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Found 597 results

  1. $1000.00 New in the box. Box only opened to verify content but never pulled out. 2019 Silverado Sierra 6.2 crewcab short bed / double cab reg bed. Willing to meet up within 1hr driving distance of Houston. Due to false claim against me with pay--pal, I'm not interested in shipping. PM if interested with contact info and I'll reply ASAP.
  2. 2019 Blazer - HOT OR NOT

    So, what do you think of the newly announced Blazer? Good choice for the legendary name? Bad use of badge you once loved? Let us know.
  3. I am currently looking for a mechanic/shop that will fully delete a 2017 Chevrolet 2500HD (L5P), hopefully around the Mississippi/ Louisiana area. Any help will be greatly appreciated.
  4. It's never too early to start talking about the process of shopping around for a dealer, pricing, the ordering process, deposits, and production delivery times. Although we're still months away from orders being accepted, this thread is meant to be a place where everyone can check in and share their experiences as they go through the process. I'm also going to document as many important dates in this initial post as I can. I'll attempt to keep everyone up to date on start of production, any ordering limitations, and when the ordering system will go live. NEW UPDATES AS OF: April 25th, 2018 T1XX- 2019 Chevrolet Silverado and 2019 GMC Sierra - Important Ordering / Production Dates Pre-Production: NOW - Captured Test Fleet Production Confirmed as of March 31st. Fleet Order Entry Avaliable On Crew Cab: 4/26/18 Double Cab: 6/21/18 Regular Cab: TBD Retail Initial Consensus Month Crew Cab: May 1st Double Cab: August 1st Regular Cab: TBD Initial Dealer Order Submission Process (DOSP) Crew Cab: 5/17/18 Double Cab: 8/16/18 Regular Cab: TBD Production Start Up For Dealer Delivery Crew Cab: Quarter 3 - July/August/September Double Cab: Quarter 4 - October November December Regular Cab: TBD 2019 Chevrolet Silverado Start Up Schedule 2019 GMC Sierra Start Up Schedule This post will be updated whenever new information becomes available. Please contact me if you can help clarify any of these dates.
  5. I just purchased and installed a 3.5" rough country suspension lift with new UCA's and upper and lower ball joints. All is well. Alignment is perfect, doesn't shake. I'm happy with it. However, the front still sits about an inch lower than the back. Question for you guys is how, if at all possible, can I level it out? Thanks!
  6. Hey Guys, New truck owner here and today I took my vehicle into chevy to do a spray-in bed liner. They gave me a loaner truck that is exactly like mine except for a few extra features. I have a 2019 Silverado LT Texas Edition and the loaner came with a power plugin in the bed of the truck and one on the passenger side near the switches. I was wondering how difficult it would be to add these parts myself? I've called chevy to see if they could install them for me, but they haven't called me back.
  7. I've spent the last 30 minutes and I'm fed up with trying to figure this out. This morning I get up to change the window regulator in my truck (I'm no mechanic, just a diy guy). Finally get everything installed and dealing with the pain of popping pins back into clips and I realize the door knob/latch/whatever the f its called popped out and is laying on the ground instead of hanging in the actuator for it. I looked at the end and I assumed it did not snap off because the ends still look machined and uniformed. I tried wiggling it around in the actuator before giving up on getting that "feeling" that its secured. Put the door back on and the door locks of course but the knob moves slightly down (no more than 1 cm) but does not retract into the door. Any ideas? Wanna try to get my bearings straight on figuring it out before I go popping the door panel off again. Also if anyone has a link to the part for the clips on the raceway/trim underneath the power window/power lock control unit that would be great. Lost a couple of them and it doesn't want to sit right inside the door.
  8. Hello, I have the Chevy Silverado 1500 4x4 with 265/70/17 tires. I’m am planning to get the General Grabber AT2 Tires. I have some questions, on the General site it said they won’t fit my truck, even though they are the same dimensions; 265/70/17. Does anyone here have those tires on the same truck or same body year? Just wondering if they fit and how they are. Also do you know if they are LT’s or P’s?
  9. 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.
  10. Zane Merva Executive Editor / Publisher, GM-Trucks.com April 12th, 2019 A few months ago we started to notice something on our 2019 Silverado that no owner of a brand new vehicle wants to see. Rust. Specifically on our rear bumper, just around the plastic step. It wasn't huge and didn't spread very far from the edge... but we couldn't stop noticing it. There was no excuse for rust on a 8 month old vehicle with less than 10,000 miles. The photo above shows the minimal but noticeable rust patch. It was even happening on both sides and in the same place. The issue seemed odd. Unfortunately, we've just been too busy to bring it by to our local dealership for them to look at. Lucky for us, our procrastination has paid off, because in the time between us first noticing the problem and getting off our lazy asses to drive to our dealer, GM has released a TSB about this very issue. It appears that on most of the early trucks, production of the bumper was completed incorrectly. The steel assemblies should be bent into shape then chrome plated. But that didn't happen in a small part of the early bumpers. The supplier bent the area around the side step after the bumper was chromed. The new folds in the steel damaged the chrome, cracking it and making the truck susceptible to rusting. What's the fix? If your bumper is rusting already, Chevy and GMC will replace it. If it has not yet started to rust, they will apply an automotive grade wax/sealant to prevent rust in the future. If you're unsure if your 2019 has this issue we suggest doing the following: 1. Give your truck a bath for heavens sake! 2. Clean the rear bumper step area with a hose or pressure washer. Front and back! We find lots of dirt collects behind our step in the bumper assembly. 3. Inspect around the foot step area and behind the foot step area. We found rust in both areas! 4. If in doubt, wait for it to rust and kindly ask for a new rear bumper. Our dealership, Banks Chevrolet in Concord, NH has been great getting our rust issue fixed. Our service adviser Justin has kept us in the loop during the repair and gave us a loaner Silverado LT while they have our truck. He even made sure any other outstanding service updates are also applied to our LTZ while it was in the shop. As it turned out, there were six open issues that needed addressed. Here's the official Service Update you can print out and bring to your dealer when you take your Silverado or Sierra in for service.
  11. 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.
  12. 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.
  13. 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.
  14. My brakes are squealing, and have been for a while. I took my truck in and was told there is some uneven spots on the rotors but it doesnt affect function, it's just annoying. Well, I'm tired of it. I'm at 45k and its probably close enough. So as per my lurking, I think I want to go with the police package brakes. Anyone who has these, will they affect braking in the cold/snow/wet or while towing? I was looking at this thread below and someone linked a photo of the parts from rockauto. It shows a couple different parts for the front pads and rotors and rear pads and rotors- do I want bendix, raybestos, or acdelco when I have an option? Are the prices for the rotors per rotor (vs per pair)? This is the first time I've done brakes. Any tips? I have a 2015 Silverado ltz z71 4wd. Thanks!
  15. So i just got a 2011 Chevrolet Silverado. Im brand new to this forum but need answers. I have a whine particularly noticeable in first gear from a stop that is a constant pitch and gets louder with rpm. I went and had my tranny serviced, the place said the pan looked good no excessive material on the pan or anything. But i just cant seem to shake this noise. It does it every single time. Also my headlights flicker when i apply the brakes. Also a very faint hum is heard in overdrive very faint. You have to listen to it. Notice it between 45-55mph other than that i love the truck but these 3 things are bothering me bad cause it is the first chevy ive owned. Any help? Please. 5.3 L V8 w/afm
  16. Forgive me if this has been discussed but I did a search and didn't come up with any answers/help. last summer I purchased a new 2018 2500 HD 6.0 4x4 WT to pull a 30 ft toy Hauler. The RV dealer installed a Blue OX Weight distribution, anti-sway hitch and set it up as they normally would. The truck pulls the 11000 lbs with-out an issue. But here is my question/issue... when towing it rides terribly, the truck bumper, hitch and tongue area bounce like crazy. I watch the dealer install the weight distribution hitch and here is why I think it bounces so bad...ITS TERRIBLE..... they measured the track bed wheel opening height before adding the trailer, then they added the trailer, measured the drop off the wheel well, and than adjusted the hitch so the truck really had no weighted difference in ride height/weight with the trailer vs. without the trailer. So there really isn't a lot of tongue weight on the rear of the truck, is this making it bounce? Spring is coming and I want to address this because we have several multi-week trips plans and I am not sure I can handle it the constance bouncing I feel like the hitch ball should be lowered so there is some amount of weight on the ass end of the truck, to put weight on the springs. This is also my 1st winter with this truck and it rides rough and has no weight in the bed, so I put 400 lbs of salt in the bed and it rides so much better, that is why I am thing I need to lower my hitch ball. yes the trailer is fairy balanced front to back, this happens with-out any toys in the garage, or with an HD in there, all the storage 5-700 lbs of stuff is all in the front of the trailer. Any help from some trailering experts would be great
  17. 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
  18. 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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