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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.

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!

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.

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

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.

Hey guys, I have a nice set of Metallic Brown door handles off my 2015 Silverado CCSB. I upgraded to chrome handles, so I don't have a use for these anymore. $60 shipped

Hello, I’m thinking about putting a six inch lift from superlift on my 1999 Chevrolet Silverado 1500 4wd, extended cab. My question today is what would be the recommended wheel size (both tire and rim) for this setup and I’d like it to preferably stick out on the side a bit but it’s not needed. I know many run 35” but again I’m not sure.

Can any give some insight on which wires are connected to which speakers on the green plug. I have attached a picture. There are a total of 10 wires and I’m assuming they are (LF+/-)(RF+/-), (RR+/-), (LR+/-) 12V and ground but do not know which goes to where. Any help would be appreciated! Thank you!

Hey everyone, so I'm pretty new to the chevy 350's. I have the 350 small block tbi with an NV3500 transmission. I'm looking to get more power and see what peoples builds are because the 350 is gutless with this transmission. Thank you all in advance!

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.

Correct me if I’m wrong. I have a 2016 Silverado 1500 they can fit 33x11.5 factory. Negative Offset in a wheel pulls the wheel out from the inside of the wheel well. so if I have say a -24 mm offset wheel I can accommodate a wider tire. I have mixed reviews on largest tire size. I only have the front leveled 2 in. I just ordered a set of 5 pro comp wheels with -38 mm offset. Could pull the wheel out 1.5 inches. im looking for tires. I wanna run a 305 70 r17 34x12 this should fit with no rubbing? I forgot to mention I have a barricade pre runner front bumper with skids. just looking for some reassurance on that tire size before I order. Looking to order on Thursday.

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?

It’s odd that one day my A/C works fine and the other it blows hot to the max air out of the passenger side and cold to the max on the driver side. Defroster isn’t working properly either because when I have it on it just blows air out of the regular vents. Took it to the dealer and they say it could be running out of free-on but that wouldn’t cause it to blow hot as hell air out of one side and cold as hell air on the other no matter what temp setting you have it set. It’s a ‘14 I don’t think it should be having these issues plus we ride with Windows down most of the time.

Hey Guys, I have a 2010 Chevrolet Tahoe PPV with a 5.3L LMG and a 6L80 Trans (MYC) looking to drop in a 6.2L L9H. As far as I understand it is a direct swap. Would I run in to any issues or codes as far as the L9H not having AFM/DOD? I plan on using the 5.3L PCM and having it re flashed to work with the 6.2 Or do I look for a L94 that has FlexFuel, VVT, AFM like the LMG does?

I just purchased a new 2015 (8 miles) Silverado LT (4x4, 4.3L v6). During the test drive all seemed great with the truck so I purchased it. Driving it for the past 2 weeks has been great, love it! That was until 800miles or so I started to notice a slight vibration through the steering wheel and cabin. The issue is not consistent as it comes and goes so I started to do a little research and see this is a problem with past models. I noticed in other threads that people believe the issue to be a drive shaft, ball joints or out of balance parts. Dealers have replaced multiple parts but it seems to be ongoing issues for others. Clearly GM has not resolved this issue but here is the troubleshooting I did. I noticed my tire pressure was low 35psi. I kept changing the pressure to see what would happen with the vibration. Below are my results. To keep the vibration to a minimum, I increased the pressure on all wheels to 45-46 PSI and have found that it vibrates the least at this pressure. It's NOT completely gone but it's a start I guess. I will be contact the dealer tomorrow but wanted to know if anyone else has noticed the vibration with tire pressure changes. I assume tires are the problem. Any help on this would be greatly appreciated. 17inch wheels, Bridgestone Duler A/T P265/70R17 113S M+S Driver side front 35 Driver side rear 36 Passenger side front 37 Passenger side rear 37 Vibration between 58-63 Driver side front 41 Driver side rear 41 Passenger side front 41 Passenger side rear 41 Vibration between 63-68 Driver side front 45 Driver side rear 46 Passenger side front 45 Passenger side rear 45 Vibration (a lot less) 63-65 Driver side front 42 Driver side rear 46 Passenger side front 44 Passenger side rear 45 Vibration 65-70 Driver side front 44 Driver side rear 41 Passenger side front 44 Passenger side read 41 Vibration 63-68 Driver side front 43 Driver side rear 43 Passenger side front 43 Passenger side read 43 Vibration 64-66 Driver side front 43 Driver side rear 43 Passenger side front 43 Passenger side read 43 Vibration 64-66 - with out tonneau cover Driver side front 39 Driver side rear 39 Passenger side front 45 Passenger side read 45 Vibration 66-69 Driver side front 46 Driver side rear 45 Passenger side front 45 Passenger side read 45 Vibration (a lot less) 63-65

Hello! I have taken my truck to a couple shops but no one can seem to find what wrong with it. When I come to a stop, my truck acts like it wants to stall out. It doesn't happen all the time but it is becoming more frequent. When stopping, the rpms die, all my gauges drop to zero and all my warning lights flash at me and turn back off. I don't have a check engine light on and when my truck is scanned, there are no codes that come up. I have been told that it is possibly bad torque converter solenoids but I have a weird feeling that I might have some electrical gremlins somewhere. There have been times where I am driving down the road and I go to make sure my windows are rolled up and the gauges due while rolling and my electrics cut out for a second and come back on. There was also once where a truck pulled out down the road from me so I applied the brake to give them room and my truck downshifted hard and jumped to 3500 rpm and felt incredibly sluggish to get back on gas and up to speed. Any help or any direction to a fix is greatly appreciated. Please help me find out what's wrong with my truck! Thank you!