2017 Chevrolet Colorado Looks To Give Toyota's Tacoma TRD Pro A Run For the Money
By William Maley
By William Maley • November 16, 2016
A New Challenger Appears!
It was three years ago that Chevrolet showed off the Colorado ZR2 concept at the LA Auto Show. It was a mean looker with an aggressive look, raised suspension, and meaty off-road tires. Imagine our surprise when Chevrolet revealed the production version tonight in Los Angeles.
The 2017 Colorado ZR2 keeps the mean look of the concept with a new front end treatment, raised hood, skid plates, 31-inch Goodyear Duratrac tires mounted on 17-inch wheels, and an optional spare tire carrier in the bed.
But under the skin is where the juicy changes are. Chevrolet has widened the track by 3.5-inches, raised the suspension by 2-inches and equipped it with unique spool-valve dampers from Multimatic - yes the same folks who are being tasked with building the upcoming Ford GT. The dampers first used on the Camaro Z/28, come with six different tuning curves up front, and four in the rear to provide better ride and handling characteristics over different terrains.
Engine choices include the 3.6L V6 (308 horsepower, 275 pound-feet) and 2.8L Duramax Turbodiesel (181 horsepower, 369 pound-feet). The four-wheel drive system features a set of electronic-locking differentials for the front and rear axles.
No word on pricing on when the Colorado ZR2 will arrive at dealers.
Source: Chevrolet
Press Release is on Page 2
New Colorado ZR2 A "Segment of One" Among Off-Road Pickups
New performance variant of the Chevrolet Colorado excels in tight two-tracks, technical rock-crawling, fast desert running and on pavement
LOS ANGELES — Just as introduction of the Chevrolet Colorado reset the bar for mid-size trucks, the new Colorado ZR2 is poised to reset expectations for off-road trucks. Chevy's new performance halo for the Colorado lineup will feature more off-road technology than any other mid-size pickup when it goes on sale.
The ZR2 is effectively a segment of one, combining the nimbleness and maneuverability of a mid-size pickup with a host of new off-road features and the most off-road technology of any vehicle in its segment.
Compared to a standard Colorado, the ZR2 features a much wider track and a lifted suspension. Functional rockers have been added for better performance over rocks and obstacles, and the front and rear bumpers have been modified for better off-road clearance.
Class-exclusive features include front and rear electronic locking differentials, available diesel engine, and the first off-road application of Multimatic Dynamic Suspensions Spool Valve (DSSVTM) damper technology.
As a result, the Colorado ZR2 delivers exceptional performance in a variety of scenarios – from technical rock crawling to tight two-track trails to high-speed desert running to daily driving.
"Our engineers have been incredibly successful developing Corvette and Camaro performance variants with broad performance envelopes," said Mark Reuss, executive vice president, Global Product Development, Purchasing and Supply Chain. "The ZR2 applies that same philosophy to off-road performance. You can go rock crawling on Saturday, desert running on Sunday, and comfortably drive to work on Monday. This truck can do it all, and do it all well."
First off-road application of Multimatic DSSV dampers
To achieve this unprecedented balance of on- and off-road performance, the Chevy engineering team turned to a surprising partner in creating the ZR2's dampers, which are the heart of any off-road truck.
Multimatic Inc., based in Markham, Ontario, is a renowned maker of high-performance Dynamic Suspensions Spool Valve (DSSV) dampers as used in championship-winning motorsport vehicles, including recent Formula One winners.
The first volume production vehicle to use DSSV dampers was the 2014 Chevrolet Camaro Z/28. The 2017 Chevrolet Colorado ZR2 will be the first application of Multimatic DSSV damper technology to an off-road vehicle.
"From our experience on Z/28, we knew the performance advantages offered by DSSV dampers, " said Mark Dickens, executive director, Performance Variants, Performance Parts and Motorsports Engineering, Chevrolet. "We also know that Multimatic's motorsport development mentality would allow us to bring a uniquely precise and repeatable custom damper to market even more quickly than a traditional damper system."
Compared to deflected-disk valving common on most dampers, the ZR2 employs spool valves that offer increased precision and manufacturing repeatability along with enhanced ride and handling performance both on- and off-road.
The Colorado ZR2's DSSV dampers are position-sensitive. Their aluminum bodies each house two spool valves providing both compression and rebound damping optimized for everyday driving. During extreme off-road use, a third, piston-mounted spool valve delivers additional, uniquely tuned, compression damping. The front dampers also employ a separate rebound valve, which comes into play when the suspension approaches full extension.
"A traditional, deflected-disc damper only offers two force-velocity curves for tuning," Dickens said. "The ZR2 dampers offer six tuning curves for the front, four at the rear. For the driver, this translates to greater confidence and control in a wider range of driving experiences."
Design meets mud, sand and rock
Visually, the production version of the Colorado ZR2 closely resembles the concept shown at the 2014 Los Angeles Auto Show. Consumer response to that concept was so overwhelming, the team knew they needed to carry as much of the original design into production as possible.
"For both the concept and the production versions of ZR2, the exterior design was shaped by the desire to improve capability driving over mud, sand and rock," said Rich Scheer, director of design for Chevrolet Truck. "The wider, more aggressive stance, modified front and rear bumpers, and even the bed-mounted, spare-tire carrier all improve performance driving over rough terrain."
Compared to a Colorado Z71, the ZR2 has a more aggressive side profile, with the suspension lifted two inches for greater ground clearance. The steel-tube, functional rocker protectors will be standard equipment on the ZR2, and are strong enough to protect the body side while dragging the truck against a rock face.
The ZR2 also features 17 x 8 inch aluminum wheels, in a pattern exclusive to the ZR2, wrapped in 31-inch Goodyear Duratrac off-road tires for exceptional traction.
The front and rear track has been widened by three-and-a-half inches, with new cast-iron control arms for greater durability in off-road situations. As a result, the ZR2 offers greater wheel travel and stability while traversing steep grades.
The front bumper of the ZR2 has tapered ends, to increase the tire clearance when approaching obstacles. The bumper also integrates a thick, aluminum skid plate protecting the radiator and engine oil pan, while the transfer case is protected by an additional shield. Above the bumper, the ZR2 features a more aggressive grille and hood – with black insert – to complement the other exterior changes.
A bed-mounted spare tire carrier, seen on reveal vehicles at the Los Angeles Auto Show, will be available as an accessory. "The bed-mounted spare tire adds a rugged look to ZR2, and serves a functional purpose. By relocating the spare to the bed, ZR2's departure is improved and prevents any damage to the spare when you're crawling over obstacles," said Scheer.
Class-exclusive electronic lockers, available diesel engine
The ZR2 also features the most sophisticated four-wheel drive system in the segment. With class-exclusive, electronic-locking differentials front and rear and Chevrolet's AutoTrac transfer case, the ZR2 offers nine drive configurations:
2WD, locked rear differential
Auto 4WD
Auto 4WD, locked rear differential
4WD Hi, locked transfer case
4WD Hi, locked transfer case and locked rear differential
4WD Lo, locked transfer case
4WD Lo, locked transfer case and locked rear differential
4WD Lo, locked transfer case, locked front and rear differentials
Extensive work was done to integrate the electronic lockers and allow them to seamlessly interact with the traction control, stability control, and hill-descent control. In addition, a new "Off-Road Mode" button, in combination with the traction control switch, allows the anti-lock brakes, traction control, and stability control calibrations to be tailored to different driving conditions. Off-road Mode also alters the throttle progression and shifts calibrations to give the driver better control and responsiveness.
The ZR2 shares its powertrains with the 2017 Colorado, and it will be the only extreme production off-road truck to offer the choice of gas or diesel engines.
The all-new 3.6L V-6, mated to a class-exclusive Hydra-Matic 8L45 8-speed automatic transmission, yields 308 horsepower and 275 lb-ft of torque, while the class-exclusive Duramax diesel engine produces 181 horsepower and 369 lb-ft of torque and will provide excellent range to overland drivers.
Even with all of the off-roading upgrades over the base truck, the ZR2 can still tow up to 5,000 lbs. – enough to pull a camper, trailer dirt bikes, jet skis, snow mobiles and other toys – or carry 1,100 lbs. of payload.
As such, the Colorado ZR2 offers a distinct position in the market: Compared to other midsize trucks, the Colorado offers an unrivaled suite of powertrain technologies; compared to full-size off-road trucks, the ZR2 is about a foot narrower and 500 pounds lighter, enabling greater agility over obstacles and better trail access.
"It's amazing what a difference a foot of width makes off road," said Dickens. "The smaller size of the Colorado is a huge enabler for taking the ZR2 more places, and getting it through tighter spots than you could access with a full-size truck."
New, off-road development track at GM's Yuma Proving Ground
For the development of the Colorado ZR2, Chevrolet developed new off-road test areas at General Motors' Yuma, Arizona Proving Ground.
The Yuma Proving Ground is located on 2,400 acres of land in southeastern Arizona. Opened in 2009, Yuma features a range of tracks, laboratories and courses.
The new off-road facility features a multitude of off-road simulations, including high-speed desert sand trails; low-speed, loose river rock crossings; and steep, technical hill climbs and descents.
Yuma Proving Ground's new off-road course allowed the team to test multiple iterations of components on the ZR2 is a single day. These components were then tested a real-world facilities like Moab, Johnson Valley, and Rubicon to ensure the ZR2 is trail-ready right from the factory.
colorado zr2
chevrolet colorado zr2
Go to articles
Frisky Dingo 929
Oh. Yes. Gimme.
This is such easy profit margin it is an I brainer. Truck buyers will pay $45-50k for what is basically a $30k truck with a lift kit and big tires. A Tacoma TRD is over $45k and it has a Camry power train and Camry level or below interior, but costs $20k more, easy money.
This is like everyone else said, a no brainer but with the Diesel. That would rock. Then add a performance kit to the diesel and you could probably boost the output of the engine by 25% or more.
This rocks!
Stew 389
YES, YES, YES!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!
A Horse With No Name 3,338
11 minutes ago, Stew said:
The truck wars are starting to be more interesting than the Muscle car wars of the late 1960's. Quite frankly, I am stunned with what I see. And if the new Super Duty is any guide, Ford will drop a thermonuclear bomb on the specialty truck segment when they introduce the Bronco.
4 minutes ago, A Horse With No Name said:
This is exactly what i want. Awesome approach angles, locking front and rear diffs, lots of ground clearance and in a smaller more maneuverable package. It may take me a few years, but i will have one!
3 minutes ago, Stew said:
Methinks you will love it!
I love it and hug it, and drive the wheels off of it, and call it George....
Just don't forget to wash George when he gets muddy....
So I'm having a difficult time understanding where this will price and why anybody who isn't a fanboy would buy it over a Raptor... Here's why..(I do understand if you genuinely want a smaller vehicle because not everybody wants a half ton size truck.
I built a crew cab, Z71, with the Trailboss package and the Duramax and it ran up a tad over 46k. Won't this be at the very least a 2-3k package on top of that?? That brings it to just under 50k and a Raptor is something like 52-55k.
Unless I'm screwing up and can be built in lesser trims like LT or LS. I guess I'm just assuming it is added price on top of the top trim.
Edited November 16, 2016 by ccap41
This looks considerably better than and appears to be packing notably more hardcore components than the TRD Pro.
Silver with the 3.6 V6, please.
1 minute ago, A Horse With No Name said:
Hehe, sorry, my bad attempt at some Looney Toons humor. Seriously though, a Raptor would never work for me on size alone. This just has me overjoyed haha.
1 minute ago, Frisky Dingo said:
Extended cab 3.6 in grey here I am nicely impressed especially with dual locking diffs. This seems like what would happen if the Power wagon and raptor had a baby with slightly stunted growth.
4 minutes ago, ccap41 said:
Estimated base prices I am seeing are around 40k, but with no official announcement. Also, 50k is the base for the Raptor and 46k is all out maxed out on the Trail boss. I priced out a decently loaded SuperCrew Raptor 9though no accessories like a bed liner, ramps, or tailgate step, etc), and it came to nearly 70 grand. that is where our difference comes in.
FordCosworth 128
Base mdl ZR2 with no option has a payload off 1100lbs ( my old 2001 Ranger SC had a payload of just over 1500lbs and 5600lbs tow rating ) and tow rating of 5000lbs....Add crew Cab and options and both those plummet.
Yeah but those base prices are extended cab, 3.6 not the Duramax which is only offered in the crew cab. So I guess the 3.6 will be offered at a much more reasonable price but the Duramax will be insane for the money, imo.
Raptor starts at 49,500(with destination added in). Add in the 801A package to get leather and 10 way adjustable seats brings it to 52,600 in crew cab form, not Super Crew. Super Crew was 55,600. I'm not sure what you added to get another 15k but it had to have been absolutely loaded to the brim with extra petty stuff. Jumping to the 802A($9300) package the Super Crew was still "only" 61,800. But if it's 10-12k more than a ZR2 at THAT package level you're getting features that the Silverado doesn't even offer. The 801A is realistic price comparison.
If this is a successful truck, which I'm sure it will be, could it lead to a new ZR2 series for the Silverado? GM did show a Silverado ZR2 concept back at the 2009 SEMA show. Would be a nice way to use the R&D spent on the Hummer vehicle program on GM's current pickups.
Like i said i didn't include things like the tailgate step, etc, though some crazy interior packages? yes. the price came to 67200, but is possible to get over 70k by adding options like the tailgate step, etc. My guess is that you are looking at at least a 10k difference equally optioned. I doubt you see any incentives on either of these trucks meaning MSRP should give you an idea of what they will be bought for, at least after the initial period of ridiculous dealer markups.
1 minute ago, FordCosworth said:
Yeah it's not made for that though.. Comparing it to the Raptor again the payload and towing capability are dog$h! as well.
Looking on Ford's website it doesn't seem right because it still states the 12,200lb towing capacity and 3270lb payload.
I'm pretty confident that those numbers drop a decent amount for the Raptor.
I am finding 1200 pound payload and 8000 pound tow rating for the Raptor.
http://www.ford.com/trucks/f150/specifications/towing/
http://www.ford.com/trucks/f150/specifications/payload/
Edited November 16, 2016 by Stew
Raptor suck too at being a pick up
Just not as bad as this thing.
But if you equip them similarly you won't be touching 60k in the Raptor as it just offers things the Colorado doesn't.
10k seems right if you aren't getting the optional Duramax.
1 minute ago, Stew said:
That seems more accurate than what I found. Definitely. Is that extended cab or super crew?
1 minute ago, ccap41 said:
See the links. looks like these are Supercrew and the Supercab actually drops to 1000, but towing stays at 8000.
5 minutes ago, FordCosworth said:
See above. Depending on cab it is only 100 pounds more or even less in the payload and 2500 more towing, but I don't see many purchasing either of these for towing.
That's where I tried to go but for whatever reason the page was "simplified" and didn't break it down like that at all. I do like that they break it down to the T for us to see the payload and towing capacity.
Depending on cab it is only 100 pounds more or even less in the payload and 2500 more towing, but I don't see many purchasing either of these for towing.
I've seen them tow but you're spot on. Nobody buys these to tow.. The occasional trailer for things is great but they aren't designed with that in mind.
Am I seeing something wrong but that link showed the shorter extended cab(134.2in wheelbase) Raptor towing only 6000lbs? Same with payload, 1200 SCrew and 1000 extended cab.
38 minutes ago, FordCosworth said:
Still more than enough to put camping gear in the bed and haul pull some dirtbikes/quads/jet-skis. Be realistic.
I am being realistic.
Like the Raptor, this truck is for posers and Urban Cowboys
Latest Reviews (Read More Reviews)
Review: 2019 Chevrolet Silverado and GMC Sierra 1500
By William Maley, in Reviews, Thursday at 12:38 PM
...Trying to figure out why GM's new trucks aren't doing so well in the sales charts...
22 comments 1 334 views
Quick Drive: 2020 Kia Telluride SX AWD
By Drew Dowdell, in Reviews, June 23
…Kia brings a credible challenger to the large SUV field...
45 comments 1 6,256 views
Quick Drive: 2019 Mitsubishi Outlander SEL S-AWC
By William Maley, in Reviews, June 17
When you need as much space as possible for little cash
5 comments 2,008 views
Review: 2019 Kia Forte EX Launch Edition
By William Maley, in Reviews, May 28
...No longer relying on a low price to draw people in...
3 comments 474 views
Quick Drive: 2018 Mazda3 Grand Touring Hatchback
By William Maley, in Reviews, May 9
Is the 2018 Mazda3 still worth it as the new one sits next to it?
Review: 2018 Mitsubishi Eclipse Cross SEL S-AWC
By William Maley, in Reviews, April 9
...Making progress in the right direction...
Latest News (See all news)
By Drew Dowdell, in Mercedes Benz, 5 hours ago
...well that didn't last long...
11 comments 118 views
2020 Lincoln Navigator Gets Tech and Style Updates
By Drew Dowdell, in Lincoln, Monday at 03:09 PM
...Now an option for those who dislike chrome...
GM Shelves Diesel Option for Equinox and Terrain
By William Maley, in GM News, Saturday at 05:15 PM
..Slow sales caused the demise of the diesel option..
Hyundai Truck "Coming Soon"
By Drew Dowdell, in Hyundai, July 10
...keep holding your breath...
By Drew Dowdell, in Buick, July 10
...a bit less chrome, and a bit more tech...
7 comments 3 289 views
NEVS Starts 9-3EV Production in China
By Drew Dowdell, in Saab / NEVS, July 9
...rising from the dead...
GM News: GM Shelves Diesel Option for Equinox and Terrain
There will be one less engine option for the Chevrolet Equinox and GMC Terrain come the 2020 model year. The Car Connection first reported the news on the Equinox yesterday morning, while Autoblog followed with the Terrain news later in the day. Both stories reported the same reason for cancellation, they didn't sell.
"We did discontinue the diesel engine option in the 2020 Chevrolet Equinox due to low demand," said Chevrolet spokesman Kevin Kelly.
The news doesn't come as a shock to us. Diesel engines have gotten a bad rap since the Volkswagen diesel emission scandal came to light, causing sales to drop. The value argument was also tough for both models. A diesel Equinox started at $30,795. But only for $100 more, you could have gotten into the 2.0L turbo-four that offered better performance. Over at the Terrain, the diesel cost around $2,000 more than the 2.0 turbo-four. Diesel fuel is more expensive than its gas counterpart as well.
That will leave the upcoming Mazda CX-5 Skyactiv-D as the only diesel option in the compact crossover class. But as we have noted previously, the diesel option is quite expensive (begins at $42,045) and fuel economy figures are disappointing (27 City/30 Highway/28 Combined).
Source: The Car Connection, Autoblog
The news about the 2019 Chevrolet Silverado and GMC Sierra have been constant barrage about how they aren't doing so well in the sales charts. In fact, Ram has taken second place in overall truck sales from the Silverado. General Motors is quick to point that Ram has been increasing amount of money on the hoods of the 2019 Ram 1500, along with the last-generation model being sold alongside. But could there be more to this slump? What if the new Silverado and Sierra didn't move the needle as far as the competition?
The new Silverado and Sierra continue to separate from one another in exterior design. The basic shape may be the same, but it is the details where the two begin to develop their own identities. On the Sierra, it goes for some polarization with its gaping maw of a grille and c-shaped headlights. Chevrolet is a bit more restrained with the Silverado featuring a split bar grille and separate headlight housings. More differences can be seen turning to the side as the Silverado has slightly more pronounced fenders than the Sierra.
Both trucks arrived in their off-road trims: Trail Boss for the Silverado and AT4 for the Sierra. This is denoted by two-inch lift for the suspension, blacked-out trim pieces, and meaty off-road tires featuring some sharp-looking wheels. I tend not to like off-road models as they go overboard with the "LOOK AT ME" bits placed on it, which I get why a number of buyers absolutely love it. But the Trail Boss and AT4 find that nice point where they look the business without being too shouty about it.
GMC is also trying to set itself apart in terms of the tailgate. My Sierra AT4 tester came equipped with the MultiPro tailgate which offers "six functions and positions." They include,
Primary Gate (Full Tailgate) Primary Gate Load Stop: Panel that holds longer items in the bed Easy Access: Flip the inner part of the tailgate to allow for better access for items in the bed Step to allow for easy entry and exit from the bed Inner Gate with Load Stop Inner Gate as a work surface You will not find a physical tailgate handle. Instead, there are two buttons that sit between the backup camera. The top button releases the inner gate, while the bottom allows the full tailgate to open. Opening the inner gate wasn't as smooth as the full tailgate, feeling like it was sticking at points. A lot of this I would attribute to cold temperatures during the week. Despite this issue, having the inner tailgate give way to allow for better access to the bed and a step does give a unique selling point. I do wonder how will this tailgate design hold-up in the long run.
Moving inside, GM is still focusing on functional and practical aspects. This is evident with the large knobs and buttons controlling various functions, and a comprehensive gauge cluster. But this approach does put both trucks behind the pack in terms of interior design and materials when compared against Ford and Ram. I had to do a double-take getting inside the Silverado for the first time as the dashboard really didn't change that much aside from the colors and slightly altered buttons. This isn't helped by some of the material choices which look and feel out of place in trucks that carry price tags that are around the $60,000 mark.
But the Silverado and Sierra's interiors do claw some points back in terms of overall comfort. No one will have any issue trying to find a position that works thanks to a generous amount of power seat adjustments and a steering wheel that finally provides tilt-telescope adjustment. Space in the back of crew cabs is massive with loads of head and legroom.
Both trucks came with an eight-inch screen (lesser trims get by with a seven-inch screen) and new software - Chevrolet Infotainment 3/GMC Infotainment. The interface looks like a simplified version of MyLink/Intellilink with simpler graphics and easier to read fonts. Moving around the system is easy thanks to the simple menu structure and quick responses for any command. Apple CarPlay and Android Auto integration comes standard. Both trucks were able to find my iPhone 7 Plus and bring up the CarPlay interface within seconds of plugging it in.
There are four different engines on offer, including a new 2.7L turbo-four. There's also a turbodiesel V6 that will be arriving for the 2020 model year. Both of my test trucks came with the V8s - Silverado packing a 5.3L and the Sierra using the 6.2L.
The 5.3L V8 has not been my engine of choice for the last-generation trucks. Not because of the power on offer, but more of the tuning of the throttle pedal. It made the V8 feel very sluggish and would make the driver push further down on the pedal to get it moving a decent clip. Thankfully, GM has addressed this issue and 5.3 now feel likes it has 355 horsepower and 383 pound-feet of torque. You can lightly press on the accelerator and V8 doesn't feel artificially overwhelmed. A new eight-speed automatic (standard on higher trims) helps keep the engine right in the sweet spot of power and provides smooth shifts.
As for the 6.2L V8, it is a monster. With 420 horsepower and 460 pound-feet, it moves the Sierra at a surprising rate. Making a pass or merging on to a freeway is no problem as there is an abundance of power waiting to be unleashed. A new ten-speed automatic (jointly developed with Ford) helps keep the engine right in the spot of power. Unless you need or want all of the power, the 5.3 is the engine I would recommend for either truck.
EPA fuel economy figures for the V8s are 15 City/20 Highway/17 Combined for the 5.3 and 15/19/17 for the 6.2L AT4. My averages for the week were 16.1 for the 5.3 and 15.2 for the 6.2.
Ram is still the gold standard when it comes to ride quality due to its rear coil spring setup. But GM isn't so far behind with its solid rear axle setup. Most bumps and imperfections become mere ripples. Larger potholes didn't upset either truck, but I would put that towards the off-road suspension. The standard trucks may bounce around. Handling is quite surprising as both trucks feel agile around bends. Noise isolation, for the most part, is excellent, though the knobby tires fitted to the Trail Boss and AT4 do ruin some of the tranquility.
My feelings are mixed on the 2019 Chevrolet Silverado and GMC Sierra 1500. GM has either fixed or improved various problems that I have talked about in previous reviews. But it feels GM hasn't done enough to fully set their trucks apart from the competition. I think this line from my journal says it all.
"If General Motors wasn't touting various aspects of these new trucks such as the aluminum body panels or multi-pro tailgate, I would have thought both models went through a dramatic mid-cycle refresh."
This could give the full explanation as to why the Silverado and Sierra are currently getting beaten out by Ford and Ram Trucks in the sales chart. Buyers may not see any real changes for both trucks when compared against the competition. GM has been on the offensive, saying to be patient. But that approach may not work and may cause the automaker to draw up some drastic measures.
That's the thing about the full-size truck market, you need to show up with the best. Anything less and you're in danger of losing.
How I would configure a 2019 Chevrolet Silverado or GMC Sierra 1500.
There are two options I would consider with the Silverado. First is the RST. I would order a 4WD crew cab with a short and opt for the 5.3L V8. From there, I would add the Convenience Package with Bucket Seats, Convenience Package II, Safety Package, and Trailering Package. That brings the final price to $52,745 excluding any discounts I could get. Second is the Trail Boss which gets the 5.3L V8 as standard. Options would mirror the RST and bring the final price to $54,285.
If I was to order a Sierra 1500, then I would start with the SLT Crew Cab 4WD with a short bed. This comes with the 5.3L V8 as standard and I would only add two options; Dark Sky Metallic for $495 and the SLT Premium Plus Package for $6,875. This package combines a number of option packages such as the SLT Preferred Package and the two Driver Alert Packages. The final price comes to $60,460 with a $1,000 discount for ordering Premium Plus Package.
Alternatives to the 2019 Chevrolet Silverado or GMC Sierra 1500.
2019 Ram 1500: Ram's redesign on the 1500 has helped make it a real challenger to both Ford and GM. The interior raises the bar of what a truck can be with an impressive design and high-quality material choices. It also boasts an impressive list of safety features such as adaptive cruise control. Ride quality is still class leading. What may put some people off is the styling as it looks a bit plain. 2019 Ford F-150: Bestselling for reason, Ford has constantly improved the F-150 to keep it one step ahead of the competition. It features one of the largest selection of powertrains that help give it some impressive towing numbers. A number of trims also gives buyers different options to build their F-150 the way they want. But Ford trails Ram and GM when it comes ride quality. Disclaimer: General Motors Provided the trucks, Insurance, and One Tank of Gas
(*Author's Note: Unfortunately, I lost the window sticker to the GMC Sierra 1500 I drove. I have built the truck as close as possible to my memory to get an approximation on price. -WM)
Trim: LT Trail Boss
Engine: 5.3L VVT DI V8 with Dynamic Fuel Management and Stop/Start
Driveline: Eight-Speed Automatic, Four-Wheel Drive
Horsepower @ RPM: 355 @ 5,600
Torque @ RPM: 383 @ 4,100
Fuel Economy: City/Highway/Combined - 15/20/17
Curb Weight: 5,008 lbs
Location of Manufacture: Roanoke, Indiana
Base Price: $48,300
As Tested Price: $55,955 (Includes $1,495 Destination Charge)
Convenience Package with Bucket Seats - $1,805.00
Convenience Package II - $1,420.00
Off-Road Assist Steps - $895.00
Safety Package I - $890.00
Bed Protection Package - $635.00
Trailer Brake Controller - $275.00
Advanced Trailering Package - $240.00
Model: Sierra 1500
Trim: AT4
Driveline: Ten-Speed Automatic, Four-Wheel Drive
As Tested Price: $64,955 (Includes $1,595 Destination Charge and $500 discount for the AT4 Premium Package)*
Off-Road Performance Package - $4,940
AT4 Premium Package - $3,100 with a $500 discount
Technology Package - $1,875
Driver Alert Package II - $745
Chevrolet News:Camaro to Die - Again
Rumors coming out of Detroit are saying that the 7th generation Camaro development has been shelved, citing multiple sources from within General Motors, MusclecarsandTrucks.com reports. The current model will likely run until 2023 and then the nameplate will go back into the dustbin for the second time.
The current car is based on the Alpha platform, the bases for the now canceled Cadillac ATS and CTS. Their replacements, the Cadillac CT4 and Cadillac CT5 use a second generation of that platform called Alpha 2. The sources say that the Camaro will not move to the new Alpha platform.
If the rumor is true, this will be the second time the Camaro has been canceled. The last of the 4th generation, then known as F-Bodies, finished their run in 2002. Chevrolet revived the Camaro for a 5th generation using a cut down version of the Australian Zeta sedan platform. The current 6th generation car came out as a 2016 model and was lighter and slimmer than the 5th generation car. The Camaro only sold 50,963 copies for 2018, a substantial drop from the 84,391 sold in 2012.
Camaro to Die - Again
ocnblu posted What If? 1978 Edition in The Lounge.