Why Chevrolet Spin Phase Out

Why Not to Buy a Chevrolet HHR Car

Scotty Kilmer:

rev up your engines,
Marco's Delgado says Scotty I want to
get an HHR with a manual transmission
has 130,000 miles what are your thoughts
okay I don't like those GM products they
generally don't hold up over time, but
it's a standard transmission the worst
thing about the HHR are their automatic
transmissions are garbage and you don't
have one it's a manual transmission, now
that sets got 130,000 miles it's got a
little bitty four-cylinder engine in it
don't pay much for it, because they are
worth much when they're used, you get a
standard you get it at a cheap price
right, change the oil a lot take care of
it, who knows but don't pay much for it because just realize it when they get older
they're not worth that much money and
you want to pay much for it, and if you
get it cheap enough, hey you never know
it might last a long time just don't pay
too much for it because it isn't worth
that much, Theresa B says I got a 1998
Ford Taurus W hundred and sixty-four
thousand miles for free, but the radiator
was rusty, flushed alone, suspensions bad
valve cover transmission leaks
needs transmission motor mounts are
Ford Taurus is good car, okay
that's 98 Ford Taurus they actually had
quite a bit of problems, now the thing is
you got that car for nothing,
it runs decent and shifts decent do the
valve cover, oil leaks if it's not
leaking that bad, transmission fluid and
engine oils cheap just keep adding it,
and if the suspension is bad get some
struts and put them on it on and it will ride a
lot better, just don't put a whole bunch
of money into it, my advice would be,
drive a little while see how you feel
with it, does it feel solid enough does
it run and shift good enough and if it
does fix things a little at a time, if
it doesn't have just drive until the
wheels fall off and get rid of it, you
got it for nothing so you're not really
gonna be losing anything,
MDS 81 68 says, Scotty I have a shake or
wobble in the front when I take off from
a stop once in a while I thought it
could be the engine, clean the MAF
throttle port cleaner I had strut
replaced and it's still shaken or wobble
when I take off from a stop, a lot of
times it's just the motor or the
transmission mount is worn, because when
you take off, there's more torque on the
engine and so if the mounts are gone it will
wobble as it bounces back and forth
you want to check those mounts first to
see if there's any problem with that, now
let's say you have a car that is a
notorious problem like say, a Chrystler minivan that's doing
that
odds are two transmission is starting to
go out, because when you take off, if it
wobbles a lot of times it's the
transmission just starting to go out,
because if you got a suspension problem
like a bad tire or worn tie rods, the
faster you go the more it's gonna wobble
and yours is the other way around, it's
wobbling when you're taking off, you want
to pray that it's not an internal
transmission fault, because if it's that
you would have to go and get it rebuilt
which costs a fortune, so pray that it's
a motor or transmission mount first
because they're very easy to check, Zeno
2019 says Scotty I got a 2004
Trailblazer
and my dash lights aren't working what
could be the cause, people had the radio
out before the original dash cluster
and we got three more clusters put them
in and the light still didn't work what
could it be
it could be not having the radio when
you swap it out, because GM has these
insane designs, some of the modern cars
won't even start if you swap the radio
because part of the starting system
is in the radio circuitry, so you want to
check all the wiring by where the radio
was, something could easily be off now if
you hadn't had that radio taken out and not
replaced, the problem often is on those
you turn your lights on then you got
those things to make the lights brighter
or dimmer, that part often breaks now
that can be bypassed
because you can just take the wire off
of that and you can run it directly to
the clusters, when you have the car
running the cluster will get 12 volts
all the time and then the lights would
stay on, you couldn't adjust them and
make them dim or make them bright they'd
be bright all the time but hey, look at
me I'm getting old I want a bright so I
want those things as bright as they can
be, first thing I do is go to the light
feed on that cluster and just give it 12
volts and as it lights up, just rewire it
so that power comes from the ignition
switch to there when you start it up and
they'll be lit up all the time, Edoardo
Becerra says, Scotty hello from Italy I
have a 1984 Audi Quattro it overheats the
fan works I checked the inlet and outlet
temperature the two radiators and enters
in at 240 and exits at 140 what can it be, okay well it's leaving at a lot lower it's your
radiators are losing a hundred degrees
so they're getting rid of heat they're
doing their job, now the problem with
Audi's is, as they age they often have
problems with blown head gaskets, your
engine could just be putting out so much
heat that it's overheating
you want to watch my video, how to tell
if your head gasket is blown, do that test
because if the head gasket is blown it'll
overheat no matter how fast your
radiator can dissipate heat the engine
will create too much heat and then it will
keep overheating, so if you never want to
miss another one of my new car repair
videos, remember to ring that Bell!

2015 Chevrolet Equinox | CarGurus Test Drive Review

CarGurus:

What do T-bills, compact crossovers, and the
Cowboys choking the playoffs all have in
common
in america they're all safe bets the
2015
Chevrolet Equinox is about a safe as
digging a hole in your backyard for your
money
or learning shipbuilding if you live
near the coast
redesign in 2010 the 2015 model features
an
updated facia and some redesigning on
how they market the thing
but we'll talk about that later right
now let's just celebrate the Chevrolet
Equinox's
copious amounts of ordinary
Ok so ordinary isn't maybe the barest
assessment despite looking like the same
Equinox that we had for two years
the interiors pretty tech'd out like a lotta
Chevrolets
the Equinox comes equipped with WiFi
capabilities which
if you have an OnStar subscription means
that you can use your car as a hotspot
for about 25 bucks a month and that's
the bare minimum
you can get about 200 megs data a month
which
if you ask anybody with a cell phone is
or isn't a whole lot of data
realistically families that are going to
use a lotta data
those subscription plans are to be about
50 bucks a month which
is worth it if you want to keep your
kids quiet the back with iPad's
the interior scheme is fairly
well thought out even if the buttons and
controls
seem a little cramped in there storage
all around the Equinox is equal parts
copious
and accessible an interior space makes a
hell of a lot of sense for families
there's thirty one and a half cubic feet
of space in the back with the seats up
63.7 cubic feet when the seats down
a friend that actually moved all of his
life cross-country in one of these things
throw in the family dog too the Equinox
comfortably fits five adults with when
you get here
in the v6 is rated to tow 3500 pounds
which is a small boat or trailer full of ATV's
outside the Equinox is a little bit of
a snooze fest but that's okay
because the car really has no pretension
other than being a family hauler
which it is the good news is is when
2016 models hit show rooms later this
year they'll have a different front
facia and that's in preparation for the
Equinox moving to a smaller more
progressive platform
that underscores the idea that the
current Equinox
is on older aging platform that may not
matter to a lot of buyers considering
Chevrolet sold 250,000
Equinox the last year which doesn't
mean that it's the best crossover on the
planet
it just means it's the right size for a
lot of families but it's not
one-size-fits-all
the Equinox comes in either front or
all-wheel-drive versions
with a 2.4 liter 4 cylinder or 3.6 liter 6 cylinder
married to a six-speed automatic
neither version cracks the thirty mile
per gallon barrier
in this car the v6 ranges in the low 20s
when it comes to mileage
the engine isn't completely refined but
it's not super rough
it'll shuffled on the road with plenty of gusto
so but when you press to pass
you know that you're asking a lot from
the busy motor
driving the Equinox isn't aw inspiring
either the boxy frame
leans and pitches rolls and rocks under
hurried driving conditions
and as a reminder of how old the chassis
is but it's also a reminder of how much
its competitors like the CX 5
really have the compact crossover market
dialed in but the news is not all bad
a 22,120 to start and 36,000 here when
equipped like our tester
you can get a lot of car for your money
now it's inescapable that the Equinox
is an older crossover on an aging
chassis but
for the right amount of money you can
get you guessed it
a safe bet for family car

2018 Chevrolet Traverse - Review and Road Test

Kelley Blue Book:

the second generation Chevrolet Traverse
it's a three row midsize SUV that we
really like propelling our positive
vibes is a deeply functional interior
let's start somewhere boring door
storage the front rear doors are loaded
with bins and nooks galore though I'm
not quite sure what defines a bin versus
a nook beyond the aforementioned door
nooks smaller items can be stowed in the
sizeable center console in this spot
below the second row climate controls or
in a handy USB adjacent bin beneath the
center stack aside from slight pressure
in the upper back region the front seats
are superbly comfortable and as the
driver you'll enjoy a highly
customizable driving position supported
by well-placed arm rests just know drive
like a maniac and you'll wish for more
lateral support Headroom is
unsurprisingly excellent up front but
that excellence extends rearward as well
Tim is six foot something and look his
head is not mashed against the headliner
nobody cares also he's British and too
polite to complain about legroom so I'm
going to proactively slide and angle my
seats slightly forward. Thank you. Sorry I was uncomfortable. It's fine.
with less diplomatic occupants rear-seat
nice space could be tight but as
consolation third row dwellers are
gifted a wealth of cupholders decent
foot space under the second row and two
USB outlets on that note the Traverse
comes with USB ports in all three rows
that plus an optional three prong outlet
means well-charged devices ensuring your
family never has to, you know, speak
where material quality is concerned the
Traverse leaves room for its Buick
Enclave sibling to fancy things up even
so GM's mainstream offering incorporates
some soft materials and in many places
uses a soft coating to spruce up hard
plastics in other places it doesn't with
the second and third row stowed Traverse
owners have a substantial ninety eight
point two cubic feet to fill raised
those seats and twenty three cubic feet
of dedicated cargo space remains
supplemented by an additional 3.2 cubic
foot underfloor storage hold while
prattling on about the traverses many
fine qualities we should reserve time to
talk about how it drives and how it
drives is lovely the suspension
skillfully absorbs bumps while keeping
the chassis in check when cornering and
when you pick up the pace interior noise
is mostly quashed except for some
whistling in this region, which you would
hear if I didn't have to stop for that
stoplight
the man says I have to stop
providing propulsion is a mighty 3.6
liter v6 that tows up to 5,000 pounds
and moves the Traverse with real
authority when asked maybe more
impressive is the standard 9 speed
automatic it's a shining star of a
transmission that delivers virtually
seamless transparent shifts and when you
introduce the accelerator to the carpet
acceleration and downshifts occur without
delay for its size the Traverse is
fairly efficient aided by an
inconspicuous but undefeatable automatic
engine start/stop system that saves fuel
when the vehicle is motionless if you
don't mind giving up a few mpg the
optional all-wheel drive system adds
traction inslippery conditions a
turbocharged four-cylinder engine is
also available but only in the sporty
Traverse RS producing less horsepower
more torque and better city fuel economy
than the v6 the real trick with a
relatively large SUV is to hide its
girth the Traverse does just that with
light and easy steering and a tight
turning circle that make it a confident
parking tool parked on the flipside
visibility over your right shoulder is
terrible especially since depending on
where the seats are the right second row
headrest completely blocks the side
window in my experience if you can see
what's in the adjacent Lane lane changes
are less stressful
helping address those visibility
concerns our higher trim features like
blind spot monitoring a 360 degree
camera system rear cross-traffic alert
and rear but not front parking sensors
rounding out the option roster are
indulgences like wireless phone charging
a hands-free tailgate heated and
ventilated front seats leather and a
heated steering wheel choose the fancy
high country trim with its power folding
seats and traction enhancing dual clutch
rear differential and you can spend
nearly fifty three thousand dollars it's
worth mentioning that adaptive cruise
control is only offered on the high
country trim while many competitive SUVs
offer similar technology at a lower
price point and if you need eight seats
you're stuck with the low end L & LS
trims as higher Traverse trims only come
with seven in basic not quite $31,000
form the Traverse comes surprisingly
well equipped with keyless entry and
push-button start three-zone automatic
climate control a wide-angle backup
camera a smart slide 2nd row seat for
easy third row access and 7 airbags
including a center airbag that deploys
from the inboard side of the driver's
seat the standard infotainment system is
a 7-inch unit featuring apple carplay
and android auto but buyers can also
upgrade to an 8 inch system with a
lockable storage area behind the screen
hiding the traverses elusive seventh USB
port either way the screen is decently
sized placed within reach and the menus
are a cinch to navigate while shopping 3
row midsize SUVs it's always smart to
investigate the alternatives some
standouts include the roomy VW Atlas
the practical Toyota Highlander the
thoughtfully crafted Honda Pilot and the
strong selling Ford Explorer
pleasant to drive and
competitively-priced with lots of cargo
space and room for up to 8 passengers
the Chevrolet Traverse is fantastically
suited for family duty despite some
formidable competition the Traverse is a
midsize SUV that deserves your attention

2019 Chevrolet Silverado - Review & Road Test

Kelley Blue Book:

When Chevrolet first revealed their
fourth-generation full-size Silverado
they dangled it from a helicopter onto a
massive stage.
Hey, our reveal is just as extravagant.
Okay so maybe we need more helicopter
budget, but we're on dirt and those used to be pine trees. So here it is the
fourth-generation Chevy Silverado.
Okay, I can't.
You know I'm not sure this looks that
different from the previous model. There
are four grille options, this is one of
them and it's bigger and beefier than
the previous generation, but other than
that it looks pretty much like a
Silverado. It does have a steeper
windshield and adds a roof spoiler for
better aerodynamics, but also rides an
inch higher than the third generation.
Thanks to its new bigness the second row
in the crew cab expanded. There are three
more inches back here of space for your
legs, but if you prefer to haul stuff
inside the 60/40 seats fold up. There are
a lot of cool storage spaces.
Check out that cubby. It's pretty neat.
This is bigger than some apartments I've
lived in.
Bed size also benefits from the
Silverado's expansion to the tune of
seven inches of width thanks to GM now
stamping the beds into pieces. It's also
stronger, which is a good thing for tough
payload.
Even the 12 standard tie-down loops are
stronger, and there's an optional power
tailgate, which we think is cool. The
Silverado comes in eight models. The Work Truck
comes with vinyl or cloth seats
and 17-inch wheels, remote keyless entry,
a USB port, seven-inch touchscreen and
Chevrolet's Infotainment 3 system with
Apple CarPlay and Android Audo. Optional
safety features include front and rear
parking assist, lane change alerts with
blind zone warnings, and rear
cross-traffic alerts. Those are some good
options for a base model truck. The
Custom trim adds 20-inch aluminum wheels
and LED tail lights. The Trail Boss adds
a 2-inch lift and the optional Z71
off-road package, which of course
requires four-wheel-drive and includes a
locking rear differential, skid plates,
and 18-inch Goodyear Duratrack tires
for off-roading. Step up to the LT trim
and there's the aforementioned
optional off-road equipment, an
eight-inch touchscreen comes standard as
well as a step up to the 8-speed
automatic transmission from the 6-speed
in lower trims. Hill descent control is
also a good option for when you're
coming down from all those mountains
you're driving over. The LT Trail Boss
includes the off-road capabilities of
the custom Trail Boss. Looking for a
sporty or Silverado the RST trim
includes body coloured exterior trim LED
lighting and 22s.
This high country is at the top of the
Silverado trim mountain, and it is swank
at the summit. Everything is covered in
leather and it's pretty comfy in here in
a truckie kind of way. Both front seats
are heated and ventilated and the
driver's side has 10-way power
adjustment including lumbar. Micah!
It's wireless charging capable and the
storage in the center console is so big
you could probably fit a whole bucket of
fried chicken in there.The Bose audio
system is awesome, you know what, if I
went camping I would probably just stay
in here. Six powertrain choices are
offered on the Silverado. Those larger
two are new options and include GM's new
dynamic fuel management system which is
able to use as few as two cylinders
cutting fuel to the rest for improved
fuel economy. The diesel option is new too. Some EPA numbers weren't available for
various power trains at the time of this
videos making, but here are those that
are.
The 4.3-liter V6 offers up 285
hp and 305 pound-feet of torque.
The 6.2-liter V8, which is in this High
Country crew cab I'm driving has 420
horses and 460 pound-feet of torque. With
a curb weight of 5,000 pounds, a payload
capacity of a little over 2,100 pounds,
and towing capabilities of 12,000 pounds
I'd say that power is going to come in
really handy. That's cute.
Incidentally that's less towing capacity
than a similarly powered Ford F-150 but
more than the RAM 1500 and the same as
the GMC Sierra, which makes sense because
they share power trains. But how does it
drive I hear you ask? You know what? I
have a really good way to find out. Why
thank you.
On the road the Silverado feels sturdy
and solid but surprisingly un-trucky. It
actually drives like a much smaller
vehicle. That might be thanks to Chevy
shaving off up to 450
pounds depending on which Silverado you
drive. The Silverado makes easy work of
curvy mountain roads and is maneuverable
enough to not get you in too much
trouble when parking in relatively tight
spots. The High Country's more refined
road manners are partly due to a 10-
speed automatic transmission with which
it is equipped. Shifts are quick and
smooth. It's tight ratios keep the engine
closer to peak power when at full
throttle. It also makes for easier
operation when towing. It's too bad this
transmission is only an option on the LT
trim and above with the diesel or 6.2-
liter engine. The cabin is quiet. I don't
hear the road and there's no notable
vibration or noise coming from the
engine when that DFM system is doing its
thing. You know if someone was looking
for a midsize crossover alternative with
more utility and towing capacity then
the Silverado drives nicely enough that
it should be considered an option.
Base price on the Work Truck will cost
you around $31,200 including
destination. Our tricked-out High Country,
which is at the top of the spending
spectrum is more like $67,000. This one
also has the Deluxe package that
includes safety features like forward
collision alert, lane keep assist with
lane departure warning, low speed forward
automatic braking. It also has a sunroof,
all-season tires, as well as the Tech
package that gives us the surround
vision camera and head-up display. Those
safety features come in handy especially
in a big truck like this. Sometimes
little things like Miatas or cyclists
are really hard to see. You know, I kind of
feel like the blind spot warning is
pretty much on all the time in this
thing.
The purchasing sweet spot though is
probably the LT trim that starts at just
under 40 large and comes standard with
the 5.3-liter engine and the 8-speed
transmission, but is optional with the
diesel engine mated to the 10-speed. It
also opens up more optional packages
that include tilting and telescoping
steering wheel and navigation. If you're
in the market for a full-size truck the
fourth-generation Silverado has a lot of
competition to check out including the
F-150, Sierra, Ram 1500 and even the
Nissan Titan and Toyota Tundra,
but the Silverado has a lot of great
qualities to consider. It's well equipped,
nicely powered and a good-looking truck
that rides nicely on the road. See no
splashy helicopter entrance necessary.

2019 Chevrolet Silverado; Mercedes-Benz Goes Electric | Talking Cars with Consumer Reports #167

Consumer Reports:

The truck wars are heating up.
And we just picked up a brand
new Chevrolet Silverado 1500.
Also, Mercedes Benz
introduced their new EQC SUV,
part of their new plans
for electrification.
And we answer your questions
next on Talking Cars.
[MUSIC PLAYING]

Hi, everyone and welcome back.
I'm Jon Linkov.
I'm Jennifer Stockburger.
And I'm Ryan Pilakowski.
And some announcements this week
about new electric vehicles,
we've also got the new Chevrolet
Silverado in our test fleet.
We'll talk about
that with the RAM.
And then we have viewer
questions, so lot of stuff.
Let's jump in Jen.
Mercedes Benz introduced
their, or showed,
their new EQC all electric SUV.
Can you tell us about it?
Right, so this is a, you
know, the first in Mercedes EQ
line of electric vehicles.
So that's kind of a big deal.
Electric intelligence is
what it stands for, right?
Right.
And C means that it's
kind of C-class base size.
C-class platform, right?
So it all has meaning, right.
I wondered what the German
word for intelligence
was that made it a Q, but
anyway, different issue.
But anyway, fully electric,
402-horsepower rating,
80-kilowatt battery,
floor mounted,
which means some
of the space stuff
maybe isn't an issue,
two electric motors
for all-wheel drive, right?
So you get all-wheel drive.
But more so it's
kind of the industry
that the big players are
beginning to introduce
electric vehicle lines.
We've talked about Volkswagen,
you know, Mercedes, so yeah.
Tesla had the Model
X. Jaguar has the--
now, let me get this right.
The I-PACE-- the
E-PACE is not electric.
The I-PACE is the
electric, right?
Right.
You know, Ryan, it's kind of
a GLC Mercedes Benz, GLC SUV.
What do you think of that model?
And do you think it would
translate well to electric?
Yeah, I mean, it all sounds
really good actually,
because the GLC we liked quite
a bit here at the test track.
I know I liked it.
If they can make it
actually go 200 miles--
Right, I think that's the key.
That's the key.
It is that size of the GLC.
I think they have something.
The price is probably
not going to be low.
I mean, let's face it.
That's the unfortunate
part I think.
But maybe it'll be reasonable.
I don't know.
But I think they'll have
something if they can do that.
Yeah, I mean, they claim that
you could charge in 40 minutes,
the battery can.
Depending on the
status of the charge,
you know, there's a lot of
caveats with this announcement
right now, almost 80%, from
10% to 80% in 40 minutes.
But does it mean something
big for the industry?
Or where does it fit?
I think it's good news for
the electrification industry,
if you will.
I don't know what
you want to call it.
But Mercedes is a big name.
And they have the infrastructure
and the knowledge,
the know-how to do
this stuff on a bigger
scale I think, than even
Tesla, you know, if it works,
if they can figure that out.
But it's--
We'll, you know, you
raise a good point.
And you know, Jen,
Tesla kind of what?
Proof of concept in a sense.
You know, Mercedes, they're
established, like Ryan said.
Right, right, maybe more--
I mean we joke about German
engineering and the rigidness,
but that's probably a
good thing in this case.
They're going to
make the technology--
And they might --work --have
been using all this time
sitting back a little bit
watching, learning, figuring--
who knows what they
have up their sleeve?
They could do
something impressive.
I find it interesting,
diesel was their way.
When it was hybrid and electric,
the Germans were like, nein.
You know, we are
going with diesel.
Diesel is the way to go and
all of a sudden scandal--
This is a big deal.
That they're accepting the
fact that maybe electrification
is the way.
Well, I think there's
two you talked about.
There's two tipping points.
One Ryan just mentioned,
the 200 miles.
Now, electrics are
a practical vehicle
that you can actually
get somewhere
without having to charge.
And you talked about Tesla.
And I think that's kind of
a hesitation for others.
Tesla did a huge thing, in that
they not just made the car,
they built the infrastructure
and the charging stations.
We have not seen
that from others
introducing electric vehicles.
Volkswagen has the plan as
part of their kind of penalty,
you know, their punishment
for the diesel scandal.
But we haven't seen
it yet, like you said.
But I think those two
need to go hand-in-hand,
that you can get somewhere,
charge, and get back.
I have a question
for both of you.
So OK, is 200 miles
or around 200 miles
acceptable for both of
you or either of you?
And also, would you
buy an electric?
Big toss up.

I think 200 miles is the key,
300 would be even better.
Sure, more is better.
But for me-- and again, we're
here in rural Connecticut.
The infrastructure is not there.
So for me-- and you know,
I think I've mentioned,
we have a place in Vermont.
I'm not going to Vermont
and finding a Tesla
or any other charging station.
They're getting there.
We just passed a coffee shop.
We were in Vermont
over the weekend,
three charging stations in
Newfane, Vermont, new coffee
shop.
Tesla?
I think they were Tesla.
I didn't get close.
But three Tesla
charging stations
in this little rural
town in Vermont.
So it's coming.
What about you, Ryan?
No, not yet.
I mean, if they start
getting up over 200 miles
and there's more to choose
from at a lower price,
I could see maybe
having a second vehicle.
But right now-- and I
forget to charge this thing.
You know, it's just I could
not have just one car.
I'm a dingbat.
I would forget.
And it would just be
not good, trust me.
Oh, shoot, I forgot
to charge again.
I mean, I think--
no, I'd be walking.
I'd be riding my
bike half the time.
I swear, I'd forget.
You have to keep it in the back.
I mean, where I live, if I
worked in the city of Hartford,
because I'm outside of
that, that would work.
If my employer had charging--
I mean, we have them
here, but you know,
it's a different situation.
That would work And
families close enough.
But yeah, a trip to Boston would
be one of those tic-tac-toe,
make connect the dots to charge.
And you know, goodness forbid
there's weather, traffic
jams on I-90, stuff like that.
It kind of leads
to another question
we had from someone
about hybridization
electrification of cars.
And I want to read it, because
it refers to the RAM eTorque
system.
We'll get to that.
Recently, I saw a review
of the 2019 RAM 1500.
Can you explain what
eTorque is and how
it is or is not beneficial?
Is it kind of like a hybrid?
Jen, you want to
jump on that one?
Right, so it is kind of like
a hybrid, a mild hybrid.
We use that word mild hybrid.
So in that they are using
an electric motor to one,
help the stop-start technology.
And I will say, I
found it seamless.
I wasn't sure it had it.
It was so seamless.
Right, it stops at traffic
lights and restarts.
I was like, is it even stopping?
And it was.
And then it's the
other piece of that,
is this 48-volt
power system, which
is, you know, there's so much
running electrically now,
that they're having
this 48-volt platform.
It's going to be necessary
to run all these things.
Online we said,
the 48-volt system
provides a short bump in power
delivery, regenerative braking.
Chrysler estimates this
mild hybrid system.
So that's what they're calling
it, 10% boost in fuel economy.
So we have it in testing.
Yeah, it's a unique system.
I mean, it's a giant
alternator-battery system.
And it acts a an alternator
when you're cruising along,
but it gives you a little boost.
On the v8 model, it gives
you 130-foot pounds of torque
in taking off.
And that's a big deal.
That's where you use a
lot of fuel, just getting
the vehicle moving
a lot of times.
And any little bit
helps, so it's unique.
Well, you know, we're putting
the RAM through testing.
And we'll have fuel
economy numbers coming up.
But it perfectly leads
into a huge competitor
in the giant pickup truck
market, the new Chevrolet
Silverado.
And it's 48,380, the RAM
that we're testing is 50,820.
We all drove it.
We've all been putting
some miles on it.
Both of you tow, so
Jen, let's go first
how it performs
as a tow vehicle.
Right, so I think the
power train's very good.
And I think it'll be great.
It is a bit more truckie riding.
So in towing or when it
has stuff in the bed,
I think it will ride better
when you can settle down
that rear end a little bit.
And personally, it's a little
more bare bones interior,
but I think--
again, you're talking to someone
who uses a truck for a truck.
We have hay and grains and
shavings every single week
in the back of our truck.
And I think sometimes
when you've covered--
excuse me-- covered
in horse hair,
you don't necessarily want
that plush of an interior.
Whatever you're doing.
You know what I mean?
I want it to be cleanable.
So I actually kind of
like the more sparse--
is that the right word?
Spartan.
Interior.
Again--
Utilitarian, yeah.
--it's a $50,000 truck.
But I kind of liked
that it was more
on kind of the functional side.
Ryan, boat towing or--
Yeah, no, that's why
I agree with Jen.
It's firm.
It rides like a truck.
But it was designed to
carry loads and whatnot.
I actually had weight
in both of these trucks.
OK, the RAM and the--
None of this is scientific
or-- this is objective data.
This is subjective.
Like the RAM, I had probably 400
pounds in the back of the RAM.
And it sat down a little bit.
I was surprised.
But it also rides really
nice without weight in it.
Well, it has coiled springs
under there versus a LEAF,
so it has a better
ride overall, unladen.
Exactly.
I had probably a
little less weight
than that in the Silverado
and it settled the truck down.
I mean, I think it even
shifted a little better.
So the RAM was more like
this in the settling.
And the Silverado--
Silverado didn't squat,
but it rode nicer,
because it had some
weight in the bed.
But it's designed that way.
I think it's going to be maybe
a little more of a rugged work
truck than the RAM,
but depending on what
you're looking for, you know?
And that's a key
question, because what
are people looking for,
because you know, in my town,
a lot of--
In Jon's town.
A lot of people buy
really loaded trucks.
And you never see them towing.
You never seen them
carrying a load.
The biggest load
they carry is, you
know, the family coming
back from maybe Costco
or some kind of big-box store.
You know, and they're
$60,000, $70,000--
The loaded paper towel.
--trucks.
You look great.
And the ride can't be--
yeah, right, you look great.
But the ride can't
be that enjoyable.
They're almost like--
well, you said--
Well, it's depending
on the truck.
So in the RAM, it probably
is very enjoyable.
You go back-- do you
remember back in--
we used to do, in our
ride-comfort, a full-load ride.
We actually loaded up
the bed and then judge
the ride based on a full bed.
What we found is
people, to your point,
people aren't using
them like that.
So we don't even do
that test anymore.
They're like a SUV
without a cover.
Yeah, so I would encourage
people, you know,
if you're between--
I don't know what the right way
to get a full load in, maybe
bring some sandbags or something
along and do maybe a test
drive both ways.
If you're going
to use it loaded,
don't judge it completely
on its unladen ride.
You touched on something
about the price.
And I looked at them both.
I mean, the RAM feels nicer.
It has more features really,
than not for much more money.
I mean, we're looking at maybe
$2,200 in our test vehicles.
It has XM.
It has a larger screen
with Uconnect, which is--
the GM one's good,
Uconnect's better.
It is better.
It has power-folding mirrors
and a power-sliding rear window.
Now, the GM truck has
a huge rear window,
makes it easy to see out,
but that venting is nice.
Parking sensors front and rear,
which helps with the truck,
because the front end.
You cannot see over it, right.
The key thing, I mean,
again, let's just make
a round number, 50 grand.
Neither of them has
advanced safety gear.
The RAM has a little bit of a
parking assist for the back.
It'll stop if it thinks
it's going to hit something,
but no automatic emergency
braking, no forward collision
warning, not even blind spot.
And again, you got some
big blind spots in trucks.
That's a disappointment to me.
Something that I
thought was interesting,
is the Silverado-- at least the
1500 always been a lower truck.
This truck's tall.
It's going, I think, after--
you know, Ford always has
these big, brawny grills
and they're tall.
The RAM actually seems lower.
And the Silverado went up.
I needed the handle.
And the hood I notice it's
big and it's a little bit
to look around.
The steering is still better.
I think that it has the best
steering out of the three
trucks, the F-150 included.
I don't care for the
steering in that or the RAM.
But it's a big truck either way.
I was just going
to say, I'm also
looking for stuff that
makes shorter stature.
You know, women buying
trucks, which again,
and we've talked about.
There's a lot of horse women.
In the Silverado, that
step in the bumper that
let you get in the bed,
the assisted gates,
you know, the Silverado
had a power-lift gate.
Most of them are easier
now, grab-handles
to get in, all of them have
that, adjustable pedals.
Silverado did not have
the adjustable pedals.
[INTERPOSING VOICES]
RAM does, F-150 does.
So things like that make
it easier for someone
who is a little shorter.
It's an important truck
for GM, in the sense of A,
they compete with Ford for the
best-selling vehicle in America
each year.
Not truck, vehicle.
Vehicle.
Right, right, not just truck.
Small volume.
And secondly, it is
going to be the basis,
the platform basis
for their SUV's,
so the Chevrolet Suburban, the
Chevrolet Tahoe, the GMC Yukon,
the GMC Yukon XL, the big ones.
And last generation, they
didn't launch Silverado well,
according to the Consumer
Reports' annual auto survey
reliability data
from our members.
And those trucks
also had problems.
Hurt the others,
hurt the others.
They also had reliability.
So we'll see getting
them through testing
in the next couple of weeks.
We're going to move to questions
right now, because we've
got a lot of great ones.
We had that one about eTorque.
But we've got a--
We through the
eTorque in up there.
Right.
So the first one, e
have a video question
about all-weather tires.
Take it away.
Hey, Talking Cars.
So I've been thinking
of getting some snow
tires for my new Ridgeline.
But I really don't want to
changing tires over every six
months.
I saw your reviews on
some all-weather tires
from Toyo Celsius CUV,
Goodyear WeatherReadys,
and some Nokian WRG3's,
RG4's or new, I guess.
I'm in the same
state as you guys.
And I don't need to go to
work when it's extremely bad.
But I do need to be able to
drive when it is snowing.
Are these new all-weather
tires decent enough, especially
in something like a Ridgeline?
It's pretty heavy.
I'm leaning towards
the WeatherReadys.
But I also kind of like
the Toyo Celsius CUV.
Thank you, have a great day.
OK, a really good
question and something
we hear from people a
lot about type of tire
for the transitional weather.
Ryan our black-donut expert,
what should this gentleman do?
So it's a great
question, because this
is the exact situation why
these tires were designed for
or what they were designed for.
People that do encounter
snow, but don't
want to be hassled with
the tire change over.
Actually, we just
got done testing
our last all-season
program of car tires.
And there's actually
five all-weather models
that we tested in the
performance all-season group.
And there's a good spread.
I mean, we have a
couple at the top,
middle, and then
closer to the bottom.
And I think they're
a great compromise.
They are still a compromise.
Tires are always a compromise.
In what way are
they a compromise?
Well, you know, you can't have
a tire that is amazing in snow
and is amazing on wet roads.
It's just-- there is one.
He skewed more towards
snow, but yeah,
give up maybe something else.
So yeah, I mean, I definitely
recommend an all-weather tire.
Take a look at our
ratings, we just
came out with all new ratings.
And there's five
different models in there.
If that doesn't work,
if you can't maybe
find something that
fits you, you know,
there, the next
best thing is really
a set of snow tires
on wheels ready to go.
And you can go to
a local tire place.
And they'll mount them
for you, maybe even
store your other tires, so you
don't have to deal with that.
I know sometimes
storage is an issue.
Can you give us a rundown
just in the brands
that are making them?
And also are there any
worries that you may have,
because I think they're
kind of limited.
It's interesting.
You can look at these
tires and they all
look radically different.
I mean, the Michelin looks
almost like a summer tire,
but they do it all
with compounding.
The grip comes from compounding.
The Nokian looks
like a snow tire.
It's really unique.
But it's usable on dry roads.
Exactly, if you
look at our ratings,
you'll see the benefits of each.
So right, consumerreports.org,
we've got our ratings.
And we might have some
free content up there too.
But members can go to
consumerreports.org.
Also, send us your
video questions.
We really like those, text it
to TalkingCars@icloud.com, send
them in via our YouTube site.
Wherever we can get
questions from you,
we want to answer them.
So moving on, we have a
question from a young viewer
who's buying his first car.
Hi, I'm 15.
I love cars.
And I'm coming up on
buying my first one.
I live in a place
that snows a lot.
And my parents want
me to buy a car
with either 4x4 or
all-wheel drive.
I have no idea
what to look into.
And I have a budget
of about $10,000.
What should I get?
So first I'm going to
steal Jen's game, because--
Stealing my game.
--everyone has to come
up with a suggestion.
But I'm going to
go to Jen first,
because Jen maintains a list,
top used cars for teens,
fits right in here.
Jen, go.
At the risk of being repetitive,
just to say, you know,
we try to balance not too big,
not too small, not too fast,
not too slow, obviously
reliable, obviously full
of safety features.
The Goldilocks of cars, right?
Yeah, right kind of the
Goldilocks and that's
how we narrow that
teen driver list.
So my pick was--
I mean, my gut at first was
to go to all the Subarus,
you know, reliable.
I think, you know, I said I'd
lease one for my own daughter.
But if you look there, resale
prices are a little higher.
So where I ended up
for him is a RAV4.
Toyota RAV4.
Yeah, 2009 or later, excellent
reliability, ESC was standard.
I would really like
you to get something
with Electronics
Stability Control,
regardless of what you
buy, please look for that.
Four-cylinder, so
it's not too quick.
But fuel efficient.
Fuel efficient, reliability
was excellent, room,
your all-wheel drive, that's
what I settled on, RAV4.
Ryan, what did you
bring to the table?
So I went down the
Subaru road, just
because all-wheel drive and
they do make great cars, a 2010
or later Legacy.
The Impreza is too small.
I think the Legacy
is a little bigger.
It's a nicer car, I think,
a little more solid.
And like Jen said,
definitely try
to get stability control, 100%.
I was looking-- there's
some Hyundai Santa Fe's
mentioned, Santa Fe Sport.
I saw the Forester.
I went with the Impreza.
Both of you knocked it--
We didn't knock
it, I just didn't.
Truly, I just didn't.
So I'm not knocking it.
I just was weighing out the--
But you both gave reasons
not choose it here.
Non-turbo, key, no
WRX, no WRX, OK?
That's--
And you look at the price range.
You could see these 22,000.
That's the WRX.
And summer tires or super-ultra
high performance all-season
is not going to
give you snow grip.
You know, you can
look 2010 to 12's.
You know, that's
the lower end of if.
You might get some high mileage.
Also, pretty good reliability
and owner satisfaction data
from our annual auto
survey of CR members.
So I think all great option.
You want to know the other
one I through in there?
Toyota Matrix.
There's just not a
lot of them around.
There isn't.
But that was a great car.
I forgot about the Matrix.
You got to put snows.
He wants an all-wheel
drive or 4x4.
Well, you can get
all-wheel drive.
Oh, yeah.
Yeah, you could get
an all-wheel drive.
But I thought that was--
Rare car.
Yeah, rare car.
You maybe not be
able to find one.
Proper tires, though.
That's on our list, so.
Right, in any case.
OK, so we have one more.
We have an electric
vehicle hybrid question
from a viewer in the
Dominican Republic.
Hello, from the
Dominican Republic.
Yay, I love our
international audience.
I think it's the first one.
First one from a island
versus --and are Canada.
--youthful.
A whole lot of questions
from the youngsters.
That's good.
Well, they're texting.
They're doing the text.
That's good.
That's good.
So let's start.
Hello, from the
Dominican Republic.
I spend over an hour
in traffic every day,
burning fuel and traveling
five to eight miles at most.
Sounds like he lives in
San Francisco instead.
[LAUGHTER]

On weekends, I take the
family to the mountains,
which is a 200-mile round trip.
I know hybrids and EV's
are different animals,
but which one would perform
better in stop-and-go traffic
driving environment?
What do you think?
We've already talked about that.
Right, so I think in his case
a hybrid is the perfect one.
EV's would work for his commute,
but may not work for the travel
into the mountains.
Exactly what we said
five minutes ago.
That he's not going to find
a charger in the mountains.
So to me perfect
person for a hybrid.
And stop and go is actually
where hybrids excel.
You know, you think
of long commuter miles
on the highway, that's actually
not where they get their most
benefit.
It's in that stop and go,
in the city, perfect car.
So I would say,
absolutely go with hybrid.
Then you have the option and
when you're on your weekend
to the mountains, that
you have the backup.
You don't need to
worry about charging.
I thought a Prius,
Toyota Prius or Prius V.
The V is a little bigger.
You go to the mountains, you
can carry some extra stuff.
You know, one thing that
I was thinking about,
the charging infrastructure.
You know, I mean, what do
we see here in the States?
Right, well, we
were just talking
about how in Connecticut,
we don't have that many.
I mean, there are chargers, but
maybe in this area there isn't.
And you know, that deters me
from wanting an electric car.
I don't know what
it is down there.
I can't imagine it's
better than here, you know,
in terms of frequency
of chargers.
So you know, that's
one of the things.
I looked online.
It seems like there's
only one or two chargers.
Maybe that's only one or two
public chargers in the --it's
Dominican --not
Republic --to say
--he can't have one at
home, but yeah, right.
Right, but still and
then we go to the mileage
of an EV or the range, you're
going to maybe get 200 at best.
And that's a Bolt
or a Tesla Model 3.
If you buy a LEAF,
that's way low, right?
Batteries don't like heat.
You're going to be
using the AC a lot.
You know, that range
is going to be lower.
Any suggestions for Him?
Yeah, the only thing I added--
and you're right, Prius,
Prius V would be
great with something
maybe slightly larger, if
they're camping or going
on a round trip.
I said Highlander
hybrid or a RAV4 hybrid,
so keeping in that
Toyota vain, but yeah.
What about people who
maybe aren't living there,
but want an EV?
There is some news
about them actually.
Right, so we just
published an article.
It's an industry thing.
But right now, if
somebody is looking
to get into the
electric vehicle market,
there is a glut-- we
actually us that word.
Of used EV's in
the used car market
to be had for super reasonable.
We're talking about 1/3
of what they're MSRP was.
$10,000, you can get into a
LEAF or something like that.
Albeit, not 200 miles
range, but if you
wanted to pick up a second
vehicle as a commuter vehicle,
now is the time.
We even said, what a great
way to get new safety features
in a $10,000 car.
We talked about
this young driver.
It's hard to get ESC
yet for under $10,000.
You really got to look.
But a brand new car,
$10,000, great teen vehicle,
great way to try it, great
way to get a second car.
Yeah, if you live in
that kind of situation
I was talking
about, you know, you
have a commute 20 or 20
miles or you can charge,
that really works.
Yeah, if you have the parking
and a charger at home,
would be awesome time.
Yep, well, you know that article
and more about EV's and hybrids
is free on consumerreports.org.
And members can get our
ratings on EV's and hybrids.
That's going to do
if for this episode,
so remember to check the
show notes, also, send us
those video and text questions
to TalkingCars@icloud.com.
We really want them, potentially
for another all-question
episode down the road.
Thanks for watching and
we'll see you next time.
[MUSIC PLAYING]

Chevrolet Good Deeds Cup 2020: SW Kings Pee Wee A2 Gold

ChevroletCanada:

On December 19th, Reese Ketler, a
19 year old player from the St Vital
Victoria's junior hockey team sustained
a spinal cord injury during a hockey
game that left him paralyzed. We were all
shaken by this news. The South Winnipeg
Kings Gold peewee A2 team wanted to
help and decided to hold a bottle drive
to raise funds for Reese and his family.
Community support for the team's good
deed was incredible.
Winnipeg media promoted our event,
Reese's teammates came to help with the
drive and even young children donated
their Christmas money to the cause. To
date we've raised approximately
$8,000 for Reese and his family. If we
win the Good Deeds Cup, we would like to
donate the money to the Reese Ketler fund.
This is hockey helping hockey.

2018 Chevrolet Camaro SS vs. 2018 Ford Mustang GT | Comparison Test | Edmunds

Edmunds:

CARLOS LAGO: In
the early 60s, Ford
introduced a car called the
Mustang that was so popular,
Chevy decided to follow
suit and introduced
its direct competitor,
the Camaro.
And since then, really
not much has changed
MARK TAKAHASHI: No, the formula
has definitely stayed the same.
But man, the total sum has
increased dramatically.
CARLOS LAGO: Yeah,
we've assembled
to the latest variants
of these pony cars,
as the way you should probably
order them, with the V8.
Now, these aren't
performance package cars
but these are the
cars most people are
going to end up buying.
We've got them here to see
how these two modern versions
of the pony cars stack up.

[CAR ACCELERATING]
All right, Mark, it's up to you
to sell me on the 2018 Mustang.
MARK TAKAHASHI: It should be
pretty easy because number one,
I can see.
Look, you can see turns.
CARLOS LAGO: This is
true but also listen.
[CAR ACCELERATING]

MARK TAKAHASHI: Oh,
that sounds amazing.
CARLOS LAGO: That
sounds really good.
I swear that's louder
than the Camaro.
MARK TAKAHASHI: It is.
CARLOS LAGO: In this world
of Camaro Mustang, loud wins.
MARK TAKAHASHI: And this has an
active exhaust option for you.
You can do a quiet
start if you don't want
to wake up all your neighbors.
But it sounds so
rad anyway, I think
they'd be cool with it, right?
CARLOS LAGO: But tell
me about this five liter
because I see it's
revving higher.
How does it feel?
MARK TAKAHASHI: It feels great.
You know, it's kind of got
some of that high revving
personality of that GT 350.
CARLOS LAGO: Yeah.
MARK TAKAHASHI: Which
I really, really dig.
CARLOS LAGO: Who doesn't?
MARK TAKAHASHI: But
just like the GT 350,
the first time I got in
this and started really
driving it hard, I realized
I was short shifting.
CARLOS LAGO: Really
MARK TAKAHASHI: I could
let this wind way more out
CARLOS LAGO: Because
you've got so many more
revs to play with than you
would traditionally expect.
You're used to a V-8 being kind
of a low revy kind of thing.
MARK TAKAHASHI: Right.
CARLOS LAGO: But then when
you have above 7000 RPMs,
it's fun when you realize
you can play with it.
MARK TAKAHASHI: Oh, yeah.
CARLOS LAGO: So you've got
a big, digital display.
How do you like that
in the day to day use?
MARK TAKAHASHI: I
really, really like it.
You know, and I get that some
people are traditionalists.
They want to see the old gauges.
CARLOS LAGO: Yeah and it's
optional though, right?
MARK TAKAHASHI: It's an option.
CARLOS LAGO: OK.
OK.
So you can have traditional
gauges if you like.
But yeah, I like that the
tach moves like a bar graph
when you're in the track
setting, like we are now.
MARK TAKAHASHI: So this
is the new 10 speed auto.
The whole point of that is,
you know, quicker acceleration.
You know, shorter
gears, down low,
teller up top so you
get fuel economy.
I dig that and everything,
but this is a Mustang.
It should have a stick shift,
it should have six gears.
And there's sometimes
this little, weird delay
between when you
hit the up-shift
and when it finally does.
CARLOS LAGO: Oh, so when you're
controlling the gears manually
there's a bit of a delay?
MARK TAKAHASHI: Yeah, I've
been in paddle shift mode
ever since we set off here.
So, see?
It's not just that immediate.
CARLOS LAGO: Yeah.
MARK TAKAHASHI: It's still
really freaking good.
CARLOS LAGO: Yeah.
MARK TAKAHASHI:
But there's still
that romance of muscle cars
where you should have a stick.
CARLOS LAGO: You want to
be able to bang gears?
MARK TAKAHASHI: Yeah.
CARLOS LAGO: That's
how you feel good.
That's when you feel good is
when you just shift it quick.
This is not a
performance packed car.
MARK TAKAHASHI: No
performance options
on this except for
maybe the exhaust.
CARLOS LAGO: And the V8 engine.
MARK TAKAHASHI: Yes.
Yeah, I mean I like it.
It's compliant it's
still comfortable.
The way this transitions
out of a turn I really dig.
You get on that
power early and it
starts straightening you out.
It's happy.
CARLOS LAGO: It seems like
it's giving you a quite a bit
over-steer on the power out but
in a really nice controllable
way.
MARK TAKAHASHI: Yeah, I
mean that's the thing.
They tune that
stability control really
well where if you start
getting it a little sideways
but you're still
on the throttle,
it'll let you do it up
to a certain slip angle.
CARLOS LAGO: Yeah.
MARK TAKAHASHI: But once
you lift out of it, then it
will snap you
right back in line.
CARLOS LAGO: That's nice.
MARK TAKAHASHI:
Man, I mean I really
like the way this
comes out of turns.
Just a little bit, little
bit and it just starts, yeah.
CARLOS LAGO: Yeah.
MARK TAKAHASHI: That
little snap out of it.
I really dig this car.
CARLOS LAGO: How do
those breaks feel?
MARK TAKAHASHI: Solid.
I mean these aren't performance
upgrade brakes either.
CARLOS LAGO: Yeah.
MARK TAKAHASHI: The pedal,
it's you know, moderately firm.
Easy to modulate,
that's for sure.
CARLOS LAGO: I just
can't quite get over
the sound this thing makes.
MARK TAKAHASHI:
Isn't that great?
Let's go to like a
normal mode, shall we?
CARLOS LAGO: Yeah, you
get your Rogers mode.
MARK TAKAHASHI:
This is the problem
with this toggle switch.
It only goes up.
It should go down, as well.
CARLOS LAGO: This is quiet.
MARK TAKAHASHI: Yeah.
There's a lot less
bass going on now.
CARLOS LAGO: Ford
clearly defines quiet
differently than I might.
[TIRES SQUEAL]
MARK TAKAHASHI: This mid-cycle
refresh is a little bit more
than the typical
mid-cycle refresh.
I mean, they have the
adaptive suspension,
they have a lot more safety
features, cool options,
like the instrument panel.
I really like this.
[CAR ACCELERATES]

CARLOS LAGO: This
is the 60th annual.
MARK TAKAHASHI: I
know, I like them.
CARLOS LAGO: But because you
can do things like this--
MARK TAKAHASHI: Oh.
[CAR ACCELERATES]
Oh, no lift.
CARLOS LAGO: And on top of
that, it also has red matching.
So it's basically an automatic.
And so this is the Camaro SS
that we all know and love.
MARK TAKAHASHI: Love?
CARLOS LAGO: Love.
That's what makes
a Camaro a Camaro.
MARK TAKAHASHI:
Wait, that's Subaru.
CARLOS LAGO: Ssh.
So we're down five horsepower
and a couple pound feet
of torque, I forget.
MARK TAKAHASHI: It's completely
irrelevant at this point.
460 versus 455.
CARLOS LAGO: Well,
I was also going
to make the point that this
car is about 50 pounds lighter.
So the whole power and torque
deficit comes out about even.
MARK TAKAHASHI: I think so.
CARLOS LAGO: When
you get down to it.
What I like about this car,
what I like traditionally
about Camaros is the
handling balance.
This is a big, meaty car.
MARK TAKAHASHI: Yeah.
CARLOS LAGO: With a
ton of low end grunt.
With a ton of power that you
can do that, which is terrific.
MARK TAKAHASHI: It
just sounds like you're
going to break something.
CARLOS LAGO: Well, you
know traditionally,
you would break something.
MARK TAKAHASHI: Yes.
CARLOS LAGO: And so what I
like is that they actually
took the time to build
that into the system
so you don't have to worry
about breaking anything.
MARK TAKAHASHI: Right.
Ooh.
CARLOS LAGO: It's
just so satisfying.
MARK TAKAHASHI: It really is.
That is impressive.
CARLOS LAGO: Now,
getting back to like
the dynamics part of it, yes,
this car has no visibility.
It's basically a
window-less van.
MARK TAKAHASHI: I don't know,
the visibility bothers me.
I don't have a really
good grab handle here.
CARLOS LAGO: Does this look like
the face of somebody who cares?
MARK TAKAHASHI: Fair enough.
[TIRES SCREECHING]
But here's the
thing, do you think
there's a dynamic difference
between these two cars
that is a deal breaker
one way or the other?
Because I, personally,
I have just as much fun
with both cars.
CARLOS LAGO: That's
the truth of it.
Isn't it really?
The difference is the
badging on the hood
and that's basically it.
MARK TAKAHASHI: Right.
So what are we fighting for?
CARLOS LAGO: We're not.
Well, the Camaro is
obviously better.
MARK TAKAHASHI: No, no, no.
It just, no.
No, the Ford is less flawed.
CARLOS LAGO: It's really
one of those things
that like we've always been
at war with Eurasia, right?
MARK TAKAHASHI: Yes.
CARLOS LAGO: It's just
this constant rivalry
that goes back and forth.
But fundamentally, you end
up with the same vehicle
with minor variations.
And so it comes
down to, basically,
what's your preference?
I prefer that, which is great.
But I'm sure there's
qualities in the Mustang
I would also like, as well.
But this is a fine
handling vehicle
that handles with a delicacy
and a light-ness that
kind of belies its size, right?
MARK TAKAHASHI:
Well, the styling,
too makes it look chunkier
and heavier than it is.
CARLOS LAGO: Yes, absolutely.
From the six speed manual to
the red match buttons that
toggles on the steering
wheel, the standard Camaro SS,
I'm going to say,
bare bones, it's
pretty much what you'd
expect in this kind of car.
I like the interior
layout, I like
the way things were arranged.
Like this is a very
classical panel right there
with the double bubble gauge.
MARK TAKAHASHI: Yeah,
and this coved out
section here is kind of you
know, heritage Camaro stuff.
I like the design, I really,
truly like the design.
I think it's pleasing to
look at but in practice, it's
got some issues for me.
CARLOS LAGO: The big issue,
of course, is the visibility.
And then, there's just a couple
of like, weird annoying things.
Like the way the screen
seems to be angled inwards
so it looks like
it's sloping down.
Doesn't effect how you use
it, it just looks weird.
And then you have a problem
with these center vents.
MARK TAKAHASHI: Yeah, they're
really great for cooling down
your knuckles but nothing else.
What I do like is when
you turn that bezel,
it adjusts the temperature.
That's really cool.
I think that's kind of almost--
CARLOS LAGO: It's clever.
MARK TAKAHASHI: --Audi-esque
in its execution.
But they need to be up here.
I mean, they're right
on your knuckles.
CARLOS LAGO: The
important stuff,
like the speedometer
is easy to read.
You have big, analog gauges.
You have a head up display
that's configurable.
All the important controls,
steering wheel, shifter,
clutch, pedals, all fall to
hand and foot really easily.
The drive mode selection
stuff's really easy to use.
It's this stuff like
interior storage
and like the wireless charging
pad being back here, which--
MARK TAKAHASHI: What?
CARLOS LAGO: --is just strange.
MARK TAKAHASHI:
That means you're
going to forget your phone
in here all the time.
CARLOS LAGO: I
don't know why you
would use that because if
you have a nice, smart phone
here you're going to use Android
Auto or Apple CarPlay, which
requires being plugged--
MARK TAKAHASHI: --the USB.
CARLOS LAGO: --into here.
But this compartment
isn't big enough
to fit most modern smartphones.
MARK TAKAHASHI: Right.
From the passenger
side, and I noticed
this when you were throwing
us around on track.
Is the passenger doesn't
have very good grab handles.
There is nothing for
me to hold on to here
and this is hard plastic,
right in my elbow.
That's something
that you don't have
to deal with in the
Mustang or at least
your passenger won't have to.
CARLOS LAGO: So overall,
it's a lot of stuff
that doesn't really matter when
it comes to driving quickly
but stuff that does make
this car a little bit
not so nice on the
day to day commute.
MARK TAKAHASHI: It's not
completely different.
It's a mid-sucker refresh,
they have some new features
here and there.
But most importantly, is this
digital instrument cluster.
CARLOS LAGO: The optional
gauge cluster, right?
MARK TAKAHASHI: It is.
It's so cool.
If you switch drive
modes and it kind of
gets this racy kind of
tack bar across the top.
CARLOS LAGO: I like
that bar graph tach.
That's really cool looking.
MARK TAKAHASHI: It is.
CARLOS LAGO: Yeah.
MARK TAKAHASHI: The difference
between this and the Camaro,
I think, there's less flaws.
CARLOS LAGO: OK
MARK TAKAHASHI: Number
one, we can see out of it.
CARLOS LAGO: That's nice.
Yeah, I really appreciate
being able to see
outside of the vehicle.
MARK TAKAHASHI: Yeah.
It doesn't feel like you're
wearing the suit of armor
and you're just peeking through
a little tiny mail slot.
Materials quality, I
think is slightly better.
Like, my elbow points
are nicely padded.
And for you probably
you might be
bumping into that a little bit.
CARLOS LAGO: I like that
I have a grab handle.
MARK TAKAHASHI: Yeah.
CARLOS LAGO: When in panic mode.
I don't have one
on the left side
but I have one on the
right side, which is
I think better than the Camaro.
MARK TAKAHASHI: Yeah.
CARLOS LAGO: But I
like the general layout
of this interior.
It feels a little
bit more airy, it
feels a little bit more open.
And it'sl probably to do with
the increased visibility.
But also the way the center
stack is designed here,
this just has a nice flow to it.
MARK TAKAHASHI: And look,
the vents are up top.
CARLOS LAGO: The vents work.
And they've been
able to you know,
keep the influence of like
the 60s design elements--
MARK TAKAHASHI: Yeah.
CARLOS LAGO: --in the dash but
also add the modern touches
that still make it work.
MARK TAKAHASHI: The
dual dash thing now.
There are some things
that still bother me,
like this little
dash topper here
and this center
of thing up there.
Those are carryovers and
they really seem out of place
because everything else seems
to be quite a bit better.
CARLOS LAGO: So this
car and the Camaro
both have an optional
exhaust volume options.
MARK TAKAHASHI: Yes.
CARLOS LAGO: This one has the
option, the Camaro doesn't.
MARK TAKAHASHI: This one,
compared to the Camaro,
goes to 11.
CARLOS LAGO: I
think it passed it.
MARK TAKAHASHI: This is rad.
[THROTTLES GAS LOUDLY]
(GRUNTS)|
CARLOS LAGO: That's ridiculous.
MARK TAKAHASHI: Even
better is the quiet mode.
[THROTTLES GAS QUIETLY]
Ooh, that's quiet.
You can schedule when
it's going to be quiet.
So between midnight and 7:00
AM, I have it set for quiet.
So no matter what, I don't
have to hit that button.
CARLOS LAGO: Your
neighbors don't hate you.
MARK TAKAHASHI: They
do but not for this.
CARLOS LAGO: What
I really appreciate
is the amount of interior
storage you have in this car.
MARK TAKAHASHI: Yeah.
CARLOS LAGO: From
you know, you only
have two cup holders
and stuff like that,
but you have center pockets.
And the center console
is a bit bigger.
And just things in here feel a
bit more livable, day to day.
If there isn't like any enormous
performance differences,
it's certainly like more--
MARK TAKAHASHI: Yeah.
CARLOS LAGO: --attractive
for the commuter.
MARK TAKAHASHI: But
in the back, the trunk
is way more usable
than Camaro, too.
It has a lower lift
over, it's a bigger trunk
it's, it's way more useful.

So if there's one thing about
muscle cars that's important,
it's fun.
And in my opinion, both
the Camaro and Mustang
do fun equally well.
CARLOS LAGO: Yeah, I love
the acceleration in both.
They both have
fantastic transmissions
and they're both a lot
of fun to slide around.
MARK TAKAHASHI: That
said, I think the Mustang
does everyday life better.
CARLOS LAGO: I agree.
The Mustang is an easier
car to live with everyday
but for some reason I still
enjoy driving the Camaro more.
MARK TAKAHASHI:
That's what we think.
Let us know what you think.
For more information
on the Camaro,
the Mustang, or any
of its competitors,
head over to edmunds.com.
And if you want to see
more videos like this,
hit subscribe.
[MUSIC PLAYS]

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.

2016 Chevrolet Cruze | CarGurus Test Drive Review

CarGurus:

The Chevrolet Cruze is an affordable,
fuel-efficient car, but year after year
it keeps getting outsold by the Honda
Civic, Toyota Corolla, and the Ford Focus.
I'm Clifford Atiyeh with CarGurus, and
this is the 2016 Cruze.
Now that it's in the second generation,
is it worth the attention?
Let's take a drive and find out.
So driving the Cruze you feel the
steering wheel, which is heated on our
Premier trim - very nice - but these are not
paddle shifters behind me here, they're
actually
volume and seat controls for the radio,
which is nice, but there's really no
manual control at all of the car.
So there's no SS version of the Cruze,
not like the Cobalt that they used to
have from years ago, but the steering is
pretty good actually for this
model.
We're riding on 17-inch tires. You can
actually move up to 18s if you order
the RS package, but the ride is actually
really composed over pretty much
everything, and the same goes for
the engine. There's only one engine available now
in the Cruze - it's a turbocharged 1.4-liter 4-cylinder. It's 153 horsepower and
177 pound-feet of torque. That may not sound like a lot, but the
gearing on the 6-speed automatic is
such that it doesn't really have to
downshift as much, because there's a lot more torque now than the previous car.
So before the Cruze had a separate Eco
trim, which is only a really small
percentage of cars you could find on the lot, that had the highest fuel economy. That's
no longer the case now. Our car gets 40
miles per gallon on the highway, as rated
by the EPA, and 30 in the city. Now
depending on the wheel size and other
various trim choices you have, that can
go as high as 42 on the highway.
In combined driving we've averaged about 36 miles per gallon.
That's a pretty good number for a car this
size. Even under full throttle
the Chevy Cruze is actually really quiet in
here - you don't really get a sense that
the car is vibrating, that it's groaning. Part
of that also have to do that there is no
continuously variable transmission like
you see in some Nissans and some Hondas.
That tends to keep the revs up really
high all the time so that the car always
feels like it's straining. This
transmission is really smooth even
though it's not like a 7- or 8-
speed or even the 9-speed automatic
transmissions that you're seeing
nowadays. The ratios are pretty good, and
that means that to be honest I'm not
really finding that I'm lacking for power.
The Cruze also has an automatic
stop/start system that will shut down
the engine when you're fully stopped. Uh,
it's kind of annoying because i actually
there's no way to turn it off. There's no
switches here,
there's no settings in the infotainment
system or in this main central screen
here.
I haven't found it. Now the engine just
restarted and we have to go,
but as you see we have the air
conditioning on, too, and so it really can't
stay off for very long because running
off the main 12-volt battery.
This is not a hybrid. A lot of car makers
are doing this to promote higher EPA
numbers, but in reality it doesn't really
do that much - just kind of upsets you.
So that is annoying - I wish there was a
button for that, but there isn't.
I was driving for about 2
hours this morning, and the seats are
actually quite good.
They're not at all flat - they're actually
pretty supportive. Moving around
not too badly here - not that you would do
that in normal driving, but on some of
these little fast switchbacks,
it's nice to know that you can still be
in place. Again it's not a sports sedan, and it's not
supposed to be, so you can't really get
your hopes up if you're in this part of
the market. You would probably get a
used 3 Series, but you can also search for
that on CarGurus if you want to, but you're here to learn about this car. So
it's not torturous to sit in the back of
a Cruze, cause there's actually quite a lot of leg-
room - you almost think you're in a
midsize car, but it's quite nice.
Optional heated rear seats that we have
here and a 120-volt household outlet.
The only problem really - there's enough
headroom, there's enough legroom -
there's no center headrest - that's kind
of an oversight.
It would be nice and certainly an added
safety feature, but what is good is there's
10 standard airbags in this car
including rear side airbags.
Those aren't federally mandated, and you
hardly see them even as an option in
luxury cars, so the fact that you can get
one in a Chevy Cruze? That's pretty good.
So there's 14.8 cubic feet of cargo space
here in the trunk, and it's a really
nicely designed cargo hold.
You don't even need to fold the seats
down. Now it's a little bit less than the
Civic in total room, but more than the
Corolla.
Now if this isn't enough for you, for 2017
there's a hatchback model of the Cruze coming
this fall. The nav in our car has an 8-inch
screen, the standard car has a 7-inch.
It's a touchscreen - it's got all the familiar
apps that you're seeing on iPads and all
the other tablets these days. All these
apps here can be rearranged
if you touch and hold it. You can move
things around to anywhere you like.
It's got all the systems like Bluetooth
and everything else you're used to. This
also has Apple CarPlay and Android Auto,
so if you have a connected smartphone
with a USB cable, that will replace the
regular Chevrolet screen with the
smartphone display right on here so you
can easily access it.
We've also got Pandora on here, we've got
live weather, because it's also comes
with Sirius XM. This vehicle also has an
onboard Wi-Fi connection - it's a 4G LTE
system through OnStar. OnStar now has
that trial, essentially the
3-gigabyte trial that you get when you buy
the car, and then of course everything
expires, like most new cars, and you
have to have a monthly fee. Only problem
is with this touchscreen,
we're parked in an area right now where
there's shade. Because there's no no covering
over it, it can really be washed out in
direct sunlight, and that's kind of a
problem with a lot of screens.
Our car has the Sun and Sound package,
and that has obviously a sunroof, it's got better sound, it's got a 9-speaker Bose
system versus the standard car's 4
speakers, and we also have navigation - it's an 8-
inch screen versus the standard 7 inch. Now for $27,000 there actually are a few
options that this car doesn't have. You
can load up a Cruze all the way up to a
little over 29, and that's with two
Driver Confidence packages.
Those are a bunch of driver-assist
features like blind-spot alert, and you
have lane-change assistance,
you've got Lane-Keep Assist, which will
actually move the steering wheel for you
to center the car between the lanes, and
also forward-collision alert. Those
are nice to have, but again those aren't
very critical. Average transaction prices
for new cars are over $30,000 these days, so it's not too
surprising to see a $27,000
Chevy Cruze. Our car's pretty fully loaded
and offers a lot of refinement, some
luxury, and a lot of technology you won't
find elsewhere.
It's not as sporty as the Ford Focus, but
if you value refinement, you'll probably
like this car more than the others.
This is an incredibly competitive
segment, so we'd like to hear from you.
Would you consider a Cruze over an Elantra, over a Focus, Civic, Corolla?
Let us know in the comments below, and if you like this video, subscribe to our
YouTube channel, and check out my full
review on the 2016 Cruze on
CarGurus.com. Thanks for watching!

Is the 2019 Chevrolet Silverado the Best Silverado Ever? | First Drive | Edmunds

Edmunds:

TRAVIS LANGNESS:
Welcome to Wyoming.
I'm Travis Langness
for Edmunds.com,
and this is the all-new
2019 Chevrolet Silverado.
Basically, it's redesigned from
the ground up, from the frame,
to the body, to the powertrains.
It's bigger.
It's longer.
It's wider.
But we want to know if it's
the best Silverado Chevy's ever
made, so we're going to
take it out for a drive.

So we're in the
mountains in Wyoming
and we're driving around
in the new Silverado 1500.
And really, this feels
like an updated Silverado.
It doesn't feel
completely redesigned.
It feels really familiar.
So what's changed
about the Silverado?
The frame is built using
different materials.
It's a longer wheelbase.
It's longer from nose to
tail by almost two inches.
Pretty much all of the towing
improvements across the board
for the Silverado
come from the fact
that the truck is
450 pounds lighter
than the previous generation.
Now, that's coming
from differences
in steel, the aluminum hood,
aluminum tailgate, aluminum
doors, differences in
the strength of steel
in the chassis.
They took 80 pounds out
of the frame, another
80 pounds out of the
bed of the truck,
so instead of one
stamping, they've
used three different
pieces, which
also makes the bed of the truck
as much as seven inches wider
in the bed.
And also, you're looking
at the first up and down
power tailgate in
any full-size truck.
Kind of a no-brainer
on trucks these days.
Everybody's using a
power lift gate in SUVs.
Why haven't we
done it on a truck?
Under the hood is
the 5.3 liter V8.
Now, people from the last
generation Silverado,
if you own one of those, you'll
think, oh, so same engine.
Well, yes and no.
There is a 5.3 available with
the old six-speed automatic
transmission, but
the one we're driving
has the new
eight-speed automatic.
And it's the updated version
of that 5.3 liter V8.
So basically, what you get is
a different fuel management
system that Chevy says
will increase fuel economy.
And it-- for my
butt [? dyno-- ?]
hasn't changed the way the truck
drives much, which is good.
Gives you good power uphill,
gives you a good burst
as you're going
to pass somebody.
But what has changed
with the eight-speed
is it's quiet in here.
There's several
other power trains.
So you can get a diesel.
You can get the base V6.
You can get this V8 or
the six-speed transmission
with the older version of the
V8, different fuel management.
And you can get the 6.2 liter,
as well as that turbo four
cylinder.
If you don't need as much
towing or hauling capability,
that turbo four cylinder,
that may be the motor for you.
For me, I'd probably go
with the 5.3 or the 6.2.
They feel a little bit better,
have a little bit more thrust.
We don't have the
optional 22-inch wheels
on this truck, which
is absolutely something
I would avoid, because with
the standard wheel and tire
package, ride comfort's
great in this.
These seats are not the
high-end leather seats.
They're cloth, and
they feel great.
Going up a mountain road,
they feel just fine.
The split heating
function works great.
And really, if you're going to
go on a 1600 mile road trip,
tow a trailer, and take
your family on vacation,
this is an easy place to do it.
Also, this center
console comes up.
Take it up real quick, so
you can have a third person
up front sitting here.
Chevy did say that
the drag has changed.
As their dynamics
have gotten better,
drag has decreased with
the front end redesign.
And that's a small marginal
increase in fuel economy,
along with what will probably
be marginal increases
from the eight-speed automatic.
This one is, I believe,
19 MPG combined
with the 5.3 and
the eight-speed.
Along these roads-- they're
not perfect, obviously,
these aren't highly maintained
city roads-- the Silverado
feels really good.
It's not a bouncy ride quality.
Big sharp impacts aren't
really making their way
into the cabin.
Everything feels pretty
well-insulated from underneath,
especially when you've
got a good amount of tire
sidewall, which this truck has.
There's not a lot of body roll.
If you're worried about ride
quality on a pickup truck,
this one is doing just fine.

So this is the interior
of the new Silverado.
It's not so much a redesign
as much as it is an evolution.
For starters, we'll go with
this big monolith of a center
console.
This is just one giant piece.
It's not as high-content
as it could be.
We're in kind of a mid
trim level, something
that's a little bit
more typical for buyers.
And basically, you've got
auto stop start function.
You can put the
tailgate down here.
Traction control.
A nice little button that
puts all four windows down
at the same time.
There's a couple
of buttons missing.
There are some things that we
could have on this interior.
There's no plug here, but
on the higher trim levels
you do get that full
three-prong plug.
We've got one
USBC, one USB port.
It's got Apple
CarPlay, Android Auto.
And it's got a really
crisp look to it.
This one is the same size
as the previous generation,
but it's a little
bit nicer looking.
It's a little bit crisper.
Graphics, it's
really easy to read.
You've got the swipe from
one side, swipe to the other.
You can control most of
the stuff happening here.
The steering wheel
is much the same.
The TFT, the center
driver display here,
is a little bit better,
and everything is easier
to see at a moment's
glance when you're
looking down from the road.
Super helpful when
you're towing or hauling
and you just want to
spot your temperature
or spot your oil pressure.
It's definitely a good display.
And then Chevy has moved
over here some of the stuff
that you use for towing,
to the left of the driver.
There's a little
toggle here that you
can change between
sport mode or they've
got a little dynamic
racecar flag, and tow mode--
changes the shift
schedules, things like that.
Then you've got the
selector between
two-wheel and four-wheel drive.
You've got the terrain
selector to tell the truck
if you want hill descent control
if you're on rock or sand.
Then you've got the
controls for the lights,
and most of the
stuff over there.
And pretty much,
this is what you
get inside the interior
of all the Silverados,
and it's a really
intuitive layout.
It's not fancy.
It's a lot of new stuff, but not
a completely different design
that you have to get
used to something new.
Now, with that said,
this mid-level content
does have some plastic
materials that aren't awesome,
but really the touch points,
those things are good.
They feel sturdy.
One of the nice things
that GM has, Chevy as well,
is these split
level seat heating.
So you can heat just your back,
or your back and your butt.
Heating just your back is
perfect for long road trips.
Anybody with back pain
should demand this feature
be put in every car.
It makes the seating so
much more comfortable.
It's fantastic.
Overall, this interior
is a likeable place,
and definitely somewhere
I can see myself sitting
for a long time on a road trip.
So now we're in the
backseat of the Silverado
and it's huge back here.
There is an additional three
inches of rear leg room.
The truck itself is only 1.7
inches longer, nose to tail,
but they put a lot of that,
and then some, into the rear.
So four adults can sit totally
comfortably, probably a fifth,
maybe even a sixth when
you get that third seat up
in the front.
But if you've got
four six-footers,
there's tons of space
back here for everybody.
And it's pretty simple,
pretty standard back here.
A couple of USB ports, couple
of vents, which is nice.
Keeps the air flowing back here.
These seats are similarly firm
to the center seat up front.
But it's a 60/40
split back here.
And it's really easy
to fold these up.
So this one just
quick up, quick down.
There's no straps to pull on.
No handles.
And then also, there's some
pretty cool features back here.
This is typical, the center
console with the cup holders,
not new in any way.
But then this side seat
opens up and you have access
to behind the seat.
And the seat materials are
similarly nice to the front,
that same checkerboard pattern.
Pretty flat across the
bottom and the back.
There's not a lot of
bolstering back here,
but the cushioning is good.
This angle's not too bad.
It'd be nice if it were a
little bit further slanted back,
but it's decent for a road trip.

So we've spent all day driving
the new 2019 Silverado.
And basically, what
we've discovered
is that Chevy has taken a good
product and made it better.
This new truck is more capable.
It's more quiet on the inside.
There's more space
in the back seat.
You can tow more.
And there's that
wide array of engines
that we talked about,
which will make
it more economical and better
towing in the long run.
It generally feels
like a good refresh,
but they've added some
good updates to it.
But if you're
asking the question
is it the best Silverado that
Chevy has ever made, well sure,
but only by a small margin.
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