2012 Chevrolet Silverado 1500

The Chevrolet Silverado lineup spans a huge swath of the full-size pickup market, from sport trucks to hybrids to heavy-duty models. For 2012, it hasn't changed much, but it still stacks up well against newer trucks like the Ford F-150, Ram 1500, and its close kith and kin, the GMC Sierra 1500.

Chevy's full-size trucks come in a form to suit nearly every possible kind of truck user, from exurban hipsters to urban construction crew chieftans. Shoppers can opt into one of three body styles, and one of two interior designs; from among four gas engines and two automatic transmissions, or one gas-electric drivetrain; and from bed lengths ranging from the smallest 5'-8" bed on Crew Cabs and Hybrids, to the 6-6" bed on all versions save for the Hybrid, to the 8' bed offered on all versions except the Hybrid.

The Silverado's styling remains safe and a little plain, when compared to the Ram or Toyota trucks. It's one of the oldest designs on the block and it shows in its less obvious looks. That's not to say it's not handsome--Chevy's trucks have a way of looking good for decades and we suspect today's Silverado is on its way to the same distinction. The interior's unique in that it comes either with a console and more upscale trim, or as a more basic design without the console and without the woodgrain trim, both handsome and organized thoughtfully. No matter how you cut across the lineup, the Silverado look seems to be aging well.

No longer economy or horsepower leaders, the drivetrains offered in the Silverado still are competitive after a few years on the market. The range of engines includes a 195-horsepower, 4.3-liter V-6 that we'd only recommend to fleet buyers. Among the V-8s, there's a flex-fuel, 302-hp 4.8-liter V-8 in some of the less expensive models; a flex-fuel 5.3-liter V-8 with 315 hp in more mainstream versions, and outfitted with cylinder deactivation for improved fuel economy in XFE models; and at the top of the range, a 6.2-liter, 403-hp, flex-fuel V-8 in the Silverado LTZ. A four-speed automatic is fitted to base V-6 and base V-8 versions, while all other models except for the hybrid have a six-speed automatic that shifts smoothly and quietly, and helps keep those gas-mileage numbers in the ballpark of Ford's higher-mpg lineup. The 5.3-liter is our choice of the gas-only Silverados: it has ample power for almost every need, and comes with only a slight gas-mileage penalty over the basic V-6.

The Silverado Hybrid is quite different from the stock-and-trade Chevy truck, thanks to a two-mode hybrid powertrain that pairs an aluminum-alloy 6.0-liter V-8 with cylinder deactivation and variable valve timing, to an electrically variable transmission (EVT) with four fixed-ratio gears and two electric motor/generators, as well as a nickel-metal-hydride 300-volt battery pack. All together, these pieces combine to produce 332 horsepower and 367 pound-feet of torque, to a net EPA gas-mileage rating of 20 mpg city, 23 mpg highway. The Hybrid's performance isn't radically different from the gas-engined versions, save for the for the exceptionally smooth and quiet operation of the hybrid drivetrain, which runs on electricity alone up to 27 mph. Regenerative braking helps recapture some energy to charge the batteries. Despite its extra heft, the Silverado Hybrid can tow 6,100 pounds with 2WD, or 5,900 pounds with automatic dual-range four-wheel drive.

Across the lineup, the Silverado has some of the best straight-line performance in the class, though the pack has gotten significantly more competitive with Ford's new 5.0-liter V-8 and Toyota's improved V-8s. The Silverado maxes out at 10,700 pounds of towing capacity--and yet, it's still one of the easiest full-size pickups to drive, thanks to communicative steering and good to fair ride quality, which gets noticeably stiffer with four-wheel-drive models.

The Silverado's cabin doesn't meet the flexible Ram 1500 head-on with nifty features, and its cabin has some foibles that you won't find in the F-150 or Tundra, either. Front space is ample, and though the bucket seats could be more supportive for longer trips, we'd still opt for them over the flat front bench for personal use. On Crew Cab Silverados, the rear seat is placed high, stadium-style, and is split 60/40 so it can be folded down for more carrying space, but the rear seatback is nearly vertical, making it uncomfortable for longer trips. The rear access doors on extended-cab models open 170 degrees, for easier loading of small items like a toolbox or a properly folded tent. Throughout the Silverado range, a hushed and refined cabin is standard, with less wind noise and tighter build quality than some of the other full-size trucks in the class.

The Silverado's chief selling point still is its flexible order sheet. With its perennial appeal to work users, the Silverado comes in a staggering array of configurations and build combinations. Stripped-down work versions sticker in the low-$20,000 range, while loaded Hybrid models are priced near $50,000. Standard equipment even includes cruise control, while the options list counts leather upholstery, a new hard-drive navigation system, Bluetooth and USB connections for cell phones, and GM's OnStar telematics system, for everything from directions to emergency services.

2012 Chevrolet Silverado 1500

The Chevrolet Silverado lineup spans a huge swath of the full-size pickup market, from sport trucks to hybrids to heavy-duty models. For 2012, it hasn't changed much, but it still stacks up well against newer trucks like the Ford F-150, Ram 1500, and its close kith and kin, the GMC Sierra 1500.

Chevy's full-size trucks come in a form to suit nearly every possible kind of truck user, from exurban hipsters to urban construction crew chieftans. Shoppers can opt into one of three body styles, and one of two interior designs; from among four gas engines and two automatic transmissions, or one gas-electric drivetrain; and from bed lengths ranging from the smallest 5'-8" bed on Crew Cabs and Hybrids, to the 6-6" bed on all versions save for the Hybrid, to the 8' bed offered on all versions except the Hybrid.

The Silverado's styling remains safe and a little plain, when compared to the Ram or Toyota trucks. It's one of the oldest designs on the block and it shows in its less obvious looks. That's not to say it's not handsome--Chevy's trucks have a way of looking good for decades and we suspect today's Silverado is on its way to the same distinction. The interior's unique in that it comes either with a console and more upscale trim, or as a more basic design without the console and without the woodgrain trim, both handsome and organized thoughtfully. No matter how you cut across the lineup, the Silverado look seems to be aging well.

No longer economy or horsepower leaders, the drivetrains offered in the Silverado still are competitive after a few years on the market. The range of engines includes a 195-horsepower, 4.3-liter V-6 that we'd only recommend to fleet buyers. Among the V-8s, there's a flex-fuel, 302-hp 4.8-liter V-8 in some of the less expensive models; a flex-fuel 5.3-liter V-8 with 315 hp in more mainstream versions, and outfitted with cylinder deactivation for improved fuel economy in XFE models; and at the top of the range, a 6.2-liter, 403-hp, flex-fuel V-8 in the Silverado LTZ. A four-speed automatic is fitted to base V-6 and base V-8 versions, while all other models except for the hybrid have a six-speed automatic that shifts smoothly and quietly, and helps keep those gas-mileage numbers in the ballpark of Ford's higher-mpg lineup. The 5.3-liter is our choice of the gas-only Silverados: it has ample power for almost every need, and comes with only a slight gas-mileage penalty over the basic V-6.

The Silverado Hybrid is quite different from the stock-and-trade Chevy truck, thanks to a two-mode hybrid powertrain that pairs an aluminum-alloy 6.0-liter V-8 with cylinder deactivation and variable valve timing, to an electrically variable transmission (EVT) with four fixed-ratio gears and two electric motor/generators, as well as a nickel-metal-hydride 300-volt battery pack. All together, these pieces combine to produce 332 horsepower and 367 pound-feet of torque, to a net EPA gas-mileage rating of 20 mpg city, 23 mpg highway. The Hybrid's performance isn't radically different from the gas-engined versions, save for the for the exceptionally smooth and quiet operation of the hybrid drivetrain, which runs on electricity alone up to 27 mph. Regenerative braking helps recapture some energy to charge the batteries. Despite its extra heft, the Silverado Hybrid can tow 6,100 pounds with 2WD, or 5,900 pounds with automatic dual-range four-wheel drive.

Across the lineup, the Silverado has some of the best straight-line performance in the class, though the pack has gotten significantly more competitive with Ford's new 5.0-liter V-8 and Toyota's improved V-8s. The Silverado maxes out at 10,700 pounds of towing capacity--and yet, it's still one of the easiest full-size pickups to drive, thanks to communicative steering and good to fair ride quality, which gets noticeably stiffer with four-wheel-drive models.

The Silverado's cabin doesn't meet the flexible Ram 1500 head-on with nifty features, and its cabin has some foibles that you won't find in the F-150 or Tundra, either. Front space is ample, and though the bucket seats could be more supportive for longer trips, we'd still opt for them over the flat front bench for personal use. On Crew Cab Silverados, the rear seat is placed high, stadium-style, and is split 60/40 so it can be folded down for more carrying space, but the rear seatback is nearly vertical, making it uncomfortable for longer trips. The rear access doors on extended-cab models open 170 degrees, for easier loading of small items like a toolbox or a properly folded tent. Throughout the Silverado range, a hushed and refined cabin is standard, with less wind noise and tighter build quality than some of the other full-size trucks in the class.

The Silverado's chief selling point still is its flexible order sheet. With its perennial appeal to work users, the Silverado comes in a staggering array of configurations and build combinations. Stripped-down work versions sticker in the low-$20,000 range, while loaded Hybrid models are priced near $50,000. Standard equipment even includes cruise control, while the options list counts leather upholstery, a new hard-drive navigation system, Bluetooth and USB connections for cell phones, and GM's OnStar telematics system, for everything from directions to emergency services.

2012 Chevrolet Silverado 1500

See What the
Rest of the Web Says We've gathered reviews from Edmunds.com, Cars.com plus live Tweets on this car. See What We Found »

The Chevrolet Silverado lineup spans a huge swath of the full-size pickup market, from sport trucks to hybrids to heavy-duty models. For 2012, it hasn't changed much, but it still stacks up well against newer trucks like the Ford F-150, Ram 1500, and its close kith and kin, the GMC Sierra 1500.

Chevy's full-size trucks come in a form to suit nearly every possible kind of truck user, from exurban hipsters to urban construction crew chieftans. Shoppers can opt into one of three body styles, and one of two interior designs; from among four gas engines and two automatic transmissions, or one gas-electric drivetrain; and from bed lengths ranging from the smallest 5'-8" bed on Crew Cabs and Hybrids, to the 6-6" bed on all versions save for the Hybrid, to the 8' bed offered on all versions except the Hybrid.

The Silverado's styling remains safe and a little plain, when compared to the Ram or Toyota trucks. It's one of the oldest designs on the block and it shows in its less obvious looks. That's not to say it's not handsome--Chevy's trucks have a way of looking good for decades and we suspect today's Silverado is on its way to the same distinction. The interior's unique in that it comes either with a console and more upscale trim, or as a more basic design without the console and without the woodgrain trim, both handsome and organized thoughtfully. No matter how you cut across the lineup, the Silverado look seems to be aging well.

No longer economy or horsepower leaders, the drivetrains offered in the Silverado still are competitive after a few years on the market. The range of engines includes a 195-horsepower, 4.3-liter V-6 that we'd only recommend to fleet buyers. Among the V-8s, there's a flex-fuel, 302-hp 4.8-liter V-8 in some of the less expensive models; a flex-fuel 5.3-liter V-8 with 315 hp in more mainstream versions, and outfitted with cylinder deactivation for improved fuel economy in XFE models; and at the top of the range, a 6.2-liter, 403-hp, flex-fuel V-8 in the Silverado LTZ. A four-speed automatic is fitted to base V-6 and base V-8 versions, while all other models except for the hybrid have a six-speed automatic that shifts smoothly and quietly, and helps keep those gas-mileage numbers in the ballpark of Ford's higher-mpg lineup. The 5.3-liter is our choice of the gas-only Silverados: it has ample power for almost every need, and comes with only a slight gas-mileage penalty over the basic V-6.

The Silverado Hybrid is quite different from the stock-and-trade Chevy truck, thanks to a two-mode hybrid powertrain that pairs an aluminum-alloy 6.0-liter V-8 with cylinder deactivation and variable valve timing, to an electrically variable transmission (EVT) with four fixed-ratio gears and two electric motor/generators, as well as a nickel-metal-hydride 300-volt battery pack. All together, these pieces combine to produce 332 horsepower and 367 pound-feet of torque, to a net EPA gas-mileage rating of 20 mpg city, 23 mpg highway. The Hybrid's performance isn't radically different from the gas-engined versions, save for the for the exceptionally smooth and quiet operation of the hybrid drivetrain, which runs on electricity alone up to 27 mph. Regenerative braking helps recapture some energy to charge the batteries. Despite its extra heft, the Silverado Hybrid can tow 6,100 pounds with 2WD, or 5,900 pounds with automatic dual-range four-wheel drive.

Across the lineup, the Silverado has some of the best straight-line performance in the class, though the pack has gotten significantly more competitive with Ford's new 5.0-liter V-8 and Toyota's improved V-8s. The Silverado maxes out at 10,700 pounds of towing capacity--and yet, it's still one of the easiest full-size pickups to drive, thanks to communicative steering and good to fair ride quality, which gets noticeably stiffer with four-wheel-drive models.

The Silverado's cabin doesn't meet the flexible Ram 1500 head-on with nifty features, and its cabin has some foibles that you won't find in the F-150 or Tundra, either. Front space is ample, and though the bucket seats could be more supportive for longer trips, we'd still opt for them over the flat front bench for personal use. On Crew Cab Silverados, the rear seat is placed high, stadium-style, and is split 60/40 so it can be folded down for more carrying space, but the rear seatback is nearly vertical, making it uncomfortable for longer trips. The rear access doors on extended-cab models open 170 degrees, for easier loading of small items like a toolbox or a properly folded tent. Throughout the Silverado range, a hushed and refined cabin is standard, with less wind noise and tighter build quality than some of the other full-size trucks in the class.

The Silverado's chief selling point still is its flexible order sheet. With its perennial appeal to work users, the Silverado comes in a staggering array of configurations and build combinations. Stripped-down work versions sticker in the low-$20,000 range, while loaded Hybrid models are priced near $50,000. Standard equipment even includes cruise control, while the options list counts leather upholstery, a new hard-drive navigation system, Bluetooth and USB connections for cell phones, and GM's OnStar telematics system, for everything from directions to emergency services.

View the original article here

2012 Chevrolet Silverado 1500

See What the
Rest of the Web Says We've gathered reviews from Edmunds.com, Cars.com plus live Tweets on this car. See What We Found »

The Chevrolet Silverado lineup spans a huge swath of the full-size pickup market, from sport trucks to hybrids to heavy-duty models. For 2012, it hasn't changed much, but it still stacks up well against newer trucks like the Ford F-150, Ram 1500, and its close kith and kin, the GMC Sierra 1500.

Chevy's full-size trucks come in a form to suit nearly every possible kind of truck user, from exurban hipsters to urban construction crew chieftans. Shoppers can opt into one of three body styles, and one of two interior designs; from among four gas engines and two automatic transmissions, or one gas-electric drivetrain; and from bed lengths ranging from the smallest 5'-8" bed on Crew Cabs and Hybrids, to the 6-6" bed on all versions save for the Hybrid, to the 8' bed offered on all versions except the Hybrid.

The Silverado's styling remains safe and a little plain, when compared to the Ram or Toyota trucks. It's one of the oldest designs on the block and it shows in its less obvious looks. That's not to say it's not handsome--Chevy's trucks have a way of looking good for decades and we suspect today's Silverado is on its way to the same distinction. The interior's unique in that it comes either with a console and more upscale trim, or as a more basic design without the console and without the woodgrain trim, both handsome and organized thoughtfully. No matter how you cut across the lineup, the Silverado look seems to be aging well.

No longer economy or horsepower leaders, the drivetrains offered in the Silverado still are competitive after a few years on the market. The range of engines includes a 195-horsepower, 4.3-liter V-6 that we'd only recommend to fleet buyers. Among the V-8s, there's a flex-fuel, 302-hp 4.8-liter V-8 in some of the less expensive models; a flex-fuel 5.3-liter V-8 with 315 hp in more mainstream versions, and outfitted with cylinder deactivation for improved fuel economy in XFE models; and at the top of the range, a 6.2-liter, 403-hp, flex-fuel V-8 in the Silverado LTZ. A four-speed automatic is fitted to base V-6 and base V-8 versions, while all other models except for the hybrid have a six-speed automatic that shifts smoothly and quietly, and helps keep those gas-mileage numbers in the ballpark of Ford's higher-mpg lineup. The 5.3-liter is our choice of the gas-only Silverados: it has ample power for almost every need, and comes with only a slight gas-mileage penalty over the basic V-6.

The Silverado Hybrid is quite different from the stock-and-trade Chevy truck, thanks to a two-mode hybrid powertrain that pairs an aluminum-alloy 6.0-liter V-8 with cylinder deactivation and variable valve timing, to an electrically variable transmission (EVT) with four fixed-ratio gears and two electric motor/generators, as well as a nickel-metal-hydride 300-volt battery pack. All together, these pieces combine to produce 332 horsepower and 367 pound-feet of torque, to a net EPA gas-mileage rating of 20 mpg city, 23 mpg highway. The Hybrid's performance isn't radically different from the gas-engined versions, save for the for the exceptionally smooth and quiet operation of the hybrid drivetrain, which runs on electricity alone up to 27 mph. Regenerative braking helps recapture some energy to charge the batteries. Despite its extra heft, the Silverado Hybrid can tow 6,100 pounds with 2WD, or 5,900 pounds with automatic dual-range four-wheel drive.

Across the lineup, the Silverado has some of the best straight-line performance in the class, though the pack has gotten significantly more competitive with Ford's new 5.0-liter V-8 and Toyota's improved V-8s. The Silverado maxes out at 10,700 pounds of towing capacity--and yet, it's still one of the easiest full-size pickups to drive, thanks to communicative steering and good to fair ride quality, which gets noticeably stiffer with four-wheel-drive models.

The Silverado's cabin doesn't meet the flexible Ram 1500 head-on with nifty features, and its cabin has some foibles that you won't find in the F-150 or Tundra, either. Front space is ample, and though the bucket seats could be more supportive for longer trips, we'd still opt for them over the flat front bench for personal use. On Crew Cab Silverados, the rear seat is placed high, stadium-style, and is split 60/40 so it can be folded down for more carrying space, but the rear seatback is nearly vertical, making it uncomfortable for longer trips. The rear access doors on extended-cab models open 170 degrees, for easier loading of small items like a toolbox or a properly folded tent. Throughout the Silverado range, a hushed and refined cabin is standard, with less wind noise and tighter build quality than some of the other full-size trucks in the class.

The Silverado's chief selling point still is its flexible order sheet. With its perennial appeal to work users, the Silverado comes in a staggering array of configurations and build combinations. Stripped-down work versions sticker in the low-$20,000 range, while loaded Hybrid models are priced near $50,000. Standard equipment even includes cruise control, while the options list counts leather upholstery, a new hard-drive navigation system, Bluetooth and USB connections for cell phones, and GM's OnStar telematics system, for everything from directions to emergency services.

View the original article here

Arrival: 2011 Chevrolet Silverado 2500HD

Truck of the Year Reports for DutyFrom the July, 2011 issue of Motor Trend / Photography by Michael Shaffer Getting past old perceptions can be tough. That's an especially big challenge when it comes to diesels-modern diesel cars and trucks don't spit out black smoke, and don't make a lot of rattling noise. So you can't really tell when a quiet, clean diesel is next to you on the road. The only diesels that stand out on the highway are the ones from 30- something years ago-and they're light years behind in technology. But owners of the new, clean diesels are the ones who benefit, and they can change perceptions. We have tested out several diesels in the Motor Trend long-term fleet and are looking forward to our latest: a 2011 Chevrolet Silverado 2500HD. And yes, our 2011 Truck of the Year is powered by the 6.6-liter Duramax turbodiesel.

Our four-wheel-drive crew cab LTZ has the Z85 towing and handling suspension package, with heavy-duty shocks and front anti-roll bar, plus a full towing package and tow mirrors. This combination means the truck can do just about everything we'll need it to, whether carrying 2800 pounds of payload, conventionally towing 13,000 pounds, or transporting five people around in comfort, with leather heated seats, dual-zone climate control, touch-screen nav/XM/AM/FM/CD/iPod entertainment center, and more. Of course, all these amenities mean the truck's bottom line is steep-our long-termer has an as-tested price of $58,593. Early impressions have been mostly positive. Editors have praised the comfortable cabin, with associate editor Scott Evans exclaiming, "I love these big, plush seats. They make me want to hook up a horse trailer and head off to the county fair...in Texas." Staffers also enjoy the torquey (765 pound-feet!) engine. And when you start the diesel up, it's quiet. Very quiet. Downsides? It's a big truck, and its turning radius isn't stellar (50.5 feet), especially when compared with our long-term Ram Heavy Duty 2500, which was also a crew cab shortbed (43.9 feet). It's not as easy to maneuver around town, and it has a firm ride. Will the Duramax's quiet disposition and interior comfort win over non-truck people? How will the Silverado HD feel while doing hard work? Will the rising price of fuel be a problem? We have a year to find out.

Front engine, 4WD, 5 pass, 4-door truck 6.6L/397-hp/ 765-lb-ft turbodiesel OHV 32-valve V-8 246 kW-hrs/100 mi (MT observed)

Get a free and easy new car price quote in minutes. 

View the original article here

New 2011 Chevrolet Silverado

Chevrolet’s new 2011 Silverado 2500HD and 3500HD pickups deliver the segment’s best diesel power. Their new, optional 6.6L Duramax turbo-diesel V-8 is rated at 397 horsepower (296 kW) at 3,000 rpm and 765 lb.-ft. of torque (1,037 Nm) at 1,600 rpm – an improvement of 32 horsepower (24 kW) and 105 lb.-ft. of torque (142 Nm) over last year’s engine.

“Segment-leading power is great, but it’s not the only thing that makes the new Duramax a winner,” said Gary Arvan, Duramax chief engineer. “We designed the engine to make that power with less fuel and fewer emissions, while also increasing its durability.”

A slightly different version of the 6.6L Duramax is offered in Silverado HD chassis and box-delete models. It is based on the same improved architecture and includes most of the same features as the pickup version, but is engineered to meet federal certification standards for incomplete vehicles, including the incorporation of a robust EGR system. It is rated at 335 horsepower (249 kW) at 3,100 rpm and 685 lb.-ft. of torque (928 Nm) at 1,600 rpm.

Among the 2011 6.6L Duramax turbo diesel’s new and enhanced features are:

Main bearing profiles changed to enhance oil film thicknessOil pump flow increased for more pressure at low speedsA revised turbocharger oil circuit for increased pressure at the turbo and faster oil deliveryConnecting rod pin ends modified to provide increased piston supportNew, higher-strength piston design A new 30,000-psi (2,000 bar) piezo-actuated fuel injection system – capable of operating on ASTM grade B20 biodiesel – ensures more precise fuel delivery, improving emission performanceAn EGR cooler bypass reduces high-mileage soot deposits in the cooler and EGR circuit (pickup versions only).

The more powerful 6.6L Duramax is also more fuel-efficient – up to 11-percent greater highway fuel economy than the outgoing model – reduces NOx emissions by up to 63 percent and helps enable greater towing ratings. Silverado 3500HD equipped with a fifth wheel hitch can tow up to 20,000 pounds (9,072 kg). The increased fuel efficiency, combined with a new, 36-gallon (136 L) fuel tank, provides up to 680 miles (1,090 km) of highway driving between fill-ups.

With nearly 1.3 million Duramax diesel engines put into operation since its launch in 2000, no other automaker has as much diesel engine development experience for meeting the demands of the heavy-duty truck customer.

Strong small-block 6.0L V-8

The standard engine in Silverado HD trucks is the Vortec 6.0L small-block V-8, which is enhanced for 2011 with greater idle refinement. It is rated at 360 horsepower (268 kW) at 5,400 rpm and 380 lb.-ft. (515 Nm) at 4,200 rpm in Silverado 2500HD and 3500HD pickup models. In chassis cab and box-delete models, as well as 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.

Approximately 90 percent of the Vortec 6.0L’s peak torque is available by only 2,000 rpm and excellent fuel economy is enabled by the engine’s low-friction OHV configuration and cam phasing. The state-of-the-art small-block architecture of the Vortec 6.0L – known commonly as the “LS” family – delivers great strength, smoothness and durability.

Whether equipped with the 6.6L Duramax or the small-block 6.0L, all 2011 Silverado models work under the best warranty coverage in America – a five-year/100,000-mile limited powertrain warranty, plus roadside assistance, courtesy transportation and other features that provide assurance that Chevrolet backs its trucks for everything the road offers.

View the original article here

New 2011 Chevrolet Silverado

Chevrolet’s new 2011 Silverado 2500HD and 3500HD pickups deliver the segment’s best diesel power. Their new, optional 6.6L Duramax turbo-diesel V-8 is rated at 397 horsepower (296 kW) at 3,000 rpm and 765 lb.-ft. of torque (1,037 Nm) at 1,600 rpm – an improvement of 32 horsepower (24 kW) and 105 lb.-ft. of torque (142 Nm) over last year’s engine.

“Segment-leading power is great, but it’s not the only thing that makes the new Duramax a winner,” said Gary Arvan, Duramax chief engineer. “We designed the engine to make that power with less fuel and fewer emissions, while also increasing its durability.”

A slightly different version of the 6.6L Duramax is offered in Silverado HD chassis and box-delete models. It is based on the same improved architecture and includes most of the same features as the pickup version, but is engineered to meet federal certification standards for incomplete vehicles, including the incorporation of a robust EGR system. It is rated at 335 horsepower (249 kW) at 3,100 rpm and 685 lb.-ft. of torque (928 Nm) at 1,600 rpm.

Among the 2011 6.6L Duramax turbo diesel’s new and enhanced features are:

Main bearing profiles changed to enhance oil film thicknessOil pump flow increased for more pressure at low speedsA revised turbocharger oil circuit for increased pressure at the turbo and faster oil deliveryConnecting rod pin ends modified to provide increased piston supportNew, higher-strength piston design A new 30,000-psi (2,000 bar) piezo-actuated fuel injection system – capable of operating on ASTM grade B20 biodiesel – ensures more precise fuel delivery, improving emission performanceAn EGR cooler bypass reduces high-mileage soot deposits in the cooler and EGR circuit (pickup versions only).

The more powerful 6.6L Duramax is also more fuel-efficient – up to 11-percent greater highway fuel economy than the outgoing model – reduces NOx emissions by up to 63 percent and helps enable greater towing ratings. Silverado 3500HD equipped with a fifth wheel hitch can tow up to 20,000 pounds (9,072 kg). The increased fuel efficiency, combined with a new, 36-gallon (136 L) fuel tank, provides up to 680 miles (1,090 km) of highway driving between fill-ups.

With nearly 1.3 million Duramax diesel engines put into operation since its launch in 2000, no other automaker has as much diesel engine development experience for meeting the demands of the heavy-duty truck customer.

Strong small-block 6.0L V-8

The standard engine in Silverado HD trucks is the Vortec 6.0L small-block V-8, which is enhanced for 2011 with greater idle refinement. It is rated at 360 horsepower (268 kW) at 5,400 rpm and 380 lb.-ft. (515 Nm) at 4,200 rpm in Silverado 2500HD and 3500HD pickup models. In chassis cab and box-delete models, as well as 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.

Approximately 90 percent of the Vortec 6.0L’s peak torque is available by only 2,000 rpm and excellent fuel economy is enabled by the engine’s low-friction OHV configuration and cam phasing. The state-of-the-art small-block architecture of the Vortec 6.0L – known commonly as the “LS” family – delivers great strength, smoothness and durability.

Whether equipped with the 6.6L Duramax or the small-block 6.0L, all 2011 Silverado models work under the best warranty coverage in America – a five-year/100,000-mile limited powertrain warranty, plus roadside assistance, courtesy transportation and other features that provide assurance that Chevrolet backs its trucks for everything the road offers.

View the original article here

New 2011 Chevrolet Silverado

Chevrolet’s new 2011 Silverado 2500HD and 3500HD pickups deliver the segment’s best diesel power. Their new, optional 6.6L Duramax turbo-diesel V-8 is rated at 397 horsepower (296 kW) at 3,000 rpm and 765 lb.-ft. of torque (1,037 Nm) at 1,600 rpm – an improvement of 32 horsepower (24 kW) and 105 lb.-ft. of torque (142 Nm) over last year’s engine.

“Segment-leading power is great, but it’s not the only thing that makes the new Duramax a winner,” said Gary Arvan, Duramax chief engineer. “We designed the engine to make that power with less fuel and fewer emissions, while also increasing its durability.”

A slightly different version of the 6.6L Duramax is offered in Silverado HD chassis and box-delete models. It is based on the same improved architecture and includes most of the same features as the pickup version, but is engineered to meet federal certification standards for incomplete vehicles, including the incorporation of a robust EGR system. It is rated at 335 horsepower (249 kW) at 3,100 rpm and 685 lb.-ft. of torque (928 Nm) at 1,600 rpm.

Among the 2011 6.6L Duramax turbo diesel’s new and enhanced features are:

Main bearing profiles changed to enhance oil film thicknessOil pump flow increased for more pressure at low speedsA revised turbocharger oil circuit for increased pressure at the turbo and faster oil deliveryConnecting rod pin ends modified to provide increased piston supportNew, higher-strength piston design A new 30,000-psi (2,000 bar) piezo-actuated fuel injection system – capable of operating on ASTM grade B20 biodiesel – ensures more precise fuel delivery, improving emission performanceAn EGR cooler bypass reduces high-mileage soot deposits in the cooler and EGR circuit (pickup versions only).

The more powerful 6.6L Duramax is also more fuel-efficient – up to 11-percent greater highway fuel economy than the outgoing model – reduces NOx emissions by up to 63 percent and helps enable greater towing ratings. Silverado 3500HD equipped with a fifth wheel hitch can tow up to 20,000 pounds (9,072 kg). The increased fuel efficiency, combined with a new, 36-gallon (136 L) fuel tank, provides up to 680 miles (1,090 km) of highway driving between fill-ups.

With nearly 1.3 million Duramax diesel engines put into operation since its launch in 2000, no other automaker has as much diesel engine development experience for meeting the demands of the heavy-duty truck customer.

Strong small-block 6.0L V-8

The standard engine in Silverado HD trucks is the Vortec 6.0L small-block V-8, which is enhanced for 2011 with greater idle refinement. It is rated at 360 horsepower (268 kW) at 5,400 rpm and 380 lb.-ft. (515 Nm) at 4,200 rpm in Silverado 2500HD and 3500HD pickup models. In chassis cab and box-delete models, as well as 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.

Approximately 90 percent of the Vortec 6.0L’s peak torque is available by only 2,000 rpm and excellent fuel economy is enabled by the engine’s low-friction OHV configuration and cam phasing. The state-of-the-art small-block architecture of the Vortec 6.0L – known commonly as the “LS” family – delivers great strength, smoothness and durability.

Whether equipped with the 6.6L Duramax or the small-block 6.0L, all 2011 Silverado models work under the best warranty coverage in America – a five-year/100,000-mile limited powertrain warranty, plus roadside assistance, courtesy transportation and other features that provide assurance that Chevrolet backs its trucks for everything the road offers.

View the original article here

Review: 2011 Chevrolet Silverado 2500 HD 4WD LTZ

Wednesday, Mar 30th, 2011 @ 12:00 p.m.

The Chevrolet Silverado 2500HD is a brute, to be sure. Let’s see if we can live with it for a week.

What is it?
The 2500HD is the smallest of Chevrolet Division’s heavy-duty truck line. But don’t let that “smallest” qualifier trip you up. This truck is a monster.

It is the starting point for a group of trucks that can be configured for virtually every possible need that occurs in a workplace from a regular standard cab model, to a heavy-duty four-wheel-drive, four-door crew cab vehicle that can haul a goose necked trailer and a load of supplies to boot. General Motors has configured 18 different boxed-steel frame styles that can accommodate various beds, and boxes as the owner may need to outfit his or her truck. Oh, and that’s another thing: Big trucks aren’t just for boys anymore.

What’s it up against?
Two’s company, three’s a party. With that, the Silverado has two realistic competitors (for simplicity’s sake we are omitting the Chevy’s identical twin son from a different mother, the GMC Sierra): The Ford F-Series Super Duty and the Dodge Ram 2500.

As is the case with the Silverado, these adversaries can also be configured for virtually any job necessary. All three keep upping their game with new, more powerful diesel engines.

Any breakthroughs?
Let’s see. Where do we start? How about the big stuff first? In-the-bed cargo payloads weigh in at a maximum 2,792 lbs. and the ball hitch will handle up to 13,000 pounds. Trailering with a fifth-wheel brings trailering capacity up to 16,700 lbs. A new 6.6-liter Duramax eight-cylinder diesel is good for an additional 11-percent increase in fuel economy, while a larger fuel tank extends the range of the 2500HD to 680 miles. A urea-based additive is used to “scrub” the emissions out of the huge exhaust pipe in back. As the additive reservoir gets low, speed is restricted until the user refills it. GM says to expect about 5,000 miles between refills, about the same as rivals.

Then there is the new “smart exhaust brake,” which according to Chevrolet, offers enhanced braking while trailering and reduced brake pad wear. Trailer sway control and hill start assist round out just a few of the new offerings. Finally on the technology side, is an available mobile WiFi, which creates a hotspot within the cabin. Also along for the ride are Bluetooth and iPod connectivity, as well as XM satellite radio.

How does it look?
In a word, massive. Outfitted with enough bulges, flares, and power domes, the Silverado 2500 HD looks like a kid’s Tonka toy on steroids. The only thing missing is the flashy yellow paint job. It derives its basic look from the standard Silverado, but every design element from the cab forward has been enlarged – and not just for style.

Our test model was equipped with the high–zoot chrome grill featuring a Chevrolet bowtie that would look right at home on a shiny big Texas rodeo belt buckles.

Chrome front and rear bumpers, along with chrome plated side running boards helped to give our test Silverado driver the look of a gentleman rancher. As if!

Extendable rear view towing mirrors were part of the available options that our vehicle was equipped with, along with polished 20-inch aluminum wheels. A rear vision camera option was included, which enables one-man trailer hitching to speed up the tasks at hand.

And on the inside?
Our Silverado was equipped with a fairly straightforward dashboard trimmed out with faux wood veneers, which set off the doors and center stack as well. Although not as nice as the wood found in the Infiniti QX56 for example, this is still a work truck. The cab feels wide enough to accommodate the Chicago Bears’ offensive line. Well, at least the back seat. The front seat is a two-bucket affair covered in heavy-duty and easy-to-clean leather, although a bench is standard. Between the two seats is a storage bin that swallows a small laptop computer, gloves, radar detector, iPod, phone charger, what have you. We love the dual power ports that enable the use of a radar detector and phone charger simultaneously. The only thing this crew cab was missing was a household power supply for the odd tool or electronic device.

The rear seat was limo-like in its legroom. It did feel as though its seatback rake was a little too upright. It should be fine around town, but might become trying on a cross-country trip. The seat bottom is equipped with a 60/40 split that allows it to flip up for larger or bulkier items that shouldn’t be exposed to the elements in the cargo bed.

Featuring oversized “grab handles” throughout, the Silverado HD could accommodate nearly every gloved hand it encounters. We were curious, though, as to why GM chose to eliminate the grab on the driver’s side A-pillar, when clearly the addition of the one on the passenger’s side shows it can be done. Perhaps the driver is supposed to grab hold of the steering wheel instead.

GM’s interior isn’t as fresh as what you’ll find in a Dodge or Ford, but it still looks good in a conservative and simple sort of way. Materials are a step below Dodge but still manage to one up Ford, even if the Blue Oval boasts the most truck-like design of the trio. That’s normally not a good thing, but it is in this class.

But does it go?
The base Silverado 2500 HD is equipped with a 6.0-liter Vortec V8 engine and Hydra-Matic 6L90 automatic transmission. But that’s only if you do namby-pamby jobs.

Bearing in mind that the HD stands for “Heavy Duty,” our 2500 HD was optioned out with the direct-injection 6.6-liter Duramax diesel, and an Allison 1000 six-speed automatic transmission. Producing 397 horsepower at 3,000 rpm and 765 lb-ft of torque, it is majestic piece of machinery.

Equipped as ours was with the 4×4 control dial rather than a floor mounted lever, we set it on four high, which automatically moved torque around as needed for off road use. The Allison is equipped with tap-up/tap-down shift controls on the gear selector stalk that enables gear changes on the fly for trailering. It works seamlessly, but there has to be a more elegant solution than a little toggle switch sticking out of the stalk handle.

So stout is this Duramax Turbo Diesel that it gets from naught to 60 mph in less than 9 seconds, and trips the quarter mile timing lights in slightly less than 16 seconds. No top fuel dragster, mind you, but it is still plenty quick…for a truck and managed to show up a few “wimpy” half tons at the stoplight.

The newly designed fully boxed frame assemblies are strengthened for higher towing and payload capacities. As a result of the improvements, the torsional stiffness in the 2500 HD has been increased by a factor of five over the previous model.

The rear suspension kit on the 2500 HD featured a new asymmetrical two-stage leaf-spring design with unequal rear spring half-lengths. The new design supports the gross axle weight rating of the 2500 HD up to 6,200 pounds. The bouncy-bouncy feel that was associated with trucks is mostly gone. Vibration and noise suppression is up, aided in part by hydraulic body mounts to secure the crew cab to the frame.

The independent front suspension has undergone strengthening as well, seeing a 25-percent increase in front axle weight rating. As a result, the HD is able to handle larger snowplows with all 4WD packages. With new forged steel upper control arms and cast-iron lower arms, the handling is more precise and apparently adjustable, via five different torsion bar rates that are adaptable to the front load that is at hand. Seeing that we don’t live in a snow belt, we did not have a chance to try out the plow on the neighbor’s driveways or ours. But the end result is a much better handling truck.

Tooling around in South Florida’s agricultural community, this writer experienced a degree of what this truck is really built for: Hauling people and cargo to jobsites, docks, ranches, and back home again at the end of the day. It’s clear from the start that this is no car. Heck, it’s not even car-like. But that doesn’t mean it’s not comfortable. At least it was, once we found the switch for adjustable pedals at the base of the center stack.

We have come to expect a racket-y noise coming from underhood, but this rig is so refined that any diesel rumble is gone by the change from first to second gear. As we continued up through the cogs, the ride quality became smoother and smoother, all the way up through the Silverado’s two overdrive gears.

At that point, the HD was almost as quiet as Mom’s Cadillac CTS sedan. Well, not quite, but you get our drift. Long hauls back and forth on the highway were kid’s stuff, and handling was so precise requiring little in the way of driver input through the leather-wrapped steering wheel.

We could get used to this sort of thing.

Why you would buy it:
You like big trucks. And this one is so big you can look down into the interior of most everything else on the road, save a Peterbilt.

Why you wouldn’t:
You swear allegiance to the Blue Oval or the Ram Man.

Leftlane’s bottom line
Cruising through the pastures at Jeff Thomas’s ranch in Jupiter, Florida, had us negotiating through ruts, small hills and gravel roads on our way to tending to his cattle. But not in a jarring sense. At the end of a workday, it’s good to know that the Chevrolet Silverado 2500 HD was up to the task but still allowed a chance to decompress during the ride back home. This heavy Chevy did everything we asked of it, and then some.

Leftlane would like to thank Jeff Thomas and Mike Courson for the ranch location, and Chuck Russo of the Palm Beach County Cattleman’s Association for logistical assistance.

2011 Chevrolet Silverado 2500 HD 4WD LTZ base price, $44,645. As tested, $57,199.
LTZ Package, $725; Duramax Turbodiesel, $7,195; Allison six-speed automatic, $1,200; Destination, $995.

Words and photos by Mark Elias.

View the original article here

New 2011 Chevrolet Silverado

Chevrolet’s new 2011 Silverado 2500HD and 3500HD pickups deliver the segment’s best diesel power. Their new, optional 6.6L Duramax turbo-diesel V-8 is rated at 397 horsepower (296 kW) at 3,000 rpm and 765 lb.-ft. of torque (1,037 Nm) at 1,600 rpm – an improvement of 32 horsepower (24 kW) and 105 lb.-ft. of torque (142 Nm) over last year’s engine.

“Segment-leading power is great, but it’s not the only thing that makes the new Duramax a winner,” said Gary Arvan, Duramax chief engineer. “We designed the engine to make that power with less fuel and fewer emissions, while also increasing its durability.”

A slightly different version of the 6.6L Duramax is offered in Silverado HD chassis and box-delete models. It is based on the same improved architecture and includes most of the same features as the pickup version, but is engineered to meet federal certification standards for incomplete vehicles, including the incorporation of a robust EGR system. It is rated at 335 horsepower (249 kW) at 3,100 rpm and 685 lb.-ft. of torque (928 Nm) at 1,600 rpm.

Among the 2011 6.6L Duramax turbo diesel’s new and enhanced features are:

Main bearing profiles changed to enhance oil film thicknessOil pump flow increased for more pressure at low speedsA revised turbocharger oil circuit for increased pressure at the turbo and faster oil deliveryConnecting rod pin ends modified to provide increased piston supportNew, higher-strength piston design A new 30,000-psi (2,000 bar) piezo-actuated fuel injection system – capable of operating on ASTM grade B20 biodiesel – ensures more precise fuel delivery, improving emission performanceAn EGR cooler bypass reduces high-mileage soot deposits in the cooler and EGR circuit (pickup versions only).

The more powerful 6.6L Duramax is also more fuel-efficient – up to 11-percent greater highway fuel economy than the outgoing model – reduces NOx emissions by up to 63 percent and helps enable greater towing ratings. Silverado 3500HD equipped with a fifth wheel hitch can tow up to 20,000 pounds (9,072 kg). The increased fuel efficiency, combined with a new, 36-gallon (136 L) fuel tank, provides up to 680 miles (1,090 km) of highway driving between fill-ups.

With nearly 1.3 million Duramax diesel engines put into operation since its launch in 2000, no other automaker has as much diesel engine development experience for meeting the demands of the heavy-duty truck customer.

Strong small-block 6.0L V-8

The standard engine in Silverado HD trucks is the Vortec 6.0L small-block V-8, which is enhanced for 2011 with greater idle refinement. It is rated at 360 horsepower (268 kW) at 5,400 rpm and 380 lb.-ft. (515 Nm) at 4,200 rpm in Silverado 2500HD and 3500HD pickup models. In chassis cab and box-delete models, as well as 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.

Approximately 90 percent of the Vortec 6.0L’s peak torque is available by only 2,000 rpm and excellent fuel economy is enabled by the engine’s low-friction OHV configuration and cam phasing. The state-of-the-art small-block architecture of the Vortec 6.0L – known commonly as the “LS” family – delivers great strength, smoothness and durability.

Whether equipped with the 6.6L Duramax or the small-block 6.0L, all 2011 Silverado models work under the best warranty coverage in America – a five-year/100,000-mile limited powertrain warranty, plus roadside assistance, courtesy transportation and other features that provide assurance that Chevrolet backs its trucks for everything the road offers.

View the original article here

New 2011 Chevrolet Silverado

Chevrolet’s new 2011 Silverado 2500HD and 3500HD pickups deliver the segment’s best diesel power. Their new, optional 6.6L Duramax turbo-diesel V-8 is rated at 397 horsepower (296 kW) at 3,000 rpm and 765 lb.-ft. of torque (1,037 Nm) at 1,600 rpm – an improvement of 32 horsepower (24 kW) and 105 lb.-ft. of torque (142 Nm) over last year’s engine.

“Segment-leading power is great, but it’s not the only thing that makes the new Duramax a winner,” said Gary Arvan, Duramax chief engineer. “We designed the engine to make that power with less fuel and fewer emissions, while also increasing its durability.”

A slightly different version of the 6.6L Duramax is offered in Silverado HD chassis and box-delete models. It is based on the same improved architecture and includes most of the same features as the pickup version, but is engineered to meet federal certification standards for incomplete vehicles, including the incorporation of a robust EGR system. It is rated at 335 horsepower (249 kW) at 3,100 rpm and 685 lb.-ft. of torque (928 Nm) at 1,600 rpm.

Among the 2011 6.6L Duramax turbo diesel’s new and enhanced features are:

Main bearing profiles changed to enhance oil film thicknessOil pump flow increased for more pressure at low speedsA revised turbocharger oil circuit for increased pressure at the turbo and faster oil deliveryConnecting rod pin ends modified to provide increased piston supportNew, higher-strength piston design A new 30,000-psi (2,000 bar) piezo-actuated fuel injection system – capable of operating on ASTM grade B20 biodiesel – ensures more precise fuel delivery, improving emission performanceAn EGR cooler bypass reduces high-mileage soot deposits in the cooler and EGR circuit (pickup versions only).

The more powerful 6.6L Duramax is also more fuel-efficient – up to 11-percent greater highway fuel economy than the outgoing model – reduces NOx emissions by up to 63 percent and helps enable greater towing ratings. Silverado 3500HD equipped with a fifth wheel hitch can tow up to 20,000 pounds (9,072 kg). The increased fuel efficiency, combined with a new, 36-gallon (136 L) fuel tank, provides up to 680 miles (1,090 km) of highway driving between fill-ups.

With nearly 1.3 million Duramax diesel engines put into operation since its launch in 2000, no other automaker has as much diesel engine development experience for meeting the demands of the heavy-duty truck customer.

Strong small-block 6.0L V-8

The standard engine in Silverado HD trucks is the Vortec 6.0L small-block V-8, which is enhanced for 2011 with greater idle refinement. It is rated at 360 horsepower (268 kW) at 5,400 rpm and 380 lb.-ft. (515 Nm) at 4,200 rpm in Silverado 2500HD and 3500HD pickup models. In chassis cab and box-delete models, as well as 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.

Approximately 90 percent of the Vortec 6.0L’s peak torque is available by only 2,000 rpm and excellent fuel economy is enabled by the engine’s low-friction OHV configuration and cam phasing. The state-of-the-art small-block architecture of the Vortec 6.0L – known commonly as the “LS” family – delivers great strength, smoothness and durability.

Whether equipped with the 6.6L Duramax or the small-block 6.0L, all 2011 Silverado models work under the best warranty coverage in America – a five-year/100,000-mile limited powertrain warranty, plus roadside assistance, courtesy transportation and other features that provide assurance that Chevrolet backs its trucks for everything the road offers.

View the original article here