Derek77

That has got to be the dumbest statements I have read in a while.

You're comparing apples to oranges. You can't compare the city mileage of the H3 to the highway mileage of the FJ. The way you made that statement makes it sound like the FJ gets 4 mpg better than the H3 in the city, which it doesn't.

Tuscan Whole Milk, 1 Gallon, 128 fl oz Customer Reviews

2007i Vortec 4.3L V6 (LU3) 2007i Model Year Summary Vortec 4.3L V6 ohv truck engine • Next Generation GM LAN Capability With E37 ECM (Chevrolet Silverado, GMC Sierra) • 58X Crankshaft Sensing And 4X Cam Sensing (Chevrolet Silverado, GMC Sierra) • Direct Ignition System (Chevrolet Silverado, GMC Sierra) • Electronic Throttle Control (Chevrolet Silverado, GMC Sierra) • Second Knock Sensor Added (Chevrolet Silverado, GMC Sierra) • Dual Close-coupled Catalytic Converters For Lower Emissions • Redesigned Water Pump For Improved Durability • Precision Cast Rocker Arms Replace Stamped Steel • Teflon Front Crankshaft Seal For Durability (Chevrolet Silverado, GMC Sierra) • Redesigned Aluminum Front Cover And Gasket (Chevrolet Silverado, GMC Sierra) • New Oil Pan For Noise Suppression With Improved Gasket Sealing (Chevrolet Silverado, GMC Sierra) • Threaded Block Heater Hole (Chevrolet Silverado, GMC Sierra) • Low Permeability Intake System Sealing • Three-layer Exhaust Heat Shields Reduce Noise (Chevrolet Silverado, GMC Sierra) • New Oil Pump Stub Shaft • Regulated Voltage Control For Cooling Fan • Extended Life Spark Plugs • More Durable Crank Thrust Bearing And Balance Shaft Bushings • Extended Life Coolant • GF4 Engine Oil Extends Durability • Advanced Rate-Based Diagnostics FULL DESCRIPTIONS OF NEW OR CHANGED FEATURES NEXT GENERATION GM LAN CAPABILITY WITH E37 ECM (Chevrolet Silverado, GMC Sierra) The new E37 controller allows the 4.3L V6 to communicate with the Local Area Network electrical architecture on the new GMT 900 pickups, the Chrevrolet Silverado and GMC Sierra for 2007. It also enables the 4.3L V6 to communicate with the T42 transmission controller in the four-speed automatic transmission. 58X CRANKSHAFT SENSING AND 4X CAM SENSING (Chevrolet Silverado, GMC Sierra) More precise ignition control is made possible with a new crankshaft sensing reluctor wheel, similar to the Gen IV V8 engines, which enables the crankshaft position to be sensed 58 times per revolution. In addition, valve timing is not sensed with the addition of a sensor wheel to the camshaft. DIRECT IGNITION SYSTEM (Chevrolet Silverado, GMC Sierra) The ignition system is now fired electronically, and uses three coils, each of which fires two cylinders. The coils are mounted above the former distributor location. A shorter oil-pump driveshaft was necessary to replace the former distributor shaft-driven oil pump. ELECTRONIC THROTTLE CONTROL (Chevrolet Silverado, GMC Sierra) An electric motor on the intake throttle takes command from the engine control module and then opens and closes the throttle plate. The accelerator pedal is connected to a sensor that provides the ECM with driver input. The system allows multiple throttle progressions or algorithms, which operate the throttle at varying rates according to operating conditions and driver demands. It also has built-in default settings that protect the engine and ensure safe operation in the event of malfunction with the ETC or other engine subsystems. SECOND KNOCK SENSOR ADDED (Chevrolet Silverado, GMC Sierra) A second knock sensor is added to improve spark control, which enhances more complete combustion and improves engine efficiency. REDESIGNED WATER PUMP FOR IMPROVED DURABILITY A new machined water pump allows a new redesigned gasket for better sealing of the pump to the block, and lessens the possibility of coolant leakage. MORE DURABLE CRANK THRUST BEARING AND BALANCE SHAFT BUSHINGS The thrust bearing for the crankshaft, which handles longitudinal loads, has been upgraded for all 4.3L V6 applications, which includes the Chevrolet Silverado Classic and GMC Sierra Classic pickups. In addition, the bushings which carry the balance shaft have also been made more durable. DUAL CLOSE-COUPLED CATALYTIC CONVERTERS FOR EXHAUST The new converter system is primarily designed to lower emissions. It features two new close-coupled converters, which are located closer to the exhaust manifold to enhance their effectiveness. Converters closer to the exhaust manifold reach operating temperatures quickly and reduce start-up emissions. PRECISION CAST ROCKER ARMS REPLACE STAMPED STEEL The increased volume in which precision cast rocker arms are used by GM engines enables the replacement of the former stamped steel rocker arms, which can have larger variances in dimensions. TEFLON FRONT CRANKSHAFT SEAL FOR DURABILITY (Chevrolet Silverado, GMC Sierra) Long-term durability is enhanced with a special Teflon front crankshaft seal. REDESIGNED FRONT COVER AND GASKET (Chevrolet Silverado, GMC Sierra) To fit the new crankshaft sensor reluctor wheel, a new, larger aluminum front engine cover replaces the former plastic component. The aluminum cover is also designed to reduce engine noise. The engine block was modified to accept the new front cover. NEW OIL PAN FOR NOISE SUPRESSION (Chevrolet Silverado, GMC Sierra) The aluminum oil pan, which fastens to the engine block and transmission bell housing to enhance powertrain rigidity, gets additional ribbing that makes it stiffer and adds to its ability to suppress engine noise. The pan also gets a new gasket that aids its long-term ability to remain sealed to the engine block. THREADED BLOCK HEATER HOLE (Chevrolet Silverado, GMC Sierra) The block heater hole is now threaded, which will improve the long-term durability of the sealing of the block heater plug and the block. LOW PERMEABILITY INTAKE SYSTEM SEALING To ensure minimal emissions from the fuel mixture seeping out of the intake system, the seals for the entire system are replaced with a low-permeability compound. THREE-LAYER EXHAUST HEAT SHIELDS REDUCE NOISE (Chevrolet Silverado, GMC Sierra) The exhaust manifold is upgraded from two-layer insulated tubing to three layers of insulated tubing to reduce exhaust noise. NEW OIL PUMP STUB SHAFT The former distributor was replaced by a new bracket with three ignition coils, and underneath this bracket the distributor drive is replaced by a new stub shaft which drives only the oil pump. REGULATED VOLTAGE CONTROL FOR COOLING FAN The electrically operated cooling fan is controlled by the temperature of the engine, and only operates when the engine requires further cooling of the coolant. This control keeps the engine at its optimal operating temperature, and improves efficiency when the fan is not required. EXTENDED LIFE SPARK PLUGS The platinum-tipped spark plugs extend anticipated plug life to 100,000 miles to keep maintenance at a minimum. MORE DURABLE CRANK THRUST BEARING AND BALANCE SHAFT BUSHINGS The thrust bearing for the crankshaft, which handles longitudinal loads, has been upgraded for all 4.3L V6 applications. In addition, the bushings which carry the balance shaft have also been made more durable. All of the bearings and bushings are free of hexavalent chrome. EXTENDED LIFE COOLANT DEXCOOL coolant maintains its cooling and corrosion-inhibiting properties for 150,000 miles. GF-4 ENGINE OIL EXTENDS DURABILITY GF-4 engine oil reduces deposits, extends oil change intervals, improves fuel economy and extends the life of emissions control systems. ADVANCED RATE-BASED DIAGNOSTICS Rate-based diagnostics monitoring protocol are used to improve the robustness of the Onboard Diagnostics System (OBD II) and ensure optimal emissions control performance. LOW MAINTENANCE The platinum spark plugs have a recommended service life of 100,000 miles, while the DEXCOOL coolant is expected to remain effective for 150,000 miles. OVERVIEW The Vortec 4.3L V6’s excellent torque, fuel efficiency, durability, low cost of ownership and steady improvement all contribute to its popularity as a base engine in light-duty applications. It powers more trucks around the globe than just about any V6 engine in current production. The Vortec 4.3L V6 is the base engine for entry level full-size Chevrolet Silverado and GMC Sierra pickups and full-size Chevrolet Express and GMC Savana vans. This 90-degree V6 was developed in the mid-1980s by removing two cylinders from GM Powertrain's legendary small block V-8. A counter-rotating balance shaft was employed to balance primary crank vibration. The low-end torque delivery of an overhead-valve engine, combined with continued improvements in noise, vibration and harshness control and the latest electronic controls have kept the Vortec 4.3L in high demand. The Vortec 4.3L was upgraded midway through 2006 with cracked powder-metal connecting rods for more precise rod bearing clearance. The connecting rod is connected to the piston at one end and to the crankshaft at the other end. During its processing, the rod is hot forged, sintered in a furnace, machined and then the cap is fractured from the rod portion. This fracture joint is used to accurately position the cap to the rod during engine assembly. The Vortec 4.3L continues to remain a workhorse for entry-level truck customers, while setting a standard in marine and industrial applications around the globe. It is popularly used in fork lift trucks, for example, and as an uplevel engine in the marine industry. As a classic V6, it delivers outstanding torque and good specific output in an economical, high-value package, while continuing to surpass increasingly stringent government emissions standards. The Vortec 4.3L V6 is produced in Romulus, Michigan.

The All New 2007 Silverado by Chevrolet

It will say Some-where-ville Police on the side.

I'm not looking for a specific spec. I was just pointing out that the New Silverado and Serria are on the Ordering Guide, but no one has posted it on the this site.

Has anybody looked at the Ordering Guide to see the spec of the New Silverado yet? I'm suprised no one has posted their findings yet.

2007 HUMMER H3x

http://www.chevrolet.com/ Nothing real exciting. Just thought I'd let everyone know.

The 4.8 is now available in the Tahoe.

Just added to the Ordering Guide. Applies to the Avalanche as well.

Pontiac Announces Solstice GXP Pricing New Turbocharged Roadster to Sell for Under $26K Detroit - At the height of the summer solstice, Pontiac today announced that the turbocharged 2007 Solstice GXP will carry a manufacturer's suggested retail price of $25,995, including a $600 destination charge. The 260-horsepower roadster arrives in Pontiac dealerships this fall. Powered by GM's new direct injection, turbocharged 2.0-liter Ecotec engine, the Solstice GXP adds a 47 percent boost of power to augment the road-gripping performance and seductive styling already available in the base model roadster. "The passion customers have for the Solstice continues to amaze us and we have been sold out of the 2006 models for the past couple of months," said Mark-Hans Richer, Pontiac marketing director. "There's already a waiting list for the 2007 models, so we believe the GXP will only extend the Solstice's position as the top-selling roadster in the U.S., proving that a domestic car can retake a segment previously dominated by imports." Model year to date through May, Pontiac has sold 15,145 Solstices, outselling the closest competitor in the segment by more than 2,600 units. Solstice remains one of the industry's hottest selling cars, contributing to a 20 percent increase in Pontiac showroom traffic since the beginning of the year and double digit percent sales gains in key coastal markets.

HUMMER Announces 2007 H3x Pricing DETROIT -- People seeking a HUMMER H3 with a customized appearance, straight from the factory, can soon add a new H3x to their garages. The first H3x models will arrive in dealerships in the United States and Canada in August, with a price of $38,065. The H3x is based on the “ H3 Street ” concept vehicle shown at the automotive industry’s annual Specialty Equipment Market Association (SEMA) show in November of 2005. It was created for consumers who want to make a personal style statement and differentiate themselves from other H3 owners. The $38,065 price includes standard equipment such as full-time electronic four-wheel drive and GM’s award-winning OnStar safety and communication system, plus HUMMER’s premium four-year/50,000-mile warranty plan. The H3x begins with an H3 equipped with the Luxury package, chrome tube steps, chrome appearance package, a chrome fuel filler door and bright roof-rack crossbows. The package also includes a body-colored grille and hard spare tire cover, 18-inch chromed wheels with a custom center cap, and a squared, chromed brush guard available only for the H3x. The interior features front seat headrests embroidered with the H3 logo. Consumers can further personalize their H3x with one of nine exterior colors. Two of those colors are new hues that are exclusively available on the H3x model, Sonoma Red Metallic and Desert Orange Metallic. Both exclusive colors nicely highlight the vehicle’s many chrome elements. For 2007, H3x and H3 both receive a new engine: the Vortec 3.7L I-5 with dual overhead cams and variable valve timing. This inline five-cylinder engine offers an excellent combination of power and efficiency, delivering 242 horsepower (180 kW) at 5600 rpm* and 242 lb.-ft. of torque (328 Nm) at 4600 rpm. Also new for 2007 on all H3 models, including H3x, is standard Stabilitrak on all models, whether they feature a manual or automatic transmission. H3x buyers can select either transmission. The H3x is scheduled to arrive in dealerships in August 2006.

GM's 3.9L V-6 Family Grows With E85-Capable And Fuel-Saving Active Fuel Management™ Versions Chicago, IL. - Today at the Midwest Automotive Media Association meeting Ed Peper, General Manager, Chevrolet, announced General Motor's first V-6 application of fuel-saving Active Fuel Management™ on the 3.9L V-6 offered in the 2007 Chevy Impala, and E85 ethanol fuel capability on the 3.9L V-6 offered in the '07 Chevy Uplander. "The application of Active Fuel Management™ (AFM) and E85 ethanol offers customers more choices when it comes to selecting efficient, fuel-conscious vehicles," said Peper. "E85 fuel reduces the need for petroleum and helps reduce greenhouse gas emissions, while AFM offers improved fuel economy over comparable, non-AFM engines." Preliminary testing of the 2007 Chevy Impala equipped with the 3.9L V-6 with AFM indicates an estimated 20 mpg in the city and 29 mpg on the highway - improvements of approximately 5.5 percent and 7.5 percent, respectively. Active Fuel Management enables the engine to automatically operate on half of the engine's cylinders under light load conditions, improving efficiency by reducing fuel consumption when the cylinders are deactivated. GM offers this fuel-saving technology in 11 vehicles for 2007, including trucks and SUVs - more than any other automaker. The Impala is GM's first V-6 application of AFM in North America. The E85-capable version of the 3.9L engine enables customers of the Uplander vehicles to use a renewable, domestically produced fuel that produces fewer emissions. E85 is made of 85 percent ethanol and 15 percent gasoline. GM vehicles with E85 capability can run on 100 percent gasoline or on E85 ethanol fuel or any combination of the two. "GM has nearly 2 million flex-fuel vehicles on North American roads, and will offer 14 E85-compatible vehicles in 2007," said Peper. The 3.9L V-6 is part of GM's family of sophisticated, high-value V-6 engines. In addition to AFM and E85 capability, it features variable valve timing (VVT) - a first for cam-in-block V-6 engines (recognized by Popular Mechanics with a "Breakthrough Technology Award" in 2005.) Along with optimizing performance and economy, the VVT operation helps the engine maintain an adequate torque load to maximize the benefits of AFM's fuel-saving mode.

Larger-Displacement 2.9L and 3.7L Vortec Inline Engines Deliver More Power PONTIAC, Mich. - For the 2007 model year, GM's popular midsize trucks - Chevrolet Colorado and GMC Canyon - as well as the HUMMER H3 SUV, feature new, larger-displacement inline four- and five-cylinder engines. The new Vortec 2.9L I-4 and Vortec 3.7L I-5 deliver more horsepower and torque than the engines they replace, giving the vehicles increased performance. The Vortec 2.9L DOHC four-cylinder with variable valve timing (VVT) replaces the previous 2.8L four-cylinder and delivers 185 horsepower (138 kW) and 190 lb.-ft. of torque (258 Nm).* The Vortec 3.7L DOHC five-cylinder with VVT replaces the previous 3.5L engine and is rated at 242 horsepower (180 kW) and 242 lb.-ft. of torque (328 Nm).* The 2.9L engine produces approximately 6 percent more horsepower and 3 percent more torque than the previous four-cylinder, while the 3.7L offers a substantial 22-horsepower increase and 17 lb.-ft. more torque than the previous five-cylinder engine. The 2.9L is standard in all 2007 Colorado and Canyon models except 4WD Crew Cab; the 3.7L engine is standard in 4WD Crew Cab models and available on all others. The 3.7L engine is the only engine offered on the '07 HUMMER H3 and H3X. GM's inline engines meet the diverse demands of midsize pickup and SUV customers. The I-4 engine delivers more power than many other comparable four-cylinders, while the more powerful I-5 offers comparable power and torque to many competitors' six-cylinders. Increased bore diameter Both new engines are based on GM's modular inline engine design, which also serves as the foundation for the award-winning 4.2L I-6 in the Chevy TrailBlazer, GMC Envoy and Saab 9-7X. They feature dual overhead camshafts, variable valve timing, electronic throttle control and other features that contribute to high levels of operating efficiency and fuel economy. Balance shafts help ensure smooth operation and reduced vibration of the engines, providing a higher level of refinement. In addition to their larger displacement - delivered through larger, 3.76-inch (95.5 mm) bores - the 2.9L and 3.7L engines feature improved airflow in and out of the combustion chambers, which helps boost power. They also share additional upgrades and changes, compared to the previous engines: -Larger, 1.52-inch (38.7 mm) intake valves, vs. previous 1.45-inch (37 mm) intake valves -Larger, 1.32-inch (33.5 mm) exhaust valves, vs. previous 1.18-inch (30 mm) exhaust valves -Revised camshaft profile optimizes valve lift and duration in accordance with larger valves -Cylinder head airflow increased to match capabilities enabled by larger valves and revised camshaft -New, noise-reducing oiling system uses cylinder wall squirter system enabled by a hole in each connecting rod that delivers a precise oil stream onto the cylinder wall beneath the piston -New aluminum camshaft cover helps reduce noise -Tighter-clearance balance shaft bushings promote quieter operation -New, 2-megabyte powertrain control module houses new diagnostic information storage -New cartridge-type engine block heater, which fits neatly into a specially machined block orifice; for use with available engine block heater. Additionally, the 3.7L five-cylinder engine has several features that help it meet new BIN 5 emissions requirements, including a larger, close-coupled catalytic converter and A.I.R. system. VVT-enhanced performance The new inline engines employ state-of-the-art air-fuel and spark management, including a dual-overhead cam valvetrain, four-valves-per-cylinder, variable valve timing and coil-on-plug ignition. Like the common-design engine blocks, the aluminum cylinder heads for the 2.9L and 3.7L are modified four- and five-cylinder versions of the 4.2L I-6 head. The cylinder head design includes chain-driven camshafts with large sprockets to ease the load carried by the timing chain. Also, a roller follower valvetrain reduces friction to improve engine performance and fuel economy, while reducing noise. VVT enhances performance and improves emissions by regulating the timing of the opening and closing of the exhaust valves. With VVT, camshaft lobe profiles are selected to enhance power, torque and engine smoothness, and the valve timing is optimized for the camshaft at different rpm levels by the PCM. VVT also eliminates the need for external exhaust gas recirculation (EGR) and contributes to improved emissions. With VVT, the exhaust valves' timing can be adjusted to "retard" the exhaust cam, thereby creating internal EGR. These leftover gases are recycled into the next burn cycle, improving emissions and engine performance. Coil-on-plug ignition delivers a high-energy spark, contributing to a cleaner, more consistent burn of the air-fuel mixture. The system uses a separate ignition coil for each cylinder, mounted above the spark plug. An electronic engine-sensing spark control system sends energy to the coils, eliminating the need for timing adjustments. The engines also benefit from numerous quality-enhancing characteristics: -Electronic throttle control allows the tailoring of throttle position to optimize driveability, fuel economy and emissions control -Accessories - including a new, 125-amp alternator featuring Regulated Voltage Control - are mounted directly to the engine block to reduce vibrations -The air intake plenum is constructed with sound-absorbing foam to reduce noise heard in the passenger compartment -High-mounted starter is shielded from road splash -GM Oil Life System permits oil-change intervals of 5,000-15,000 miles The engines also feature an exhaust manifold-mounted, three-way catalytic converter design. Constructed as part of the manifold, the close-coupled converter provides optimum light off (quickly reaches high temperature) to oxidize, primarily, hydrocarbon and carbon monoxide emissions. Shared traits The inline engines share much of their design and technology, including dual-overhead cams, four valves per cylinder, variable valve timing (VVT), sequential fuel injection and a coil-on-plug ignition system. Approximately 75 percent of the I-4 and I-5 engines' components are shared with the larger Vortec 4.2L I-6, and about 90 percent of the four- and five-cylinder engines' parts are common. This permits increased assembly efficiency that affords GM greater flexibility in adjusting the production of each engine to meet consumer demand. The foundations of the engines' design are deep skirt, cast aluminum engine blocks. They are produced with a lost foam process that allows more precise dimensional control, while reducing necessary finish machining in oil galleries, coolant passages and other internal passages. The deep-skirt design places block material below the crankshaft centerline to enhance rigidity of the block, while the lightweight aluminum offers better control of oil temperature, eliminating the need for auxiliary oil cooling. The lighter-weight engine block enhances fuel economy, too, by reducing overall mass. In addition to superior dimensional accuracy and less need for finish machining, lost foam casting also allows the blocks to be produced with fewer pieces and more complex shapes. Overall, fewer pieces are needed to assemble the engines, and the accuracy of the casting process results in less scrap. And because the dry sand used in the casting process requires no bonding agent, it does not have to be discarded as solid waste. In fact, the sand is re-used for future castings. At the assembly stage, the I-4 and I-5 engine blocks are fitted with balanced crankshafts and main bearing caps that are designed to add strength and reduce noise and vibration. Also, the engines' oil pans are structural members, contributing to overall stiffness. Both the four- and five-cylinder engines' crankshafts are specially counterweighted for their unique cylinder configuration. The 2.9L and 3.7L engines are built at GM's Tonawanda, N.Y., engine assembly plant. *Horsepower and torque certified. A new voluntary power and torque certification procedure developed by the SAE Engine Test Code committee was approved March 31, 2005. This procedure (J2723) ensures fair, accurate ratings for horsepower and torque by allowing manufacturers to certify their engines through third-party witness testing. GM was the first auto manufacturer to begin using the procedure and expects to use it for all newly rated engines in the future.

If someone want to spend the time editing, GM has released some pictures and info of the 2007 models in PDF format. Those included are the SRX(page63) and Equinox(page 65). http://www.gmfleet.com/gmfleetjsp/us/acqui...truck_guide.pdf Also included was this statement, "Information on the next-generation Silverado family of pickups will be available online at gmfleet.com after August 1, 2006." Stay tuned.

From 2006-05-30 Hydra-Matic Six-Speed Automatics Deliver Performance And Economy For Full-Size Suvs And Performance Cars

Innovative, Compact Six-Speed FWD and AWD Transmission Handles High Torque and Boasts Smooth Shifting, Aids Fuel Efficiency -On-axis design enables spacious packaging -Advanced clutch-to-clutch shift operation -Wide 6.04:1 overall ratio spread -Co-developed by GM and Ford Motor Co. -Engine torque capacity from 280 lb.-ft. to 300 lb.-ft. -Shift speeds up to 7000 rpm -Calibrated for quick launch and fuel-efficient cruising -Built at GM Powertrain's transmission plant in Warren, Mich. WARREN, Mich. - The new Hydra-Matic 6T70 and 6T75 front- and all-wheel drive six-speed automatic transmissions will debut in several GM models in 2007. The Saturn Aura and Pontiac G6 will offer the 6T70 as an option, and the 6T75, which is rated for higher torque capacity, will be standard in the Saturn Outlook, GMC Acadia and Buick Enclave crossovers. The 6T70/75's clutch-to-clutch operation and 6.04:1 overall ratio help the transmissions deliver both performance and fuel economy, enabling up to 7 percent improved performance and up to 4 percent improved fuel economy when compared with current front-wheel drive four-speed automatics. Both transmissions use a very high numerical 4.48:1 first gear, which helps deliver exceptional launch feel, and a 0.74:1 overdrive sixth gear, which reduces engine rpms at high speeds, thereby reducing engine noise and vibrations. Fifth gear is 1.1 direct drive. The final drive ratios can be tailored to each vehicle's performance requirements. For the Saturn Outlook, the final drive ratio is 3.16:1, while the Aura sedan uses a taller 2.77:1 ratio. The 6T70 is rated for engines up to 315 horsepower and 280 lb.-ft. of torque, and with its larger transfer gears, a five-pinion input carrier and beefier structural ribbing on its aluminum case, the 6T75 can handle engines up to 315 horsepower and 300 lb.-ft. of torque. The co-development by GM and Ford meant that many common components of the transmission are shared, along with the on-axis design; but the controls, calibrations and operation of the transmission are unique to each company. Costs and development time were reduced in some areas by 50 percent because of the co-development process. "The additional gear states are almost like having two transmissions in one," said Bob Vargo, assistant chief engineer for the new transaxle. "The low first gear provides tremendous off-the-line acceleration, but the transmission is able to use the middle gears to evenly distribute the torque and offers an overdrive sixth gear that helps deliver great fuel economy." Because there are six gears instead of four, the difference between ratios is less than in a four-speed automatic, giving the vehicle more options for using the best ratio for speed and load conditions. For example, with the transmission in an optimum ratio on a hill, the engine will not need to downshift or upshift unnecessarily. Driver Shift Control further reduces shift events by allowing the driver to select a desired gear for certain road conditions, such as steep and long hills, and automatic grade braking for descending hills. Automatic grade braking reduces brake pedal usage by calculating the rate of acceleration while descending a hill, and retaining a lower gear in the transmission. The electronic controls are designed so that the shift feel is calibrated specifically to either the new midsize sedans or the new midsize crossover vehicles through the timing of the shifts and torque converter lockup speeds. The space-saving hyper-elliptical, narrow section torque converter uses a single-plate lockup clutch that employs GM's proprietary ECCC (electronic converter clutch control) to dampen driveline vibrations. The Hydra-Matic 6T70/75's highlights: -Dimensions of 357 mm in length and 197 mm in width approach those of some manual transmissions, and are among the most compact for a six-speed automatic, and for front- and all-wheel drive vehicles with transverse-mounted powertrains -Clutch-to-clutch shift operation for all shifts except 1-2 reduces mechanical complexity and mass, and is calibrated for smooth shift feel Integrated transmission electro-hydraulic control module (TEHCM) with driver shift control (DSC), auto grade braking for consistent speed in hilly terrain and while towing or fully loaded -Internal control module reduces powertrain complexity -Heat-treated gears are honed for a more precise fit, reducing noise, vibration and harshness -Hyper-elliptical, narrow-section torque converter enhances packaging and maintains efficiency -Reduced number of seals for stronger input shaft design -Adjustable capacity vane-type fluid pump enhances fuel economy Although used in some low-volume, high-performance sports cars and luxury sedans, six-speed transmissions are rare in midsize sedans and most high-volume midsize SUVs. GM and Ford Motor Co. recognized a need for a transmission that could accommodate increased powertrain performance while delivering excellent fuel economy. The compact size and reduced complexity afforded by the clutch-to-clutch, on-axis design allowed engineers to provide improved performance and economy with six forward speeds. With its wide ratio spread and capacity for high-torque engines, the 6T70/75 has the capability to transfer more torque to the drive wheels, particularly in the all-wheel drive Outlook, Acadia and Enclave. It also helps vehicles to feel livelier at lower speeds for a given engine, particularly at launch or when accelerating from a stoplight. The 6T70/75's advanced clutch-to-clutch operation is designed for smooth shift feel and packaging efficiency. All shifts except 1 (the transmission "freewheels" in first) feature clutch-to-clutch operation. The sophisticated electronic controls allow timing the clutch-to-clutch engagements and disengagements so that the transfer of power from one gear to the next is transparent to the driver. The three conventional planetary gears, with three stationary clutches and two rotating clutches, can be packaged in a smaller space without additional freewheeling mechanisms. It's a simple, less complex design that enables the packaging of six gears in the space of a four-speed automatic. A sophisticated transmission electro-hydraulic control module (TEHCM) is mounted inside the 6T70/75, reducing vehicle complexity. Similar to the control system used in the Hydra-Matic six-speed rear-wheel drive transmissions, the TEHCM offers improved quality through its hard-wired connections and pre-calibration during the controller's manufacture. The unit is located entirely within the transmission and operates while bathed in transmission fluid. Locating the controller internally facilitates the modular design and assembly strategy while also shielding the unit from the outside environment. Temperatures are consistent inside the transmission. GM's proprietary model-based controls strategy reaches a greater level of sophistication in the new transverse six-speed transmission family, said Vargo. The 32-bit system incorporates three levels of "learning" that actually allow the components to adapt to one another. It is not uncommon to have a transmission-control module that adapts to the specific transmission with which it is mated; however, the 6T70/75 accomplishes this with two steps: when the control module assembly is manufactured, and when it is installed inside the transmission. As with other GM transmissions, the programming optimizes performance characteristics according to a variety of vehicle inputs. Finally, the new six-speed automatic adds another level of adaptability. Certain components within the major subsystems that make up the transmission "learn" from one another - via the controller software - in a unique form of self-adaptation that maximizes the interface of all the "networked" components. This procedure takes place as the transmission "tests" itself and the interaction of its internal components before it is shipped from the assembly plant. The TEHCM also enables performance-oriented and driver-controllable shift features, including driver shift control "tap shift" and auto-grade braking for the midsize SUV and Performance Algorithm Shifting (PAS) for the midsize sedan. PAS recognizes a driver's particular style of throttle and brake application and essentially "reads his or her mind" and predicts which gear will be most advantageous for performance driving or economical cruising.

TOKYO — Toyota Motor Corp. ™, the world's second-largest auto maker, said on Tuesday it would recall a total of about 1 million vehicles globally to replace faulty intermediate shafts and sliding yokes. In a filing with Japan's Transport Ministry, the company said it would recall a total of 565,756 vehicles in Japan, including Wish, Isis, Prius and other cars built between September 2002 and November 2005. A Toyota spokesman said the recall would also cover about 400,000 units overseas. The company said it had received no reports of accidents from the defects. Toyota as a matter of policy does not disclose the cost of recalls. Toyota Recalls 1 Million Vehicles Worldwide

The vehicle in the picture doesn't have a roof rack which is standard equipment on the Equinox. The Redline Vue doesn't come with a roof rack either, which is standard equipment on the base model. So, from looking at the picture, dual exhaust, brake ducts, larger wheels, no roof rack, it's an SS.

Don't forget the SS's of the 80s and 90s either, or the SS's after the 73 MY. You can't just look at a certain part of history and forget the rest.

It doesn't have the roof rack either, which is a standard feature on base models.