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Found 143 results

  1. Has anyone ever got a custom tune to delete the AFM on their truck? I contacted my dealership about it and they gave me a local tuners number. I understand that it could possibly void my warranty if deleting the AFM causes a problem. But has anyone deleted their AFM and had issues? As well what cost should I expect to see to have a tuner delete the AFM.
  2. GM has available now factory camper mirrors! Time for a nice run down on them and what is involved. What they are: Factory tow mirrors. https://accessories.chevrolet.com/product/extended-view-tow-mirrors-in-black-84731241?year=2020&make=Chevrolet&model=Silverado%201500&categoryId=98023 Price? Part #? 84731241 is the #, MSRP for the mirror package is $730. What do they feature? Includes lower convex spotter glass, as well as cargo lamps, clearance lamps and integrated turn signal indicator. Manual extend and manual fold. The good: -GM has factory tow mirrors available as an accessory for trucks that don't have them! The bad: - 2020+up ONLY at the moment. They do NOT list them for 2019. - They DO REQUIRE HARNESS SWAPS. Both front doors require new door harnesses. - If you have the front spotter lights in the mirrors or have blind spot alert, THESE WILL NOT WORK! - BCM calibration required for ALL models to make all lighting function. If you have the dealer do it, its about 3.6 hours. Harness numbers will be listed below: 2020-2021 Crew and Double Cab with KEYED ignition and DLF mirror: 84622369 and 84622370 2020-2021 Regular Cab with KEYED ignition and DLF mirror: 84622376 and 84622380 2020-2021 Crew and Double Cab with PUSH BUTTON ignition and DLF mirror: 84622371 and 84622372
  3. Hey everyone, I just wanted to make sure any of you 2020 guys saw two videos we recently put together on the 2020 Silverado HD. More to come as the embargo breaks on what we can say next week. Enjoy and make sure to like and subscribe to our channel, PLEASE.
  4. Got my hands on a 2020 Silverado 2500hd! Long awaited for me for sure, seeing that they are making their way on to lots. Lets start! Exterior: This particular truck I drove was a Work Truck. In person, the HD is much easier on the eyes, but the WT is, I feel, the least attractive. I think its the black grille treatment that puts me off. This truck had the 17" carryover steel wheels, wrapped in LT265/70R17 Firestone TransForce AT tires (yes, the carryover AT not the AT2). Options list was minimal, including the WT Convenience Package, Integrated Trailer Brake Controller, the AT tires and black bowties. Overall, the truck's exterior is very functional. The bed steps are genius. Sure, they don't tuck away like some aftermarket designs do, however as a result they maintain bed rocker ground clearance like there isn't even a step there. Now, I am personally not a running board guy, mainly for looks (and I think 1/2 tons and Colorados are too low stock for them), but this thing needs them! Definitely an increased step in height with the T1 over the K2 HD. Its noticeable. Also, the size increase is noticeable too. I think its within an inch or so height wise to a Super Duty, and the body is just as wide as one. They dwarf the K2 HD. I do think that the 18" wheels are a must for looks, as they run a 33" tire and suit the truck's profile much better than the 17" wheels do as a result of the 31.5" tire they use. The towing mirrors. Totally functional. I can definitely get behind the way they are mounted once you drive one. This one had the base tow mirror, so just heat and power upper glass. There is much better visibility in the A-Pillar to mirror sightline. I found the extending not what I thought it was going to be? Its actually positionally detented. You pull it out and it comes off the arm a touch and then hits the outer detent. No "in between" position, but that might be just because its the base mirror. Oh! Another interesting fact. No aluminum body panels anywhere that I could see. Its all steel. The hood, doors, tailgate, all steel. Honestly, I was expecting some aluminum somewhere, like the hood at least, maybe the doors. GM wasn't joking when they said it only shares the cab structure, otherwise everything was unique to the HD. The biggest giveaway to those keen enough to notice, is the "CHEVROLET" area on the tailgate. Its nowhere near as protruded on the gate as the 1500 gate. Interior: See 2019+ T1 1500. Don't expect anything different here. Its still a good interior ( I think), apart from some questionable material choices in spots. I will add one important bit. Anyone looking at a WT or Custom trim HD, make sure you sit in an LT or higher with a power seat. The hood is even higher yet than a K2 HD, and the tall front at the end of the hood can be a bit tricky. I'm 5'10" and felt the standard seat to be ok, but some more height would have been nice around a parking lot/close to other cars. The mirrors, see the exterior description above. Powertrain/How it drives: The big bit. This truck had the 6.6 L8T gas V8. For being as large and heavy as this truck is, that powertrain is much improved over the L96, and long overdue. I didn't time anything, but it can move quite well when you want it to. I pulled out from an intersection normally, hit 2nd gear and rolled right into it and it took off quick. The K2 HD dead feeling accelerator pedal is gone too (thank god) and the power feels in line with your right foot. Much better response. Mileage wise, I averaged 15mpg, I'd say 65/35 city-highway split? Even the 6L90 shifting is improved. Do I still hope they throw the 10L90 in it? Yep. But the 6L90 has been a strong unit, and the added power makes it a good package for the time being. The added wheelbase smooths the ride out a touch. Stiffness? Well, its an HD LOL and had 80psi in the rear tires, but it was still well behaved. Overall, a nice improvement on the K2 HD. Love the mirrors, love the power, the bed steps all around. Love the look more or less, could use some interior help for sure. Big thanks to Cavallaro Neubauer Chevrolet in Williamson NY for letting me borrow this beast! Link to the window sticker for the truck: https://www.cnchevy.com/f_WindowSticker?VIN=1GC4YLE79LF117398&cs:o=%window_sticker%&cs:o=%27WindowSticker%27
  5. Hey all, Had noticed early on that the Denali Ultimate pre-production truck they used at the T1 reveal had different style wheels than what ended up being used on the 19's. Even the renders they used originally showed the different wheels but then later they edited them everywhere and never saw the wheels again. The Order Guide mentions the wheels changing on the Denali Ultimate for 2020, and now looking at GMC.com the original wheels they showed off to begin with are replacing the 19's. FYI for those looking to get a Denali and prefer either the 19's or 20's wheels as both are pretty different imo. Guessing they had some last minute problem and had to change what wheels were used when 19 production started and now using the wheels they originally planned on. "All-new for 2020, 22" multi-dimensional polished aluminum wheels are available with the exclusive Denali Ultimate Package" https://www.gmc.com/trucks/sierra/1500/denali/exterior
  6. Okay, so we all know that what's in the published specs is rarely the real payload of the truck. For those of you lucky enough to have your 2020 HDs delivered already, could you please share what your configuration and trim level are, and what does the door sticker say your payload and tow rating are?
  7. Zane Merva Executive Editor / Publisher - GM-Trucks.com June 21st, 2019 The 2020 Chevrolet #SilveradoHD is draped with an all new design that is totally unique from its light-duty 1500 sibling. Take a walk through with us and 2020 Silverado Lead Exterior Designer Brian Izard to learn more about the 2020 Silverado HD's design and features.
  8. Zane Merva Executive Editor / Publisher - GM-Trucks.com June 21st, 2019 We recently had a chance to check out the all new Silverado HD. The 2020 Silverado HD has an optional 8 camera system to help aid in towing your trailer. We get a full walk through of the various views and camera angles.
  9. Thom Cannell Contributor, GM-Trucks.com March 7th, 2019 Heavy Duty trucks mirror the contest for market domination in light duty trucks. This year both GM and Ford announced significant upgrades to the engines powering their all new 2500 and 3500 HD trucks as each company upgraded their diesel engine, and delivered new gas engines. At GM, the launch event centered on Chevrolet, who brought in truck writers from every segment—popular to fleet management—to Flint, Michigan’s Flint Truck Plant. Flint is the original home of General Motors trucks and the spiritual and historical home of the UAW. So, Flint Truck Plant is receiving an all-new facility constructed and designed for just HD trucks, with the former truck assembly areas destined for warehousing and future projects. New L8T 6.6-Liter Gas Engine We first spoke to Mike Kociba, a GM engineer and part of the Small Block team to learn about the new 6.6-liter V-8 engine we'd been anticipating. Mike told us the new motor “is a marriage of the six-liter it replaces and an upgrade in technology levels to Gen 5 architecture.” A careful look will disclose similarities in key areas where GM has maximized their experience with the six-liter’s durability and improvements in performance levels derived from Gen 5 architecture. “Specifically, new here is the gray cast-iron block which is unique for this application, hyper-eutectic purpose-built pistons for this application and heavy-duty requirements, forged powdered-metal connecting rods, and a forged steel crankshaft,” Mike continued. The most significant change is the addition of Direct Injection. It’s all new, an industry first for the heavy-duty market and new to GM trucks. “When we added DI, we took the roughly 400 KPa fuel pressure from the low-pressure pump and dialed it up to roughly about 15 mPa for engine operation under key conditions,” Mike continued. “That allows us to increase compression ratio, now 10.8:1 using regular fuel. Without DI you're not going to hit those numbers without losing a lot of spark efficiency. With those additions, and the six millimeter longer stroke, that gets us up to 6.6-liters.” “That suite of changes allows us to hit class-leading gasoline engine torque, at 464 foot-pounds at a lower engine speed than the outgoing six-liter was optimized for. I'm proud of its 401 horsepower, which is SAE Certified, no games, legitimate. This (engine) is purpose-built to crank out those numbers day, after day, after day with no compromise in durability. Customers can have confidence they're going to pull, tow whatever trailer you need.” There are other new features like an all-new water pump and a massive cooling fan to meet the demands of the HD customer base. New is how the water pump drives the fan through a one-inch shaft using purpose-built bearings to handle loads. Another first for HD is a variable-output oil pump. “No mater what the severe operating condition is for the customer, the pump is capable of dialing in more, or less oil pressure regardless the requirement. The engine features an aluminum oil pan, nylon 6-6 air intake, and stainless steel exhaust manifolds unique for the Heavy Duty market. That’s because HD market has specific requirements for (fuel) enrichment and these stainless manifolds will meet those requirements. “We have variable dual-equal valve actuation, like on light duty, where intake and exhaust are phased together and controlled through the actuator on the front cover. It's chain driven for accessories.” GM designed this engine specifically for upcoming standards for particulates and NOx emissions standards. “With this architecture we're not just making power and torque, but improved emissions and improved efficiency.” Mike continued. We noted the massive valves, which Mike said are common with Gen 5 architecture for valve layout and their pushrod technology. “That's how we get this compact shape. When you compare the size of the two engines, they're similar, which is due to the common 4.4-inch bore spacing.” A unique feature of the new engine is inter-bore cooling. Coolant flows between the Siamesed bores, notably in the upper bores where there’s a tendency to generate higher temperatures. “For two-valve technology of course you've got the spark plug, and the fuel injector, splayed outside. To avoid heat, we have the coil mounted directly on the rocker cover and the boot mounted next to the manifold with industry-standard individual coils for each cylinder.” This is great stuff, we though, but engine development isn’t cheap. So, why a new 6.6-liter when the 6-liter was doing well? “We needed to improve to Gen 5 level of technology to be sure (the engine) is capable of delivering on durability requirements. Customers love the convenience of gas, but if you look at the market—for instance trailers with more gadgets and slide-outs—everything is getting heavier. Customers want to be sure they can tow with confidence, no compromises, whether it's fuel economy, power, torque, emissions, efficiency, they don't want to pull up to their neighbor and have to make excuses. That's what we targeted. No compromises. With the significant technology we put into this engine, it makes segment-leading torque without compromising efficiency or emissions. Peak torque is at 4,000 rpm, 400 rpm lower than the 6.0-liter. Three things enable the new 6.6-liter's better power output. Direct injection (DI) allows us a higher compression ratio; longer stroke is good for increased torque (but not as good for horsepower as piston speeds are high) and for heavy-duty application where you need torque everywhere it’s why we focused on a longer stroke to get to 6.6-liter displacement. Those changes enabled us to broaden the torque curve, which is up 20% everywhere, for greater work potential.” We thanked Mike and asked if we’d missed anything. “Small engines with turbochargers allow them peak torque off idle, but for heavy duty we don't want that complexity. For the Heavy Duty segment we (General Motors) have durability requirements—Global Engine Durability—that are unique and very long and stringent requirements. We know customers need 401 horsepower and 464 lb.-ft. of torque today, tomorrow, and every day for years to come with no compromise in durability. We know our customers and, if they can't use their truck today, they might not get paid. That's why we focus on durability.” Brand New HD 6-Speed Transmission With that in mind, we next spoke to the systems chief engineer for six-speed FWD and RWD transmissions Rich Mardeusz. More power and more torque tend to break an older transmission. So, we wanted to know what changes had been made to the new transmission to carry the additional torque. “We started with the 6L90 that's in the current HD vehicles and full-sized vans (and ZL-1 Camaro and CTS-V), received the horsepower and torque curves from the engine engineering teams and then performed an analysis of all mechanical components from front to back,” Rich said. General Motors uses specific simulation tools for different parts. “For instance, we have a "gear damage analysis tool" for analyzing the gear set and how much damage it may receive over the life of the vehicle,” Rich told us. The result was a need to improve the torque converter and the clutch pack, which needed to be more robust to accommodate the greater power output of the upgraded 6.6-liter V-8 engine. From a clutch pack standpoint, changes were simple, according to the engineer, as there was enough room in the case to add a clutch and one backing plate to each of the clutch packs to handle additional power. When it came to the torque converter, things changed. “We looked at the components from a heavy-duty diesel torque converter and a high-output gas torque converter and then took the torque-carrying components from the diesel and married them to the spring and damping components from the gasoline torque converter. That’s what was needed to accommodate the approximate 22 percent across-the-board torque increase.” So, the new torque converter can A) handle the added torque of the new engine and B) damp out the firing frequencies from the gasoline engine, which are significantly different from a diesel engine. All of the shafting and gears were able to handle the torque. Interestingly, there is no dipstick. GM has the confidence to eliminate it, and only change fluid at suggest intervals of approximately 100,000 miles, more often for those who mostly tow, or drive over mountains with full loads. Another surprise, the transmission uses GM-spec Dexron VI fluid, GMs standard since 2005, as they found no reason to change. 2019 L5P Duramax 6.6-Liter Once we’d completed our gas powertrain interviews, we turned to the diesel side of Heavy Duty. We spoke to Max Sala, whose Italian accent tipped us to an affiliation with GM’s diesel engine center of excellence in Turin, Italy. Max said that their objective for the new Silverado HD was to increase towing capacity and ensure functionality with the new Allison/GM transmission. Remember, the Duramax 6.6L Turbo-Diesel V-8 engine makes 445 hp. and 910 lb-ft of torque. “We added a bigger fan now 28-inches, a bigger oil cooler that is upgraded from 14 plates to 19 plates, and we fine-tuned the cylinder head gasket” Next up were improvements to the engine-brake capacity, taking into consideration towing capacity. “It’s better by 14-percent and we introduced smart activation of the engine brake,” Max continued, “There's still a button for manual activation, but for safety there's automatic activation at certain RPMs.” Under the new control system, the powertrain will recognize any need for the engine brake and activate automatically. For instance in driving down hill and forgetting to shift, the higher RPM means automatic activation. “With that, we have better after-run strategy. Every time you tow uphill, temps rise and you have a message to cool the engine when stopping. If, by chance you forget and close the door, the system cooling system activates automatically for up to 15 minutes to cool the engine for reliability.” That isn’t the end of changes, as the engine has been completely recalibrated to match the new 10-speed Allison transmission. “Emissions have been improved and fine-tuned to maintain the best efficiency the transmission can offer to our customers.” With these changes, most importantly, Chevrolet says they are now capable of delivering full torque at any time, in any gear, and that they have done everything to the engine, transmission, driveline, drive shaft and frame to improve strength and durability. “What's important is how safe (the new HD trucks) will be and how comfortable it will be for our customers to drive these huge trailers up, and down hills.” Max concluded. Allison transmissions have gained a peerless reputation for strength and durability. Adding a 10-speed transmission branded with the Allison name is a great choice. David Ames, now GM assistant chief engineer on the Allison transmission and liaison with Allison, is a former Allison engineer. A natural fit. The 10-speed is a collaborative effort with joint development of the analysis, engineering, as well as testing. So, testing was performed at Allison and at GM, each with their own set of rules and test regimes. “We go back and forth”, David told us. “Today we have a ratio-span of five and this transmission has a span of 7.2, so the new 10-speed provides both more overdrive and a lower first gear.” We asked about the projects’ starting point. “We (at GM) come out with a "here's what we're looking for" and we begin an internal development contract. It was a pretty clean sheet of paper. So, the controls on the bottom are from a smaller 10-speed, some pieces and parts, but not the entire controls package. For the most part, it's all new to handle the increased power and much larger torque. We collaborated with Allison on this transmission (GM does have a 10-speed transmission of its own) which made it necessary to meet their (Allison) design requirements, their analysis requirements, their engineering requirements, as well as our own. It's a very compact transmission. If you had a 6-speed for comparison, this more dense, more compact and solid to get ten speeds into a package that would still fit nicely into the vehicle and not take up too much space,” David continued. This transmission’s torque converter has a lock-up clutch and is unique in that it will lock up in first gear, even under max loads. So, if you're pulling 33,500 pounds, you can do a first gear launch and lock up right away, which helps get rid of heat. We asked David why this is important. “Normally in first gear you're under high torque and generating a lot of heat, which puts a lot of demand on the cooling system. Locking up gets rid of that heat and the 7.2 ratio gives you a lower first gear. For instance, the six-speed uses a 3.1 first gear and the new transmission has a much lower 4.5 first gear. It's got four planetary gear sets, six clutches and the main place you'll notice the ten speeds, not only in launches and driving with heavier loads—it's very smooth—is going down a grade. Often you're trying to downshift to save brakes and having ten gears you can usually hold the right speed and not feel like you're running over the car in front of you, tapping the brakes or going too slow.” “Also, we built in the first OEM PTO option. Note that the chain drive to the PTO is engine-speed driven rather than turbine-speed driven, which is important to many commercial customers, and it’s quieter drive than gear driven systems.” We asked David for an overview of the combined Duramax-Allison package. “For those who need it, it’s a nice package, one we're very proud of because of the outstanding durability. I think we're going to do a better job of putting power to the road than anybody out there. Whatever torque the engine is putting out, it's getting to the road in an accurate way. I think this transmission will be far more durable than people need it to be. Four-five years from now people will understand how durable it is.”
  10. Thom Cannel: Article & Photos Zane Merva: Photos & Video GM-Trucks.com June 25th, 2019 By now you prospective 2020 Chevrolet Heavy Duty owners are over the Ho-Hum of our 2020 Silverado 3.0-liter story (we are totally Ho-Ho-Ho and Hmmm, can’t wait for a longer test!) and looking at the Alpha Dog, the 35,500-pound tow-rated Silverado Heavy Duty and its over 50 industry firsts including an updated diesel engine and all-new 6.6-liter gas engine. Let’s get to it. Where to start? With its amazing trailer towing features that include 15-view camera and ability to memorize the features of five different trailers? How about the Durabed with its class-leading cargo volume and all-steel construction with a plethora of cargo tie-downs? Maybe you’re gobsmacked by the corner and bed steps with, now, plenty of toe room and 500-pound weigh-holding capacity? Is it the power tailgate that remotely lifts or lowers? An ability to hold first gear while towing maximum weight? Or, is it all of these? Chevrolet states that Heavy Duty trucks are working vehicles, whether towing a gooseneck horse trailer or flatbed and whether gas or diesel-powered. They further tell us that, compared to light duty trucks where 84-percent are retail and 12-percent go to fleets, Heavy Duty buyers are 70-percent retail and 30-percent fleet. Further, Work Truck and Custom trucks make up the volume; LTZ and High Country capture an even larger share of the market for personal and dual use buyers, with mid-trim LT trucks straddling fleet and personal use. Hence the five available trim levels to suit the needs of every buyer. There is no mistaking that the 2500HD and 3500HD is kin to the 1500, yet only roof sheet metal is common. Everything about the new HD trucks was designed to be functional from larger grille to lower side-height bed, to improved box and bed steps. It’s massively bold with strong character lines, huge fender wells and functional hood scoop. Both the 2500HD and 3500HD are distinctive and clearly Chevrolet. For 2020, every frame is boxed and steel, there’s a model with built-in gooseneck cross-body reinforcements and bed holes, 4X4 models can option Autotrac two-speed electronic transfer case, the DEF tank is relocated inside the frame rails with the filler under the fuel door, plus a 10-segment DEF gauge measures content. A statistic to toss off at your microbrewery; within the total HD segment, 54-percent are Crew Cab diesels while within fleets, 62-percent are gas-powered, with 34-percent of fleets buying Crew Cabs and diesel power. And if you’re wondering where the 2020 Silverado HD you’d like to scope out on your dealer’s lot is hiding, Crew Cabs began delivery last week with Regular Cab, Double Cab and Duallies hitting the streets this fall. Restrain yourselves. Let’s now talk about the biggest reasons for owning a Heavy Duty Chevrolet (or GMC). It’s towing. And if you’ve noticed comments to our 15-camera article, there’s some passion about technology. Realistically, as many HD trucks are sold to new truck owners towing large RVs, anything that improves road safety is flat wonderful. If you further read Chevy’s research that says 12-percent of pickup drivers have gotten into a fight with their significant other over trailer hookup, you’ll understand executive chief engineer Tim Herrick’s comment that “We save marriages.” Having driven every truck segment from light duty to tractor-trailers we feel you. So, when research says a majority of drivers are stressed by towing, please offer them a 2020 Silverado sales brochure and a tissue (and save a tissue for yourselves ‘cause you might be exaggerating your tow-cool). So let’s dive deeper into the subject. Everyone has a hitch camera these days, with overlaid guidelines to put you within a few inches, front-to-back, of the ball. Chevy goes further with a selectable view that looks own over the ball. Even those who haven’t set a hitch in years—or never—can get within a quarter-inch of perfect. And an APB or automatic parking brake engages automatically so that when you lift off the brake pedal you don’t roll off the ball. Sticking with the non-pros and semi-pro haulers, there’s a checklist for your trailer, the ability to check the lights after connecting the trailer’s electrical system, a tow-haul reminder and VIN-specific labels for the trailer itself. If you option the smart trailer integration, which is designed to work with ASA Electronics iN∙Command® control system, you have control over trailer features like heat and air conditioning through the infotainment system or the myChevrolet mobile app. And nobody should turn down the ability to monitor trailer tire pressure and temperature. Blowouts are never convenient and most often low-pressure and highly temperature related, according to Michelin Tire Company. We found the 15-view system difficult to get used to during the first five minutes, particularly when backing; our mirror habits are embedded. Yet, simulating tight turns where we could see along both the tight and far side, pulling forward into a tight box, or backing (after a few tries), we really came to appreciate what the system could do. Then, on the highway with an 18,000-pound box trailer behind us, mirrors just didn’t cut it compared to the high-tech camera system. We were driving on twisting two-lane blacktop in mountain foothills. Using the entire camera tech set, particularly the ability to look out the back of the trailer, we could easily pick places to pull aside to let faster cars pass us. It took less than an hour to become a must-have feature. Later we towed a smaller skid-steer on a flatbed without the system and truly missed it despite using our slide-out mirrors fully extended. This naturally leads to the two engines offered in the 2020 Heavy Duty, first the 6.6-liter V-8 purpose-built gas engine that delivers 22-percent more torque than its predecessor. Now it delivers 401 horsepower and 464 lb-ft of torque. It’s mated to a six-speed automatic transmission. The 6.6L isn’t a just a 6-mm stroked 6.0L, rather it takes advantage of the Gen5 small block architecture and has a unique cast iron block with forged powdered-metal connecting rods and forged crankshaft. The most significant change is the addition of Direct Injection. It’s all new, an industry first for the heavy-duty market and new to GM trucks. Direct Injection allows a compression ratio of 10.8:1 Quoting Mike Kociba, a GM engineer and part of the Small Block team, “Our suite of changes allows us to hit class-leading gasoline engine torque, at 464 foot-pounds at a lower engine speed than the outgoing six-liter was optimized for. I'm proud of its 401 horsepower, which is SAE Certified; no games, it’s legitimate. Customers can have confidence they're going to tow whatever trailer they need.” Don’t forget the larger cooling fan and newly designed water pump. The pump drives the fan through a one-inch shaft with unique bearing design to handle greatly increased thrust loads. Plus, the oil pump is now has variable output, so there’s less parasitic losses. The 6.6L engine features an aluminum oil pan, nylon 6-6 air intake, and stainless steel exhaust manifolds unique for the Heavy Duty market. Like related light duty Gen 5 motors, this motor has variable dual-equal valve actuation, massive Gen5 valves and uses an actuator that’s mounted to the front cover to control intake and exhaust valves. The new block features inter-bore cooling, that is, coolant flows through Siamesed bores, notably in the upper bores where there’s a tendency to generate higher temperatures. “Small engines with turbochargers allow them peak torque off idle,” Mike told us, “but for heavy duty we don't want that complexity. For the Heavy Duty segment we (General Motors) have durability requirements—Global Engine Durability—that are unique stringent. We know our customers and why we focus on durability. If they can't use their truck today, they might not get paid.” When towing a heavy load, we loved the diesel’s engine braking capability. What about the gas engine? In Tow-Haul, up-speeds caused by downhill driving—together with intelligence based on throttle position—the powertrain produced seamless downshifts. It’s not quite the same as engine braking, but the trailer was “only” 12,000 pounds. Regardless, it was a comforting addition to stress-free towing. The six-speed transmission used for 2020 Heavy Duty GM trucks is an updated 6L90 with an uprated torque converter and clutch pack. According to GM engineer Rich Mardeusz those changes were simple. When it came to the torque converter, things changed. “We looked at the components from a heavy-duty diesel torque converter and a high-output gas torque converter and then took the torque-carrying components from the diesel and married them to the spring and damping components from the gasoline torque converter. That’s what was needed to accommodate the approximate 22 percent across-the-board torque increase.” Those changes also damp out firing frequencies from the gasoline V-8 engine, making the powertrain smoother. Since a majority of buyers opt for the diesel engine, let’s look at that. Also displacing 6.6-liters, the Duramax turbo-diesel makes 445 horsepower and 910 lb-ft of torque. It’s coupled to a 10-speed Allison transmission. There were minimal changes to the engine for 2020. They include a 28-inch fan for cooling; upgraded oil cooler—now 19 plates instead of 14 and the cylinder head gasket was improved. Engine brake capacity is greater by 14-percent and while there’s a button for manual activation, while in Tow-Haul mode engine braking is automatically activated at certain RPMs. It’s Chevrolet keeping you safe. Thus, under the new control system the powertrain will recognize any need for the engine brake and activate automatically. For instance in driving down hill and forgetting to shift, the higher RPM means automatic activation. We did experience this with the18,000 pound box trailer and it is amazingly transparent and surprisingly quiet. You don’t have to downshift on modest hills, as the system will totally keep you at, or near your desired speed. Of course you may have to use a bit of smooth brake application if the grade is longer, or steeper. For really steep downhilling Plus-Minus buttons on the column-mounted shifter initiate gear changes. We’re not huge fans of the buttons as the steering wheel obscures their location and make it a bit fumbly to slide your thumb into position. A really important feature for 2020, diesel models add an engine after-run feature. Should you tow up a grade and park for dinner without a cool-down, the truck will do it for you. Run time is limited by temperature and shutdown is equally automatic. Because of the Allison/GM 10-speed transmission used for 2020, the powertrain required a complete recalibration. There are several positive results, according to David Ames, GM assistant chief engineer and Allison liaison. “Emissions have been improved and fine-tuned to maintain the best efficiency the transmission can offer to our customers.” It also has a fully warranted chain-driven engine-speed PTO available from the factory. The new 10-speed’s torque converter has a lock-up clutch that is unique as it will lock up in first gear, even under max loads. So, if you're pulling 35,500 pounds, you can do a first gear launch and lock up right away, which helps get rid of heat. We asked David why this is important. “Normally in first gear you're under high torque and generating a lot of heat, which puts a lot of demand on the cooling system. Locking up gets rid of that heat. Also, the new transmission has a lower 4.5:1 first gear with four planetary gear sets and six clutches. We noticed the low gear and ten speeds on launches and while pulling the box trailer on the highway. Often in hilly driving you're downshifting to save brakes; with ten gears we held the right speed and best RPM, particularly with automatic engine braking. We did drive a Silverado 3500HD dually at max capacity; 35,500 pounds on a closed course: our US Army CDL permit has lapsed. The claim of off-the-line torque is spot on. What was most interesting was the 3500’s ability to resist being pushed about on turns and we did several random serpentine loops to see if we could find any significant push? Nope. Later, with “only” 17,000 pounds behind us we finally found a bit of trailer push, which required a deeply rutted dirt road and an off camber turn. Nothing the truck couldn’t handle, even with a journalist behind the wheel. Many of us wondered why the different transmissions for Heavy Duty trucks, why not just the Allison ten? We asked and, while suspecting that plant capacity utilization and raw costs have something to do with it, were told by Vincenzo Verino, the 3.0L Duramax global chief engineer “It’s really about what the transmission brings to the engine itself. With a wider torque band, the gas engine is well-matched to a six-speed, while the narrower torque band of the Duramax is better suited to a 10-speed.” In the battle for Heavy Duty supremacy, big numbers are thrown around to convince potential buyers of worth and value. We found these slides from Chevrolet’s presentation compelling, showing Chevrolet doesn’t always have the biggest power numbers, yet can deliver more real world competency than competitors. Faster to 60 with better towing capability, we’ll take that over a bigger number any day. And Chevrolet says every diesel dually will tow more than 30,000 pounds the 2500HD with 6.6L gas engine has a tow capacity of 17,400 pounds, up 18-percent, that’s good regardless altitude. There is much, much more to tell in future stories, like the no-cut removable fascia for winter snow plow installation and the covered fender-mounted engine heater outlet, use reports of the up-down power tailgate and the bed’s 12 fixed and 9 moveable tie-downs. There’s details on improved axles, locking rear differential, beefed-up prop shaft and 12-inch ring gear, stronger U-joints, class-exclusive SLA front suspension (“mandating a solid front axle for HD trucks isn’t a thing” according to the chief engineer Tim Herrick) and the list goes on. We expect to write several more stories about the new trucks, each specific to how you’d use the truck and with even more details. We have only scratched the surface.
  11. Update on 2019 build out and 2020 start up truck production. EDIT: My next post has the links to the 2020 HD order guides. EDIT 5/16/19: Start of Production dates now up. 2019 - 2019 HD Regular Cab: Last production date 4/25/2019. Last order date 11/15/2018. 2019 HD Double Cab: Last production date 12/6/2019. Last order date 9/19/2019. 2019 HD Crew Cab: Last production date 5/10/2019. Last order date 2/28/2019. 2020 - 2020 HD Regular Cab: Initial dealer consensus 7/2/2019. Initial dealer order date 8/1/2019. Start of production 9/30/19. 2020 HD Double Cab: Initial dealer consensus 6/1/2019. Initial dealer order date 6/13/2019. Start of production 8/12/19. 2020 HD Crew Cab: Initial dealer consensus 3/2/2019. Initial dealer order date 3/28/2019. Start of production 6/3/19. 2020 HD DUALLY: Start of production 9/30/19. So. Those wanting a K2 HD, the only one you can still place an order for is the Double Cab. Those wanting to order a 2020 T1 HD, the end of March is your first chance to order a crew cab.
  12. John Goreham Contributing Writer, GM-Trucks.com 5-17-2019 And just like that, the all-new 2019 Sierra is last year's model! Yes, GMC is starting to prepare the 2020 model year Sierras for sale, despite it not even being Memorial Day in America yet. GMC calls its updates to the Sierra for 2020 "A robust portfolio of technologies." Does that make you want to rush out and get the 2019 lacking the robust portfolio? “The Sierra is delivering the tech customers want in the light-duty truck market, and the 2020 model demonstrates that Professional Grade means never slowing down,” said Duncan Aldred, vice president of Global GMC. “In just its first year on the market, the 2019 Sierra introduced the available, industry-first CarbonPro Bed and MultiPro tailgate. The truck’s 2020 updates show how the Sierra continues to raise the bar year in and year out.” Here is a rundown of what changes Sierra shoppers can expect for the new 2020 model year truck: -Available Enhanced ProGrade Trailering features a segment-first transparent trailer view, originally introduced on the soon-to-launch 2020 Sierra HD, with a segment-leading 15 total available camera views. -Available Camera-equipped adaptive cruise control system. The system features a single high-mounted camera behind the rearview mirror and can bring the Sierra to a complete stop. -Elevation model now offered in Crew Cab configuration. -First full model-year availability of the 3.0L Duramax turbo-diesel and the CarbonPro Editions with the carbon fiber bed (both late 2019 model year additions). -Available 3.0L Duramax turbo-diesel added to CarbonPro Edition propulsion options, previously offered only with 6.2L V-8. -10-speed automatic transmission availability expands to 5.3L V-8 models (SLT, AT4 and Denali models with 4WD). -New trailer tow mirrors are available as a free-flow option. -8-inch-diagonal infotainment system now capable of supporting SiriusXM with 360L (if equipped). -2020, Sierra 1500 will be available with the upgraded 15-camera ProGrade Trailering System introduced earlier this year on the 2020 Sierra HD. - The in-vehicle Trailering App has updated features and enhanced mobile integration for 2020
  13. Thom Cannel: Article & Photos Zane Merva: Photos GM-Trucks.com June 24th, 2019 This could be the shortest Chevrolet truck review in history. If that's what you came for, you can stop reading right now. But if you're curious... Why is the 3.0L Duramax so awesome? Because unless you’re building a custom lifestyle truck or simply using it for basic tasks you’ll be no doubt upgrade to more powerful engine when you buy your next Silverado or Sierra. That means either the famous 6.2-liter V-8 gas engine or this all-new 3.0L Duramax Turbo-diesel 3.0-liter diesel with its 277 HP, 460 torques and 9,300 pound towing capacity. If your truck is a lifestyle statement—and we have zero problems with that—this may not apply to you. That is, unless you’re from Texas where a better engine is as necessary as church on Thursday, guns, and football. Our vote, as the upgrade cost is the same $2,495 as for the 6.2L gas engine, is the new 3.0-liter inline six-cylinder diesel. It has the same torque, better fuel economy (we expect) and even has a sweet engine exhaust sound. Chevrolet invited GM-Trucks to Bend, Oregon to test the 2020 Silverado and it’s new diesel engine. Don’t worry if you just bought a 2019 Silverado—there are no huge differences for 2020; the truck was only released a few months ago. So, for 2020 Chevy adds adaptive cruise control and the amazing 15-view camera technology that includes “invisible trailer” from the Heavy Duty segment. We covered that. For 2020 Chevrolet offers a diversity of engines. There are, in addition to the new diesel, the 310 horsepower / 348 lb-ft 2.7-liter DI turbocharged I-4 with an 8-speed transmission, and two legendary small block gas engines, the 5.3L and 6.2L. In Model Year 2020 the 5.3L makes 355 horsepower (265 kW) and 383 lb-ft of torque (519 Nm) coupled to an 8-speed transmission, the 6.2L is SAE-certified to deliver 420 HP (313 kW) and 460 lb-ft of torque (623 Nm). It is paired with GM’s 10-speed transmission, which couples perfectly with GM’s DFM cylinder deactivation system. Hey, you don’t think you can run on two cylinders with an ordinary transmission, do you? According to Chevrolet the new diesel motor will be available in LT, RST, LTZ and High Country trim levels. The 5.3L gas engine is standard in LTZ and High Country models and available on LT, RST and Trail Boss. The 6.2L gas gasser is available more trim levels for 2020. Both engines will be built at General Motors’ Tonawanda Engine Plant in Buffalo, New York.” Not mentioned is the carryover 4.3L engine aimed at fleet owners. We arrived in Oregon to 80°F heat and blue skies, then were fed and watered, and set off on different tasks. We can’t talk about the HD trucks and their massive towing capacity for a couple of days. We were offered an incredibly deep-dive into the new engine, and a mileage competition featuring the new 3.0-liter diesel engine to start, however. Winning a comp is cool, but not realistic when you have a limited time with a vehicle in the first place. That said, other journalists did take the time to compete and Sunday’s winning mileage was in the 34-36 mpg range and then blown away by Monday’s 46 mpg. That, friends, is some serious hypermiling! However we still do not have official EPA certified mileage. That’s “To Come”. If you haven’t read much about the 3.0, here’s a modestly deep dive into its guts. First, the whole engine is state-of-the-art, aluminum head and block with thin steel cylinder sleeves and seven main bearings for the crankshaft. Combustion processes were among the driving forces underpinning design theory, so the cylinder head is essentially flat and the bowl-shaped pistons have zero relief cuts for the valves. That was important for efficiency. Simulation, and single-cylinder engine studies showed that having very vertical valves would not only allow a simpler bowl shape in the pistons, but that very shape would allow inlet-generated swirl to be maximized at every point. Swirl is produced and governed by dual intake runners feeding each cylinder. Oh, the ceramic glow plugs gave GM the highest compression ratio consistent with power and emissions, as well as allowing ignition to -22°F without a block heater. FYI, most of the engine development and engineering, as well as primary calibration took place in Turin, Italy. That’s GM’s center of diesel excellence. To ensure a quiet engine, emissions that more than meet standards, and deliver fuel economy, GM finalized an injection pressure of 2,500 bar (36,500 psi) through solenoid injectors capable of up to ten injections per combustion cycle. Early injections are primarily used to build in-cylinder pressure smoothly to abate diesel clatter. Later injections can be used for power and to keep the catalyst working within specified temperatures (those injections, sometimes caused by a catalyst cooled by highway driving, do negatively affect fuel economy but maintain emissions specifications). There’s a single close-coupled VGT turbo, for now, which indicates a possibility for later development of greater power and torque. Packaging to the “chemical factory” is as tight as could be manufactured. What we really haven’t talked about is the decision for an I-6 engine, versus a V-type. Obviously, six cylinders are longer than three, or even four. This slightly under-square engine delivers two things that a V design does not: smoothness and less side force. A V-type engine necessarily produces some side thrust, which is one of the reasons that Ford’s new 3.0L is made of CGI or Compacted Graphite Iron. In contrast, by using a robust, deep skirt design, Chevrolet and other divisions have an all-aluminum block, saving weight. Some of the extra length is minimized by packaging chain driven shafts at the rear. If you’ve never driven, or better yet heard an inline six, they’re smooth, likely the smoothest engine you’ve driven and with a unique sound. Both delivered by six evenly spaced exhaust pulses. The last I-6 engine GM produced was the gasoline Atlas LL8/Vortec 4200 used in Chevy Trailblazer, GMC Envoy, Buick Rainier, Olds Bravada, Isuzu Ascender and Saab 9-7X. ) Note that Detroit Diesel has produced an inline-6 since 1980 that displaces 11-14L.) Before highway driving, we did a walk-around. The GM-exclusive Durabed is impressive, and hard-coated for scuff resistance. Chevrolet says it’s made up of several sections instead of 1-2 deep drawn pressings. This provides owners with more cargo volume. As Chevrolet (and GMC) will tell you, it’s made of several varieties of High Strength Steels, so they claim it’s more dent and penetration-resistant than Ford’s aluminum bed. Inside the bed are 12 fixed tie-down points and nine moveable points, which has been a big hit with owners. Plus there’s that available power up/down tailgate, a power outlet and task lighting. A somewhat unnoticed feature is relocating the bed lights to flank the CHMSL on the roof edge. A couple of other things that are important are the corner steps and bed steps. They’re made for size 13 steel-toed boots and hold up to 500 pounds. We then drove the truck on the highway and on two-lane roads. Our first impression was of the powerful engine sound, followed by impressive torque. Electric motor type torque. Smooth power available at the lowest of engine speeds. Engine noise isn’t intrusive but like the torque, off the line it lets you know it’s there. However, with an open hood you hardly know it’s a diesel, it is that quiet. Even a random enthusiast who had been researching the new 3.0L Duramax and stopped us at a boat launch had to ask if it was a Diesel. This is simply unlike the larger Duramax and any other light duty diesel on the market. Something we’ll get into in our Heavy Duty story is the reason there’s a 10-speed transmission. If you think about the power band of a diesel engine, here delivering all of its 460 lb-ft of torque at just 1,500 rpm and holding strong to about 4,000 rpm, that’s significantly different than the power band of a gas engine. Thus, the 10-speed maximizes power and fuel economy—and every automaker has to deliver fuel economy, low CO2 and clean emissions. We have much more to come. For instance, we need to see if tow ratings are realistic, if its EPA fuel economy beats Ford’s 30Highway/22City/25Combined and how well it lives up to the Find New Roads slogan in real world driving under every condition we can discover.
  14. Good morning everyone! I'm currently in Bend Oregon getting ready to spend my day driving the all new 2020 Silverado HD. I wanted to share my experience with you and will be posting photos as the day goes on. I'm embargoed on some info until next weekend but can share as many pics as I can post. Crossing my fingers I have a good phone signal most of the day.
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