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Found 109 results

  1. Zane & Josh Merva The Merva Brothers - Co/Founders, GM-Trucks.com GM-Trucks.com is always trying to stay on the bleeding edge of General Motors vehicles and the aftermarket accessories that owners install on them. That’s why we occasionally purchase long term pickups to better understand the ownership experience of these extremely popular vehicles. Our last truck, a 2011 GMC Sierra All Terrain, continues to serve us well all these years later, but became outdated in 2014 when the K2 generation of trucks was produced. We never had a chance to purchase a 2014-2018 Silverado but had a half dozen close friends who let us work on theirs. So when GM announced that the 2019 model year Silverado and Sierra would be brand spankin' new, we knew we had to have one. Thus, a year long effort was set into motion during the Winter of 2017-2018. Internally, GM-Trucks.com declared war on the 2019 Silverado. We could cover it, we would own it, we would be THE place for owners of the T1XX generation to call home. To do that, we had to have one ourselves. We saw the surprise unveiling, followed trim level news, ordering information, factory startup, placed an order the first day we could, then waited (not so) patiently for it to arrive. In September 2018 we took delivery of our new 2019 Chevrolet Silverado LTZ. Here it is a few seconds after the first time we saw it. What’s the plan? We’re going to make our new Silverado work for us and you. Over the next few years we plan on transforming our truck, installing loads of aftermarket parts, and reviewing everything in the process. Our thought process behind this Project Truck is simple. We originally wanted to buy a Silverado Trail Boss but found that Chevy wouldn’t let us get it with the all new 6.2L V8. That engine and the brand new 10-speed transmission was reserved for those who purchased an LTZ or High Country. With the 6.2L being more important, we acquiesced and ordered a more expensive LTZ instead. Thus, our mission to replicate the Trail Boss’s off-road stance and beefed up attitude but with a legendary 6.2L engine and a more luxurious take on things was born. We've decided to call it…. Project Trail Beast More than just a name, Project Trail Beast is a set of core vehicle modification goals that we’d like to accomplish with our 2019 Silverado LTZ. The ultimate goal is to create the truck that Chevy should have made… a Trail Boss with a 6.2L engine. Thankfully, we’re not bound by factory parts anymore, so we can go a little more hardcore than Chevy would have. Our goals include: Suspension Lift: We’ll take our Silverado and raise it a modest 2-4 inches. More aggressive tires are a requirement and aftermarket rims are being considered to complement the higher stance without sacrificing driveability. Beefed Up Performance: 420-horsepower stock isn’t bad…. but isn’t nearly enough. We’ll explore adding a supercharger to our 6.2L and work with leading brands to install performance intake and exhaust systems. We’ll also check in on the custom tuning scene and how the 2019 models can be modified on the inside. Updated Lighting: Even though most of our Silverado has high tech LED lighting, there are still some conventional bulbs. We’ll replacement all with the latest LED tech and add additional illumination around our truck. Expect us to talk about and review industry players such as Sylvania and Baja Lights soon. Utility Accessories: We'll explore bed covers, floor mats, security products, custom keyed locks, ceramic coatings, and a wide range of other accessories that any truck owner may use or need on their vehicle. From Adams Polishes to Husky Liners, we’ll look at what works and what does not. GM Official Accessories: GM is upping their game and offering lots of performance and visual accessories right from the dealership. We opened up a parts account and immediately started buying. How do these products perform? Are they worth the price? We'll let you know Help Us Out! What Do You Want? Do you want a particular product reviewed? Can't decide on a truck safe? Or confused about Ceramic Coatings? Let us know! We’ll do our best to review anything we can on Project Trail Beast. Do you work for a company who has a product you’d like us to look at? We can do that too. What’s next? It's time to get installing. We have a fat pile of accessories we've already started to work on. Each product, each experience, we'll share with you. Stay tuned for more updates on Project Trail Beast.
  2. Thom Cannell Contributor, GM-Trucks.com November 26th, 2018 Out of the gate you have to be asking the same question as we, “A four-cylinder engine in a truck? My Silverado?" Forget that the engine is rated at 21-combined EPA fuel economy rating, similar to base V-6 engines from Ford’s (3.3.L) and Ram (3.6 with a light hybrid system). Forget that the all-new 2.7-liter engine makes more power and torque than the LV3 4.3-liter V-6 and has accumulated over one million test miles in development. Just forget it…But…Like you, we stumbled over the entire concept. For answers to what some in the industry see as a profound mistake, we turned to those directly involved in its inception since a pen was put to paper, more likely a stylus set to a digital tablet at GMs Global Propulsion Systems in Pontiac, Michigan. Read Thom's 2019 Silverado 2.7L First Drive Impressions Here Kevin Luchansky is the assistant chief engineer for the new 2.7L turbo and formerly was the group manager over all valve train and cam drives. Our interview began with his statement, “This valve train is, we believe, industry leading and industry first.” He is, of course, referring to the Tripower system of cylinder deactivation that lets this engine run on just two cylinders. We’ll get to that. A very happy and proud Kevin Luchansky, a critical member of the 2.7-liter engine team. Since pen was put to paper, development has taken approximately five years, three years since metal, and it was specifically developed as an all-new truck engine from inception. Our first question was what you’d ask, “Kevin, why a four-cylinder in a light-duty truck?” That’s a good question,” Kevin responded, “and it’s all about efficiency. A few years ago we started to look at how to make the most efficient, most fun-to-drive package we can offer our customers, … and to provide what we think the customer would want. This four-cylinder (engine) provides us with excellent torque response. On this engine torque is near instant, less than two seconds at 1,500 rpm is very, very good. In order to accomplish this, we looked at several things. The fact that you've got big cylinder displacement allows us to design the dual-volute turbo that we have, keep the (exhaust) pulses separated and allow the turbo to spool very quickly. Also, we were able to package the turbo on the four-cylinder in an ideal location. It's mounted sort of midway up on the engine and directly in the center. If you know much about engines and exhaust systems, effectively we had equal length from every cylinder to the turbo.” We asked about the competition, which is a hard fact. “This engine is the base engine on the LT, the new RST and competes with Ford’s 3.3L and Ram’s 3.6L. This engine provides a lot of torque down low, much more than the competition. We're excited for our marketing-drive events where folks can compare those applications, because this (powertrain) is significantly more powerful down low and is fun to drive because of massive torque down low.” Note that there remains confusion about this motor versus Ford’s 2.7-liter. Though of similar displacement, GM’s engine was designed as a base engine for light duty trucks. Ford’s is a premium high-performance motor. Apples and oranges. The new engine had to meet objectives in fuel economy, power, weight saving. After all, an engine program costs tens of millions of dollars. The new motor is 80 pounds lighter than the 4.3-liter V-6 engine it replaces. That motor will remain available as the base engine in Work Trucks. “We feel we are offering customers great choices with all the powertrain combinations we have. We provide six different powertrain options starting with the 4.3L V-6 and an AFM version (8 cylinders/4 cylinders) version of the 5.3L for the work truck options. Then we step up to the LT, with the 2.7-liter and 8-speed, and you can upgrade to the 5.3 with Dynamic Fuel Management where engine runs on eight cylinders down to two, whatever it needs for optimum displacement and paired with the 8-speed transmission. Then the 6.2-liter paired with the 10-speed in the upper versions like Trail Boss, and 3.0-liter diesel in some models.” One of the prime directives for the new engine was durability. “I'd like to talk about some of the hardware in the 2.7-liter, from a durability perspective. This engine is not a car engine we've taken and put a turbo on to make a lot of power. This engine was specifically designed for this application, for these cylinder pressures, a lot like a diesel engine. If you think about diesel engines, there are four-cylinder heavy-duty diesel engines available. This engine was designed similarly. If you look at the details, the hardware is similar to what you'd find in a light-duty diesel. Like the piston, which has a cast iron ring carrier that holds the top ring; that's much different than a standard naturally aspirated engine. That cast iron ring carrier can handle the high pressures that a downsized turbocharged engine produces, and makes the piston very durable.” Pistons use a cast-in iron top ring carrier for durability against high in-cylinder pressures. It’s noticeable as less reflective in the chromed display cutaway. Kevin says the program spent good money on seemingly small things, like PVD coated rings. Physical Vapor Deposition coatings are very hard coatings that reduce wear. Piston crowns in the 2.7-liter are 100-percent machined for long-term durability. “The point I want to make is that, in terms of rotating and reciprocating parts is, there was no expense spared in making this a very durable engine. For instance, this is the strongest connecting rod we've ever designed for a gas engine, a tri-metal design. It has a forged steel crankshaft, and rod and main bearings are select-fit, as seen in many light-duty diesel engines. This is for excellent wear resistance and debris resistance. There was no holding back on picking the best parts the industry has to offer.” By now you’ve likely looked at some of the power and torque charts. Torque holds at nearly 90-percent almost to the red line, with matching horsepower. “It holds on pretty good,” Kevin responded. “It makes 310 horsepower at peak, but doesn't really roll off dramatically. That makes it fun to drive, very linear.” Though its published "time-to-torque" of two seconds seems long until you count “One and Two”, it’s not much different from other engines. “Let me explain. Time to torque is an industry standard test for turbos, where you hold the engine at 1,500 rpm on a dyno and don't allow it to go up in speed. You go from zero throttle to maximum and start the count. Then you count how quickly the engine achieves 90-percent of torque. It's (a test of) how fast the turbo responds, as 1,500 rpm is where the engine spends a lot of time in its operation. The best way to think of it is, with a manual transmission and you stepped into the pedal, how fast to you get torque. Two seconds is pretty quick.” Of course this introduces questions about the dual-volute turbocharger, which is a technology sometimes seen in diesels, and with a different design than other twin-scroll turbos. “Response is all the dual-volute turbo, one Borg Warner has just released and is an industry first application. Dual-volutes are, effectively, two chambers or two separated exhaust "screws or scrolls". What you see is the integrated exhaust manifold, which does a few things for us. One is provide heat, taking heat away from the turbo when it begins to get hot. That helps us with efficiency at high loads, like towing. You can see that we've paired the center cylinders together, so cylinders two and three are paired, then cylinders one and four are paired together. What that does is make equal firing order (firing order is 1-3-4-2) so you get, basically, even pulses and they are completely separated all the way to the turbine wheel, and we've separated them as far as possible, 180° apart from one-another. That's what the industry first really is. There are dual-scroll turbos that exist in high volume, but they come together at the same point at the turbine wheel, which means you can have exhaust gas bleed over from the cylinder that's firing to the cylinder that's not firing. Keeping them separated as far as we have done provides a very strong pulse hitting the turbine blades. That's how we get the fast spooling; it's pretty neat!” Borg Warner’s dual-volute turbo uses fixed geometry instead of a variable (VGT) design. The ducts, one inside the other, wrap around concentrically with the inner channel wrapping half way around before its gasses hit the turbine wheel, the outer volute wraps an extra 180° before its stream of gas strikes the turbine. “For example, if you put your two fingers together, that's what a typical twin-scroll would resemble, each dumps into the turbo and you can have cross talk,” Kevin explained. “That reduces efficiency as cross talk reduces gas pressure to the turbo. Also, this turbo is very aerodynamically efficient at low rpm.” “What I can't stress enough is that we have focused this engine on low-speed torque delivery. You should be impressed with how much torque is available, and that gets back to efficiency and drivability. If you have lag, you'll press on the gas pedal more. If we provide instant torque the driver doesn't go as deeply into the throttle, which produces better real-world fuel economy. Our new engines are focused on low-speed torque delivery. The big four-cylinder engine arrangement allows for good gas flow separation and equal lengths to the turbo - it's harder to do that with other engine architectures. By this time we were itching to talk about the novel valve train, which GM has called Tripower (when we first heard that name we thought, Pontiac’s three two-barrel carbs?) So, Kevin, what is the new Tripower? It's simple in concept; a single pin shifts the cam's lobes to produce differing lift profiles. What we've done is, couple cylinders one and two and cylinders three and four, so the first are on one slider in this four-valve overhead cam engine. There are three lobes, the high-lift lobe, a low-lift and a no-lift lobe (Note that cylinder one is the cylinder that never de-activates so it has only low-lift lobes). Between the lobes is the shifting groove geometry. We have two pins in the actuator, one moves in one direction, the other in opposition. The way the pins work, one pin drops in and shoves over one lift, the other pin drops in and moves to the next. So, in two cam rotations we can go from high-lift to AFM cylinder de-activation. The first rotation would go from high-lift to low-lift, the next rotation would go from low-lift to AFM. It's extremely fast. We can be in AFM for fuel efficiency, and if the driver steps into the throttle we can get to high-lift within two rotations and at the same time the turbocharger is spooling. Within a few seconds the engine goes from fuel miser to making peak torque. It's really neat and seamless to the driver. The changes are imperceptible. It's simple, and robust.” Kevin points to one of two of the electronically activated fingers that move cam lobes into position for, either high-lift, low-lift, and no-lift, the later for Dynamic Fuel Management. GM is maintaining its own control over the system, the camshaft is machined in-house, “from billets of the best steel money can buy. A neat process and very robust parts and they're like jewelry when you see them on someone's desk.” Moving along, we asked about thermal management. It seems most manufacturers are using electric pumps for power management and variability. “For the 2.7, it all starts with an electric water pump. We're able to control it from basically zero pump speed to maximum. The pump is completely decoupled from the engine, which allows us to flow what the engine and other components require, including cabin heating. Turbo placement is important; the pump is down low relative to the turbo, which we'll get to. The dual-volute turbo is cooled by oil, and by water. The water is either moved by thermocycling, or pumped. Lot of people have had experience with older turbos, and our engine has both oil and water-cooling. What is neat about the four-cylinder engine and turbo placement is, you can see there is a feed line (water) that goes in to the turbo and out of the turbo and they head upward. That provides natural thermal cycling. If that's not enough, we can turn the pump on to keep the turbo cool. 80's turbos didn't have coolant, only oil, and there was lots of oil coking issues. We've designed this engine for a truck, and the devil is in the details. We paid attention to issues like cooling to drive durability.” If you’re into deep tech, or run a parts department, the pump is a brushless DC pump, and completely controlled by the ECU. Kevin says the system, the block and the head, are completely separate in their coolant systems, so, a split cooling system. “When the engine starts, there's a lot of heat in the integrated exhaust manifold. We have a pipe directly off it and we use it for exhaust heat recovery. From an efficiency standpoint, we heat the oil in the transmission and engine to get them rapidly up to operating temperature to reduce friction. What that means for the driver, it makes the engine and transmission hotter, quicker, for friction reduction, cabin heat and emissions control. Though not part of our discussion, the oil cooler is water cooled. The other thing the pump allows us to do is over-cooling unrelated to the engine speed. For instance if you're running at a light load and suddenly tip-in with the throttle and ask for a lot of torque, we can quickly force coolant at a faster speed than if the pump was attached to the crankshaft. We can overcool the cylinder head, forcing coolant into the hottest part of the head, and in turbocharged engines that reduces knock, an efficiency enabler. Remember, this is an 87-Octane engine running at 10:1 compression ratio, high for a turbocharged engine.” Injection pressure is 3,000 psi as the industry moves to higher and higher pressures. It uses mechanical (solenoid) injectors that can deliver multiple injections. There’s also a fully variable oil pump, which means it is always right-volume for the given engine condition. It's controlled by the ECU to deliver the correct oil volume under any condition. And, we confirmed that the block is high-pressure die-cast aluminum with cast-in iron liners and made in-house. The cylinder head is aluminum from a semi-permanent mold, and also made in-house. “It's all machined in-house and the engine is built in Spring Hill, Tennessee. There’s a lot of USA content in this engine.” Some of the engine's technologies focused on City fuel economy, as well as high-load conditions. “The combustion system is designed for either condition and allows us to run 87-Octane fuel. Stop-Start works well for city fuel economy, as does as Active Fuel Management and Active Thermal Management. Hidden are the friction reduction steps we've taken like the electric pumps, select-fit tri-metal bearings and a low-friction roller chain, driving the camshafts. That’s for durability, and it's relatively immune from stretching.” The engine uses driven chains to operate cams. No cogged belts for durability and long life. One other comment on durability; we run the same durability schedules as any small-block truck engine because it is a truck. Don't think we skimped on durability testing; it's as durable as the legendary small block. What we did not know prior to our interview, Kevin was the architect on the engine, putting the first lines on paper five years ago. "This was one of my ideas, and they said why don't you go and execute it." Kevin, we’re honored to know you.
  3. Hello, I got a chance to tour Fort Wayne Assembly yesterday with GM's Tim Herrick, Executive Chief Engineer for Chevy and GMC full-size trucks. I thought this group might be interested in my video about it. Thanks.
  4. Chevy passed out a 2019 Silverado information book to journalists during this week's media drive. I'm working on scanning the entire thing and sharing it here. There's a lot of information packed into this flip book. I thought the most interesting was the engine line up and an AFM vs DFM diagram. This is the best comparison blowout diagram I've seen so far. Here's the four pages related to the engines.
  5. Now that owners are taking delivery of the new 2019 Chevy Silverado and GMC Sierra, I thought a quick reference guide to common routine maintenance items would be beneficial to us all. If you have information that you'd like suggest be added to this topic, just post below and I'll update this first post with any and all new/updated information. 2019 Chevy Silverado & 2019 GMC Sierra Routine Maintenance Quick Reference Guide -------------------------------------------------------------------------------- Digital Owners Manuals 2019 Chevrolet Silverado: 2019_Chevy_Silverado_Owners_Manual.pdf 2019 GMC Sierra: 2019_GMC_Sierra_Owners_Manual.pdf Oil Changes 2.7L(L3B) Capacity: 6.0 Quarts AC Delco Oil Filter: PF66 / 55495105 Drain Plug Size: TBD 5.3L(L84) & 6.2L(L87) Capacity: 8.0 Quarts AC Delco Oil Filter: PF63E / 19330000 Drain Plug Size: 15MM or XX Torx Engine Air Filters With High Capacity Air Cleaner: A3244C / 84121219 Without High Capacity Air Cleaner: A3246C / 84121217 Interior Filters Passenger Compartment Air Filter: CF185 Wiper Blades Drivers & Passenger Sides: 55cm / 21.7 Inches - GM Part Number 23417074 Spark Plugs 2.7L L4: 12688094 / 41-106-IP 4.3L V6: 12622441 / 41-114 5.3L V8 & 6.2L V8: 12622441 / 41-114 Fuel Tank Sizes Standard / Short Box (Gas & 4WD Duramax): 24 Gallons Standard & Short Box (2WD Duramax): 22 Gallons Automatic Transmission Fluid 6-Speed: DEXRON-VI Automatic Transmission Fluid 8-Speed: DEXRON-HP Automatic Transmission Fluid 10-Speed: DEXRON ULV Automatic Transmission Fluid (GM Part Number 19352619/Canada 19352620) Transfer Case Fluid All Models: 1.6 Quarts DEXRON-VI Automatic Transmission Fluid Wheel Lug Nut Torque All Models: 140 lb-ft / 190 N-m
  6. Zane Merva Executive Editor, GM-Trucks.com 9/17/18 What's new with GM-Trucks.com's new project 2019 Silverado? Well, it SHIPPED. As I type, our truck is chugging along the Midwest United States via train. It's en route to a CXS Rail Yard in Selkirk, New York just barely south of Albany. Best yet, it's scheduled to arrive in two days (This Wednesday). Selkirk is only a brisk 3.5 hour drive from our dealer, so once it arrives at the yard delivery could be only a few days away. Our dealer gives the chances of us taking delivery next week as pretty high, but as we've learned, who knows what delays may happen. What happened to our truck that delayed it at the factory for over a month after production? It sounds like the windshield was replaced. We were offered an interview with Chief Engineer Tim Asoksis but that never materialized. Eventually we were given a statement from Tim that read in part: Hopefully our next update in this saga is that we're on our way to the dealership. Wish us and our truck luck.
  7. Anyone else noticing a strong burn-off chemical like smell from the exhaust every time you drive? It was quite strong the first few engine cycles and has gotten considerably better at 175 miles but is still noticeable when we get out of the truck.
  8. Zane Merva Executive Editor, GM-Trucks.com 10/30/18 Day one of SEMA 2018 is almost already in the books and we've barely made it through the South Hall (which houses the Truck/Off-Road section) trying to get our eyes on every customized 2019 being shown inside exibitor's booths. There's no way we'll see everything but what we have seen already is impressive. Accessories for the all new Sierra and Silverado are coming out in force, even if the trucks are still trickling into dealerships. Although the new fullsize pickups are GM's hot new thing, the automaker has not made it a focus of this year's show. That means, while we're seeing a ton of 2019 Silverado and Sierra, there are 2x as many 2019 Dodge Ram and 5x as many Jeep Wranglers. Here's what we've seen so far. We'll add more photos to this thread as we take them.
  9. From the album Introducing Project Trail Beast - A 2019 Chevy Silverado LTZ

    GM-Trucks.com is always trying to stay on the bleeding edge of General Motors vehicles and the aftermarket accessories that owners install on them. That’s why we occasionally purchase long term pickups to better understand the ownership experience of these extremely popular vehicles. Stay up to date on what's new with Project Trail Beast Here: Read about our 2019 Silverado in the GM-Trucks.com Garage

    © Zane Merva & GM-Trucks.com 2019

  10. From the album Introducing Project Trail Beast - A 2019 Chevy Silverado LTZ

    GM-Trucks.com is always trying to stay on the bleeding edge of General Motors vehicles and the aftermarket accessories that owners install on them. That’s why we occasionally purchase long term pickups to better understand the ownership experience of these extremely popular vehicles. Stay up to date on what's new with Project Trail Beast Here: Read about our 2019 Silverado in the GM-Trucks.com Garage

    © Zane Merva & GM-Trucks.com 2019

  11. From the album Introducing Project Trail Beast - A 2019 Chevy Silverado LTZ

    GM-Trucks.com is always trying to stay on the bleeding edge of General Motors vehicles and the aftermarket accessories that owners install on them. That’s why we occasionally purchase long term pickups to better understand the ownership experience of these extremely popular vehicles. Stay up to date on what's new with Project Trail Beast Here: Read about our 2019 Silverado in the GM-Trucks.com Garage

    © Zane Merva & GM-Trucks.com 2019

  12. From the album Introducing Project Trail Beast - A 2019 Chevy Silverado LTZ

    GM-Trucks.com is always trying to stay on the bleeding edge of General Motors vehicles and the aftermarket accessories that owners install on them. That’s why we occasionally purchase long term pickups to better understand the ownership experience of these extremely popular vehicles. Stay up to date on what's new with Project Trail Beast Here: Read about our 2019 Silverado in the GM-Trucks.com Garage

    © Zane Merva & GM-Trucks.com 2019

  13. From the album Introducing Project Trail Beast - A 2019 Chevy Silverado LTZ

    GM-Trucks.com is always trying to stay on the bleeding edge of General Motors vehicles and the aftermarket accessories that owners install on them. That’s why we occasionally purchase long term pickups to better understand the ownership experience of these extremely popular vehicles. Stay up to date on what's new with Project Trail Beast Here: Read about our 2019 Silverado in the GM-Trucks.com Garage

    © Zane Merva & GM-Trucks.com 2019

  14. From the album Introducing Project Trail Beast - A 2019 Chevy Silverado LTZ

    GM-Trucks.com is always trying to stay on the bleeding edge of General Motors vehicles and the aftermarket accessories that owners install on them. That’s why we occasionally purchase long term pickups to better understand the ownership experience of these extremely popular vehicles. Stay up to date on what's new with Project Trail Beast Here: Read about our 2019 Silverado in the GM-Trucks.com Garage

    © Zane Merva & GM-Trucks.com 2019

  15. From the album Introducing Project Trail Beast - A 2019 Chevy Silverado LTZ

    GM-Trucks.com is always trying to stay on the bleeding edge of General Motors vehicles and the aftermarket accessories that owners install on them. That’s why we occasionally purchase long term pickups to better understand the ownership experience of these extremely popular vehicles. Stay up to date on what's new with Project Trail Beast Here: Read about our 2019 Silverado in the GM-Trucks.com Garage

    © Zane Merva & GM-Trucks.com 2019

  16. From the album Introducing Project Trail Beast - A 2019 Chevy Silverado LTZ

    GM-Trucks.com is always trying to stay on the bleeding edge of General Motors vehicles and the aftermarket accessories that owners install on them. That’s why we occasionally purchase long term pickups to better understand the ownership experience of these extremely popular vehicles. Stay up to date on what's new with Project Trail Beast Here: Read about our 2019 Silverado in the GM-Trucks.com Garage

    © Zane Merva & GM-Trucks.com 2019

  17. From the album Introducing Project Trail Beast - A 2019 Chevy Silverado LTZ

    GM-Trucks.com is always trying to stay on the bleeding edge of General Motors vehicles and the aftermarket accessories that owners install on them. That’s why we occasionally purchase long term pickups to better understand the ownership experience of these extremely popular vehicles. Stay up to date on what's new with Project Trail Beast Here: Read about our 2019 Silverado in the GM-Trucks.com Garage

    © Zane Merva & GM-Trucks.com 2019

  18. From the album Introducing Project Trail Beast - A 2019 Chevy Silverado LTZ

    GM-Trucks.com is always trying to stay on the bleeding edge of General Motors vehicles and the aftermarket accessories that owners install on them. That’s why we occasionally purchase long term pickups to better understand the ownership experience of these extremely popular vehicles. Stay up to date on what's new with Project Trail Beast Here: Read about our 2019 Silverado in the GM-Trucks.com Garage

    © Zane Merva & GM-Trucks.com 2019

  19. From the album Introducing Project Trail Beast - A 2019 Chevy Silverado LTZ

    GM-Trucks.com is always trying to stay on the bleeding edge of General Motors vehicles and the aftermarket accessories that owners install on them. That’s why we occasionally purchase long term pickups to better understand the ownership experience of these extremely popular vehicles. Stay up to date on what's new with Project Trail Beast Here: Read about our 2019 Silverado in the GM-Trucks.com Garage

    © Zane Merva & GM-Trucks.com 2019

  20. From the album Introducing Project Trail Beast - A 2019 Chevy Silverado LTZ

    GM-Trucks.com is always trying to stay on the bleeding edge of General Motors vehicles and the aftermarket accessories that owners install on them. That’s why we occasionally purchase long term pickups to better understand the ownership experience of these extremely popular vehicles. Stay up to date on what's new with Project Trail Beast Here: Read about our 2019 Silverado in the GM-Trucks.com Garage

    © Zane Merva & GM-Trucks.com 2019

  21. From the album Introducing Project Trail Beast - A 2019 Chevy Silverado LTZ

    GM-Trucks.com is always trying to stay on the bleeding edge of General Motors vehicles and the aftermarket accessories that owners install on them. That’s why we occasionally purchase long term pickups to better understand the ownership experience of these extremely popular vehicles. Stay up to date on what's new with Project Trail Beast Here: Read about our 2019 Silverado in the GM-Trucks.com Garage

    © Zane Merva & GM-Trucks.com 2019

  22. From the album Introducing Project Trail Beast - A 2019 Chevy Silverado LTZ

    GM-Trucks.com is always trying to stay on the bleeding edge of General Motors vehicles and the aftermarket accessories that owners install on them. That’s why we occasionally purchase long term pickups to better understand the ownership experience of these extremely popular vehicles. Stay up to date on what's new with Project Trail Beast Here: Read about our 2019 Silverado in the GM-Trucks.com Garage

    © Zane Merva & GM-Trucks.com 2019

  23. From the album Introducing Project Trail Beast - A 2019 Chevy Silverado LTZ

    GM-Trucks.com is always trying to stay on the bleeding edge of General Motors vehicles and the aftermarket accessories that owners install on them. That’s why we occasionally purchase long term pickups to better understand the ownership experience of these extremely popular vehicles. Stay up to date on what's new with Project Trail Beast Here: Read about our 2019 Silverado in the GM-Trucks.com Garage

    © Zane Merva & GM-Trucks.com 2019

  24. From the album Introducing Project Trail Beast - A 2019 Chevy Silverado LTZ

    GM-Trucks.com is always trying to stay on the bleeding edge of General Motors vehicles and the aftermarket accessories that owners install on them. That’s why we occasionally purchase long term pickups to better understand the ownership experience of these extremely popular vehicles. Stay up to date on what's new with Project Trail Beast Here: Read about our 2019 Silverado in the GM-Trucks.com Garage

    © Zane Merva & GM-Trucks.com 2019

  25. From the album Introducing Project Trail Beast - A 2019 Chevy Silverado LTZ

    GM-Trucks.com is always trying to stay on the bleeding edge of General Motors vehicles and the aftermarket accessories that owners install on them. That’s why we occasionally purchase long term pickups to better understand the ownership experience of these extremely popular vehicles. Stay up to date on what's new with Project Trail Beast Here: Read about our 2019 Silverado in the GM-Trucks.com Garage

    © Zane Merva & GM-Trucks.com 2019

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