Help Wanted Before Buying A 3500hd

[pinkpanther]

Hello everybody,

 

 

First, sorry for my bad English, unfortunately it is not my native language.

 

I'd like to introduce myself briefly. My name is Urs and I am from Switzerland. Some of my interests are traveling, photography and four wheel driving. As far as possible i try to combine these interests all together.

 

To achieve that, I now plan to build a motorhome / an expedition mobile based on a 2011 Chevrolet Silverado 3500HD 4x4 or a GMC Sierra 3500HD 4x4. I was thinking about buying an extended cab with 8" pickup-box, then taking away the box and build "the home" directly on the chassis. Just to illustrate that idea, I was thinking about something like this (sorry for showing the wrong make of the truck ;-) ): http://www.earthroamer.com/galleries/mpt81/ (Should just illustrate the "home". Suspension, tires and so on will, at least for now, stay more or less stock.)

 

Unfortunately these trucks are not available at the GM-dealers here in Europe, so I can't just walk down to the next dealer and annoy them with my questions.

 

There are guys who import US cars directly from the USA but these guys are more specialised in importing sport cars or oldtimers but none of them really know much about newer trucks.

 

There are a few US-trucks driving around in our country, but unfortunately I wasn't able to find an owner of a 3500HD/2500HD modell year 2011 who could have answered a few questions.

 

That's why I registered here and hope you can help me on some questions. So far, I was able to find a lot of answers on initial questions by reading different Homepages, user manuals and by playing around with the "build your own"-function on the Chevrolet and the GMC homepages, but there are still a few questions I wasn't able to get answered yet:

 

I wasn't able to really figure out where exactly the Silverado differs from the Sierra (except of course the obvious optical differences on the body). I think Chevy doesn't offers a comparable "twin" to the Sierra Denalli, but that is anyway not the kind of trim I am looking for. I was looking for the LT or LTZ trims. Are there severe technical differences between Silverado and Sierra in these trim versions?

 

 

Is it right that the G80 diff lock is only available in the LTZ trim? Or is it hidden somewhere in an optional package?

 

Does someone know what payload the front axle has? (6l-Gas-engine, extended cab, long box,) Does the snow-plow option increase the front axle payload?

 

Are the 3500 always fitted with the big (square) side mirrors? If not, in which package/trim is it included?

 

While looking at lots of pictures showing the differences between bucket seats and the standard bench seats I wasn't really able to figure out where the big price difference comes from. Are the bucket seats really that much better?

 

Are heated seats standard? Available? On which trim, optional package...?

 

For the interior I'd like a light color. Is the "light cashmere color/ebony" fairly easy to keep clean and nice?

 

Is it worth spending the extra charge for the bose sound system?

 

In the user manual I've read something about a second fuel tank. Unfortunately I wasn't able to find any prices for that option. Any ideas if I can order that from the factory? Or are there specific aftermarket tanks available?

 

If ordered with a second battery, where is that one located?

 

Thank you very much and have a nice day

 

Urs

[becker87]

Are there severe technical differences between Silverado and Sierra in these trim versions? Only difference between the two are cosmetic, and the Denali trim.

 

 

Is it right that the G80 diff lock is only available in the LTZ trim? Or is it hidden somewhere in an optional package?

It is available across the board, not sure about the package though

 

 

Are the 3500 always fitted with the big (square) side mirrors? If not, in which package/trim is it included?

You can install the regular one on but the larger mirrors are great for towing and you may need them if you have a large camper on the back

 

Are heated seats standard? Available? On which trim, optional package...?

I believe if you get leather you will get heated seats

 

Is it worth spending the extra charge for the bose sound system?

I would

 

In the user manual I've read something about a second fuel tank. Unfortunately I wasn't able to find any prices for that option. Any ideas if I can order that from the factory? Or are there specific aftermarket tanks available?

I believe that is onle available on the chassis/cabs, but not positive.

 

If ordered with a second battery, where is that one located?

Under the hood

 

I hope that help a little. Have you concidered just getting the chassis/cab? That would not come with a box in it so you would not need to take it off.

 

And welcome!!

 

Mitch

[pwall]

My two cents....

 

Is it right that the G80 diff lock is only available in the LTZ trim? Or is it hidden somewhere in an optional package?

It's available on all trims. Look for code G80 on the build list.

 

Does someone know what payload the front axle has? (6l-Gas-engine, extended cab, long box,) Does the snow-plow option increase the front axle payload?

Sorry, this one I don't know.

 

Are the 3500 always fitted with the big (square) side mirrors? If not, in which package/trim is it included?

No, I've seen many 3500's with the 'regular' mirrors. I would think though that you'll want the larger 'towing' mirrors. Especially if you're thinking of a 3500hd dually.

 

While looking at lots of pictures showing the differences between bucket seats and the standard bench seats I wasn't really able to figure out where the big price difference comes from. Are the bucket seats really that much better?

Didn't know you could get a standard bench seat....

You can get a third seat in the middle, which removes the center console.

 

Are heated seats standard? Available? On which trim, optional package...?

Not sure sorry.

 

For the interior I'd like a light color. Is the "light cashmere color/ebony" fairly easy to keep clean and nice?

That really depends on how you use your truck. I personally don't like the light colour....it's harder to keep clean.

 

Is it worth spending the extra charge for the bose sound system?

This is your choice....it has better sound. It's all personal perference. I have it in my truck, but I didn't ask for it, but I do enjoy it.

 

In the user manual I've read something about a second fuel tank. Unfortunately I wasn't able to find any prices for that option. Any ideas if I can order that from the factory? Or are there specific aftermarket tanks available?

You can also go after-market for this. I replaced the stock 128litre tank with a 234litre Titan tank.

 

If ordered with a second battery, where is that one located?

Mine has two, but I'm not sure which one is considered the 2nd battery. One is located near the front left behind the driver's side headlight, the other near the firewall on the passenger side.

 

Thank you very much and have a nice day

 

Urs

[pinkpanther]

Thank you for the very fast and useful answers.

 

G80: I found it in the trailering package. Not sure if it would be possible to order it without the trailering package, but I anyway want the trailering package, so it doesn't matters for me.

 

 

Chassis Cab: Yes, I was thinking about the Pickup-Box-Delete option, but unfortunately it deletes a few useful things as well. Among others the trailering package (included the diff lock), the spare wheel and the rear bumper. For the trailering equipment I would then have to look for an aftermarket solution. The square mounts (the standard ones in your countries) are nearly not available here in Europe and if they are they cost a fortune, actually, all kind of trailering solutions cost a fortune here in Europe. So if I get the truck with Pickup-delete option, I'd pay at least twice to 3 times the price I save on the box for the trailering equipment, the spare wheel, diff lock, ...

 

Mirrors: On the build-your-own homepage there is the option "camper mirrors" available for the 2500 models. This option is missing on the configuration site for the 3500 models. I definitely want the big mirrors (these ones: http://www.chevrolet.com/silverado-3500hd/pictures/ ,not these ones: http://www.chevrolet.com/vehicles/2011/sil...00hd/gallery.do ). I think the towing mirrors then would be the same ones but can be pulled out? Because I am looking for a SRW (DRW is to wide for my needs) I wouldn't really need that option, but it wouldn't for sure not be wrong for towing even on a SRW.

 

Heated seats: I just found in the specs and fetures that the LTZ trim comes standard with heated seats. On the other trims they say "Not available".

 

Bench seats: The third seat you Patrick described is standard in the LT trim and is called "Leather-Appointed Front 40/20/40 Split-Bench". It can be upgraded to the "Front Bucket Seats" for 995 US$. For me the driver and the passenger seat look quite the same. The only difference I can see is , lik you wrote, the 3 seat or the console and IIRC only the bucket seats are electric adjustable. But for me that doesn't justifies the 995$ surcharge. So I suppose the heated seats are also included in that price. But that would mean that the LT would have optional heated seats, so the above described "not available"would be wrong. It is a bit confusing. Right now I think I'll go for the LTZ because the LT with a few nice upgrades comes to nearly the same price.

 

 

Fuel tank: The Titan tank sounds -except the price- quite nice. If the second tank is available on the chassis cab I think it could be retrofitted on a "normal" truck, just a matter of getting the part numbers and some hours work on the truck. Not sure if the price would be that nice . I think for the first months I'll start with the standard tank, if needed I can take some jerry cans with me. Then I'll decide if i really need a bigger tank or not.

 

Dual battery: Sorry, I forgot that US trucks have "a bit" more space under the hood than european trucks . Here, if at all available, a second battery is normally mounted or behind the front wheel or in front of the rear wheel what I personally don't like. I wouldn't want to pay for an option what I would anyway change. But under the hood is perfect, well a bit more work to get the wires to the camper but that is not a big deal. I've read -I think it was here in the forum, can't find right now- that there are two systems available. Does anybody know the order code for that one who disconnects the two batteries from each other while the engine is not running?

 

Thanks for the Help

 

Urs

[KMGZ400]

wow the truck in that link is really cool. def come back and show us your finished product. good luck

[jklawn&Plow]

Does someone know what payload the front axle has? (6l-Gas-engine, extended cab, long box,) Does the snow-plow option increase the front axle payload?

 

I believe the snowplow prep does increase the front axel rating. The 6L gas, ext LB,w/plowprep has a rating of 5600 lbs.

[Mike G]

I think you should go slightly bigger....

 

http://www.xplorermotorhome.com/chevy5500/C5500_crew.html

[md11]

Hello there..

 

I know a Frenchman who's driving around France with a 3500 Dually, and boy does he get a lot of attention with it!

 

Anyway... I think from what it looks like, you might just want to get the LTZ package.. it's going to have a lot of the options you want as standard... they all come with dual batteries, but the dual alternator is an option (standard on the LTZ was 160amp single).. They're also all 6000lbs front axle rating now (2500 and 3500).

 

My advise to you is to make sure before you have it shipped to CH, to ask the US dealer where you're buying it to look at the "exhaust Downpipe" .. there are knowns issues with them leaking and causing small amounts of smoke to rise from the hood whenever the truck goes into "regeneration" mode.. about every 300 miles... it's something they can look at and check that the pipe is sealed before they ship... otherwise you'll have to find a good mechanic there to fix that for you should your truck have this issue.

 

I can't tell you how happy I am with my 2011.... it's a beast.. they're so much more than the 2010's in terms of chassis and power... they're truly on par with the Ford F350/450's w/ 6.7Power Stroke in every way..

 

Keep us updated if you get it, and post some pics of it in Switzerland..

 

Sam

[pinkpanther]

Hi everybody,

 

Sorry that I dig out an old thread. I'll write later a few lines why. But first, I'm very, very sorry that I didn't replay to the last posts. I really thought I had...So I'd like to shortly catch up with that now.

 

@KMGZ400

Yes that earthroamer truck is really nice. Unfortunately the prices are a little bit out of my range. Right now on their homepage: a 2008 one for 254'900$)

Mine is going to have a shape a bit more simple, a few less modifications on the suspension and will hopefully because of that be slightly lighter and slightly cheaper

 

@jklawn&Plow

Hmm, you write 5600 lbs. Not sure, but on different places I now read all HD have up to 6000 lbs, whatever "up to" means (probably with snow plow prep).

But that is not my real issue. To get an as even as possible weight balance over both axles it would be nice to know the payload of the axle, not the FGAWR. Here in Europe the police is also aware that lots of motor homes and trucks have overloaded axles and/or tires, so they often weight the single axles. So I'd really appreciate if somebody know the payload of the front axle, Vortec 6.0, Extended cab, Long Box, 4x4, 3500 HD.

 

@Mike G

Nice, but if big, how about the C5500 Xcursion Xtended:

http://www.xplorermotorhome.com/chevy55004x4/IMG_0889.html

But, while thinking about...my driveway could be slightly too small

 

Or if money doesn't matters: http://www.tartaruga.ch/stage/expe/fahrzeu...xpedition.shtml

Sorry, in German. The Price for the MSL 72-26 is somewhere around 1'200'000$ (around 850'000Euro)!

Or another one: http://www.rp-online.de/region-duesseldorf...heiten-1.876211

Sorry, also German. Click on the image to see the next picture. Not sure but here I think 1'000'000$ will be just the pre payment.

 

@Evergreen747

"exhaust downpipe": Thank you for that advice. You are writing about regeneration mode. Because of that I think you are writing about the Duramax, isn't it? For different reasons I now tend to the vortec. Does that one also have this or other known issues what should be checked/repaired?

 

@all

Like mentioned above, you might wonder why I dig out that thread again. Well, in the last few months lots of things happened. First it looked like the HD trucks wouldn't be at all able to get registered here in Switzerland. That guy who was supposed to import the truck and register it here told me it would only be possible to register these trucks as cars up to 3500kg (500kg payload, what a joke!) For long time I was convinced that the dream of an US-truck as base for my motor home couldn't be realized. But in the last few weeks I met a few people telling me that it would very well be possible to have this trucks registered as what they are build for, namely as heavy working horses. So I'm going to give another try without some self-appointed import and registration experts. I'm going to check myself with the authorities, but for that I need once more your help:

 

Can somebody tell me what type of engine is built in the 2011 3500HD Silverdo? I thought it was the Vortec LQ9 but now I read that the 2010 model has the L96 built in and here: http://en.wikipedia.org/wiki/GM_Vortec_engine I read that from 2007 up to Present the Silverado HD has the LY6.

And to make it even worse I now read (here: http://www.gminsidenews.com/index.php?page=trans_guide) that the HydraMatic 6L90 should be for the 6.6L. Then the HydraMatic should weight less than the Allisson1000 but despite that, the Hydramatic should be able to handle more torque than the Allison1000. I'm very confused

 

Can somebody help me with that Problem? I'd be interested in the following informations:

Engine exact name and type: Vortec 6.0L.... , Duramax 6.6L...

Transmission type: Hydramatic... , Allison...

Does somebody know reliable homepages where I can find technical data to the engines and transmissions (bore/stroke, power/rpm, torque/rpm, ...)

 

If somebody could send a picture of a "VEHICLE EMISSION CONTROL INFORMATION"-Label for a 2011 3500HD Vortec and for the Duramax that would also be very helpful.

 

Thank you very much

Urs

[ramses355]

Urs, go to the rv.net forums and post your questions there. Lots of people knowledgeable about what your attempting and capabilities of the truck your ordering. Cheers.

[Bluedog]

Here are a couple of resources that you might look at to help you sort through the options, packages and specifications:

 

GM Order Guide: Order Guide Online

 

GM Upfitter Guide: Upfitter Home

 

One of the GM Duramax forums (Diesel Place) has at least a few members that have late model GM trucks in Europe that they have successfully imported, including one that is in Switzerland if I remember correctly.

 

Incidentally, I live less that 15 minutes away from the EarthRoamer production facility in Colorado. Nice, but as you said, expensive. Good luck with your project!

[HawkScot]

For release: March 10, 2010, 12:01 a.m. EST

 

VORTEC 6.0L V-8 AND 6L90 SIX-SPEED COMBINATION DELIVERS EFFICIENT, INTEGRATED PERFORMANCE IN 2011 GMC SIERRA HEAVY-DUTY TRUCKS

 

PONTIAC, Mich. – GMC customers have relied on the power and durability of the small-block V-8 for more than 50 years. That heritage continues with the new 2011 GMC Sierra Denali HD, 2500HD and 3500HD trucks, which come standard with the Vortec 6.0L small-block V-8 that is revised for improved idle refinement.

 

The engine is rated at 360 horsepower (268 kW) at 5,400 rpm and 380 lb.-ft. (515 Nm) at 4,200 in Sierra Denali HD, 2500HD and 3500HD pickup models. In chassis cab, box-delete models and pickups with a GVWR greater than 10,000 pounds, it is rated at 322 horsepower (240 kW) at 4,400 rpm and 380 lb.-ft. (515 Nm) at 4,200 rpm.

 

The 6.0L is backed by a state-of-the-art 6L90 six-speed automatic transmission – itself a legacy of GM’s Hydra-Matic heritage, which in 1940 introduced the basic automatic transmission design used by most vehicles today. Paired in the new heavy-duty trucks, the Vortec 6.0L and 6L90 combine to deliver exceptional horsepower and torque for hauling and towing.

 

In fact, the 2011 heavy-duty trucks weigh more than their predecessors, but engineers optimized the performance of the Vortec 6.0L and 6L90 transmission to provide comparable fuel economy – and perhaps slightly improved efficiency (testing is ongoing) – with greater capability. The maximum towing capacity with a 6.0L/6L90 combination increases to 14,700 pounds (6,668 kg) with a fifth-wheel hitch – a 13-percent increase over previous models. It’s also nearly 30-percent more than the 11,350-pound (5,148 kg) maximum rating for the Ram heavy-duty with the 5.7L gas engine and five-speed automatic.

 

“Technologies such as variable valve timing in the 6.0L and double overdrive gears in the 6L90 make this a leading combination for power, efficiency and drivability,” said Jordan Lee, assistant chief engineer for V-8 engines. “The classic small-block architecture helps build power quickly at low rpm, where it counts the most in a truck – peak horsepower is reached by only 5,400 rpm, while peak torque occurs at only 4,200 rpm.”

 

Indeed, the torque curve of the 6.0L is broad and flat, with approximately 90 percent of peak torque available at only 2,000 rpm. The engine’s excellent, wide-ranging performance is due in no small part to high-flow aluminum cylinder heads – a staple of the Gen III/Gen IV Vortec engines – that are based on the design of high-performance heads that first made their appearance on Corvette engines.

 

Correspondingly, the 6L90 six-speed is enhanced for greater strength, smoothness and quietness. That was accomplished by:

• Adding four attachment bosses to the transfer case adapter (4WD models) for increased strength and smoother, quieter performance

• Increasing the cross section size of the transfer case adapter for greater strength

• Adding a new, stronger output shaft

• Adding a new heat shield and vent hose.

 

“Constant power is carried across each transmission shift, for greater performance and improved drivability,” said Scott Kline, assistant chief engineer for truck transmissions. “Just as important, the feeling of performance is enhanced, too, giving the driver a greater feeling of control and confidence.”

 

Vortec 6.0L details

The Vortec 6.0L features a cast-iron cylinder block, aluminum heads and variable valve timing. It was developed for heavy-duty applications and has undergone the most rigorous lab- and road-testing process in small-block history. It is validated to achieve 200,000 miles of operation in typical applications.

 

An industry-exclusive cam-in-block variable valve timing (VVT) system allows the engine to take advantage of late intake valve closing for greater efficiency. VVT eliminates the compromise inherent in conventional fixed valve timing and allows a previously unattainable mix of low-rpm torque – even torque delivery over a broad range of engine speeds – and free-breathing, high-rpm horsepower.

 

The 6.0L is from GM’s family of Gen IV engines, which are based on the Gen III family that introduced a host of advanced technologies to the overhead-valve V-8 – including aluminum cylinder heads, a thermoplastic intake manifold and electronic throttle control. Additional details include:

• Cylinder heads designed with replicated ports that are identical in every detail, allowing constant cylinder-to-cylinder airflow

• Coil-near-plug ignition features an individual coil for each spark plug to deliver maximum voltage and consistent spark density, with no variation between cylinders

• The valvetrain was developed with lightweight components for efficiency and performance

• A steel camshaft provides excellent durability

• Steel roller rockers add stiffness, allowing greater engine speed with less vibration

• Hydraulic roller lifters reduce friction for better fuel economy and wear resistance

 

Importantly, an iron cylinder block provides the foundation for the 6.0L engine used in the Sierra HD trucks. It is a robust design that has garnered great respect with truck customers for its strength and durability. The block has a long-skirt design, with the crankcase extended below the crankshaft centerline. This design bolsters strength and enables cross-bolted main bearing caps – a feature that also enhances strength, while also providing more accurate location of the crankshaft and main caps.

 

Gen IV engines share low-maintenance features, such as anticipated spark plug life of 100,000 miles and engine coolant that maintains its cooling and corrosion-inhibiting properties for 150,000 miles. Scheduled maintenance is limited to oil changes, and thanks to GM’s industry-leading Oil Life System, a customer should never pay for an unnecessary change. The Vortec 6.0L’s ECM records engine temperature, length of operation at a given temperature and several other operating parameters, and then indicates an oil change when it's actually needed, rather than according to a predetermined interval.

 

Inside the 6L90 six-speed

The 6L90 is the strongest of GM’s family of Hydra-Matic six-speed automatic transmissions. Designed for heavy-duty truck applications, it is based on the 6L80 six-speed automatic, with a strengthened input gear set – which has two additional pinion gears, for six total – and a strengthened output gear set, which uses wider gears.

 

Flexibility in the basic design of the transmission enabled engineers to enhance the strength of the 6L80 to suit requirements of the GMC Sierra heavy-duty trucks, including an additional clutch plate for greater clamping strength. The 6L90 shares about 75 percent of its parts with the 6L80 and the case is slightly longer.

 

The 6L90 offers drivers shift control, with tap up/tap down shifting, and grade braking. Its wide overall ratio spread of 6.04:1 allows a "steep" first gear, as well as very "tall" overdrive top gear for low-rpm highway cruising. With this wide ratio spread, acceleration is maximized, as is fuel economy. Engine noise is also lower during cruising. Both fifth and sixth gears are overdrive gears, with a sixth-gear ratio of 0.67:1.

 

Gear changes from second to sixth gears are accomplished with clutch-to-clutch control, with the oncoming clutch engaged and the off-going clutch released in a precise manner to achieve the ratio change. The first-to-second upshift is a freewheeling action, where the second gear clutch engages while the first gear one-way clutch spins freely. This allows a greater degree of smoothness at lower vehicle speeds. The clutch-to-clutch shifting and single freewheeler allow significant reductions in packaging requirements.

 

For severe use, DEXRON VI fluid changes are the only maintenance recommended. For normal use there is no scheduled fluid change.