BoilerUP

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.

With 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!

I'd guess the 6.0L with 4.10s does juuuuuuuuuuust fine towing, despite the HP/torque deficit compared to the 6.2L. ...you can always throw a blower on the 6.0L if you just NEED a Binford 2500HD...

I have absolutely no complaints about the lights on my 2017 Silverado, better than my 2016 Colorado and WAY better than my 2002 Dakota was in terms of both throw and spill. The 2017 foglights actually do *something*, which is new in my experience... I leave for work typically between 1-2am, and have a few miles on a narrow two-lane before getting to the interstate...I've NEVER felt a lack of ability to see what is in front and adjacent to me.

As the guy that talked about towing my travel trailer at the 70mph speed limit... My trailer came with Castle Rock 205/75R14 tires, which show a 75mph maximum speed.

70mph is the speed limit, and I don’t much fancy being passed by semis and creating a rolling roadblock by going 65 or less on the interstate. As for a panic stop...eyes down the road, situational awareness and increased following distance mitigates the odds one will be necessary. In the event I do have to panic stop anyway, well, the trailer has brakes too...

I have a 2017 Silverado 1500 LT, Crew Cab Short Bed, 4x4 with 5.3L and 3.42 gears. The truck's placarded payload is 1702, GVWR is 7200, GAWRF and GAWRR are both 3950, rated tow capacity is 9100, GCWR is 15,000. I have a 2018 Wildwood X-Lite 282QBXL, which is 32.5' long from tongue to spare tire. The 282QBXL has a placarded 6052 dry weight with a 626 spec tongue weight, and a GVWR of 7636. The truck pulls the trailer with absolutely ZERO issues running 70mph on the interstate, and IIRC I'm turning about 2700rpm at that speed. Like most wind sails, the trailer can get blown around a bit when its gusty but I haven't really experienced the "sucked in by semis" that some folks talk about. Pulling a long, decent grade hill I do get RPMs up around 4k to maintain 70mph, but its a naturally aspirated V8 and that's where the torque is so no big deal. Running 70mph I average about 10.5mpg while towing. Weigh slip is truck, full tank of gas, me, weight distributing hitch, trailer, battery, two full propane tanks and 2/3 fresh water tank. PLENTY of margin for my wife, two kids, and stuff.

Looks good! Any chance you could measure how much further the collapsed tow mirrors stick out compared to DL8 mirrors?

Has the blower done anything significant to empty daily driving gas mileage? Yeah, that isn't why people buy HD trucks...but just curious...