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I have a 2015 Chevy Silverado with a 6.2L. About 2 months ago I had bent a rod on Cylinder 4. I replaced all the rods, cleaned all the rockers, new lifters (even AFM), new gaskets, plugs, and plug wires. After the truck ran fine for about a week, then threw code P0106, which is a MAP sensor code. And for the life of me I couldn't get the code to stop showing up. If the code is deleted the truck runs perfectly fine for about 30 miles, then it throws the code and has a bogged down, flooded feeling. I've checked everything I can think of and don't know where to go next. What I've checked: Wiring Harness and Ground Connections New MAP and cleaned MAF Air intake gaskets and filter Cleaned Throttle body Checked Fuel Rails Plugs, Wires Compression tests (all at spec or very close) No leaks in intake All fuses After I spent two weeks after work on this thing I decided to take to the shop, they tried a new computer, new sensors, and ran a cylinder leak down test. The truck still is not fixed but I brought it home today because they told me the only option was to send the heads in to be cleaned and new valves. Said the carbon build up was causing this issue but I'm confused as to how that would affect MAP sensor. Especially when compression tests are all right where they need to be. When I replaced the rods I even checked to make sure valves weren't stuck and didn't make contact with head of piston. Anything help and am open to all options. My next step is to take a look at injectors and to replace/clean the valves myself.

Zane Merva Executive Editor / Publisher, GM-Trucks.com April 26th, 2019 Our friend Tim Esterdahl from Pickup Truck and SUV Talk got an awesome chance to tour the Ft Wayne Assembly Plant. That's one of the two plants that produce the 2019 Chevy Silverado and GMC Sierra. Tim's tour was narrated by GM's Executive Chief Engineer Tim Herrick. Sit back and enjoy this look inside the manufacturing of the all new Silverado and Sierra. And if you like what you see, subscribe to Tim's YouTube Channel.

My l84 5.3 cracked some pistons now thinking of doing a light hone but wanted to know if it would even save the engine ? The scratches are pretty light my nail doesn’t get stuck but I do feel em. The pours on the other hand I’m not sure what could have caused those little things ?

The Merva Brothers Founders, GM-Trucks.com February 27th, 2019 When you take delivery of a brand new 2019 Silverado, you'll be faced with a few choices beyond which trim level or options you want. You'll also be asked which accessories you want to be installed on your truck before it rolls off the sales floor. Most GM accessories can even be factored into the sale price and financed. So, we're setting off to try out some of these certified accessories that are available for the 2019 Chevrolet Silverado. Our goal is to let you know if they are worth the cash or if you should take a pass. We've always loved the look of a blacked out bowtie and the idea of one that lights up seemed too cool to pass up. So we headed to our local dealership and ordered the 2019+ Illuminated & Blacked out front bowtie. Here's how it went and what we think. What is it? Chevrolet Illuminated Grille Bowtie Emblem in Black Part Number: 84069488 MSRP: $275.00 Manufacturer Website: https://accessories.chevrolet.com/ Main Features Doesn't effect your factory warranty Direct replacement for the standard gold bowtie Same quality as original parts Wiring harness is plug & play and matches factory wiring Here's the bowtie and grille as it came from the factory. Installation The first step to install the illuminated bowtie (or the non-illuminated black bowtie) is to remove the front grille. The grille on our LTZ was easy to take once we understood how it was fastened to the body. The entire process runs around 30 mintues We'll be covering how to remove the grille on the 2019 Silverado in detail soon. A plastic trim removal set makes this process much easier. After a little bit of pulling and careful prying, the entire front grille section comes off. Note the grille can be removed without having to take off any body panels or reach under the vehicle. This is a huge improvement over past Silverado generations, which required more disassembly to access the grille mounting hardware. The grille is a solid unit. Switching it out with another trim level's grille would be easy at this stage. This is also a good time to clean up the grille. To remove the factory bowtie, release four tab clips on the backside of the grille. One is inside of the support post where you will also run the bowtie's wiring harness. We popped out the bowtie and cleaned behind it before installing the new one. It was filthy underneath! The included wiring harness plugs into the driver's side headlight harness. It then snakes through the radiator opening and clips to the bumper. We found it easier to run the wire through the grille and connect it to bowtie, THEN snap the bowtie to the grille afterwards. Attempting to plug the harness into the bowtie after it is mounted on the grille turns out to be extremely difficult. We tested the bowtie to make sure it lit up properly before we attached the grille back onto the truck. Our Impressions Installation of the illuminated bowtie turned out to be pretty easy provided we used the right tools. Our plastic trim kit was invaluable during the process, allowing us to pry and remove pieces without scratching them. The kit also didn't come with instructions, so make sure to ask your dealer for a set of them when you buy it. They can print it out for you. The quality of the bowtie is on par with other factory parts and matches accordingly. The wiring harness looks similar to those already running under the hood giving the final fit a factory feel. So while the look and feel of the product is excellent the actual performance of the illuminated bowtie left us wanting more. We expected an illumination effect with a similar brightness to our DRL lighting. Instead, the bowtie glows a dull white at light. During the day or bright sunlight the illumination effect disappears completely. We do appreciate that the color temperature of the bowtie matches the headlights and DRLs. The MSRP of $275 is steep for the eventual lackluster performance. Excellent build quality, plug and play performance, a factory look, and no warranty interference offset the price to an extent. If you want a quality replacement for your gold bowtie that adds a little more flare to your 2019 Silverado, the Illuminated Black Bowtie could be right for you. If you're looking for a bright centerpiece that stands out with the same intensity as your other lighting, this may not fit your bill.

Okay so I broke my foot a last month so my truck has been sitting during the winter. Just recently the check engine light has came on. I used my code reader and is said the thermostat was running cold. And the engine fan automatically comes on and stays on for a little even after I turn the truck off. My question is there a simple fix to this? Or would this require a replacement?

96 Chevy K3500 with the 5.7l It has about 215K miles. I am trying to diagnose a fuel pressure issue. My truck first started to run rough like it had a miss. Check engine light came on. I had codes for both banks being lean. I cleaned the MAF sensor with no change. I checked for vacuum leaks. I hooked up a scan tool and checked the LTFT for both banks. They are both at 25%. I hooked up a fuel pressure gauge to the rail test port. Key on engine off it is around 45. As soon as the pump shuts off it almost instantly drops to 0. I am trying to figure out if I have a bad check valve in my fuel pump or if my FPR is bad. Before this all started, I noticed a loss in power. It could barely get a trailer up the slightest incline. I was trying to see if I could find out the difference in the speed of fuel pressure dropping when the check valve in the pump is bad and when the FPR is bad, to try and isolate the issue.

I have a 2014 Silverado LTZ (very high milage - 219,000) Runs great and still has some power left under the hood. For the most part, it is in great shape. It have a strange noise when acceleration or getting up to about 3 or 4 thousand RPM. It only does it under load, so it is hard to find where the noise is coming from. In the attached video, it takes place at 12-18s and then again at 40-46s. It is hard to hear because of the wind noise, but I can't figure out how to isolate the noise any better. If anyone has any ideas, I would sure appreciate the input. The water pump was just replaced, and so was the alternator, along with the tensioner pulley. I admit my limited knowledge under the hood, but I am willing to learn and fix it, if I can. https://youtu.be/PctCm6Ai09Y

I'm interested in a quick read of the room. How does everyone feel about the news that GM is moving in the direction of an battery electric truck? Does the brand it's sold under influence if you'd be interested? Are you ready to buy one now or do you think we should wait it out? Thanks for your opinions!

Dears, I bought my 2017 Chevy Colorado Duramax Z71 brand new and I just love it. I was super satisfied with the performance and features of the truck. Due to the nature of my job, I had to move outside the U.S for a long mission to Africa, so I took my truck with me. Here started my nightmare. Just few days of use, I had the famous warning message regarding the quality of gas (DEF). I changed several brands of DEF but no success! I read somewhere that the shelf life of the product is key for the quality of the fluid. Now my truck is kind of locked, I am allowed to drive 6 Miles/h, it means it is not working. The worse thing is that there is no GM, Chevrolet store to assist. I was thinking to delete the whole DEF system if possible since the location where I am based is not regulated by the gas emissions. I will be very grateful if you could assist as I am suffering without my car. Thanks for your help.

Zane Merva Executive Editor / Publisher - GM-Trucks.com October 8th, 2019 Chevrolet is ready to race the 2021 Colorado. Like, really ready to race. This week in fact. The new face for the Colorado mid-size truck will make its public debut October 10th during the 2019 Method Race Wheels Laughlin Desert Classic and will be driven by Hall Racing. Here's a sneak peek at the all new face of the Colorado. Chevrolet also gave us a showing of the production 2021 ZR2 that will debut in one month at the 2019 SEMA Show in Las Vegas. Check back with us in November for our first hand take at the new ZR2 when we visit the SEMA Show. Anyways, let's take a look at the changes. What's new with the 2021 Colorado? First off, the changes so far seem to be cosmetic and packaging only. No new features or changes in specs have been announced yet. However, the exterior has been warmed over to bring it in line with the Silverado's front end, without breaking the bank on a full redesign (which is expected in the 2023-2024 MY time frame). Here's the announced 2021 changes. New front end appearance for ZR2 model. Only Colorado model to have "Flow-through Chevrolet Fascia". WT, LT, and Z71 trim levels will receive updated center bars, lower fascias, and new front skid plates. WT and LT will feature "all-new" gold Chevy bowties while the Z71 trim is adorned with a black bowtie. All models receive embossed 'Chevrolet" tailgates and ditch the traditional bowtie on the rear of the vehicle. A new "Sand Dune Metallic" will be offered on Z71 and ZR2 models only. What do you think about the new face of the Colorado?

I had the original motor completely rebuilt and when put back into my truck it will start and run but once you shut it off it will only crank but not start. Usually a hour later it will start again. . Any help I would appreciate it.

I recently bought a (Gen 3) LQ4. I'm trying to swap this into an (Gen 4) 07' Silverado which uses 58x Reluctor, 4x Cam Gear, Front Timing Cover/Crank Sensor, and 2 Knock Sensors located in the sides of the block. I have a (Gen 4) Truck, So the timing cover/ crank sensor/ knock sensors can be used. I also have a (Gen 4) ECM/Harness. I know I need to get 58x Reluctor Gear put on & get a 4x cam gear already My questions are as follows: 1. Can I put a 4x Cam Gear on a (Gen 3 Cam) ? or do I need to get a (Gen 4 Cam) for the (Gen 4 Cam Gear) to work ? 2. Can I use the (Gen 4 Knock sensors) on the side of the (Gen 3 LQ4) ? Just drill/tap & mount them ? 3. If I keep the (Gen 4 Fuel Setup) could I just install that on the (Gen 3 LQ4) ? Any help or advice will be appreciated. I'll be documenting everything so others will have better knowledge when putting a Gen 3 Block into a Gen 4 Vehicle. Thanks guys !

asking 350 obo, brand new in box from dealer. shipping at buyers expense, located in jacksonville FL you can email me or text me 904 446 5447 [email protected]

Got my full console from Ebay used in like new condition. I did alot of research to figure out how to wire it so all the functions would work. I.e. wireless phone charger and usb/ cigarette liter ports for the rear passenger. I have a currently have a 22 2.7l Custom that doesn't have the required connection under the front passenger seat. After hours of looking at schematics and testing wires, I managed to hard wire my center console to the fuse box on the passenger side. Wire on the CC harness to Fuse box Both Red/white to F5 (Battery positive) Violet to F20 (Accessory on) Violet/yellow to F23 (Accessory on) BOTH Black to Ground below the Fuse box. The only section I wasn't able to get working yet is the USB in the middle of the console (the one with the map SD card). This one I believe needs to be connected to the radio that has the built in navigation. (once I get one I'll update this post.

John Goreham Contributing Writer, GM-Trucks.com 6-19-2019 If you are a fan of vintage Chevy trucks, you need to check out Wheeler Dealers Episode 3 of season 20. You can find it on the "Motor Trend" channel on your TV feed, or you can go to this link and watch it on your computer free (if you sign up for a 14-day trial.) GN-Trucks.com has no affiliation with Motor Trend. If you had "Velocity" on your TV feed, this is the replacement channel for it. As a fan of Wheeler Dealers who has seen every episode, I will warn you that this particular one is unusual in some ways. In many episodes Ant actually builds his own tools to do maintenance and repairs, and he even fabricates parts from scratch. This turnaround is more of an upgrade to an already awesome truck. There is a great transmission shop scene and the shots of the underside of the truck when they work on the suspension will make anyone living in the snow belt jaw drop. The truck is PERFECT underneath. We can't show you much more of the episode or even images without stealing from someone else's family bread, but you can see a quick shot of the truck in the image at the top of our page. Feel free to weigh in if you've seen it, or to chat about Wheeler Dealers in general. Just for the record, I loved Edd, but I am now also a big Ant fan (Makes sense if you know the show).

John Goreham Contributing Writer, GM-Trucks.com 9/6/2015 Here at GM-Trucks.com we maintain a wide network of experts that help us with our reports on all things automotive. One of these folks is Dallas, mechanical engineer, employee at an automotive supplier, and until this week, loyal Ford F-150 owner. Dallas has helped us with truck reviews in the past behind the scenes and has also provided us with a better understanding of automotive supplier subjects. His last three trucks were an F-150, F-150, and F-250, all bought new, and all kept from three to five years. So why, after more than a full decade of Ford truck ownership, did Dallas choose now to switch to Chevy? A few reasons. First, Dallas wanted a comfortable cab for his family. That meant no opposing rear doors that create mini-people jams when trying to get everyone out at the same time in parking lots. Next, fuel efficiency. Although Dallas uses his truck as a weekend work truck, he does not tow very often, and he commutes in the truck. He has found the Chevy 4.3-liter EcoTech V6 with its cylinder deactivation technology is returning over 21 MPG on his suburban back-roads commute. His Ford F-150 with its V6 engine was only getting 17 MPG on that same commute. When we asked him if he considered the Colorado, he said "I took a look, but it seemed just a little too tight for my needs." The third reason was history. Dallas had owned Chevy trucks in the past and remembered them fondly. This time, when it was time to shop, he didn't even cross-shop the Ford. On the topic of shopping for the truck, we asked Dallas if he could confirm the stories we had written talking about the deep discounts that Chevy (and Ford) are offering now on pickups. He confirmed the stories, but did note that one needs to remind the dealers that those discounts are the start of negotiations, not the end. Our thanks to Dallas for his permission to post this story and image.

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.

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

Hi just wondering if anyone would be able to help. My truck makes this rattling noice when being accelerated. When it started it wasn't that bad but has progressively got worse. It's worse when it's cold then goes away for the most part once the engine is warmed up. Sounds like it's coming from the front end. Thank you! 20220307_163644.mp4

I'm looking to do a full interior swap/update on my '99 silverado, don't know much about interior fabrication but i'm going to do what I have to in order to make it work. For now I plan on taking everything I can out of a part-out silverado from 2014 or newer and throwing it straight into my truck. If anybody has any tips or prior knowledge from a project of the same nature any help would be appreciated. From what I could find, not many people have documented this sort of thing on YouTube and the ones who have only show off the final product instead of the full process or steps they needed to take in order to get what I'm looking for.

When I bought my 2018 Silverado I absolutely fell in love with the Black Widow version. I also didn't love the hefty price tag that comes with. All the modifications I intend to do are to the outside. Specifically the 6 inch true lift, 20 inch Black widow rims, 35 inch all terrain tires, and the fender flares. Aside from the tires ( I can get those anywhere), and out of everything I am looking for it looks like you can only buy the rims from their website. It says reach out to them and they will put you in touch with a dealer that carries their stuff. Dealership prices are crazy. Looking over their website and videos it seems like a very mom and pop type business, which there is nothing wrong with that, but I am surprised they were able to cut deals with major truck brands. I get the impression SCA is not all that big? Anyways, has anyone had any experience with doing the Black Widow like upgrades to their truck? Any cost cutting measures you would do if you had to do it all over again?

Alright, before you say you don’t hear anything let me explain first. This video posted below is my 2021 Trail Boss 3500k miles and has the most annoying exhaust sound. I know there’s some serious pro’s on here who could tell me what’s going on. Essentially any time I start it up high RPM, accelerate, or decrease RPM’s I’m greeted with this annoying metallic rattling noise coming from exhaust. Took it to dealer who claims it’s normal (per-usual) and says it’s the liters I can hear in the exhaust tone. They checked exhaust donuts and heat shields and found no issue. However you can hear a rattle and what sounds like an exhaust leak. Was told it’s a flapper but it’s not, flapper is toward back passenger side. This is front passenger side. I could best describe it as escaping air coming from somewhere near the manifold I’d assume. Almost like a metallic farting exhaust noise for lack of better description. Videos to follow of noise while commuting.

Hey I'm new here and this is my first time ever coming across this problem. I'm working on my 2007 Chevy Silverado 1500 because one day coming home from work I couldn't shift back into Park. I replaced the shifter table from the steering column all the way down underneath the truck to the transmission lever. Everything is that it should be I've adjusted the shifter table. I'm able to put the transmission into park manually whenever somebody is in the driver seat pressing down on the brake pedal. I checked the shifter interlock solenoid in the steering column and nothing's hanging everything looks like it's supposed to. And I'm only able to shift out of park into reverse neutral drive D3 and D2. I have no D1 and when I try to sit back in the park the steering column lever goes all the way up into the park position like it's supposed to but the transmission itself won't engage into park and stays in reverse. My next step is to replace the shifter interlock solenoid. I wanted to post this and see if anybody could give me any help in case that wasn't it before I get into that. Any advice would be greatly appreciated

Here’s my Walter.

I have a 2015 Chevy Silverado 1500. Yesterday driving down the interstate with cruise control on I noticed the truck shifting back and forth between fourth and fifth gear. It seemed to hold fine when I would take the cruise off and hold the speed myself. It would also stop when pulling a hill as it would stay in fourth gear. Today it seemed to be doing the same thing in the lower gears and the check engine light came on as well. Planning on hooking it up to the scanner tomorrow but am looking for any ideas of where to start.