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Based on recent discussion on other threads, it seems that the second generation Enclave will arrive as a 2017 model.
 

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Discussion Starter #63

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Discussion Starter #64
What do we know so far?

- We know the Acadia did get smaller, but will remain on a related platform to the Enclave and Traverse, which will remain similar in size
http://www.autonews.com/article/20160119/OEM04/301199969/next-chevy-traverse-buick-enclave-wont-follow-gmc-acadia-diet
- The Envision did come to the US and it's fit the slot between the Encore and the Enclave
- The Enclave WILL come in 2018, for a while there I assumed it was going to be 2017 based on the spy shots of the Acadia
- But Remember, the Acadia (2007) debuted one year earlier than the Enclave (2008), and 2 years earlier than the Traverse (2009), so it makes sense that the Acadia got it's makeover first.
 

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I love the look of my Enclave, but before I would even consider a new one.

I would expect a major update with the dash electronics, especially a much larger info screen.

The Volvo xc90's information screen is really nice. ( can't afford a Tesla ) :sosad:

Also, I would hope for a much better design in the glass roof panels.

Preferably, a panoramic glass roof.

I hate that the present front glass panel will not open fully due to the larger rear glass panel being too close ???

Seriously ... how hard would it have been to place it another 6 inches back.

If I am going to go majorly in debt in my retirement, I expect a lot from Buick.

The new Envisions go for $50,000 to $52,000 cdn.

I expect the 18 Enclave to be very scary to my bank account indeed:eek:hno:
 

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I have been toying with trading my '10 Enclave for a '16 Enclave just after the first of the year IF there was a mew redesign
coming in '17. Looks like I may want to wait a year to do that. At this point I am about 250 miles short of rolling over to 50K miles. And if/when I do make a new purchase, I would expect it to be the last new car purchase in my lifetime. A year ago, I traded a '97 S-10 for a new Colorado, expecting that to be my next to last purchase in my lifetime.
 

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kenthurgood said:
I love the look of my Enclave, but before I would even consider a new one.

I would expect a major update with the dash electronics, especially a much larger info screen.

The Volvo xc90's information screen is really nice. ( can't afford a Tesla ) :sosad:

Also, I would hope for a much better design in the glass roof panels.

Preferably, a panoramic glass roof.

I hate that the present front glass panel will not open fully due to the larger rear glass panel being too close ???

Seriously ... how hard would it have been to place it another 6 inches back.

If I am going to go majorly in debt in my retirement, I expect a lot from Buick.

The new Envisions go for $50,000 to $52,000 cdn.

I expect the 18 Enclave to be very scary to my bank account indeed:eek:hno:
Agreed on the major redesigned items. Especially the panoramic roof and the extra 6".

And yes, $$$$$ = SCARY to the wallet.... :eek:
 

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BOOOO ... :scared:

I was surprised that the young salesman ... not the one I talk to all the time, said that the Envision was priced higher the he thought it would be.

Only a month ago, the 2016 Enclaves were going for less then that with the sale they had on ???
 

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I think that Buick has essentially jumped up to a true luxury marque. Lately every magazine slots Buick vehicles in the luxury category. In turn, I think that Buick has upped the prices on its newest vehicles, as well as upping the luxury quotient.
 

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Speaking of the next-gen 'Clave, here's a piece from Ward's on what will presumably the engine of choice.....which I'm guessing will be a somewhat de-tuned version of this. Some nice, light reading for those of you dealing with this weekend's oppressive summer heat. I assume this piece was purposely held for release this week given the fact the new Star Trek is being released......that's because this new 3.6L engine is actually equipped with phasers :veryhappy:



Innovation, Refinement Distinguish GM’s 3.6L V-6


WardsAuto
Gary Witzenburg
Tue, 2016-07-19 05:12
2016 Story Behind 10 Best Engines


General Motors and Fiat Chrysler have used cylinder deactivation (GM calls it active fuel management) in cam-in-block V-8 engines for many years. It’s fairly easy to do with hydraulically pressurized pushrods and depending on how often and how long the vehicle can operate on half of its eight cylinders, it does save fuel. Honda has done it with overhead-cam V-6s by sliding the cams laterally between normal and zero-lift lobes.

Now GM is using a different technique to make the all-new V-6 its first with AFM. Not unlike how pushrods are deactivated in OHV engines, two of its roller finger followers (for the No. 2 and No. 5 cylinder intakes) are hydraulically pressurized or depressurized, which lets them either ride on the cam lobe or absorb the lobe input, without activating the valve.

This is one of several key innovations that help make the new 3.6L as good as it is in the ’16 Cadillac ATS, CTS, XT5 and Chevrolet Camaro, ’17 GMC Acadia and soon a variety of other models.

It’s very close in displacement to the 2008 and 2009 Wards 10 Best Engines award-winning “High-Feature” V-6 it eventually will put out to pasture. The new engine does havea slightly larger bore and slightly longer stroke, but it rounds outto 3.6L like the older, smaller version. Even so, the only parts the two engines share are hydraulic valve lash adjusters.

The naturally aspirated version spins out 335 hp and 284 lb.-ft (385 Nm) of torque, 14 hp and 9 lb.-ft. (12 Nm) better than the old 3.6L, with 20/30 mpg (11.8-7.8 L/100 km) city/highway EPA economy in the rear-drive ATS, up to 9% better. And a 404-hp 3.0L twin-turbo version exclusive to the ’16 Cadillac CT6 provides 18/26 mpg (13-9.0 L/100 km).

“The 3.6 delivers the kind of power and lusty exhaust note you associate with a V-8, for the price of a V-6,” says WardsAuto editor Drew Winter. “Plus it’s loaded with advanced technology.” The WardsAuto judges saw better than 25 mpg (9.4 L/100 km) during daily driving in a rear-wheel-drive ATS automatic and close to that in a Camaro 6-speed manual.

“The fact that a few editors needed to pop the hood or look at the Monroney to clarify which powerplant was spinning the Camaro’s wheels speaks volumes about the all-new 3.6L all-aluminum V-6."

But perhaps most impressive is its world-class refinement.

“It was designed for premium products,” says Dave Muscaro, GM global chief engineer-V-6 Engines. “So we set the mission early to be segment-leading in refinement. NVH is very important in this class of vehicle, and with a DOHC V engine with all the timing gear, you have to spend a lot of time on that. We even have cushion rings on the gear teeth for the cam phasers and the crankshaft.”

Roller Timing Chain Reduces Noise

GM’s new V-6 (codenamed LGX) uses a roller timing chain, which wears better than a “silent” chain but can be noisier, so the team spent a lot of time working on the sprockets and chain dynamics to reduce noise.

“The sprockets on the cam phasers are non-round,” (and) “actually out of phase with what the chain dynamics want to do, which drops the chain load 40% to 50% compared to the current production engine,” Muscaro says. And the rubber cushions on those sprockets let their teeth land softly, while considerable noise-reduction work also went into the chain-drive dampers.

“We had many blind listening parties,” he says. “Our noise engineers set up engines with different hardware content and combinations, recorded them on our anechoic dynamometers and coded them, but did not tell us what they were because we didn’t want any bias. We listened to them, evaluated them, made comments and made selections, then pulled the curtain back to see what our selections were.”

One feature that may be an industry first is targeted cooling.

“Typically, coolant flows from the front of a V engine through the block to the back, then back through the heads and out so coolant on the back cylinders is a different temperature than coolant on the front cylinders because it picks up heat as it traverses,” Muscaro says.

“But in this engine, with a header going down both sides of the block that releases water up through the heads, we run water in parallel across the heads and combustion chambers, then out into the V of the engine.

“The orifices in the block channel that allow coolant to go up into the heads are sized for the various coolant pressures and RPMs that the engine will see, so we get near-equivalent flow across all cylinders,” he says.

This system extracts heat more efficiently than conventional series-flow cooling systems and contributes to higher fuel efficiency by providing faster warm-up and enabling use of a smaller water pump because it reduces the amount of water flow needed to properly cool the engine.

Another key feature is intermediate-park phasers[/color] on all four overhead cams.

“Typically, cam phasers are parked all the way at one end of their travel, or the other,” Muscaro says. “But we park them in the middle to optimize emissions performance and startability, since this engine (except in the Camaro) has stop/start. Being able to retard or advance from that park position enables us to optimize performance and fuel economy, and the feel of the engine on restart.”

Other state-of-the-art technologies include high-pressure 2,900 psi (200 bar) direct fuel injection, a variable-displacement 2-stage oil pump that minimizes oil flow at lower engine speeds where higher flow isn’t needed, and a high-efficiency combustion system with high-dilution tolerances carefully designed and developed to extract the maximum amount of energy out of each milligram of fuel.

Like all engines, this V-6 will have to get more fuel efficient as federal fuel-economy rules tighten. One way to accomplish that, Muscaro says, is finding ways to increase the amount of time the engine operates in 4-cylinder mode.

“When you put an AFM engine into a vehicle,” he says, “the challenge is to maximize the use of it.”

“We’re pretty happy with what we have right now, but certainly there are items that can be improved in any design, and there are things we’re looking at for the future.”
 

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So far what we know is it rides on the extended c1xx platform so it's expected to be lighter. However I don't think it would be 650lbs lighter since its on the extended wheelbase. Have the same engine as the Acadia except for the 4cylinder. 6 or 8 or 9 speed automatic is still up in the air. Push button start with proximity key. Teen driver. Pretty much what the new Acadia have will be on the enclave. Adaptive cruise is still probably up in the air. As well as automatic parking. Or whether if the AWD system is going to use the twin clutch like the envision and Acadia.
 

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vic1212 said:
So far what we know is it rides on the extended c1xx platform so it's expected to be lighter. However I don't think it would be 650lbs lighter since its on the extended wheelbase. Have the same engine as the Acadia except for the 4cylinder. 6 or 8 or 9 speed automatic is still up in the air. Push button start with proximity key. Teen driver. Pretty much what the new Acadia have will be on the enclave. Adaptive cruise is still probably up in the air. As well as automatic parking. Or whether if the AWD system is going to use the twin clutch like the envision and Acadia.
our 2017 Acadia has Adaptive Cruise control so I would bet the Enclave will have it at least as an option on the mid level trims and standard on the top trims. We don't have automatic parking which I was surprised wasn't included in the Tech package
 

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MingGOBlue08 said:
our 2017 Acadia has Adaptive Cruise control so I would bet the Enclave will have it at least as an option on the mid level trims and standard on the top trims. We don't have automatic parking which I was surprised wasn't included in the Tech package
Maybe later
 

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I would love adaptive cruise control! My 2016 Audi Q3 doesn't have that as an option, but Audi will likely add it whenever there is a redesign. It seems as though GM and Buick are finally making strides in the tech department. :thumb:
 

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kenthurgood said:
Also, I would hope for a much better design in the glass roof panels.

Preferably, a panoramic glass roof.

I hate that the present front glass panel will not open fully due to the larger rear glass panel being too close ???

Seriously ... how hard would it have been to place it another 6 inches back.
I noticed our 2017 Acadia Denali has a larger sunroof panel for the front and it opens wider. The glass panel over the second row does not seem as big as the Enclave's and it might be pushed back a little bit also.
 
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