Jump to content

Recommended Posts

Posted

No. A 16 will not fit. Starting in 2005, the front brakes changed and a 16 will not clear. 17 isnt a bad size.

  • Like 1
Posted

Interesting question. I know that the 17" stock wheels on the previous generation trucks were 1/2 narrower. If you picked up a set of these it would allow for slightly smaller tire sizes. I agree with Chris that 17" is a good size. You can fit a variety of tire sizes giving a wide range of over all wheel diameters. There has been a steady upward creep of wheel rim diameters over the years and tire manufactures cater to the most popular sizes with the greatest choice of tires. It wasn't that long ago that 16" rims looked big on a 1/2 ton. 14" and 15" were common!

Posted

I'm not a fan of huge rims either. They seems flashy, but it seems like these new trucks were meant to have a 20. In my opinion the others look too small for it.

 

 

Sent from my iPhone using Tapatalk

Posted

Yep Chris nailed it, 17" is smallest you can go (I did a 05+ brake upgrade on my 02, thank goodness I already had 17's). 17" wheel is a great size IMO, when I had 35's and 37's on them they looked great either way

Posted (edited)

Interesting question. I know that the 17" stock wheels on the previous generation trucks were 1/2 narrower. If you picked up a set of these it would allow for slightly smaller tire sizes. I agree with Chris that 17" is a good size. You can fit a variety of tire sizes giving a wide range of over all wheel diameters. There has been a steady upward creep of wheel rim diameters over the years and tire manufactures cater to the most popular sizes with the greatest choice of tires. It wasn't that long ago that 16" rims looked big on a 1/2 ton. 14" and 15" were common!

I had a 93,94 & a 96 rcsb trucks with 15"x10" rims with p295/50/15 bfg tires. I liked the look. The only good I see in the bigger rims is in the case of a blow out there's less sidewall so more control. Ride comfort suffers & the look of a tire stretched around the rim like a rubber band just doesn't look that good to me. Guess I'm stuck with 17". Any advice on where to look for something around a 17x10" rim with a wide tire that matches the same height as the factory tire? That way I don't have to recalibrate for tire height change. Edited by brokesilverado
Posted

I had a 93,94 & a 96 rcsb trucks with 15"x10" rims with p295/50/15 bfg tires. I liked the look. The only good I see in the bigger rims is in the case of a blow out there's less sidewall so more control. Ride comfort suffers & the look of a tire stretched around the rim like a rubber band just doesn't look that good to me. Guess I'm stuck with 17". Any advice on where to look for something around a 17x10" rim with a wide tire that matches the same height as the factory tire? That way I don't have to recalibrate for tire height change.

A 285/65r 17 (for example) will give you stock height and have more sidewall than your 295/50. Your stock 17x8 rims will fit 295 width tires but I believe you may have some rubbing without a level or lift. Hopefully someone will have suggestions for aftermarket wheels which will accommodate wider tires without rubbing.

Posted (edited)

A 285/65r 17 (for example) will give you stock height and have more sidewall than your 295/50. Your stock 17x8 rims will fit 295 width tires but I believe you may have some rubbing without a level or lift. Hopefully someone will have suggestions for aftermarket wheels which will accommodate wider tires without rubbing.

Thanks for the info. I really don't want to lift it any as its a 2wd. I wouldn't mind lowering it just a little maybe a 2/4" drop. Of course I'm not that up to date on thsee trucks as to what size fits without rubbing. Edited by brokesilverado
Posted

You will get the best tire prices with 17" wheels or a 275/55R20 since that is what a lot of truck manufacturers use for stock. Also a 245/70R17, 255/70R17, and 265/70R17 since those are the common sizes on trucks

Posted

i got the 20'...grr.. . i dread the day i have to pick up some new all terrain rubber for it.. .. my 17's on the last truck ran about 270 a tire..

Posted

i got the 20'...grr.. . i dread the day i have to pick up some new all terrain rubber for it.. .. my 17's on the last truck ran about 270 a tire..

As long as you keep stock size, prices will be decent. Of course they will go up with tire quality.
Posted

As long as you keep stock size, prices will be decent. Of course they will go up with tire quality.

yah i'm keeping stock... i did the oversize on the last truck... gas suffered... stock is fine

  • 5 years later...

Create an account or sign in to comment

You need to be a member in order to leave a comment

Create an account

Sign up for a new account in our community. It's easy!

Register a new account

Sign in

Already have an account? Sign in here.

Sign In Now
  • Latest Articles

  • Posts

    • www.enginelabs.com/news/what-i-learned-today-bearing-clearances-vs-oil-viscosities/     www.enginelabs.com/news/oil-viscosity-can-the-numbers-be-misleading/ The Big Lie… Coming full circle to the reason Lake discusses the Porsche engines in particular. Based on the 2000 samples in the SPEEDiagnostix database, increasing the oil viscosity in these engines, even those run on the track, showed no significant difference in results.   The smoking gun was in the oil chemistry. That is where the data shows higher instances of more wear. Molybdenum was the key; the higher the amount, the less the wear. Speed postulates that higher viscosity oils have more thickeners to artificially inflate their viscosity numbers. These thickeners lose viscosity under shear, and the result is that not all oils of the same viscosity have the same shear stability.   Having enough viscosity is the most important characteristic, but according to Speed, once that required viscosity level is reached, additive chemistry matters more than additional viscosity. Speed also states, oil pressure problems on the racetrack aren’t a viscosity problem; it’s an oiling system problem. Running a thicker oil is just a band-aid for an underlying oiling system problem.
    • Can it still be Assembled II?   Viscosity on the decline by various means. Heat on the rise making that worse. Engine RPM in the tank. Smaller motors with more boost trying to emulate an electric motor. Full torque, zero rpm. Then we will triple the OCI. Argh.    But wait....there is more. LSPI has pushed a shift from Ca to Mg and as that cost more PLUS the run to lower sulfur compounds the TBN is moving in the wrong direction for the increased OCI's demanded.    That not being enough to placate a demand for a parameter they can't measure the other sulfur bearing compounds are also under attack. That would be zinc and phosphorus sulfonate compounds. To some degree those are being replaced with boron esters and others, i.e. titanium ect. All of which have shorter service lives. And there there is the "Secrete Sauce" marketing for AW adds that 'Can't be detected by UOA's" but trust me because I (the blenders) never ever lie.    Spoiler alert; ALL additives are sacrificial! Smaller amounts of the old blended with less robust versions of the new do not equal longer service lives. So what are the blenders recommending? Wait for it.......   MOVING THE GOAL POSTS! OMG      Let's declare the long standing TAN/TBN crossover irrelevant and tell people that soot is a great 'graphite' based lubricant which can aid tribo films. Wait, what? Let's declare that the standards used for oxidation and nitration were to conservative and can be expanded. Let's tell them that because GDI fuel dilution, although being a VISCOSITY KILLER and an acid generator is actually okay because we have better base oils that limit viscosity failure limits. (Said knowing this is measured in fractions of a centipoise and in bases not commonly used in shelf oils)   Lying from the heart is not just the new normal but we have a public, a very young public, that is so ignorant of the facts and so sure of their "RESEARCH" into AI driven models base in regurgitated  instead of scientific research based unvarnished, peer reviewed FACTS that the incoming guard is loosing their grip on reality and the OEM's are tickled pink while the blends bend the knee.    You have an ever limited set of tools to work with. And sooner or later those will be taken from you as the API and the EPA strangle the last remaining fluids from the system. What you have left is your wits. If you care to use them.    At some point in the very near future it will not longer be possible to do "What is best for the machine", and be replaced with "The best you have access too". You WILL be rewarded with half the life and twice the cost. That isn't that hard to predict.         
    • I trust you saw the other comment where he knew what he was talking about !. Yes, these darned newer vehicles with all their so smart they are stupid technology, goes and drains the battery down. As you might see my other comment, I installed a Noco 5 battery tender under the hood and at this point still have the cord routed so I have to lift the hood and then plug it in but am typically parked in a garage or a shed so its not risking the engine hood in the wind. That way I am assured or hopefully so of not finding I have a battery drawn down and can't even start the truck and that also damages the battery to draw it down too far. 
    • I guess no surprise my guesses were wrong !, at least now I know if I ever happen to see it grayed out in my own truck as to what is going on.    I never happened to catch my truck with it grayed out, it seemed every time I would test to see if there was an update it never found anything and yet more than once I would check to see if there was an update and there was nothing, then a day later or even that same morning I would drive to town and after more than one engine shut down in town as I did my errands it would pop up that there is an update now ready to install and the only place I have a connection to the internet is at home by wifi so its not as if it grabbed the download while driving. I don't trust these new vehicles due to all the crap they can decide to do while sitting for some days not running and run the battery down so most of the time if I know the truck will sit for a few days I plug in the battery tender I have mounted under the hood and so the only time the truck must have downloaded software was when it was sitting in the garage where the signal is awful but I have that tender plugged in and somehow it managed to download it. I honestly detest all this crap, way to easy to leave a person stranded.    Since I don't trust any of it I don't do the install of the already downloaded software until I get home and sometimes have even sat in the truck to watch what its doing as its going through the process to its conclusion as its not like it is set up that it will tell you the next time you fire up the engine that the update that was initialed actually installed or installed properly. Yes I can go into the updates and see the list. After I go through the install where I feel its safe to do so in case it breaks down as a result, I will plug in the battery tender after the fact to recharge as I don't know how much power its taking just to do the install and that can take a while for it to install. 
    • Thanks for the reply. All settings were correct and the engine was off, as it was supposed to be. It turned out to be something simple. I took a drive for about an hour. I must have had a low battery without knowing it. The voltage gauge on the display looked ok. At the end of my drive, I shut off the engine and the update prompt came up and it updated normally. It’s ironic because one of the features of the update is a reduction of battery drain. 
  • GM-Trucks.com Clubs

  • Popular Contributors

×
×
  • Create New...