900/6318
2WD w/ 6.6L (3.73 axle): 17300/7863
4WD w/ 6.0L (4.10 axle): 13600/6181
4WD w/ 6.6L (3.73 axle): 16800/7636

Crew cab, long box with dual rear wheels:
2WD w/ 6.0L (4.10 axle): 13500/6123
2WD w/ 6.6L (3.73 axle): 16000/7257
4WD w/ 6.0L (4.10 axle): 13200/5987
4WD w/ 6.6L (3.73 axle): 16000/7257
2WD w/ 6.0L (4.10 axle): 13500/6136
2WD w/ 6.6L (3.73 axle): 19800/9000
4WD w/ 6.0L (4.10 axle): 13200/6000
4WD w/ 6.6L (3.73 axle): 19400/8818

Crew cab, std. cab with single rear wheels
2WD w/ 6.0L (4.10 axle): 13000/5897
2WD w/ 6.6L (3.73 axle): 13000/5897
4WD w/ 6.0L (4.10 axle): 13000/5897
4WD w/ 6.6L (3.73 axle): 13000/5897
2WD w/ 6.0L (4.10 axle): 14000/6363
2WD w/ 6.6L (3.73 axle): 17200/7818
4WD w/ 6.0L (4.10 axle): 13700/6214
4WD w/ 6.6L (3.73 axle): 17000/7727

*SAE certified.
Note: Information shown is current at time of publication

The 80th International Geneva Motor Show sees Lotus Engineering unveil the Lotus Evora 414E Hybrid concept, a high performance technology demonstrator with a plug-in series hybrid drive system and new technologies for enhanced driver involvement.0-60 mph/97 kph in under 4 seconds
Total hybrid range of over 300 miles/483 kilometres
Eco mode or Sports mode featuring realistic 7 speed paddle shift with energy recuperation
HALOsonic Internal and External Electronic Sound Synthesis
Torque vectoring for improved dynamic stability
Integrated glass roof and engine cover and interior concept from Lotus Design

The Lotus Evora 414E Hybrid, so-named because this latest environmentally-focused technology demonstrator from Lotus Engineering produces 414 PS (306 kW) of power, promises breathtaking performance from a highly efficient propulsion system. The concept showcases new developments in plug-in, range-extended electric propulsion, new electronic technologies to enhance driver involvement, the adaptability of the Lotus Versatile Vehicle Architecture (VVA) that underpins the Evora 414E Hybrid and a dramatic new roof system and interior concept from Lotus Design. Through all of these aspects it ultimately demonstrates the exceptional ability of Lotus Engineering to integrate and develop advanced technologies for exciting, efficient, high performance niche vehicles.

The range extended electric drive of the Evora 414E Hybrid consists of two electric motors driving each of the rear wheels independently via single speed geartrain, integrated into a common transmission housing, thus enabling torque vectoring for stability control of the vehicle. Electrical power is stored in a lithium polymer battery pack optimised for energy density, efficiency and high power demand, mounted in the centre of the vehicle for stability and safety. Additional range is provided by the Lotus Range Extender engine, an optimised 1.2 litre, three-cylinder engine, designed specifically for series hybrid vehicles. The drivetrain is designed to combine astonishing performance with efficient, low emissions driving.

Driver involvement is enhanced by the incorporation of HALOsonic Internal and External Electronic Sound Synthesis technologies from Lotus and Harman International, which provide sound contouring within the cabin and improve pedestrian safety outside the vehicle. Integrated with the HALOsonic technology, the Evora 414E Hybrid also showcases a brand new technology from Lotus Engineering, a sports mode that simulates a 7 speed, paddle shift transmission that combines exceptional driver involvement for a hybrid sports car and optimised energy recuperation.

The Evora 414E Hybrid has been designed to highlight Lotus’ innovative electric and hybrid vehicle technology without distracting from the pure sportscar character of the Evora. The solution is innovative, instantly recognizable, beautiful and sporty. It demonstrates Lotus DNA.

Dr Robert Hentschel, Director of Lotus Engineering said: “Innovation has always been at the heart of Lotus and is needed now more than ever. The Evora 414E Hybrid is the perfect demonstration of Lotus Engineering’s core competencies: lightweight architectures, efficient performance, electrical and electronics integration and driving dynamics. The technology demonstrator represents an encapsulation of the advanced technologies that Lotus Engineering continues to develop to overcome the current environmental challenges facing the automotive industry and showcases the future direction that the sector is taking and why Lotus Engineering is perfectly placed to lead the technological development in this area.”

The Drivetrain
For the Lotus Evora 414E Hybrid, Lotus Engineering has developed a highly efficient, high performance drivetrain system consisting of twin motors each limited to providing 152 kW (207 PS/204 hp) of power and 400 Nm (295 lbft) of torque to each wheel via independent, single speed, reduction transmissions integrated into a single housing, enabling torque vectoring dynamic control of the vehicle.

The vehicle energy storage system is made up of the latest Lithium Polymer battery chemistry providing 17 kWH energy storage capacity. The battery pack is optimised for energy density, efficiency and high power demand, with over 100 kW discharge capability.

The Lotus Range Extender engine provides 35 kW (48 PS/47 hp) of power at 3,500 rpm via the integrated electrical generator and features an innovative architecture comprising an aluminium monoblock construction, integrating the cylinder block, cylinder head and exhaust manifold in one casting. This results in reduced engine mass, assembly costs, package size and improved emissions and engine durability. The engine uses an optimised two-valve, port-fuel injection combustion system to reduce cost and mass and can be operated on alcohol-based fuels and/or gasoline. The generator converts mechanical energy to electrical energy to replenish the battery pack charge and provides additional vehicle range in a small light weight package. The generator is also used as a motor to start the range extender engine. The low mass of the range extender unit (85 kg) and compact package makes it ideal for the series hybrid drivetrain in the Evora 414E Hybird.

All the operation and management of the range extender engine, the power management of the batteries and motor control are controlled by Lotus’ electronic control units and software systems. Full energy management of all the operating systems is the key to maximising performance and operation while minimising energy consumption and CO2 emissions.

For everyday commuting journeys, up to 35 miles can be travelled using battery power. The battery can be charged overnight using a conventional domestic mains supply through a socket concealed by the rear number plate. This permits the vehicle to operate with zero tailpipe emissions. For longer journeys, exceeding the battery capacity, the highly efficient range extender engine is used as a generator to supply the motor with electrical power and top up the battery.

Lotus has used its own vehicle simulation tools to determine the size, capacity, power and performance of all the components in the drivetrain system to optimise the system operation. Overall this is far more energy efficient, weight efficient and cost effective than fitting the vehicle with a larger and more expensive battery, which for the majority of short journeys is a redundant weight, which increases energy requirements. With regard to the total lifetime CO2 emissions of the vehicle, including the energy required to manufacture and run it, the range extender solution has a lower overall CO2 footprint than a fully electric car of comparable performance and operating range running with a larger battery.

The Package
The Lotus Evora 414E Hybrid structure is the same award-winning, versatile vehicle architecture used on the Lotus Evora. The low volume architecture was designed with the upmost flexibility in mind. The Evora 414E Hybrid is a perfect example of how to integrate a compact packaged drivetrain, with excellent performance and range, while using this underpinning. The complete chassis has remained unchanged from the Evora which maintains the structural integrity and strength performance of the original car.

The structure progresses the Lotus ‘bonded and riveted’ technology with new and unique extrusions and folded panels, whilst providing production build modularity and lower cost repairs. The chassis has been designed for scalability so that it can be extended in width, length and height. The strength and stiffness of the low volume VVA chassis can be modified cost effectively by varying the wall thickness of the extrusions, without altering the exterior dimensions. The ability to lengthen or shorten extrusions with the option to tailor the chassis stiffness vastly increases the number of vehicles that can be developed from this vehicle architecture.

Driving Dynamics
The Lotus Evora 414E Hybrid offers exhilarating, all-round dynamic performance and takes advantage of Lotus developed torque vectoring dynamics. Torque vectoring, which is the capacity to generate different torques at each of the driving wheels, is particularly suited to electric vehicles and significantly reduces the conflict between stability and response.

A key benefit of separate motors to drive each rear wheel individually is that this facilitates a much higher level of vehicle dynamics control. Driving the wheels with different levels of torque can not only generate all the capabilities of a conventional ESP system using energy regeneration as opposed to brake application, but it can also actively drive each wheel forward at different rates, producing a turning moment at the rear of the vehicle in addition to the steering input.

This can be used to enhance low speed manoeuvrability and ease of parking but can also be used to produce a much greater level of straight line high speed stability. Incorporating lateral sensors the system also provides stability control capabilities and levels of steering response normally only associated with heavy and expensive rear steer systems. This can provide automatic correction of both understeer and oversteer characteristics. In addition, the standard method to provide high speed stability of designing the rear wheels to toe-in is not required as the torque vectoring system automatically provides this stability control, with toe-in increasing rolling resistance, lowering fuel economy and increasing tyre wear. Lotus‘ long history of active suspension control provides the core capability to develop this technology and provides extraordinary driving pleasure on the Evora 414E Hybrid.

Driver Interaction
The Evora 414E Hybrid provides less of a psychological step change for people familiar with high performance cars compared to other electric and hybrid sports cars. The car has a simulated paddle shift gear change offering ultra quick gear changes reminiscent of a dual clutch transmission, while actually single speed. This enhances the driver interaction with the vehicle and provides a driving experience similar to current internal combustion engine high performance sports cars. The Evora 414E Hybrid uses a column mounted paddle shift to simulate the gear change and a synthesised engine sound changes frequency with virtual gear selection. The drive torque is also modulated to simulate a physical feeling of a gearshift jolt.

The virtual gearshift simulation, like a conventional gearbox, is used to change the driving characteristics and response of the vehicle. The most significant aspect that this offers the driver is the ability to control the vehicle deceleration by simulating engine braking through a virtual downshift in gears. Unlike true engine braking, the Lotus system does not dissipate the energy of the moving vehicle through internal engine friction but uses the electric motors to regenerate the energy back into the battery. While many electric and hybrid vehicles provide engine braking, this is generally at a fixed rate or preselected rate. In some driving situations this can either be too aggressive, slowing the vehicle unnecessarily, or too light, requiring additional braking application. The Lotus system effectively allows the driver to select the appropriate level of regeneration by simulating stepping down by one, two or even three gears. The simulation of engine braking through both the gear noise change and the retardation of the vehicle is fully intuitive to a driver familiar with a conventional gearbox. The simulated gearchange capability can be selected for greater driving involvement or switched off for more relaxed driving.

The Evora 414E Hybrid uses the Lotus Engineering and Harman International developed HALOsonic suite of noise solutions. The first of which is Electronic Sound Synthesis. This generates engine sounds inside the vehicle through the audio system where it provides an exciting sports sound in line with the brand and nature of the vehicle together with a high level of driver feedback in an intuitive manner. In addition, it also generates sound on the outside of the vehicle through speakers mounted at the front and rear to provide a warning to increase pedestrian safety, which is especially important for electric and hybrid vehicles which can be difficult to hear at slower speeds.

There are four driver selectable engine sounds currently on the vehicle, two of which have been designed to have characteristics of a multi-cylinder conventional V6 and V12 engine. There is also a futuristic sound and a combination of a conventional engine and a futuristic sound, enhancing the brand identity of the vehicle as a step forward in electric vehicle design.

The addition of this Lotus patented simulated gearshift concept not only provides for an exciting and involving driving experience that customers would expect from a Lotus, but also enhances the driver’s control of the vehicle while providing the capability for more efficient operation through a greater use of energy regeneration.

The Design
The distinctive colour scheme and ‘floating’ roof have been carefully designed to accent the cars electric vehicle technology whilst complementing the iconic lines of the Evora.

Copper, a colour often associated with electrical systems, has been chosen for the car’s exterior and interior. A contemporary satin finish paint is complemented by electrical circuit inspired graphics that highlight the car’s key feature lines and the unique glazed roof panel. The newly extended glazed zone integrates seamlessly with the existing forms of the Evora whilst showcasing the key components behind the hybrid and electric vehicle technology.

The signature copper theme is consistently carried throughout the car from the dramatic seat stripes and instrument panel inserts to the copper callipers that nestle behind the carbon grey forged wheels. Inside the cabin a sense of quality and richness has been created by carefully juxtaposing the different tactile qualities intrinsic to leather, Alcantara and metal.

The main operating subsidiary of Group Lotus plc is Lotus Cars Limited, which has two operating divisions – Lotus Engineering and Lotus Cars. Lotus Engineering is an internationally recognised automotive engineering consultancy based in Norfolk, UK. Global facilities include those in Michigan (USA), Kuala Lumpur (Malaysia), China and offices in Germany and Japan.

Lotus Engineering provides comprehensive and versatile consultancy services to many of the world’s OEMs and Tier 1 suppliers, offering a full engineering service from initial concept and project design through development and integration of the complete vehicle to meet all worldwide market and customer requirements to full production. This includes third party ‘niche vehicle’ engineering and manufacture.

Lotus Cars builds world class, prestige, high performance sports cars for sale in 37 countries. These include the iconic Lotus Elise, Exige, Europa and Lotus’ latest model, the Evora. Lotus is a global high-tech company, expanding rapidly and committed to driving forward technology for both Lotus Cars and its Engineering clients, spearheading research into such areas as hybrids, electric vehicles and renewable fuels.