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Will GMC enter the subcompact crossover segment after all?

GMC last year categorically ruled out launching a subcompact crossover positioned below the Terrain, but the decade-old rumor refuses to die. The on-again, off-again model is back on track for production, according to a recent report. Citing anonymous sources, enthusiast website GM Authority claims the soft-roader is closer than ever to receiving the proverbial green light for production. It hasn't been approved yet, so development work hasn't started. What it will look like if it receives a thumbs-up from executives is up in the air, but GMC can take several paths into this lucrative (and increasingly popular) segment of America's new-car market. Chevrolet has two fighters in the ring: the Trailblazer and the Trax. GMC could feasibly choose one, put it in a brand-specific wrapper, and call it a day. It could also design its entry from scratch, though this option would take longer and cost significantly more. Either way, the model will allegedly be called Granite or Graphyte, and it will be positioned below the Terrain in terms of size and price, meaning it would likely start above $20,000. In 2019, GMC explained it ruled out expanding its range towards the bottom to position itself as a premium brand. It wanted to focus on high-profit models, like the Sierra and the Canyon, but the crossover's ever-increasing popularity may have proven too alluring to resist. Besides, small and premium aren't mutually exclusive, and downsizing would help the brand increase its annual sales. If you're experiencing deja vu, it's likely because we've heard murmurs about a city-friendly GMC since the Granite concept (pictured) made its debut during the 2010 edition of the Detroit Auto Show. It was approved for production that year, approved again in 2011 (tentatively on a Cruze platform), and abruptly canceled in 2012. GMC hasn't commented on the report, so we'll need to be patient to find out if it's accurate — and how it would differentiate its entry-level crossover from Buick's. In the meantime, the company is putting the final touches on the electric Hummer, which will be offered as a pickup and as an SUV, and it's about to unveil the 2022 Sierra. Featured Gallery GMC Granite Concept Rumormill GMC Crossover

Torque time | 2017 GMC Sierra HD First Drive

It's not the truck that counts, it's how you use it. It's the heavy stuff you fit in its bed or the extremely heavy stuff that gets hooked up to the tow hitch. The ATV, the Jet Skis, the trailer with more square footage than a Greenwich Village apartment. Perhaps you need to get Seabiscuit or, uh, Mr. Ed to wherever they need to gallop next. In our case, there's a pair of very serious-looking snowmobiles perched atop the bed of a GMC Sierra. They spread out as wide as the extended tow mirrors, and their back halves are dangling precariously beyond the truck. Sterling Archer would be giddy; I'm a little nervous. But only because canyon roads and wide vehicles with a high center of gravity go together like peas and custard. The added weight is no sweat at all. That's because this is the 2017 GMC Sierra HD Denali, a truck with the sort of enhanced power, torque, suspension, and stopping capability expected of a heavy-duty pickup. And for this year, the power and torque get a serious bump courtesy of a new 6.6-liter Duramax turbodiesel engine reengineered from almost the ground up with 90 percent new parts. It's quieter and more efficient and it emits less, while most importantly producing 445 horsepower and 910 pound-feet of torque. That's up from 397 and 765, respectively. Chevy fans will note that the same engine is also available in the updated 2017 Silverado HD. Now, for those keeping score at home, that horsepower is best-in-class but the torque number still falls short of the new Ford Super Duty and its Power Stroke diesel V8's 925 lb-ft. Aw shucks. For the record, GM's engineers didn't seem too concerned that they weren't able to eke out an extra 16 torques just to say they're No. 1. "We wanted to first meet emissions and then deliver the maximum horsepower and torque we could, and deliver it over the widest usability range possible," said chief engineer Eric Stanczak. And let's be honest here, 910 pound-feet is herculean, and once again, a jump of 145 lb-ft. Or one Subaru Impreza's worth. Or 110 more than the best Ram can do on a 2500, and its Cummins turbodiesel's 800 pound-feet was eye-popping not too long ago. (The Ram 3500 maxes out at 900 lb-ft with the right transmission.) Ah, but here's the rub. That Cummins-equipped Ram 2500 can still tow more weight according to SAE-compliant measurements – 17,510 pounds for a Ram crew cab with a short bed versus 13,000 in the similar Sierra 2500. The Ford F-250 can manage 15,000.

Cadillac Celestiq, Lyriq, Hummer, other future GM electric cars: Here's everything we saw at ‘EV Day’

WARREN, Mich. — Today, General Motors held an “EV Day” event at its Warren, Michigan, campus to present its new “Ultium” battery technology, modular electric vehicle architecture and soon-to-come electric vehicles. Unfortunately, we were forbidden from bringing cameras into the event, so while we canÂ’t show you what we saw, we can tell you more about it. While we saw the previously teased Cadillac EV (which we now know to be called the Lyriq) and the GMC Hummer pickup teased during the Super Bowl, there were a number of other future cars at the event, which GM President Mark Reuss assured us are all real vehicles in the works. The biggest surprise came at the end of the event, though, in the Cadillac Celestiq electric sedan, which Reuss described as a future flagship that would be hand-built “very locally.” It had been hiding under a dark sheet all morning, with the front and rear illuminated Cadillac emblems shining from underneath. When the wraps came off, we saw a long, white, four-seat fastback sedan. The 23-inch wheels were pushed out to the very corners of the car, giving it what appeared to be a very long wheelbase. The model on the stage had no side mirrors or visible door handles. The grille mirrored that of the Lyriq crossover next to it, with integrated lighting in lieu of the usual mesh or slats youÂ’d see in an internal combustion car. The entire roof, all the way until it tapered to the tail of the vehicle, was tinted glass. In back, vertical tail lighting ran down the C-pillar before turning rearward across the top of the trunk. Inside, everything below the beltline of the windows — essentially all but the headrests and top portion of the steering wheel, was hidden from view. Behind the Celestiq, a large digital display showed a rendering of its interior. The dash consists of a pillar-to-pillar curved LED display serving as both instrument panel and infotainment system. Protruding forward between the front seats was another touchscreen that appeared to house some more controls, with open area, probably for storage, below it. The rear seats had the same sort of touchscreen between them. Built into the back of the front seats were a pair of rear-seat entertainment screens, much like we saw in the Lyriq. The door panels blended wood, metal and animated lighting to give character and a sense of opulence. GM interior design manager Tristan Murphy was on hand to tell us a bit more about the Celestiq.