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Zane

One Month After Being Produced Our 2019 Silverado Is Still In Fort Wayne

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A 2019 Trail Boss From The Media First Drive In Wyoming

Zane Merva

Executive Editor, GM-Trucks.com

9/4/2018

 

It hasn't moved one inch. Our 2019 Silverado has sat outside the Fort Wayne Production Factory for a few days shy of one month after being built. Why? We're still not sure. Also, according to Chevy.com's Chat, our order doesn't have an event code. Without an event code we're not sure where our Silverado is in the system or what its status is. 

 

As we said early last week, the reasons for our truck still being at the factory a month after completion range from quality defect to shipping issues. No matter the reason, this is starting to all look pretty silly. In reality, ordering a truck may have been the wrong move. Buying the first random truck to hit our dealer's lot may have been the better move. 

 

The 2019 Silverado and Sierra launch is arguably one of the most important the company has ever worked on. Are they moving slow and making sure things don't go wrong? Or is GM secretly having issues producing and moving the all new platform? We're not sure. We want to say the former, but the longer our truck sits in Indiana, we're inclined to believe the later. 

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Man that's strange there is no order event code.  Even if they get bayed or QC there's usually something.  No stop sale/delivery on the retail front so GM hasn't stopped anyone from selling these trucks yet. 

Edited by newdude

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"LOT ROT!!" lol :D

 

seriously though, hopefully it will come soon.  Could you back out of the order and opt for something on the lot instead? I assume you'd lose some cash doing so.

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Not good or happy news for sure. So it was advertised at event code 4000 ready to ship at one point?

If they are secretly having issues, those issues are probably spreading to the thousands of trucks on the lots now also.

I know one member here with a 2019 Silverado had a hood paint defect that resulted in the entire hood having to be painted over.

Maybe it is related to that and has to be repainted.

There are many North Sky Blue trucks on lots already that I have seen. Even a few Trail Bosses.

 

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I feel your pain. Something similar happened to me when I ordered a Tahoe 20 years ago. It sat in a transit yard for weeks and no one could tell me why or when it would arrive. Even the owner of the dealership couldn't get an answer. One day the truck just showed up.

 

I suspect that if there is no event code then the truck is just waiting for someone to load it up and ship it. GM relies on third parties for shipping logistics. The shipper will get to it when they get to it. Not a satisfying answer, but probably the real reason.

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I looked at dealerships around my neck of the woods this weekend.  Quite a few of the 19's are starting to show up.  Too bad this one seems to be down the list some.  Most of the GMC are the Denali, while Chevy seems very "LT" only, with a few LTZ and one High Country that I found.

 

Something else I noticed.  The tires are bigger in '19 than before.  The previous 20" were 265 55R20 where the '19 20" tires are 265 60R20.  Just a tad higher sidewall.  I guess GM finally realized the 20" tires are just too rough on most of the roads these are driven on.  Still not as good as 18", but any improvement is nice.

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When I ordered my 2014 they lost track of it for several weeks during shipping.  The computer showed it was in Tacoma, WA waiting for shipment to Alaska, but they couldn't find it on the lot.  After about 2 1/2 weeks they were about to write it off as "lost in shipment" when it was discovered sitting on their lot in Aberdeen, WA.  No one was able to explain how it got there or how it had been checked in at Tacoma.  It took about another week for them to get it on a truck for the 80 mile trip to Tacoma so it could finally get on the ship to Alaska.

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3 hours ago, SnowGoAK said:

When I ordered my 2014 they lost track of it for several weeks during shipping.  The computer showed it was in Tacoma, WA waiting for shipment to Alaska, but they couldn't find it on the lot.  After about 2 1/2 weeks they were about to write it off as "lost in shipment" when it was discovered sitting on their lot in Aberdeen, WA.  No one was able to explain how it got there or how it had been checked in at Tacoma.  It took about another week for them to get it on a truck for the 80 mile trip to Tacoma so it could finally get on the ship to Alaska.

Oh how I love the 21st Century - not only can automakers not build a reliable vehicle anymore, but they can't even SHIP the ones they've sold! :rollin:

 

What a friggin world we live in ... :sick:

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13 hours ago, Wild Willie 221 said:

Have you asked the dealer what is going on?

Yes, last week they saw the same thing. The truck was at the factory still. They could see it staged at code 4B00, which could mean a few different things. 

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On 9/4/2018 at 3:44 PM, Materialman said:

These trucks are not at dealers. What’s the hold up? 

There are many 2019s onlots here in the KC area.

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I'm in Michigan.  My local dealer has a dozen + trucks.  LT, RST, Trail Boss, and High Country.  I really like the black RST and the red Trail Boss they have.

 

Hope your truck shows up soon!

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RST and LTZ look great in person.

Trail Boss looks best in Red.

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      “For the 2.7, it all starts with an electric water pump. We're able to control it from basically zero pump speed to maximum. The pump is completely decoupled from the engine, which allows us to flow what the engine and other components require, including cabin heating. Turbo placement is important; the pump is down low relative to the turbo, which we'll get to.  

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      Lot of people have had experience with older turbos, and our engine has both oil and water-cooling. What is neat about the four-cylinder engine and turbo placement is, you can see there is a feed line (water) that goes in to the turbo and out of the turbo and they head upward. That provides natural thermal cycling. If that's not enough, we can turn the pump on to keep the turbo cool. 80's turbos didn't have coolant, only oil, and there was lots of oil coking issues. We've designed this engine for a truck, and the devil is in the details. We paid attention to issues like cooling to drive durability.”
       
      If you’re into deep tech, or run a parts department, the pump is a brushless DC pump, and completely controlled by the ECU. Kevin says the system, the block and the head, are completely separate in their coolant systems, so, a split cooling system. “When the engine starts, there's a lot of heat in the integrated exhaust manifold. We have a pipe directly off it and we use it for exhaust heat recovery. From an efficiency standpoint, we heat the oil in the transmission and engine to get them rapidly up to operating temperature to reduce friction. What that means for the driver, it makes the engine and transmission hotter, quicker, for friction reduction, cabin heat and emissions control.

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      The other thing the pump allows us to do is over-cooling unrelated to the engine speed. For instance if you're running at a light load and suddenly tip-in with the throttle and ask for a lot of torque, we can quickly force coolant at a faster speed than if the pump was attached to the crankshaft. We can overcool the cylinder head, forcing coolant into the hottest part of the head, and in turbocharged engines that reduces knock, an efficiency enabler. Remember, this is an 87-Octane engine running at 10:1 compression ratio, high for a turbocharged engine.” Injection pressure is 3,000 psi as the industry moves to higher and higher pressures. It uses mechanical (solenoid) injectors that can deliver multiple injections.

      There’s also a fully variable oil pump, which means it is always right-volume for the given engine condition. It's controlled by the ECU to deliver the correct oil volume under any condition. And, we confirmed that the block is high-pressure die-cast aluminum with cast-in iron liners and made in-house. The cylinder head is aluminum from a semi-permanent mold, and also made in-house. “It's all machined in-house and the engine is built in Spring Hill, Tennessee. There’s a lot of USA content in this engine.”
       
      Some of the engine's technologies focused on City fuel economy, as well as high-load conditions. “The combustion system is designed for either condition and allows us to run 87-Octane fuel. Stop-Start works well for city fuel economy, as does as Active Fuel Management and Active Thermal Management. Hidden are the friction reduction steps we've taken like the electric pumps, select-fit tri-metal bearings and a low-friction roller chain, driving the camshafts. That’s for durability, and it's relatively immune from stretching.”

      The engine uses driven chains to operate cams. No cogged belts for durability and long life.
       
      One other comment on durability; we run the same durability schedules as any small-block truck engine because it is a truck. Don't think we skimped on durability testing; it's as durable as the legendary small block.  
       
       
      What we did not know prior to our interview, Kevin was the architect on the engine, putting the first lines on paper five years ago. "This was one of my ideas, and they said why don't you go and execute it." Kevin, we’re honored to know you.
         
       
       
       
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