This is the slip with truck, full tank of gas, me, WDH, camper with battery and two full propane tanks, normal camping stuff (hoses, etc) in the forward storage and 2/3 full fresh water tank. I would not normally tow with anything in the tanks, so that's 200lb that would be immediately shed shed from the tow slip weight. GVWR is 6,000, GCWR is 12,000, GAWRF is 3200, GAWRR is 3500, truck's placarded payload was 1447lb. I don't camp with 100lb of firewood, a generator, multiple full cans of water/gasoline, or a full Yeti 110. Wife and two young kids are 250lb total; bedding, clothes and food for three nights wouldn't be anywhere close to another 250lb but let's say it was; I'm still 300lb under GCWR which means I've got a little margin to play with. Is it close? Yes, and that's one reason why I upgraded to a Silverado 1500...but it is not over. In my profession, I'm used to going *right to* manufacturer weight limits but never over, because in my industry doing so could cost me my career at best and my life at worst...and will never understand folks on the internet making assumptions that everybody pulling a camper packs the exact same way they do.
Current-generation Colorados aren't your daddy's old S-10; their capability is FAR closer to 1500s of the late 90s/early 00s. And the reality is precious few folks who own full-size trucks *actually* use them to do "truck stuff". I traded a 2002 Dakota Quad Cab 5.9L 4x4 that I loved for a new 2016 Colorado CCLB, and the Colorado did literally everything better than the Dakota. It was comfortable to drive, easy to park, had more room, got a LOT better fuel economy, had a much larger bed, rode better, etc etc etc. It also was 15-20% less expensive to purchase than a comparable 1500 LT. The Colorado safely pulled a 32.5', 6100lb dry travel trailer within all placarded limits (GVWR, GCWR, RAWRR) when loaded with my family and ready for a weekend camping. The Colorado pulled the camper just fine, but the little 3.6L was turning 3500rpm going 60mph on flat ground and I knew the truck would run out of power on any significant hill, so I traded it in on a 2017 Silverado 1500 CCSB as a better tow vehicle. The Silverado 1500 has more room, gets 2.5-3mpg less than the Colorado doing the same driving, and has more power and is more stable towing the camper. I miss the extra bed length though for hauling stuff, and have been casually looking for at 17+ crew cab standard bed NHT trucks for that reason. If I would have had the baby Duramax, I probably would still own the Colorado as it met all my needs. With the 3.6L engine, I'd have NO issues pulling 5000lb (or 6k that wasn't a wind sail) on a regular basis...and I hope the turbo four-banger finds it way into the Colorado in place of the 3.6L because that engine looks just about perfect for a midsize truck. Wife is glad its gone though...she always thought the Laser Blue looked purple more than it did blue.
Earlier this year I installed 1AMRP01771 mirrors on my 2017 Silverado with Phil's harnesses. I am very pleased with the mirrors; the only complaint I have is I get a slight whistle while driving down the road that is not present when the mirrors are folded. I think the whistle is coming from where the forward part of the running light lens meets the front mirror plastic. I cannot hear it with windows up, only with windows down, and it is little more than an annoyance that I think a clear piece of packing tape can fix. For saving more than $500 compared to installing factory DQS mirrors, I can live with a bit of wind noise.
Since GM decided to reorganize equipment packages (and further move away from ala cart options) and decided the 'New Silverado' wasn't worthy of foglights in LT trim, despite them being standard on the All-Star package of earlier trucks...anybody know if one could buy the OE foglamps and do a plug-and-play install? If so, looks like maybe the light switch would need to be replaced? What about adding SiriusXM to a LT truck? I've read somewhere on the interwebs the dealer can update the OE radio for SXM, so it must be true... Figured somebody here would know the answer to both questions...thanks!
Simply to tie into OP's post... I hate hate HATE that GM does not provide SiriusXM radio and foglights with the LT All-Star package...or that foglights aren't available period on an LT package. Sure some folks won't care about one or both of those, and they can squeeze more money from buyers who do...but offering less value than 16-18 trucks steams me a bit.
BoilerUP replied to Gorehamj's topic in The NewsroomWith the same torque as the 6.2L, it'd sure be swell if the 3.0L offered the same tow capacities.
A local 2019 crew cab short bed LTZ 6.2L 4x4 NHT has payload of 1921lb. A local 2019 crew cab short bed LT 5.3L 4x4 NHT has payload of 2172lb. A local 2019 crew cab standard bed LT 5.3L 4x4 NHT has payload of 2120lb. A 2019 crew cab standard bed Denali 6.2L 4x4 NHT with sunroof had payload in the mid-1600lb range. If the 2019 LT All-Star package on 1. fog lamps and 2. SiriusXM radio, I'd almost certainly have traded my 2017 in to get the 300lb+ additional payload and 2000lb+ additional tow capacity. I do wish GM would bump the GVWR of the NHT package back up a bit - at least 100lb if not back to the previous generation's 7600lb GVWR - which would provide a very capable truck competitive with the F150 Heavy Duty Payload Package's 7850lb GVWR...but likely cut into more profitable 2500HD sales.
Can you elaborate any on what the preloaded tunes are on the SCT BDX? I note the 'stock' BDX is $399, and the 5-Star BDX (with three of their custom tunes) is $499 with additional tunes $10 each...just curious what a standard unit gets somebody. I've had my eye on the BDX in comparison to a Blackbear or Diablew...nice to see more feedback on it.
There are a LOT more NHT-equipped 2019s on lots around me right now than there ever were 16-18 model NHTs. All of the NHT-equipped 2019 crew cab short bed 4x4 5.3L LTs I've looked at have had placarded payload in excess of 2050lb, and even a LTZ 6.2L was well north of 1900lb. GVWR between NHT and non-NHT is only 200lb with 2019s, so subtract a couple hundred pounds and do the math accordingly. GCWR for 2019 non-NHT is 15k, NHT 5.3L is 16.8k. I have a 2017 5.3L with 7200lb GVWR, 1702lb placarded payload and pull a 6100lb dry camper...I've run it across a CAT scale and with my wife and two kids onboard we come in under 13k GCWR (max is 15k for my truck) with ample room to spare on the truck GVWR and both axles GAWR with the weight distributing hitch. Bottom line: NHT would give me a warm fuzzy for the additional capability, but IMO is not necessary for the weights mentioned here.
Got my AM-AutoParts AM-3375422714 (identical to 1A-Auto 1771) folding mirrors installed today with Phil's harnesses and OE fold switch on my Graphite 2017 LT crew cab short bed...everything works like a champ. I do wish the running lights were a bit brighter in daylight like DPN mirrors, but I guess that's simply a byproduct of a smoked lens. All told, took me about 3 hours (look how the weather improved) but that included lunch, 30 minutes fussing with the first door speaker connector before an "ah-ha" moment allowed me to finally figure out how to disconnect the damn thing, making sure I reinstalled Phil's harnesses on the proper side of all the door internals, and cross-threading one nut while installing the passenger side mirror. PROTIP - after getting things finger-tight, use a ratchet to make sure everything is on 100% properly before busting out the nut driver... Very pleased so far!
When Phil says “AM Autoparts mirrors are identical to 1A Auto”, he wasn’t kidding...
Setup: Have a 2017 Silverado 1500 CCSB 4x4 5.3L 3.42. Truck has a bone-stock drivetrain, is my daily driver and I have no issues with the way it pulls my 32', 6100lb dry travel trailer...well under all spec'd weights. I live in Southern Indiana and about the worst hills my truck sees while towing are Jellico Mt. along I-75 east on 40 over toward Pigeon Forge. We are planning a trip out west this summer pulling the camper, and the route has some elevations in the Rockies approaching 9k ft. Have talked to the wife about possibly upgrading to a 2019 1500 5.3L NHT for more smash while serving as a daily driver, or possibly a used 2500 6.6L for future use pulling a fifth wheel...but at this point she is putting the kebosh on that idea since my current truck is owned outright. Doubt I can get the Boss's permission for a $6k blower, either. I've always thought tunes were kinda silly for the way I use my truck, but looking this trip I'm wondering differently. Came across the SCT BDX, and the dyno'd 5-6.5% increase in torque with 87 octane and 7.5-13% torque increase with 93 octane looks could be worth the $400 cost...especially if I can tweak it once I'm back at home for better response/MPG. I have looked around here at tune threads but clearly am missing something, so I figured I'd do that naive guy thing and start my own thread... :-) Looking for opinions on the value of the SCT BDX or any other comparable 5.3L mail-order tunes <$500 for towing, especially mile-high and above. Thanks in advance!
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