Jump to content

Recommended Posts

Posted

So I own a 2019 TB LT with 22k on odometer.  Truck is very clean and has leather and convenience 2.  My lease is done in 2 months.  My buyout price is $34,200.  Dealer will give me 47k for trade in.   Should I buy the truck and keep it?  Should I trade it in and take money and get new TB for inflated price?  Or finally another thought of mine was to trade it in and walk away with cash and find a 2003-05 Silverado in nice shape for 8-15k. 
reason I mention older trucks is them in my opinion were the best years of Silverado.   Just wantin to see what others would do in my shoe.  Oh , I do love the current TB I have. Tough call!

Let me hear your thoughts 

Thanks guys and gals 

Posted
18 minutes ago, shakenfake said:

Trade it in and go find a GMT-800

I agree, take your time and look for an exceptional 05 to early 07 extended cab 4x4 with the L33 or 1500HD with the 6.0 l.

Posted

Check Carvana before you do the dealer trade.  My wife had a Fusion lease ending, buyout was $13k, dealer offered $17k, Carvana offered $27k.

 

Of course, you'll need to find a replacement vehicle, which if that can't be done, I would just buy it out and keep looking for the next 12 months, just my opinion.

 

Good luck!

Posted
47 minutes ago, Radchad said:

So I own a 2019 TB LT with 22k on odometer.  Truck is very clean and has leather and convenience 2.  My lease is done in 2 months.  My buyout price is $34,200.  Dealer will give me 47k for trade in.   Should I buy the truck and keep it?  Should I trade it in and take money and get new TB for inflated price?  Or finally another thought of mine was to trade it in and walk away with cash and find a 2003-05 Silverado in nice shape for 8-15k. 
reason I mention older trucks is them in my opinion were the best years of Silverado.   Just wantin to see what others would do in my shoe.  Oh , I do love the current TB I have. Tough call!

Let me hear your thoughts 

Thanks guys and gals 

In your case of an obvious low mileage driver. 22K miles in 3 years. I would check out extended warranty if it’s reasonable and you like the truck, buy it. Your situation seems unique and position well for a buy out. At the end of the the warranty period truck prices will be back to normal. Once the chip shortage resolves there could be up to 3 model years of ( new) trucks dump on the market. A buyers market.

Posted

Sell it. Get cash, head down south and find a nice rust free 03-06 Silverado in excellent condition! 

Posted

If it were me, I would buy it out, you're not going to find a nice truck being 15-20 years old for that much money you come out ahead keep in mind used car/truck prices are off the hook right now and if you get an old truck, you will be kicking yourself in the ass because whatever you get will not compare to the TB.

 

If he is giving you 47k he will put it on the lot for about north of 50k at least, keep it you will regret it down grading to an old truck.

  • Like 1
Posted

I'd buy it out, wait for this craziness to be over with the chip shortage and sell it outright and buy new when the time is right. 

 

Just my .02

Posted
2 hours ago, vancealot29 said:

Check Carvana before you do the dealer trade.  My wife had a Fusion lease ending, buyout was $13k, dealer offered $17k, Carvana offered $27k.

 

Of course, you'll need to find a replacement vehicle, which if that can't be done, I would just buy it out and keep looking for the next 12 months, just my opinion.

 

Good luck!

I'd suggest Carvana too. I did it with my leased Lexus RX350 and they gave me a really good deal. OP, be aware (beware) that Carvana really sucks when getting paperwork together. It was a little bit of a hassle having to submit everything multiple times and them rejecting it for whatever made-up reasons. Sometimes they're a bit hit and miss. If they're offering more than the dealer, it may be worth it, it may not.

Posted

If selling is the desire. Check out CARPROUSA. Car pro USA. And ex car dealer turned radio help buyers, buy vehicles. Very popular and has dealers that he works with. He also likes give me the vin as an alternative to the others.

Posted

Thanks for all different thoughts on this.  I guess one thing that n my mind is I’m not sure if the reliability of the new trucks for the price.   Anybody have any thoughts on getting 100k trouble feee miles ?   
 

Posted

alot of dealerships arent letting people  sell leased cars to third party vendors for exact reason your talking about.......idk about GM but there is alot of buzz about this very thing......very shady, but it is a thing......they want the profits instead of the customer getting it......again idk about GM, just heard about it awhile ago and followed it for minute

 

bought 4 new trucks and sold same amt in last 4 years......just depended, sometimes carvana was highest, sometimes give me the vin, and even the dealership was higher for trade in........i just checked all of them with highest bidder getting the biz........these were all financed vehicles

 

 

Posted
11 hours ago, Dunn said:

alot of dealerships arent letting people  sell leased cars to third party vendors for exact reason your talking about.......idk about GM but there is alot of buzz about this very thing......very shady, but it is a thing......they want the profits instead of the customer getting it......again idk about GM, just heard about it awhile ago and followed it for minute

 

bought 4 new trucks and sold same amt in last 4 years......just depended, sometimes carvana was highest, sometimes give me the vin, and even the dealership was higher for trade in........i just checked all of them with highest bidder getting the biz........these were all financed vehicles

 

 

You are correct. GM  won't give the payoff info to anyone but a GM dealer. Same with Ford. That way they can get inventory for their dealers. 

Posted
15 hours ago, Radchad said:

Thanks for all different thoughts on this.  I guess one thing that n my mind is I’m not sure if the reliability of the new trucks for the price.   Anybody have any thoughts on getting 100k trouble feee miles ?   
 

If it has been trouble free so far, no reason it won't continue to be.  You can't go by only what you read in these forums.  For every complaint you see here, there are probably 50 others out there who are totally happy with their purchase.  It's very seldom that someone will come to a forum to just brag about how great their vehicle is.  If you go to others that follow Ford, Ram, Toyota, etc, you'd think those trucks were total junk as well by reading the issues talked about in them.  If it makes you feel better, discuss buying and extended warranty when buying out your lease; work it into the deal.  You probably won't find a truck like that for near that price right now.

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

    • Can it still be Assembled I?    Stribeck says that we need a certain amount of viscosity under conditions of load and velocity to prevent two surfaces of a know roughness from tearing each other asunder. And we have marketing trying to tell the masses that those two surfaced require less of that commodity due to more exact limits being placed on the same old clearances. We also know that there are limits to how hard something can before it becomes to brittle to be viable and to smooth to 'wet' the surface and that both of those conditions have been known and met since about the Second World War.    That viscosity value shook out at 10 centistokes at 212 F just under a hundred years ago.  Give this a look: [Anton Parr]     What is advertised is the Kinematic viscosity (mm2/s) or that which has been density adjusted but the value we are after is the dynamic viscosity (mPa.s) or true viscosity. You can see that this number is dependent on density thus base stock and temperature. You can also see that an SAE 30 doesn't reach that value in this example. However an SAE 30 that is at the upper end of the SAE 30 range; 12.5 cSt (mm2/s), might. 12.5 * .83 = 10.375 (mm2/s). If you could find an SAE 30 at the upper end these days.   Then there is the complication of viscosity modifiers or VII or VM, whatever you wish to call them. Polymers added to very thin base oils, perhaps 3 to 6 cP oils, that will meet the SAE *W30 spec at 'tested' shear rates and 100 C/212F  target temperature. So a polymer fortified base that is a fraction of the 10 cP requirement Stribeck insist upon.   This could be all well and good if those polymers didn't have two very problematic 'features'. They shear or loose viscosity both 1.) permanently and 2.) temporality. And they do both omitted in the advertised data with the distinct  purpose of deceiving the consumer of the actual operating state of the fluid. I've shown the example of Warren Oils COSTCO 10.91 cSt 5W30 formuation several times where the 100 C HTHS value is 6.9 cP!! That's the temporary shear down and with and SSI or shear stability index of 9.4 cSt. Note the intentional deception in using mixed units?    After a short while that 9.4 cSt oil has a viscosity corrected dynamic value of 7.8 cP. But as the SSI is still within the range of an SAE *W30 whose lower value is 9.3 cSt.    This allows them to continue to call this SAE 16 weight oil a 30 weight, the cake, and still meet the API requirements for fuel efficiency IMPROVEMENT mandated by the EPA. The eating of the cake. By the time you've worn out your motor doing the responsible thing by adhering to the warranty requirements, (the stick), you get deprived of the carrot, wear control. So sad, to bad.   So what can be done? Do I need actually say? [Anton Parr]       Even this must be monitored if the oil is on the low side and the VII an organic or you opt for a 0W40 with an even lighter base oil and more / higher MW VII. (Note the lower density of the 40 weight versus the SAE 30 mono-weight?)    There is another workaround. Temperature. An SAE *W30 run at a bulk temperature of between 180 and 195 F.    Being the belt and suspenders sort I am I do both. Run it cook and run it heavy.    In Part II I'll work the AW package. 
    • So, do I go elbow-deep on this thing or list it for sale and play dumb? Seems to "runs good."   I'm about $1200 away from having: -a rebuilt injector ($300) -a new cat ($250) -a new cat back exhaust (OE style) ($300) -a new AC compressor ($200) -AC refrigerant charge ($150)   In theory, this should rectify the obvious detracting issues from its value and operability. Cold AC with a non-squeaking AC pulley both sounds and feels good. An exhaust that isn't cut/hacked in 17 different places and doesn't vibrate on a crossmember would make it sound and feel less janky. A working cat would help the stink, and will save the earth, but *if and only if* the fuel system is working properly, which would also address the intermittent "rich" CEL.   Heard a good one... CEL for "Rich condition" means you haven't spent enough money on the truck lately, and it's letting you know.   Rebuilding the injector would seem to be the most important part. Replacing the cat would be secondary. I don't think mine is plugged or overly restricted, but it might be a little restricted? I have no good way to tell other than seat of the pants feel. I hate the smell.   The current theory is I have a rich idle problem: A bad fuel pressure regulator, or a leaking injector(s) being the highest probabilities. I already replaced the FPR but that doesn't mean its replacement isn't also bad. It was a new part from Dorman, but the packaging looked like it had been sitting on a shelf for 20 years.   This is the (single) upstream O2 sensor shown at idle. I'm getting a lot of "rich" it seems. Sometimes it stays high like that and doesn't drop down. That makes me think it's processing injector leaks or a partially stuck open injector.     Other times it looks like this. Nice oscillations between rich and lean, which is what I think it should be. Under load and at speed, the oscillations are nice and tight and uniform looking, high and low.     Fuel trims suggest the PCM is compensating pretty hard at idle to pull fuel out. But it's not enough to trip a CEL. Something about slowing to a stop: brake vaccum booster, EGR, or the EVAP purge is delayed, or there's pooled fuel in the intake again that's draining into a cylinder is enough to set the CEL. Of course, in two days of driving, it hasn't set. I was hoping to actually look at the freeze-frame data when it sets. IAT is high because it's idling on an 83 degree day here.  
    • Have considered installing a DC to DC charger in your camper to replace your isolator?  
    • Common failure.  You need to replace the fuel door housing.   The painted cover transfers over to the new housing.  To remove the old one there is 4 spots where you poke the plastic to release it.  
    • No such thing as regenerative braking on a pure ICE vehicle.     Regenerative braking is the re-capture of energy from electric motors and stores it in the battery pack.  So hybrids, PHEV and EVs have regenerative braking.     What you are seeing is the charging system changing modes is all.  Its likely entering charge mode for some sort of reason is all.  All of the charging modes will be listed below.   As for L10 vs D.  L10 turns off automatic grade braking.  L10 puts you in control of grade downshifts where in D it will automatically do it based on brake pedal position and other factors.  Otherwise L10 and D drive exactly the same aside from that one aspect.    Battery Sulfation Mode The BCM will enter this mode when the interpreted Generator output voltage is less than 13.2 V for 45 minutes. When this condition exists the BCM will enter Charge Mode for 2–3 minutes. The BCM will then determine which mode to enter depending on voltage requirements.   Charge Mode The BCM will enter Charge Mode when ever one of the following conditions are met:   Windshield wipers are ON for more than 3 s. Climate Control Voltage Boost Mode Request is true, as sensed by the HVAC control module via serial data. High speed cooling fan, rear defogger, and HVAC high speed blower operation can cause the BCM to enter the Charge Mode. The estimated battery temperature is less than 0°C (32°F). Battery State of Charge is less than 80%. Vehicle speed is greater than 145 km/h (90 mph) A current sensor malfunction exists. System voltage is determined to be below 12.56 V When any one of these conditions is met, the system will set targeted generator output voltage to a charging voltage between 13.9–15.5 V, depending on the battery state of charge and estimated battery temperature.   Fuel Economy Mode The BCM will enter Fuel Economy Mode when the estimated battery temperature is at least 0°C (32°F) but less than or equal to 80°C (176°F), the calculated battery current is less than 15 A and greater than −8 A, and the battery state-of-charge is greater than or equal to 80%. Its targeted generator output voltage is the open circuit voltage of the battery and can be between 12.5–13.1 V. When fuel economy mode is active, the generator is not charging, only maintaining open circuit battery voltage. The BCM will exit this mode and enter Charge Mode when any of the conditions described above are present.   Headlamp Mode The BCM will enter Headlamp Mode when ever the head lamps are ON (high or low beams). Voltage will be regulated between 13.9–14.5 V.   Start Up Mode When the engine is started the BCM sets a targeted generator output voltage of 14.5 V for 30 s.   Tow/Haul Mode (if applicable) Pressing the Tow/Haul Mode button located on the center stack, the vehicle system voltage is raised and the remote (non-vehicle) battery will be charged. Having the headlamps on will raise the system voltage and if the Tow/Haul button is applied it will not serve any purpose. The voltage is regulated between 13.9-14.5 V.      
  • GM-Trucks.com Clubs

  • Popular Contributors

×
×
  • Create New...