How to pronounce CHEVROLET, American English Pronunciation Lesson
ChatterFox:
HOW TO: Pair iPhone Bluetooth to Chevrolet Silverado, Tahoe, Suburban (2013 Models)
Bachman Auto Group:
Hi, I'm Tannis Bachman. I'm here at Bachman
Chevrolet in Louisville, Kentucky with Dan.
He'll be showing you guys how to pair your
iPhone with the Bluetooth for the Silverado,
Tahoe, and Suburban. The nice thing about
the Bluetooth technology in most Chevrolet
vehicles is that it is very easy to operate.
Specifically today we are in the Chevrolet
Silverado and it is the same with the Tahoe
and Suburban. It's really just a matter of
a couple voice commands and pushing a couple
of buttons. On the steering wheel there is
actually a place you can push and hold, it
actually shows a face and a phone so you know
exactly what you're doing. Push and hold that
for a couple of seconds and wait for the command.
Ready. Bluetooth. To pair your Bluetooth device
now say "pair" otherwise say "no." Pair. At
this point make sure your iPhone is open,
go to your Settings, look
for the right connection on your iPhone. It'll
actually say Your Vehicle right there; it
says, "Not paired" so you know you're not
paired. Push that, and make sure you enter
the pin number. Now with the correct pin number
with the Tahoe, Suburban, and Silverado will
actually show where you're odometer would
be. In this particular case it is 3281. Hit
pair. Please say the nametag you want to give
this phone. Dan's iPhone. About to store Dan's
iPhone, does that sound ok? Yes. Dan's iPhone
has been successfully paired. Returning to
the main menu. Ready. At this point we'll
exit and your iPhone is ready to use. The
Bluetooth connection in the Silverado, Suburban,
and Tahoe, will not just automatically recognize
the contacts that are in your phone. So you
can't just simply voice dial somebody just
because they're stored in your phone. However,
these vehicles do have an internal memory
and you can store up to 30 different phone
numbers for your convenience or the ones that
you use the most often. It is also a very
simple process. It's just a matter of pushing
the button on the steering wheel, holding
it down for a minute or two, and following
a few simple commands. For example, "Store."
Store. Please say the phone number you would
like to store. 502-499-6161. Please say the
nametag, avoid using a number as the name.
Bachman Chevrolet. About to store "Bachman
Chevrolet", does that sound okay? Yes. Okay,
storing Bachman Chevrolet. Returning to the
Main Menu. Now I've stored Bachman Chevrolet
into the internal memory of this Silverado
so if I ever want to call them it's just a
matter of pushing a button and telling it
what to do. Ready. Call. Call using Dan's
iPhone. Please say a name or number to call.
Bachman Chevrolet. Okay, calling Bachman Chevrolet
using Dan's iPhone. Thank you for calling
Bachman Auto Group. Joyce you're about to
be famous. Why? Because we're demonstrating
the Bluetooth and we're putting this up on
YouTube. Oh my gosh. Thank you! Alright, thank
you. Call ended. And now you can see how easy
it is to use the Bluetooth functionality in
the Silverado, Tahoe, and Suburban.
How to Pronounce Chevrolet
How 2 pronounce:
How to Pronounce Chevrolet
Chevrolet Bolt EV Traction Motor - Deep Dive
WeberAuto:
Hello, I'm professor John Kelly and this
is the Weber Auto YouTube channel.
In this episode we will be disassembling
the drive unit the electric motor and
gear reducer out of our 2017 Chevrolet
bolt on the hoist behind me here. now
this drive unit and electric motor
combination is is all one piece,
unlike the Nissan Leaf that has a drive
unit that unbolts from the electric
motor. This drive unit is rated at 150
kilowatts which is 201 horsepower, it is
also rated at 360 Newton meters of
torque which is roughly 266 foot-pounds
of torque.
Now let's let's talk about torque just a
little bit. That torque rating is what
the motor itself is capable of producing,
that is not the same as the torque that
ends up at the wheels of the vehicle, so
for example the Chevrolet Spark EV
produced by Chevrolet before the Bolt
here
actually had an electric motor that
produced 540 Newton meters of torque, the Bolt EV electric motor only produces
360 Newton meters of torque and so you
might be misled into thinking that the
Spark EV had more torque; well, the motor
did, but not the torque delivered to the
axles that drive the wheels. So the gear
reducer right here on the side of this
drive unit has an impact on that because
gear reduction is also torque
multiplication minus frictional losses, so
the Spark EV had a 540 Newton meter
electric motor but it only had a three
point one five to one gear reduction
unit which resulted in about 1700 Newton
meters of torque at the wheels, at the
axles. the Bolt EV electric motor
produces 360 Newton meters of torque a
whole 180 Newton meters less of torque
from the motor, but it has a seven point
zero five one eight to one gear
reduction through this gear reducer
which multiplies that 360 Newton meters
of torque by seven point zero five one
eight, which gives us over 2,500 Newton
meters of torque at the axles. So there
are other electric vehicles out there
that are being produced right now that
have higher torque higher motor torque
than the Bolt EV
but what would be interesting, I and
I don't know what their gear ratios are
yet, is to see what is the torque
actually to the axles what's the torque
to the ground because that's what you'll
feel when you step on that accelerator
pedal, that's the torque to the wheels
that makes the vehicle move. The design
of this drive unit this electric motor
it has a peak amperage draw of 400 amps
versus 450 as for the Spark EV so it
uses less current to provide more torque
so it's a more efficient better design
electric motor. The electric motor in
this drive unit spins clear up to 8810 rpm where the
Spark EV only spun up to about 4500 rpm,
and we'll take a look at some
differences in the electric motor design
and the stator winding design that
allowed it to spin at those higher rpms
without the AC losses that typically
occur at higher rpm. As mentioned in the
previous video on high voltage
components of the Chevrolet Bolt EV this
drive unit uses about 2.9 litres, around
3.1 quarts of Dexron HP fully synthetic
base transmission fluid automatic
transmission fluid. It also is cooled by
the General Motors Dexcool 50/50 mix
of coolant and deionized water. Okay
let's take a look at the outside of the
housing here of this drive unit. The
official name or designation of this
drive unit by General Motors is the
1ET25. The one means it's a one speed
trans axle, this doesn't shift, E means
it's electronically controlled, T means
it's a transaxle, and the 25 is a
relative torque rating. Alright, right
here on the front of the transmission is
the actual last eight digits of the
vehicle identification number and you
can see that MMF right there, that is
the three-digit regular production
option code the RPO code that you can
find on label in the back of the Bolt EV if
you take out the lower compartment
carpet and look in what looks like a
spare tire tub, there's a label on the
driver's side that has a whole bunch of
three digit codes on it
MMF just means that's which transaxle
or transmission this vehicle came with.
Okay right here on the top of the trans
axle is the transmission range selector
actuator and this is a brushless DC
motor with a gear reducer that actually
moves the shift lever to put us in to
Park reverse neutral Drive and low, now
technically inside of this drive unit it
there's really only park and not park,
but there is a position sensor in here
called an internal mode switch that will
monitor which position the transaxle
range selector is in so that the vehicle
can act appropriately. For example the
shifter itself on the center console is
not directly connected to the drive unit,
it's just an input to the computer that
controls this actuator, so when we go to
the reverse position for the neutral or
drive or low, there's a feedback on the
internal mode switch electrical
connector right here, that lets the
engine control module, even though this
doesn't have an engine, know which gear
range you have selected so that it can
request the trends axle act
appropriately. Also, right here by the
electrical connector for the internal
mode switch is the transmission fill
plug, so if you want to put fluid into
this transmission you need a 14
millimeter wrench or socket to take this
plug out and put the Dexron HP fluid
into the transmission. There are two
drain plugs on this transmission, one for
each side, so there's one down below on
each end of the transaxle the driver's
side and the passenger side, there's
there are two separate drain plugs to
get the fluid out of each side, now
there's only one fluid that goes
throughout this entire transaxle but
because of how its baffled and set up
inside to remove all the fluid you need
to remove both plugs.
Now speaking of fluid and fluid level
when you drain fluid at whatever the
recommended fluid change interval is or
if you're doing service work on the
transaxle here and you're adding fluid
you need to know when to stop adding
fluid, so on the other side of the
transaxle right here is the transaxle
fluid level check plug, so the drain
plugs right down here, the fluid level
check plugs here, the fill plug is on the
other side so you take the fill plug out
you take the fluid level check plug out,
and you add fluid until fluid comes out
over here, and then you let it sit and
stabilize for a minute add a little bit
more and make sure that fluid comes out
comes out to a slow drip, and then the
instructions tell us to put both plugs
back in and go drive the vehicle until
the transmission fluid temperature
reaches 35 degrees Celsius or 95 degrees
Fahrenheit and then double-check the
fluid level again to make sure that
comes out at a very slow drip. Alright,
while we are here on this side of the
transaxle we have an electric motor an
electric pump for the transmission fluid
so there's a big filter we'll see when
we take this thing apart down the bottom
center of this transaxle it will pull
fluid up from the filter and then put it
into what's called the oil sump so the
oil sump is basically just a great big
bathtub looking area up here that the
pump fills full of fluid and then there
are these little drain channels that
fluid drains down to cool the stator
windings and lubricate bearings and so
on and we'll see that once we get the
cover off so we have an electric 12 to 14
volt driven electric motor that pumps
fluid throughout this transaxle. From
what I read this pump only works when
you are in Reverse or Drive, it does not
pump when you're in park or neutral.
Alright, we have another electrical
connector right here, this connector is
for the resolver which measures the
angle of rotation the direction of
rotation and the speed of the electric
motor rotor itself, and then there's a
transmission fluid temperature sensor
that is in the bottom of this
transmission case cover here. All of
those are accessed electrically through
this electrical connector right here. As
you may have seen in my other video on
high-voltage components we have the air
conditioning compressor of the bolts up
here and then we have our coolant pipes
that go into what's called a coolant
sump in the bottom of this transaxle and
we'll see that here in a few minutes but
we have coolant going in coolant coming
back out and goes through a series of
cooling fins and cooling circuits to
absorb heat from the transmission fluid
right here on the back we have the
electrical connection for the
three-phase cables that come from the
the
single power inverter module that sits
two modules above here. Three-phase
orange cables come down to drive the
electric motor, there's a cover
the cables bolt on and then there's a
cover they'll holds the cable in place.
We have a transmission vent right here,
let's just take that vent off while we
vent tube off while we're here now you
can see the oil sump area again on the
top and the cooling sump coolant sump
area here in the bottom all right there
is one additional plug on the side of
the case with the electric motor and
there's nothing in the service
information to indicate this but I
believe this is a pressure test plug to
check the pump output pressure, but I
can't find any information on what that
fluid pressure should be. Okay, I'm going
to be disassembling this transaxle right
here on the workbench but there actually
is a special fixture to hold this
transaxle and allow you to rotate it and
disassemble different pieces of it and
still be able to rotate it for
convenience. I have this special adapter
as you can see here in this photograph
but the way it's mounted it's too high
and too difficult for me to disassemble
in that holding fixture being in a
wheelchair, so the workbench is where I'm
going to disassemble it, but I wanted you
to know there is a special fixture for
that and I tried it it just doesn't work
for me.
by the way this transaxle weighs about a
hundred and seventy pounds or 77.4
kilograms. Okay, well we're ready to
start disassembly, the first step is to
remove this oil pump the 12-volt power
oil pump, it has three bolts right here
and a few seals underneath it as you can
see here there are two seals that seal
the pump to the transmission case right
here there are two bolts that hold the
cover over the pump gears themselves
there are no instructions on
disassembling this so I assume we're not
supposed to disassemble it but that's
exactly what I like to do
take things apart I'm not supposed to as
long as I can get them back together and
make it work again here we go we've got
a Jew rotor style oil pump there's an
o-ring right here that needs to fit in
this groove to seal and then the cover
just bolts on okay the next thing on the
list is to remove the left-hand and
right-hand output shafts that go into
our differential side gears in the gear
reducer this is the left-hand side right
hand side over there it calls for a
slide hammer and a old pilot bearing
removal tool for a manual transmission
so this is the pilot bearing removal
tool right here and a slide hammer and
we are supposed to put this up inside
and put it into the snap ring groove for
the CV shaft and then pop it out well
come to find out the snap ring groove is
thinner than the tip of this tool that's
supposed to go into it and I didn't
realize that's what the problem was and
I had a hard time getting these output
shafts removed I finally got him out but
once I got a mound got looking at the
tool versus what they were supposed to
be grabbing I realized I need to grind
these down make him a little thinner so
that they'll actually fit into the
grooves of the her for these CV shaft
snap rings that are there so since I've
had this entire transaxle apart before
and I'll put it all back together
I've removed those snap rings they'll
hold these output shafts in place so I
can just pull them out by hand right now
this big long left hand output shaft
goes right through the center of the
rotor of the electric motor itself it's
it's hollow in the middle
and it has a big heavy-duty bushing
right here on the outside with the axle
seal and this is our left-hand output
shaft and then the CV shaft itself plugs
into here that goes to the left front
hub and bearing assembly and tire and
we'll assembly so there's our left-hand
axle shaft there's a snap ring that fits
in that groove right there typically and
I've just removed and I've just removed
that snap ring for ease for this
demonstration here obviously I'll need
to put that back in when I reassemble
so that's the left-hand axle shaft on
the other side we use the slide hammer
again and pull out the right hand axle
shaft as you can see this one is much
shorter than the other one and it has
the support bearing in the differential
case itself that holds it in place and
its own snap ring that I've already
removed and of course an axle sill here
on the other side as well okay the next
thing on the list is to remove this
transaxle case to remove the case I've
got to take the linkage off and our
actuator off and then we've got these
bolts to go all the way around and then
we'll be able to see the gear reduction
transfer gear and the final drive ring
gear and differential gear set so I'll
take the clip out and lift up for a
linkage on the shift actuator and then
take the bolts out
okay here's the shift actuator assembly
itself transmission range selector
actuator kind of a great big piece I
I've seen some of these that are smaller
right I'm not sure why this one is so
giant I'm not I've never seen one this
big but it obviously does the job of
mechanically shifting the transmission
range lever since you have an electronic
shifter on your center console alright
let's take these bolts out of the trans
transmission case okay I've got all the
bolts out of the transmission case now
we can attempt to slide it off it has a
couple of dowel pins they'll hold it in
place there's a couple of pry points
plus one right back here and another one
right here there we go
I'm going to come in with a plastic
mallet here and just tap lightly there
we go okay we can see inside of the
transmission case itself and the only
things in here of real interest are the
transmission internal mode switch right
here we got the electrical connector
right here harness right there that
connects to this outer blue connection
connector that will read which Range
Park reverse neutral low you have
selected with your transmission shift
lever and then we have the parking
linkage right here we've got Park
reverse neutral Drive
and low now of course normally
transmission fluid would would be
pouring out of here of whatever didn't
get drained out when you drained it
previously but I've had this apart and
cleaned everything up before we have our
ring gear right here and our
differential gear set and as notice we
have real nice ball bearings here these
bearings since their ball bearings
instead of tapered roller bearings have
to have in place shims so there's a
special shimming procedure to control
the end play of these bearings that will
have to go through when we reassemble it
so you're supposed to take these shims
off and throw them away well and then
replace them with new new ones when you
go back together I suggest that you take
them off and measure them and then hang
on to them because you might you might
need them again when I took these off
previously and measured them they were
almost all identical in the thickness so
there are six of these shims for the six
ball bearings that are in this transaxle
four of these shims measured exactly
half a millimeter in in with the other
two one of a measure one millimeter in
width and the other one measured 0.9
millimeters so you need to keep track of
what thickness shim you had where and
write those down so that you you'll have
an idea of at least what it was before
you took it apart now if you're just
going back together and you haven't
changed any shims or any parts inside
just reuse the old shims but if you're
changing a bearing or any of these
internal pieces you need to go through
the special measurement procedure that
we'll see when we go back together to
determine if these shims are correct
okay so there's there's special shims on
each of these
bearings I've measured all of them RIT
written their dimensions on the ziploc
bag here that I keep them in and will
refer to those when we go back together
all right now we just need to remove the
counter gear right here and the final
drive a ring gear and differential gear
set this is where our short little
output shaft plugged in right here and
then our long one came all the way
through on the other side okay before we
remove these gears there is a an
aluminum gasket with a rubber seal
embedded into it the instructions tell
us that is not reusable
there is also an oil baffle right down
here to channel transmission fluid away
from the ring gear to reduce losses as
it rotates into it and to splash oil up
into different channels to lubricate the
the bearings if we look in this case
half right here you can almost see what
looks like a funnel right there for the
fluid to drain back down and lubricate
this outer bearing and a similar one
here on this other other side for that
bearing so we've got a oil baffle to
remove all right I've got the oil baffle
removed on the other side of that is our
magnet for metallic particles from gear
normal gear wear and other malfunctions
okay now we're ready ready to remove
these gears pull out on the counter gear
and then pull out on the final drive and
it'll come right out if you don't pull
out on that counter gear first there's
not enough clearance for the final drive
Unit two clear so here's our final drive
you can see our open differential gear
set inside there here's our sim on the
other side as well
all right the instructions tell us that
we can if we won't want to remove the
park linkage in the internal notes which
I don't really care about that that's
just regular stuff that you'd see in any
other automatic transmission so let's
continue on with things that are unique
to the bolt
evie drive unit here the one ET 25
transaxle so let's turn the transmission
case around and we'll take off the
transmission case cover here on the
driver's side
now the SAE document the details the the
bolt evey drive unit here that I told
you about in the high voltage component
video tells us that the drive unit
itself was designed to be serviceable in
the vehicle that's why they have a case
removable case cover on one side and a
case cover on the other side for the
gear reduction unit you can leave this
Center portion with the electric motor
in it in the vehicle and just remove one
or both case covers to do service work
on components inside the case covers
seal replacements resolver replacements
internal modes with replacement and so
on but anyway we're going to take off
this case
cover next from the driver's side all
right this case cover is going to be a
little harder to get off than the other
one because the rotor that has internal
magnets embedded inside of it has now
magnetically pulled itself over to the
stator because we are no longer
centering it inside of the stator itself
and so it puts a it pulls it off to the
side just a little bit so there's a
prying
right here
and there's a pride point right down
here another prior point right here
there we go okay so here's our case
cover and it has an aluminum gasket
that's not reusable as well our case
cover has this long transmission filter
that's not serviceable without
disassembling things as you can see has
a temperature sensor down inside of it
right there and then this is our
resolver our serviceable resolver that
measures the position speed and
direction of rotation of the electric
motor rotor inside the transaxle here
let's turn this around oh by the way
down inside of the bearing housing there
is a shim for the ball bearing right
here on the rotor itself so we're
looking at the stator and the hairpin
six conductor deep stator design a
unique design we'll talk about that a
little bit more once we get the stator
out we have a lubrication channel right
here where fluid is going to drip out of
our oil sump and run along and drop down
on to the stator windings themselves and
cool the the stator windings it also has
a drip channel that comes over and goes
down to this bearing here to lubricate
it
so we've just got an 8 millimeter head
bolt holding the filter in place and as
you can see the filter just has an
o-ring seal on the one side and you can
see the pick up filter screen filter
element on the inside so this is going
to reach all the way in up underneath
the the stator itself to pick up the
fluid on the back side of it and on the
back side of it is the inlet of the
coolant so that would be the cooler oil
on the back side there all right then on
the resolver it just has eight three
eight millimeter head bolts to hold it
in place and one electrical connector
this resolver only bolts in in one
location it's not adjustable it has
automatic learn unlike the older Toyota
Prius resolvers that that would actually
come out of alignment
if you unbolted them and there was no
way for you to line them back up okay so
here is our resolver pull back on the
connector position assurance clip
depress the tab and remove the resolver
itself the resolver is a serviceable
unit when and if it ever goes bad but it
should should never go bad all right
then the remaining wire harness and the
pass-through connector here just goes
over to our temperature sensor okay next
on the list we need to remove what is
called the center support this is what's
supported the driver's side ball bearing
of our differential case assembly
okay this is our center support it's
held in place with six bolts and aligned
with two dowel pins right there now with
that removed there's nothing to stop our
transfer gear from sliding out it's just
a tight fit on the bearing in the bore
as it should be just pray lightly
sometimes these will just slide right
out and right in and other times they'll
they'll fight you here we go okay so
here's our transfer gear it's ball
bearing and shim so put that shit over
here with the others okay right here in
the end of the case we still have a
lubrication channel right here from the
oil trough the oil sump I mean right
there and then we have a cover for the
three-phase electrical connector right
here as well then on the other side we
have that oil distribution channel right
here that cools the stator so we've got
to remove that we are now to the point
where we are ready to pull this rotor
out but we just can't grab on to it and
pull it out it has some super strong
neodymium magnets multiple layers envy
configuration inside of this stator
you're not going to pull it out by hand
and you sure don't want to come in here
and start prying on it so the only way
to get that rotor out of there if you
want to remove it for service replace a
bit bearing on it or the gear on the
other side or another bearing or just
replace the rotor itself for whatever
reason loss of magnetism and trouble
code sets or whatever
it takes a special tool to pull it out
without having it rub on the stator
frame itself and without having it
injure you with you trying to pull it
out and it's pulling back in with all
its magnetic strength so true get that
out there's a special guide tool that
will hold it centered in the stator and
we need to set that up next and it
starts on the other side here so there's
a special tool kit that costs almost a
thousand dollars to Center this rotor as
you pull it out I found one on eBay for
a little bit less than that but but it's
a very expensive tool but if you want to
do service work on this transaxle you've
got to have it so let's bring in the
special tools okay so I brought in the
special tools to keep the rotor centered
there's a special spacer with a notch in
it to clear that notch right there this
is just gonna fit in there just like
that then there's a plate that bolts on
over the top of this to hold it in place
these don't need to be super tight
they're just holding that little spacer
in place so I'll just lightly Snug those
up then there's a sleeve here that's
supposed to fit down the center of that
rotor but these sleeves are a little bit
too big I've had to take sandpaper and
send them down to make them fit inside
of this rotor and I don't know if that's
because the tools were made for a first
design rotor and then they changed it or
if they just made the tools incorrectly
but these tools are from what used to be
can't more tools the special tools
supplier for General Motors it's now
Bosch service solutions so Bosch you may
want to take a look at this this tool
here the DT five two zero one one
- one - three because it doesn't fit
it's not doesn't Center up inside the
the rotor as well as it should
i've had to sand it down just a little
bit and then i'm able to tap it in a
little bit there but I think that it's
supposed to be if it's supposed to be a
tight fit but it should be able to slide
in by hand I believe then we have a
guide pin that's going to go through the
center of that then we have this outer
housing the bolts in place to hold the
guide pin in place so the blue sleeve
this one here because there's one for
the other side also centers the rotor
into this plate and then this sleeve is
centered into this plate so we've now
centered the rotor on this side of the
stator so now we need to go to the other
side to put additional tools in to get
it centered and then pull it up and out
okay at this point if I had the
transaxle mounted in that special
rotating holding fixture I would just
simply rotate it on its side and get the
get the rest of the tools hooked up but
I don't I'm not able to use that so I'm
just going to put some extra long bolts
in this side of the case to hold the
case up off of this tool when I tip it
over to support it as we pull the rotor
out
okay so here we go we're going to tip
the tip the whole thing up on its hand
just like that so now we've got
clearance for the tool underneath and we
can get the upper tools set up to pull
the rotor up and out all right while
we've got the transaxle tipped on its
side let's take this oil sump cover off
and show you what's inside of there so
it's just a big empty trough and you can
see has one two three four five six
holes in it where fluid is going to go
out and drip down on other parts inside
of the transaxle for stator cooling and
for the ball bearing lubrication the
cover itself has that same aluminum
gasket that's not reusable also while we
have this transaxle on its end let's
turn it over and take the coolant sump
off next okay here's our coolant sump
you can see this pipe right here is
where the coolant comes in and it has to
wind back and forth back and forth and
then come back out over here the coolant
sump which is visible from the bottom of
the car with the under car cover removed
also has that same aluminum gasket
that's not not reusable why are they not
reusable I don't know maybe the aluminum
crushes these I'm going to see if I can
buy replacement gaskets at the local
Chevrolet dealer it seems like I saw a
service bulletin saying that all these
parts are serviceable now and it gave
the part numbers for them but if not
none of these are damaged it only has 35
miles on it and I'll reuse them and see
what happens
okay so coolant sump oil sump so now we
are ready to pull out the rotor assembly
so to pull out the rotor assembly we
have a guide pin it's going to come in
and screw into that dowel they had a
threaded end on it all right so this
threaded guide pin did not line up
exactly perfect with the guide pin down
below I can't tell if we're just
spinning the whole thing there we go
all right it's screwed all the way into
that alignment dowel from below now we
have this tool that has three holes that
go over the holes where the stator bolts
are so we need to remove the stator
bolts next these stator bolts are not
reusable three stator bolts so we put
this tool over the top of that we want
to be very careful that we don't damage
pry lean or set anything on the stator
windings here that could cause damage to
them so we'll get that lined up just
like that now I'm going to reposition
the camera so you can see
how tall this next tool is that fits on
here all right we have two clamshell
type tools that are going to come in and
clamp down over the resolver cam rotor
there and this bearing they're gonna go
just like that except I need to split
them apart so I can get the next tool in
it says this big tall piece right here
that's going to go over and down into
our stator bolt holes so we've got this
threaded shaft we've got this adapter
right here that these little clamshell
tools are going to hook into and then
the threaded shaft with a nut on the top
of it we're going to tighten that nut
and pull the rotor up out okay so the
tricky part of giving this hooked up is
getting both of these
clamshell tools over this lip right here
so I have to loosen the nut on the top
and let it come down let me turn this
you can see what's going on
there we go okay so we slide that open
clamp the clamshells around it put this
sleeve over the top of it to lock the
clamshell in place snug up this nut to
hold the lock in place and then from the
top here we start to pull up on the
rotor itself I'm going to get
repositioned bring my chair up a little
higher here so I can reach that nut it
takes quite a bit of turning to pull
that out okay here we go thirty
millimeter wrench we want to turn the
nut and prevent the shaft from turning
so I'm just going to hang on down here
as it comes up those guide pins the
guide dowels keep it from rubbing on the
stator frame although although there's
almost a strange ratcheting sound as I'm
pulling this out that makes me think
it's barely contacting the the stator
laminations or the rotor laminations
anyway we'll pull it out and take a look
see if we can see any witness marks you
can see the top of the rotor now is
starting to appear
I think we're finally clearing the top
of the yes we are it all of a sudden got
real easy to turn the nut so we no
longer have the magnet pulling out or
resisting us pulling out okay you can
see the entire length of the rotor here
get another bearing down below it and a
gear below that now we're supposed to
just lift up on this and and pull it out
I'm not sure if I'm strong enough I may
have to bring in the the engine hoist to
pull it out of here but it's just
sitting on these three non-magnetic
aluminum poles here and we've got the
weight of the the rotor assembly itself
I measured it earlier but I can't
remember what it is at this moment but
let's see if we can lift this up and out
though I cannot so let me get the engine
hoist we have to lift it up high enough
to clear that alignment dowel so I've
got to lift it up probably four more
inches 100 millimeters or so okay I've
never tried this before it's just a lift
strap let's bring it up
okay the lifting or the tool was getting
stuck in one of the holes for the the
stator bolts there we go
okay here we go
and we've cleared the alignment dowel so
slide the case out of the way here and
we'll let that back down
oh let's see how much that weighs it
says it weighs 60 pounds with the tool
the tools probably 10 pounds of that
okay we have to remember that this rotor
is highly magnetic very strong eight
pole magnetic field around this thing
and so we need to keep it away from
anything any metal particles or any
tools or anything else that could cost
cause it to receive damage on its
laminations here in looking at the the
laminations from removing it I don't see
any obvious damage at all there let's
let this down and take the the tool off
and just look at the rotor itself
little clamshell pieces out of there
these tools are magnet earth iron some
some sorts so we got to keep those away
from the magnetic field as you can see
these blue bars are aluminum they're not
sticking to the the rotor itself and
then plastic of course works great with
the magnetic fields so now we've just
got our rotor we've got our drive gear
down here I've got a ball bearing and
another ball bearing there's another
shim down inside the case a bigger
diameter shim for this bigger diameter
bearing all right I'm going to get some
wooden blocks to put this in all right
here's the rotor for the bolt
evie as you can see this bearing seems
to have some sort of a gray coating on
the outer race where this one does not
and on the counter gear bearings they
also have this gray coating it doesn't
say anything about what that gray
coating is for I suspect it's to prevent
corrosion from the dissimilar metals
with possible induced currents going
through them with the the motor running
vehicle going down the road I've seen
this type of coating on universal joints
in universal joint caps universal joint
caps bearing caps in an aluminum
driveshaft the same color I don't know
if it's the same material but if any of
you know what this coating is for if
you'd please put that in the comments
below I'd appreciate that
I'm just speculating okay so we've got
the rotor out of the way this is a
serviceable piece now the last piece to
remove is the stator assembly itself and
it has three special guide pins that go
into the stator bolt holes and screw
into the transaxle case and then they're
tapered on the top here and that's to
allow you to slide the stator out
without it binding inside so I'll slide
that over there rotate it down and just
pull out slightly
here it comes just like that so here's
the stator for the Chevrolet bolt Eevee
if we zoom in close and look at the
stator windings you can actually see
there are 1 2 3 rows of these hairpin
conductors which means they are 6
conductors deep in this stator and from
what I read in the SAE document on this
new improved motor that helps reduce the
AC power losses at the higher motor rpm
a typical stator like in the previous
Chevrolet Volt had 2 rows instead of 3
so they were four conductors deep in the
Chevrolet Volts and six conductors deep
here and one of the people that was on
the original design team for the
Chevrolet Volt told me that when they
designed this electric motor and it's
designed for maximum efficiency and hand
power that there was no other motor out
there that could even match the
efficiency of this motor and they said
that they designed this motor to be the
next small-block Chevrolet so to say of
power trains so the small-block
Chevrolet was and still is a very
popular very powerful v8 engine and has
been for many many years and their
intent was to have this motor design
maybe even this drive unit be in
multiple platforms with the same high
power high efficiency motor system if we
look at the other side here of the
stator windings you can see the the
other end of the hairpin conductors and
then there's a drip channel right here
for oil to come out of that oil sump and
to drip down and go down and lubricate
the stator windings because these get
really hot this is the heat source
inside of the transmission and it and
although it gets hot it doesn't get as
hot as the fluid
although the fluid gets hot it doesn't
get hot as a normal planetary gearset
style automatic transmission and the
cooling system surge tank reservoir cap
was only pressurized to 5 psi for this
loop of the cooling system so much lower
amounts of heat compared to an internal
combustion engine with a torque
converter heat generating planetary
gearset style of automatic transmission
now just a couple of things to get
wrapped up with this disassembly video
because we will reassemble it showing
the special measurements for the shims
and everything when we go back together
but one thing I wanted to show you about
these electric vehicles is how simple
they are and when I mean when I say
simple I don't mean simple design
meaning it was easy to design these
simplicity is not necessarily easy but
if we look at the number of rotating
parts in this entire drive unit
there are basically three main rotating
parts we've got the rotor assembly that
then turns the counter gear right here
that then turns the final drive three
pieces no clutch packs no bands and no
sprags no roller clutches no Pistons
none of those hundreds of parts that you
would see in a typical automatic
transmission let alone the internal
combustion engine that this is replacing
of course there are three main moving
parts these pieces here but each one has
two bearings on it so there's six more
pieces so there's nine total and then
inside of the differential here we have
two side gears and two differential
pinion gears so that makes for a total
of 13 possible moving parts inside the
of this drive unit and only when you're
turning corners would the side gears in
the differentials
be rotating at a different speed than
the differential case so a real basic
very reliable system these electric
vehicles and and this one is is very
efficient and that the design is very
compact to where this left-hand output
shaft remember goes right through the
center of the rotor instead of being
offset like on the the Nissan Leaf and
other electric vehicles out there so
congratulations to Chevrolet and the
design team that came up with this
amazing and efficient and simplistic
evie drive unit and I think it's
absolutely beautiful so coming up I hope
to shoot a reassembly video with all the
measurements for this drive unit and
then we've got all of these parts out
the drive unit all of the electronics
and our and our Chevy bolt back here on
the hoist is totally empty yeah under
the under the hood so we've got to put
that all back together and and make it
work again even the battery is out the
whole thing is stripped as far as the
powertrain is concerned and we're gonna
put that back together and and make it
work and hopefully get it converted to a
DC fast charge thank you for watching
2018 Chevrolet Trax LT AT Review - Behind the Wheel
AutoDeal.com.ph:
There are some cars in the Philippine market
that just don't get that much attention,
hence you don't see them out
on the road very often.
Others might say that they don't really deserve
the chance to be out there
like the damn pimple on my forehead,
while others couldn't disagree more.
I tend to lean towards the latter
because I figure--why not?
Let the car show you if it does indeed,
deserve that Trax-tion pun intended
Let's see what the
2018 Chevrolet Trax has got.
Now, there's no denying that the front clip
of the Trax is good looking because
it just is.
On a compact frame,
you've got these large sweeping headlights
with DRLs from up here
all the way down here.
You've got a very textured--
a very unique emblem here,
a large grille and a chin
that is dressed up so well
that looks like it can probably
take on more punches than Ricky Hatton.
Sadly though, that line is back.
The shorter wheelbase is no more apparent
than when you look at the Trax from the side
2,555mm to be exact.
Now, apart from the 18-inch tires,
the 158mm of ground clearance,
and the keyless entry found on all four doors,
There really isn't much to say
when you're looking at this angle
at the very least about the side panels of the Trax
because well--it's not boring
but it's also not that exciting.
Now the rear is where it kinda fails for me a little bit
See, there are very minimal changes from the previous model
the bumper being the biggest one but it’s not enough to win me over
The lower half doesn’t really need any help
The top half might need a little bit of help
See, the glass back here is tilted just a little too much
I’d like if it were standing just a little bit more so that it would be
I don’t know, much rounder
What doesn’t need help is the 530L of space back here which is a lot
considering the car’s size and plus it also does not have a lip on the lower floor
If you fold the 60/40 seats, that can go up to more than a thousand 300L of space
which is probably enough for the Philippines vs. Australia 2
Too soon? Eh?
There is definitely room for two average to large average size Filipinos back here
Just two though because even though the tunnel is flat in the center
Yeah, it’s just enough for the two of them
Now this is my normal driving position but as you can see there’s plenty of legroom there
and plenty of headroom, just a little bit tight up here
Now there are not many toys back here to speak of just the two speakers on the door
and the two cupholders found on the center
There are no airvents however there is an honest to goodness
230V 150watt plug found down in the center which you can power
just about anything really
It’s not working
Now when you get inside I’m not gonna lie to you
It’s not necessary gonna blow you away
There are cheap plastics that can be found all around the cabin
and the instrument cluster is really nothing there great
But as you spend more time inside the cabin you’ll notice that there is this
fluidic flow on the dashboard which is very nice even this orange stitching
That’s there too really cool too
Now it incorporates the 7-Inch touchscreen very very well
which has a MyLink system and it’s pretty awesome because it does connect
to your smartphone very very well and it is better than some if not
most of the software that’s available out there
Unfluidic however is… Unfluidic is that even a term well it is one now
Unfluidic inside the car is that there are no paddle shifters found on the steering wheel
There is however a plus and minus button found on the side of the stick
which activates when you put it in M mode. Kinda an odd place though
It’s just I don’t know, kinda weird
The seats are bolstered and comfortable at the same time
which means finding the right driving position not a problem whatsoever
You got a lumbar support that is controlled electronically
while the rest of the functions are controlled manually
Now the seat does come in two types of material which are fabric and leather
which means that it’ll keep your butt cool and in place at the same time
Under the hood is a 1.4L that produces a 140horses and 200Nm of torque
Now that may not be a lot you might think but consider that there are other
subcompact cars out there that are more popular than this and have a larger
displacement engine but produce 30horsepower and 50Nm less
which makes this car an extremely peppy drive
And if you’re talking about fuel economy. Well, we took this car
up the mountain and down the mountain through Metro Manila traffic
we played with it with a lead foot because we can
and the traffic I’m talking about is well, hell on earth which is the roads of Metro Manila
and we we’re still able to clock 8.26km/l. Now that’s misbehave driving
can you imagine what we could’ve done if we were behave
Driver aids is good, cabin functionality, better
There’s enough cubby holes in here to fill a starships worth of tribbles
Safety however, best, because this car with this price tag has got 6 airbags
whether it’s the top variant or the lower variant, 6 airbags include the driver
the passenger, and curtains on the side pretty good
Weighing in on the pros and cons of the Chevy Trax LT and a price tag
of P1,035,888 buyers may be hesitant and I completely understand
Fret not, there is a second option the LS variant
Now you may have to do a way with some driver comforts and creature aids
But it still does maintain the same 1.4L engine and those 6 airbags
aren’t going anywhere, the beauty is, is that it’s cheaper than P350,000
and that right there is where Chevy may deserve it’s traction
Riverside Chevrolet employees say cars set on fire
News4JAX:
Chevrolet Colorado ZR2 2018 | Complete Review | with Steve Hammes | TestDriveNow
Steve Hammes New Car Reviews:
In case you haven’t noticed, off-road trucks
are a thing and they’re gaining in popularity.
No longer do you need to up-fit a garden variety
pickup with aftermarket parts to accomplish
the task.
Companies like GM are providing the opportunity
to buy these serious off-road trucks straight
from the factory.
Case in point: the new Colorado ZR2.
This is the performance halo of the Colorado
lineup.
Chevy’s midsize truck can be had for as
little as $21,195 - if you’re cool with
a 2WD extended cab powered by a 4-cylinder
and 6-speed manual.
But the ZR2 starts at about twice that with
standard 4WD and an automatic transmission.
My attractive Cajun Red tester has been optioned
with the Duramax diesel and 6-speed auto in
crew cab/short box livery.
A V6 and 8-speed auto is standard.
A brutally cold week and a couple of small
snowfalls accompanied my ZR2 test, so the
favored muddy, rocky off-roading wasn’t
to be.
But this Colorado’s impressive engineering
resume translates to a number of driving environments
and clearly stands alone in the midsize segment.
Forget about the Tacoma TRD Pro, this Chevy
has bigger fish to fry like the mighty Ford
Raptor.
When it comes to hitting the trail, bigger
is not better, so the ZR2’s much shorter
and narrower dimensions make it more manageable.
The kicker on this truck is the DSSV dampers.
Short for Dynamic Suspensions Spool Valve
and sourced from the racing gurus at Multimatic,
these are highly engineered dampers specific
to off-road use and imbue the ZR2 with an
amazing sense of composure no matter where
it’s being driven.
Wheel movement and body motions acts as though
they’re being micromanaged to the finest
degree.
The jounce and relaxed nature usually associated
with driving a truck are nonexistent leading
to enhanced ride and control whether you’re
driving on- or off-road.
It feels more like the suspension of a performance-tuned
car and considering DSSV dampers have been
used on such elite machines as the Ford GT
and Mercedes-AMG GT it makes perfect sense.
They’re not available aftermarket either
but GM uses them on certain Camaros and this
is their first outing on a truck.
This is no doubt the leading contributor to
the ZR2’s formidable sticker price but as
they say, you’ve got to pay to play and
DSSV dampers are the golden ticket.
But there’s more to the ZR2 than just that.
Compared to a standard Colorado, the it features
front and rear tracks that have been widened
by 3.5 inches and a suspension lifted by two
inches affording nearly 9” of ground clearance.
Functional rockers have been added for better
protection over obstacles, the front and rear
bumpers have been modified for better off-road
clearance and a transfer case shield protects
the underbody.
And these 17” Goodyear Wrangler DuraTrac
all-terrain tires absolutely love wintry conditions.
Add to that standard front and rear electronic
locking differentials, a sophisticated 4-wheel
drive system with an Off-road Mode and 2WD,
Auto, 4WD and 4 Lo settings, and a quiet hill
decent control system and you’ve got yourself
one incredibly capable truck done in a modern
fashion.
I always wanted Marty McFly’s truck from
Back to the Future and this ZR2 kind of reminds
me of that.
It has an undeniable coolness factor and is
equipped to go just about anywhere.
It’s sized just right and has modern 4-wheel
drive controls and a trick suspension.
The diesel’s sounds are more pronounced
than others but totally acceptable in a truck
and its torquey-ness is what truck buyers
crave.
And all is good on-road where the ZR2 feels
tight and sharply engineered.
The 2.8-liter 4-cylinder turbo diesel is a
$3,500 option that produces 369 pound-feet
of torque and 186 horsepower while netting
20mpg, extending the Colorado’s driving
range to 420 miles.
But it’s not going to save you anything
at the pump and can’t tow any more than
the V6’s 5000 pounds so its advantages are
more subjective.
It does come with an exhaust brake, trailer
brake controller and new for 2018 Active Tow
for help in aligning the truck with a trailer.
With options this ZR2 checks in at $47,970
and there are a million and one upgrades and
accessories you can add to make it your own.
It’s a big step up to get inside but once
hoisted reveals a fully modern interior featuring
the Chevy MyLink touchscreen including Wi-Fi,
OnStar, Navigation, and CarPlay, wireless
device charging, 2 USB ports, premium Bose
audio system, a color multi information driver
display, teen driver feature and rear seat
reminder.
The Easy Lift and Lower tailgate and spray-on
bedliner for the 5’ 2” box are also nice
touches.
Can you imagine Toyota putting in an effort
like this?
Heated seats and remote start were also
definitely appreciated this week.
There are 2 big omissions however: smart entry
with push button start and blind spot detection.
Also available as an Extended Cab with an
extra foot of bed length, the ZR2 is the truck
you never knew you needed but have always
wanted.
2018 Chevrolet Malibu AT LTZ Review - Behind the Wheel
AutoDeal.com.ph:
Debut in the 60’s, it was name after a
coastal community in California
Sadly it’s named however in the Philippines
as the butt of some jokes
as people like to add a G to the end
Sorry
Now on their latest generation, Chevrolet says it has
better fuel efficiency connectivity and safety features
more than ever before. Let’s find out what they are going on about
In this, the 2018 Malibu
The HID’s with Intellibeam are housed in a smaller frame
which compliments the smaller slats that are found
all over the front clip. Now, there is no large gap to speak of
to allow the air in but the four mentioned slats are equal to the task
Unique to the car, are the lights down here which are
your actually DRL’s and too is the emblem, the very proud emblem
I should say because it is textured and ribbed
Sorry but it does feel very cool
Even the keys emblem has texture
Nitpick if I may there is just one aspect on the front clip
that I don’t really appreciate
There’s a line that can be found on the hood that stretches
all the way down pass the emblem and to the chin
How much does it bug me? Well, not that much
Down on the side you’ll notice two lines that begin at the front doors
and slowly but surely taper as you get to the rear
Given the car a very streamlined, very fluidic look
Now the car does sit on 18-Inch mags fitted with 45 series tires
Now if you take that and combined it with this
beautiful fastback right here and this sharp departure angle
it does make for a very good looking stance
Now for some, the rear overhang might be much but
there is good reason for that
In fact, there is 447L of reasons, now it’s not the largest capacity
in this class but it’s certainly not the smallest
Space good enough that that can hold Professor Klump
However, getting him in that might be a problem through this
Renee Zellweger lips, kinda tight
Golf bags even two, not a problem. Medium sized suitcases
Not a problem however anything larger than that
You might need Steven Tyler lips and that’s a completely different story
Oh! Worth mentioning, the two exhaust, tucked away very nicely in chrome. Very nice touch
Now the toys back here include 2 cupholders on the center armrest
You got 2 air vents right here, 2 USB charging ports and a 12V socket
There are also speakers on either door and 2 more speakers behind the passengers
Now that’s 4 out of the 9 speakers in total inside the car
Now, the wheelbase of this car is actually 4-Inches longer
than the previous model which is checkout this legroom
It’s ridonculous. There’s enough space in here to fit
two large adults easily and even an average size adult in the center
Thanks to the low tunnel found in the ground
Safety? Yup! Apart from the standard airbags found upfront
There are also airbags found on the B pillars and either side of the rear seats
Not bad
The color scheme is the first thing that may not catch your attention
because it’s pretty subdue really
its got grays and browns, very comfortable, very laid back
Now your 4 gauges upfront and your trip computer
along with the air controls are, well they’re pretty adequate
as too are the buttons found on the steering wheel
different though in the fact that they’re all the same height
covered by a thin rubber film so that it is non-slip that’s pretty cool
You also got your dual pane sunroof and your 2 cupholders upfront
and loads of cubby spaces that you can put all your knick knacks
Including actually a very smart way to put your umbrella away
Now, not only are the front seats comfortable
because they can knock Vincent down in 5 minutes or less
but they can also accommodate much taller people
Now, you’d expect the driver to have power right
Well, the passenger seat has power too, in fact both of them can move
back and down to accommodate much taller people
and not only does the driver have lumbar support, so does the passenger
The lumbar support comes out so much that it can be like a basketball
at your back say put it at number four and it can retract all the way in
to the same number of wins that the Cavs have in the 2018 finals, which is zero
I’m gonna get flanked for that aren’t they? Meh, it’s the truth
The 8-Inch screen which also doubles as your reverse camera by the way
and is extremely clear I must add, also has the Mylink system which is a
breeze to use, in fact we find that it’s one of the easier head units that we’ve ever had to test
On any of the units that we’ve gotten, it’s really fun to use
and while you’re using it, you can also charge your phone
with the wireless system down here, it might be difficult for bigger phones
such as a Note or anything larger than that, but the smaller wireless units, not a problem
The one thing that I have to add about this unit is that
The whole thing is integrated into dash very very well
it doesn’t stick out like a sore thumb and that I gotta say
that I do love
Under the hood, there’s only one engine variant available in the Philippines
which is an inline 4 2L Turbocharged gasoline engine
which produces 250horses and 353 Nm of Torque
in an executive sedan, not bad
but even with all that power, in and out of the dreaded weekend traffic of Metro Manila
The Malibu was still able to do 10km/l. Frugal
Apart of the ease of which Chevy’s Mylink is just a joy to use
whether your an Apple user or an Android user and it also has 9 speakers
that’s around the car which are all Bose, louder than kids on a Saturday morning
it also has the following technologies
Its got adaptive cruise, its got lane keep assist, emergency braking
and semi autonomous parking to name a few
Oh! And get this, there are also 12 sensors all around the car
so that even Catherine Zeta Jones could not escape these guys
The level of comfort driving Malibu is well, is pretty good
The steering is light yet it’s not disconnected from the road
Yes, there are some cheap plastics that can be found all around the cabin
and the road noise does kinda creep up just a little bit
But it does not take away from the very comfortable leather seats
As a driver you have really very little to complain about
and even much less as a passenger
There are no paddle shifters to speak of, in fact it’s a bit confusing
when you run your fingers down the back of the steering wheel
where you’ll find audio controls
Now to manually change gears and provide you with a more sport feel
Pop the transmission into L which activates the plus minus selectors on the shifter
Fuel efficient? Check. Safety? Big check. Connectivity? Check
the Chevrolet Malibu LTZ is available at P2,131,888
Now it’s a bit pricey yes I understand, not the cheapest thing out there
But it’s also not the most executive sedan available in the Philippines
And you do have to consider that you do get a boatload of toys for the driver
Now, it does also gives us the consumers something that we do
very much appreciate, an option
And regardless of what I think about that line
Yeah, it’s a good looking option
2019 Chevrolet Silverado Review and First Drive — Cars.com
Cars.com:
we're here in some of the most beautiful
parts of the country the Idaho Wyoming
border where we've had our first chance
to get behind the wheel of the 2019
silverado half-ton now there's a lot to
talk about with this truck but we're
gonna try to keep it focused I'm going
to talk about the interior the bed our
off-road impressions how it tows and
what it feels like on the highway inside
the Chevy trail bus is e71
it's got the cloth interior the new
redesign Center stack which is closer to
the driver and passenger to control the
nav system and any AC functions it's got
a nine switch line up here depending on
what features you have and also the
four-wheel drive system is now in the
upper left-hand corner both with the tow
haul mode and a sport mode and
thankfully they've put the trailer brake
controller down here and easy access
here at the right hand but it also has a
huge center console whether you have the
storage bin here in front or whether you
have the middle seat that pops up with a
hidden storage underneath the seat you
still have tons of room inside for any
of your personal gear here at the back
we love the dual exhausts they've also
redesigned the bumper steps to make it
easier to access the bed itself here on
the tailgate push button electronic drop
and also on some trim packages all it
takes is a push of the knee and it
automatically closes all by itself but
the bed itself has some of the most
interesting features we've seen in a
pickup bed in a long time on the floor
cold rolled steel for strength also the
walls the walls themselves are made of a
high-strength steel so this is probably
some of the strongest beds in the
half-ton segment also 12 different
tie-down points each 500 pound capacity
on every pickup truck with nine other
exterior holes to give you a total of 21
different holes that you can have for
tie-downs to keep your cargo safe but
the feature we like the most
the optional 120 volt 3 prong plug
right here in the bed on the off-road
course the trail boss is z71 was
impressive there's no other way to
explain it this vehicle has a 2-inch
suspension lift makes room for bigger
wheels and tires more aggressive treads
the Goodyear Wranglers but also has
monotube Rancho shocks very good for
this kind of obstacle course that we had
created here by Chevy for us we had a
log run we had a hill climb over some
loose dirt rock we also had a
rock-strewn area very similar to a
Rubicon Trail and then we also had a big
mud pit that we were able to get up some
speed and do some very nasty splashing
but this vehicle does very well it's
going to compete very well with other
off-road packages it's not a Ford Raptor
but it's a very impressive
when it comes to trailering Chevy is
really upping their game in fact they've
created for this new half-ton Silverado
they've created what's called the
advanced trailering package which is the
combination of integrated cameras along
with a lot of accessible information
they haven't loaded right into the nav
screen that they can get any time they
can program different types of trailers
that they're going to be using and they
can keep track of the fuel economy and
different connections around the truck
in fact you can even check from the
driver's seat whether or not all the
lights on your trailer and your vehicle
your tow vehicle are all working at the
same time now the connections here
accommodate a fourth camera it has to be
hardwired but it can provide you with a
view off the back end of the trailer so
when you pop it into reverse you know
exactly what's behind you when you're
trailering now we had a chance to take
this trailer a 6,000 pound cargo trailer
out on the road and we have to say that
this is a very comfortable and confident
vehicle to tow with
6,000 pounds isn't your normal weight in
fact that's probably more than 90% of
people are going to be towing with their
half-ton pickup truck but we can say
with the suspension changes and also
this technology advancement with this
trailer package this is probably one of
the best trailer packages we've had a
chance to derive so we're out of the mud
we've disconnected the trailer we're
back on the highway so this is just two
lane road where it's 6,000 feet so the
powertrain feels a little underpowered
but that's okay because there's a lot of
horsepower in both the 5 3 or the 6-2 v8
engines that are available for this new
Silverado on the road very composed this
is probably the single biggest
improvement not that the last half-ton
Silverado was bad but this one is so
much better it's almost difficult to
even compare the two very composed
especially into hard corners it's a
wonderful little switch that puts a
little racing flag up on the information
- that
to know you're in sport mode you get a
little tighter feel to the steering
wheel little quicker response on the
throttle and this thing just stays
hugged to the ground we're in the trail
boss so that means we're a little higher
because of the suspension lift but
there's nothing about this vehicle that
feels tippy or you know out of sorts
whether we're pushing it we've pushed it
a few times around some corners it
absorbs every kind of corner that we
could throw at it no matter what the
speed is that we're going into that
corner so I mean overall this is a very
impressive feel on two-lane highways it
seems like almost any of the trim
package combinations are very versatile
doing moderately well if they're
four-wheel drive but also doing very
very well if you want to get a little
more enthusiastic on pavement what's our
biggest takeaway from our time behind
the wheel of the 2019 silverado half-ton
is how far they've come now we love the
classics but this new half-ton pickup
truck looks like it could be a game
changer for Chevy and we love the fact
that they're requiring on every single
vehicle and this isn't a government
mandate but every single vehicle on the
door jamb lets the owner of that
specific truck know exactly what the
maximum trailer capacity is and maximum
payload capacity is for each truck
that's about safety and we like that for
more information about this truck go to
pickup trucks calm
you
Hyundai Kona Electric vs. Chevrolet Bolt EV: Which Is the Best Affordable Long-Range EV? | Edmunds
Edmunds:
[MUSIC PLAYING]
DAN EDMUNDS: Prevailing
wisdom suggests
that an electric vehicle needs
more than 200 miles of range
to stave off range anxiety
and make it useful for more
than just commuting.
But until now, there's only
been one affordable example.
The Chevrolet Bolt EV brings
238 miles of range to the table.
But now there's a new
Hyundai Kona Electric
with 258 miles of range.
KURT NIEBUHR: Which of
these vehicles is better?
Are these finally
the affordable EVs
that everybody's
been waiting for?
Before we answer that, make sure
you subscribe to our channel,
and visit Edmunds.com to
help find your next vehicle,
electric or otherwise.
DAN EDMUNDS: When I
first proposed this test
in the office, everybody said,
why are you putting a Bolt up
against a crossover SUV?
Well, the Kona electric isn't
really that much of an SUV.
I mean, it's only got
front-wheel drive.
There's no all-wheel
drive version.
KURT NIEBUHR: And the Chevy's
just kind of a tall hatchback
anyway, and it's
front-wheel drive too.
I mean, these things are
pretty close on paper,
when you look at the specs.
DAN EDMUNDS: Oh, yeah, the
wheelbase is identical.
And the Kona is only
about a half inch longer.
And both of them have 150
kilowatt electric motors.
Chevy says theirs is
good for 200 horsepower.
Hyundai's number
is 201 horsepower.
But I'll give it to them,
because their electric motor
makes more torque.
KURT NIEBUHR: These things
do not look the same at all.
DAN EDMUNDS: No, no,
the Kona Electric
is both lower and wider than
the Bolt, some SUV, right?
KURT NIEBUHR: People around
the office are asking,
why didn't you guys
include the Leaf?
Why didn't you
include the Model 3?
DAN EDMUNDS: Well, the Bolt
has 238 miles of range.
And the Kona Electric
has 258 miles of range.
KURT NIEBUHR: Yeah, the Leaf's
150 is just way too short.
DAN EDMUNDS: Right.
As for the Model 3,
the $35,000 version,
with 220 miles of range,
they're not making it.
I mean, we can't compare
these two vehicles
to something that doesn't exist.
KURT NIEBUHR: Nah,
that's just vaporware.
DAN EDMUNDS: Yeah, really.
[MUSIC PLAYING]
KURT NIEBUHR: So what
are we looking at?
DAN EDMUNDS: Well, at the
moment, a whole lot of plastic.
But up in here is
the electric motor
that drives the front wheels.
KURT NIEBUHR: Yeah, I
can just see it up there.
DAN EDMUNDS: Right.
We move back and there's this
big aluminum expanse, the width
of the car, really long.
This is the battery pack.
65 kilowatt hours
of storage, that's
like gallons to a gas tank.
And that's what gives this
car 258 miles of range.
KURT NIEBUHR: It's so flat.
DAN EDMUNDS: Yeah, the
smoothness of this battery pack
and the plastic ahead
of it contributes
to a 14% reduction in drag
compared to a regular Kona.
KURT NIEBUHR: That's a lot.
DAN EDMUNDS: Yeah,
it's not nothing.
And we move back
here, and we see
a really nice
multi-link suspension,
which gives this car really
good ride and handling.
And also makes room
for the battery pack
to be as big as it
possibly can be.
KURT NIEBUHR: So I imagine
that the Chevrolet looks
exactly the same underneath.
DAN EDMUNDS: Well, maybe.
KURT NIEBUHR: So
we're under the Chevy
and there's a lot of black
plastic underneath here too.
DAN EDMUNDS: Absolutely,
but trust me,
there's an electric
motor up in there
that drives the front
wheel, just like the Kona.
We move back, and we see,
this is the battery pack.
But it looks different.
It's narrower.
It's not as long.
But it's almost as big,
at 60 kilowatt hours,
238 miles of range.
So it's got to be taller,
which might be why the Bolt has
the roofline that it has.
KURT NIEBUHR: It's also
not very smooth under here.
DAN EDMUNDS: No, it's not.
It doesn't look like they
paid nearly as much attention
to smoothing the
airflow underneath here.
We move back and we see
something different here too.
KURT NIEBUHR: Yeah,
this suspension
does not look anything
like the suspension that's
in the Hyundai.
DAN EDMUNDS: No, this is
a basic twist beam rear
axle, which is really pretty
cheap and inexpensive.
It was popular in compact cars.
But it's not the most
sophisticated suspension
for ride and handling.
It'll be interesting to see how
the two compare when we start
driving them back to back.
KURT NIEBUHR: Yeah.
DAN EDMUNDS: They might
not be the same at all.
KURT NIEBUHR: I can't
wait to find out.
DAN EDMUNDS: Yeah.
[MUSIC PLAYING]
So both of these
have plenty of space
if you fold the seats down.
But they have a lot of range,
so you can go somewhere
with the family.
So you might have
four people in this.
Where are you going
to put the luggage?
Will it fit?
KURT NIEBUHR: I don't like
how that kind of rides
on the plastic trim back there.
DAN EDMUNDS: It's
a little bit tight.
What about third one?
KURT NIEBUHR: The third one,
we're going to have to put it--
DAN EDMUNDS: No choice there.
KURT NIEBUHR: It's easy
enough, but will it shut.
DAN EDMUNDS: Oh,
actually pretty easily.
No problem.
KURT NIEBUHR: But we
can lower the floor.
DAN EDMUNDS: Oh,
yeah, that's right.
And it's a pretty
dramatic change.
Oh, look at that.
You can stand these things up.
Easy.
KURT NIEBUHR: There we go.
On the Kona--
DAN EDMUNDS: Well,
you can already
see that the
floor's longer here.
KURT NIEBUHR: Yeah,
there's more room.
DAN EDMUNDS: More width too.
KURT NIEBUHR: You can
probably shove that one in.
DAN EDMUNDS: I think so.
KURT NIEBUHR: And it shut.
DAN EDMUNDS: Not a problem.
You can also lower
the floor as well.
KURT NIEBUHR: Oh, yeah.
DAN EDMUNDS: It's not as deep.
But it might do the job
Yeah, this stands up.
There out the line of sight.
KURT NIEBUHR: Yeah.
DAN EDMUNDS: If you don't
want to drop the basement,
this has a little more space.
But if you do, there's
really not a big difference.
Wow, who was driving this thing.
KURT NIEBUHR: I was.
DAN EDMUNDS: Well, I
got to bring it back.
Are you OK?
KURT NIEBUHR: Yeah, I'm OK.
DAN EDMUNDS: How's that.
KURT NIEBUHR: It's OK, you
can go back a little farther.
I'm actually happy back here.
I've got enough
room for my legs.
I got enough room for my feet.
I even have a heated seat.
Let's go check out the Hyundai.
DAN EDMUNDS: All right.
Oh, I'm going to have to
bring this one back big time.
KURT NIEBUHR: This
isn't so bad back here.
Oh, what are you doing.
DAN EDMUNDS: I got
to bring it back.
KURT NIEBUHR: Oh, I hate you.
Oh, my god.
OK.
DAN EDMUNDS: That's
a power seat, though.
The other one wasn't.
KURT NIEBUHR: There's less leg
room back here than in the Bolt
by quite a bit.
DAN EDMUNDS: You think?
KURT NIEBUHR: My feet
are starting to go numb.
Could you move this forward?
I can't get out.
[MUSIC PLAYING]
Now comes the fun part.
DAN EDMUNDS: We've left town,
and we're in the mountains,
and we're going to go
up to Crystal Lake.
KURT NIEBUHR: Yeah, and because
we have plenty of range,
we don't have to
worry about range
and we're not going
to talk about ranch.
DAN EDMUNDS: Right, we can
think about the normal things
that people think
about, ride, handling,
steering, braking, how fun
are these things to drive.
KURT NIEBUHR: Let's find out.
DAN EDMUNDS: Let's
take the Bolt.
[MUSIC PLAYING]
Wow, these roads are
pretty incredible.
KURT NIEBUHR: Yeah,
they really are.
DAN EDMUNDS: What's not
incredible is this seat.
It feels like I'm
sitting on a seat frame.
It's really narrow.
I'm sitting on it,
rather than in it.
KURT NIEBUHR: I
think I'm overlapping
on the side of the seat.
And I'm with you.
My upper back, my shoulders
are not happy with the seat.
DAN EDMUNDS: The driving
position is good, but the seat
itself just feels too small.
The interior just
feels kind of cheap.
It just does not have
really attractive materials.
I wish they'd put a little
bit more money in the seats
and the interior panels.
KURT NIEBUHR: The
one thing that's
really prominent in my eyes,
and it's literally in my eyes,
is how bright and
light the interior is.
Because there's a lot of shiny
or light plastics, which now
we're in shade, and it's great.
But as soon as we come
back through the sun,
like reflections flicker
off the windscreen.
DAN EDMUNDS: Yeah, the
angle of the windshield
is just about perfectly wrong,
because it's reflects the--
every detail of the top of
the dash back into my eyes.
It's like I need
sunglasses just for that.
But that is an option.
I suggest that you get
the darkest one they sell.
KURT NIEBUHR: You'd have to.
DAN EDMUNDS: Yeah, absolutely.
You know what's really
cool about this car,
the driving position is great.
I mean, the telescopic steering
wheel's right where I need it.
I feel I can see out really
well, other than the glare.
And the re-gen on this thing,
using the motor's magnetism
to slow the car, is really easy.
You just flip the shifter
and it goes into L.
And now, when you lift off the
throttle, you're slowing down
and you're not touching
the brake pedal.
And it's really kind of fun.
It's not kind of fun, it is fun.
KURT NIEBUHR: Yeah.
DAN EDMUNDS: I got to get
on a little bit of breaks
for this tight hairpin, but--
yeah, the tires, they
make a little noise.
KURT NIEBUHR: We
might be having fun,
but the tires don't sound
like they're having fun.
DAN EDMUNDS: Low
rolling resistance.
But that doesn't mean low fun.
Because this thing really
changes direction really well.
KURT NIEBUHR: Yeah.
DAN EDMUNDS: And I have really
good control of the car's entry
speed because of the
lift throttle re-gen
It's really kind of neat.
Yeah, these seats
though, they're--
[TIRES SQUEALING]
Listen to that.
What was I saying?
All right, I guess it's
your turn to drive, right?
KURT NIEBUHR: Yeah.
I'm absolutely with you
on the seating position.
I can get comfortable in
this car very quickly.
I like the range the steering
wheel moves towards you.
The seat is very adjustable.
DAN EDMUNDS: It just
isn't nice to sit on.
KURT NIEBUHR: It's not
a comfortable seat.
DAN EDMUNDS: No.
KURT NIEBUHR: This
could be the like worst
seat I think I've sat
in that's on sale today.
Now I get to make the
most of this car's torque.
DAN EDMUNDS: Oh.
KURT NIEBUHR: All
EVs make torque right
from zero miles an hour.
DAN EDMUNDS: Well,
it's not just that.
This thing's got 200 horsepower.
I mean, we can't forget that.
KURT NIEBUHR: No, and it's
actually fun to drive.
It's not sloppy.
DAN EDMUNDS: That's
a tight hairpin.
And that's a skinny tire.
KURT NIEBUHR: That's
a skinny tire.
But I have to tell you that
I'm not using the brake
pedal, I'm just using the
re-gen of the throttle pedal,
because it's so intuitive.
Back off a little bit to slow
down, twist it to speed up.
DAN EDMUNDS: And you know, the
body isn't rolling a whole lot.
I mean it's rolling some, but
any car would on this road.
KURT NIEBUHR: Yeah.
DAN EDMUNDS: But that's
probably because the battery's
under the floor, so the center
of gravity of this thing
is really low.
KURT NIEBUHR: I
will say that I feel
like I'm sitting more
on top of the car
than in the car, which creates
more of a sensation of speed.
Like I feel like I shouldn't be
driving the car this fast, even
though the car feels just fine.
DAN EDMUNDS: The
cal is really low.
The seating position's
a little high,
because you've got the
battery under your backside.
Just needs some
sticker tires I think.
KURT NIEBUHR: This
is way too much fun
for an electric vehicle.
So what's your
opinion of the Bolt?
DAN EDMUNDS: Well,
I like driving it.
I mean, the steering,
the handling.
It's got plenty of
power, they regenerate
braking is really fun,
actually even on a challenging
road like this.
I just don't like the
interior, the seats, the way
the dash is put together.
I'm not a fan of that.
But to drive it, it's great.
KURT NIEBUHR: I
completely agree with you.
And you must not buy the
light colored interior.
DAN EDMUNDS: Exactly.
[MUSIC PLAYING]
Oh man, right away,
I love this seat.
It looks good, and it's
wide, and it's comfortable.
KURT NIEBUHR: Yeah, we are
definitely not in the Bolt
anymore.
DAN EDMUNDS: Exactly, and
we're a little further apart.
This cabin is wide
and spacious too.
And look at the materials.
This thing looks nice.
KURT NIEBUHR: I feel
more surrounded.
I feel like I'm
sitting in the car.
DAN EDMUNDS: Right.
KURT NIEBUHR:
Whereas, in the bolt,
I felt like I was kind of
higher up, kind of perched.
DAN EDMUNDS: And the controls
are really nicely laid out.
There's the touchscreen,
air conditioning, shifter,
and these are the heated and
ventilated seat controls.
KURT NIEBUHR: I've got vent--
I'm going to use mine.
DAN EDMUNDS: Yeah, right?
KURT NIEBUHR: Yeah.
DAN EDMUNDS: This
also has a sunroof.
The Bolt didn't
have one of those.
KURT NIEBUHR: No.
DAN EDMUNDS: And the
Bolt is the premier.
It is the top of
the line offering.
This is the ultimate,
which is also
the top of the line offering.
Its more ultimate.
KURT NIEBUHR: Yep.
Something else that's
glaringly obvious
is the distinct lack of glare.
Now, this is still a
light colored interior,
but I'm not getting blinded
by shiny plastic bits.
DAN EDMUNDS: Right,
right, I agree.
And as the driver,
I appreciate it.
The other thing I'm noticing
is going into that last corner
and some of these other ones,
the regenerative braking just
isn't quite as powerful
as it is in the Bolt.
KURT NIEBUHR: That
was a squirrel.
DAN EDMUNDS: Squirrel.
I do have three settings.
I can adjust it
with a paddle here.
But I set it to the max and
wish I had one more step.
You know, this car really
feels more substantial.
It's wider and it
feels like it has
a wider footprint on the road.
It's a little bit more composed.
The tires don't feel like
they're working as hard.
It's not squealing as much.
It's really nicely balanced.
I mean, the Bolt wasn't
unbalanced, it wasn't bad.
But this just feels better.
And even there, on that
really tight corner,
a little hint of
squeal, but nothing
like the Bolt generated.
KURT NIEBUHR: The bolt
was a little vocal.
DAN EDMUNDS: Yeah, the
transitions feel real nice.
The multi-link rear
suspension over twist beam,
I think we're feeling a
little bit of a benefit here.
KURT NIEBUHR: I'd say so
far, I feel less movement.
DAN EDMUNDS: It's almost like
this road is a smoother road
than when it was in the Bolt.
KURT NIEBUHR: Yeah.
DAN EDMUNDS: Oh, wow.
KURT NIEBUHR: That
was way better.
No arguing that, the Kona
electric rides better.
DAN EDMUNDS: I just
wish I could get
a little bit more lift throttle
re-gen in these corners.
It's just not quite there.
The steering in this
car feels pretty good.
When I drove it in town, I
thought, it's a little light,
it doesn't feel as distinct
on center as the Bolt.
And that's true.
But when we get up
here in these corners,
it loads up a bit nicer
than it does on the street.
I still think the
Bolt's steering feel
is a little better, but this is
better than it was in the city.
KURT NIEBUHR: So when am
I going to get to drive?
DAN EDMUNDS: Right about now.
If you listen closely,
there's that--
KURT NIEBUHR: Yeah,
I think it gets
louder when you start moving.
DAN EDMUNDS: Listen to
that, that's awesome.
KURT NIEBUHR: You're
right, right away
the car feels more solid.
It isn't that the Bolt
feels the least bit flimsy.
It's just I like the
way this car feels.
I agree with you on
the steering feel.
It is a little light,
but I like the way
this feels through the corner.
And I also like the fact that it
has wider tires on it as well.
It's very noticeable.
There's not the tires
squeal that the Bolt had.
DAN EDMUNDS: It has the power.
It's just the matter of
not having as much power?
KURT NIEBUHR: No.
DAN EDMUNDS: That's not it.
KURT NIEBUHR: The power
feels more robust.
And the Bolt does not feel
like it's lacking for power.
DAN EDMUNDS: No.
KURT NIEBUHR: But the Kona makes
that power available to you.
DAN EDMUNDS: This has
about the same horsepower,
201 versus 200.
Let's call it equal.
But it makes more torque,
about 30 more pound feet
than the Bolt. So I think that's
what you're feeling coming out
of these corners.
KURT NIEBUHR: I'll
second what you said
about the interior of this car.
I feel like I'm sitting
in a more regular car.
Because the Kona Electric
is also a regular Kona,
it's the same car.
And the Bolt was built
just to be an EV.
DAN EDMUNDS: Right.
Which usually would make the
Bolt a better EV, because it's
purpose built. But
this doesn't feel
like they've made any sacrifices
to make an electric car
version.
Just look at the way the
battery is mounted underneath,
as we saw yesterday.
It's just so well
integrated into the chassis.
KURT NIEBUHR: You're
right about the re-gen.
I wish it was a little
bit more aggressive.
We have it set at the maximum.
We both seem to prefer the
way that the Bolt handles it.
[MUSIC PLAYING]
DAN EDMUNDS: Well, that was fun.
KURT NIEBUHR: That
was really fun.
DAN EDMUNDS: I mean,
why wouldn't it be?
These are compact hatchbacks
with 200 horsepower.
KURT NIEBUHR: Yeah, and we said
we wouldn't talk about range.
We're still not going
to talk about range.
Because we both have
over half a charge left.
DAN EDMUNDS: And
we're at 5,000 feet.
It's downhill most
of the way home.
Things are only
going to get better.
So let's go.
KURT NIEBUHR: Let's go.
[MUSIC PLAYING]
DAN EDMUNDS: So which of these
two EVs is the right one?
First, we have to talk pricing.
We don't know exactly what the
Kona Electric costs just yet.
But sources say the
base model's price will
come in close to that
of the base Bolt.
And we know with
certainty that the Kona
will be better equipped.
But here's another
point to consider.
Chevrolet is about
to cross the phase
out threshold for federal
tax credit eligibility.
The Bolt's $7,500 tax credit
will shrink by half to $3,750
early next year.
Then shrink again to $1,875
six months after that.
In just over a year,
it'll be down to zero.
Hyundai, on the
other hand, is just
getting started with EV sales.
The Kona electric will
qualify for the full $7,500
tax credit for years to come.
There's a lot to like
about these cars.
Both are more fun to drive
than you might expect.
They're practically
hot hatchbacks.
And you can go places
and be spontaneous,
because each offers enough range
to make them useful for more
than just commuting.
We like the Bolt for its
superior regenerative
braking and more
generous rear leg room.
But the clear winner here
is the Hyundai Kona Electric
on the strength of its
more sophisticated ride
and handling, nicer
interior, and longer list
of standard and
optional features.
The extra 20 miles of range
it offers is merely a bonus.
For more videos like this,
be sure to click Subscribe,
and visit Edmunds for all
your car shopping needs.
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