Why Chevrolet Spin Phase Out

Mechanic Constructs Drivable "Upside Down Truck"

Barcroft Cars:

Lady: Oh my gosh! What the heck!
Comm: No your screen hasn't been turned
upside down. This bizarre truck is built
to look like it's been flipped.
Comm: Mechanic Rick Sullivan spent six months building the unusual vehicle in his
breakdown garage in Clinton, Illinois.
Rick: People are amazed I mean it's, it's one
of those things that when you first see
it it's hard to recognize what it is, but
when you take the second look then they
pull me over and want to look at it closer.
Comm: Rick - who runs the garage with his wife Cathy - got the design idea when he
was called to rescue an overturned Ford
Ranger.
Rick: As we were approaching the scene
there was a pickup truck that was rolled
over on its top, in about ten inches of
snow, with all four wheels sticking up in
the air.
I said 'Hey, I'll bet you I can recreate
that'.
Comm: Inspired by the concept Rick set about putting his idea into reality.
Rick: We collected parts from a Ford F-150,
then on the drivetrain
it is a 91 Ford Ranger and we tore the
body off of it and transformed the F-150
upside down onto the 91 Ford Ranger.
The truck cost me $6,000 to build and it
took me six months to complete.
Comm: The truck is a big hit with Rick's nephews who love being taken out in the
attention-grabbing vehicle.
Rick: Hi Brody. Hi Brock. You wanna go for a ride? You wanna go Dairy Queen? All right!
Brody: The best thing
about it is, is cos it's upside down,
probably, and there's only one of it in
the world!
Our friends are very jealous that we get
a ride in this cool car!
Comm: And the upside down creation turns heads in town.
Man: Yeah!
Mr Greggs: I thought it was a car that had been tipped over,
that's what it's supposed to
represent I think.
Joe: What it looks like is somebody took the frame of a car and put it on there
but you know your first reaction is that
that something's wrong.
Marian: I would like to have one myself and simply because of the uniqueness in it.
Rick: The amount of pictures from cellphones? I would say is somewhere around a thousand pictures a day.
Comm: Luckily for Rick, his wife supports his
crazy building projects even if he keeps
her in the dark about what he's building.
Rick: When I brought home the upside down truck my wife had no idea.
Kathy: I was at work and he called and said you need to come outside. So I went outside it was amazing!
The reaction to and the people were
stopping in the street and it was, it was
a lot of fun. Yes I would say Rick is car
crazy and his mind is always thinking
about what the next project's going to be.
Comm: The truck may have turned his world
upside down, but Rick is already planning
the next exciting build.
Rick: I will keep the truck, I will never sell the truck. I do
have a car building project for the
future, so just keep watching the streets
because it's coming!

How To Choose Side Steps For Your Chevy Silverado - The Haul

AmericanTrucks Chevy & GMC:

Hey, guys.
Adam here with americantrucks.com, and on
this episode of "The Haul," I'm gonna walk
you through the process of how to choose the
right side steps for your Silverado and your
lifestyle.
There's quite a few different styles to choose
from as far as side steps, nerf bars, running
boards, and drop steps go, all of which are
geared for the different preferences you might
have.
Now, we've got my own 2016 in the shop here
today, but this will work for any generation
of Silverado.
I've got an example of each of the different
styles in the shop here with me, so before
we get into that, make sure you subscribe
to our YouTube channel to stay up to date
on cool content like this, as well as builds
and product reviews.
When it comes to side steps or any of the
types I just mentioned, you want to make sure
you're getting the one that fits your type
of truck.
Some guys use their truck as a daily driver,
some for work and utility, others for off-roading
or just trying to get more of an aggressive,
rugged look.
Now, if you're using your truck for daily
driving, you might be looking for a side step
to simply just help you hop in and out of
the truck safely.
You might be looking for something basic and
more traditional like this Barricade 3-inch
oval curve side step.
This one has the rocker panel mount.
It's a classy, very common design that gives
you a very basic side step.
It serves its function with a 3-inch tubular
construction, making it the most affordable
type of step in the category.
This type of bar sticks out a bit from the
body, extends the length of the cab, and leaves
space between the tubing and the rocker panel.
It offers an ABS slip-resistant pad under
each of the doors to help you get in and out
safely.
There isn't anything too flashy about a tubular,
curved oval side step like this.
It's typically for the daily driver looking
to keep the price down at around the $150
to $200 mark for the set.
They don't offer much protection, just from
door dings in the parking lot, so it's definitely
not meant to be used for off-roading at all.
This one is just more of a traditional and
basic type of side step, and the Barricade
3-inch oval curved option is the perfect example
of that style.
Our next kind of side step is going to piggy-back
off our last one when it comes to styling.
The Raptor Series 5-inch Wheel-to-Wheel Side
Step Bar is a perfect example of a traditional
utility side step.
Now, these beefier bars are 5-inch tubular
steel, as the name suggests, and this one
has a polished finish, which is a really popular
finish in the category.
The other big difference with this step is
the wheel-to-wheel design.
A wheel-to-wheel bar is a great choice for
anyone using their truck for utility applications.
Now, if you've got a toolbox in the bed or
if you're hauling some cargo more often than
not, then a wheel-to-wheel option that offers
the third stepping pad under the side of the
bed for easier, safer access to your cargo
is a really good option.
This step is also not gonna be a really good
off-road option, but if you're daily driving,
looking for that aggressive appearance and
easier bed access, this option is a great
choice.
It's a little pricier than our first step
that I mentioned.
This one typically comes in toward the $400-$500
range simply because of its size difference
and extended bars.
If you're looking to stray away from the traditional
rounded or oval side-step, a running board
is a great way to go.
Now, a running board hugs the body of your
vehicle, eliminating that negative space or
gap, and it also typically offers the entire
bar as a stepping pad instead of those individual
ones under the doors.
The Barricade Pioneer Running Board is a great
example of that.
Now, you can see the full bar offers good
grip to get you in and out safely, and it's
got a really modern look to it.
Now, this type of design is more stylish,
so if you're looking for a nice change of
pace from most other truck runners on the
road, this option is a great kind of choice.
Now, this one, in particular, is constructed
in both 304 stainless steel and aluminum,
so it's slightly more durable and offers the
ground clearance that the previous styles
do not.
The big thing here is that it's more for someone
looking for styling and function over protection.
Running boards can range from just about anywhere
on the pricing spectrum depending on the materials.
This one, however, is super affordable at
about 200 bucks.
Now, if you're looking for that modernized
type of styling in a running board, the Barricade
Pioneer option is a really great example of
that.
Next in line is one that's farthest away from
the rest of the styles.
I have here the N-Fab Cab Length Nerf Side
Steps, which are also known as drop steps.
Now, a drop step is essentially a closed-off
stepping pad that drops down lower from the
truck in order to give you the easiest possible
aid to get you in and out of your truck.
Now, this type of step is great for anyone
with a lifted truck, because you don't have
to reach up as high to get your foot onto
the step.
Now, a drop step has more of a secured pad
thanks to the enclosed stepping pad you see
here.
They're typically a one-piece steel construction,
which makes them way more durable than the
tubular or aluminum options before.
Now, the downside to a drop step is that they
offer the least amount of ground clearance.
These will absolutely not perform well if
you're hitting the trails, simply because
of obstacles like a log or rock can get hung
up on the step if they're big enough.
They do stick out a little bit more as well,
so you get a little more side protection from
those door dings.
The textured black finish is another option
out there that's widely offered in the category,
which can also help with scratch and rust
protection.
A drop step is geared more toward the truck
owner looking for a nice rugged styling with
the easiest time getting in their truck, whether
it's lifted or not.
The N-Fab Cab Length Nerf Bar is a perfect
example of a drop step.
The last side step I want to talk about today
is one grade for protection.
Now, 90% of the side steps out here are not
geared for hitting the trails and taking on
tough obstacles.
If you are hitting the trails, you'll definitely
want one that's made from a one-piece heavy-duty
steel with some really strong welds.
For example, the RBP RX-3 Side Step is a really
good option for protection.
Now, while this particular one does hang down
pretty low and lose a little bit of ground
clearance, it does offer a lot of protection
for your side panels, your rocker panels,
and your underbody.
Now, if you were to high-center your truck
while hitting the trails off-road, this would
definitely keep your frame off the ground
and give you a little bit more peace of mind
there.
Now, because this particular side step from
RBP does lose some ground clearance on your
truck, if you plan on hitting the trails or
coming in contact with any obstacles at the
work site that might pose a threat to your
stock height, you might wanna throw a lift
on with it just because of the lack of ground
clearance.
Once you add a lift, you get the ground clearance
back.
You can take advantage of getting over those
obstacles safely and still having the most
protective side step available.
Now, when it comes to that one-piece steel,
this is something that's resistant to bending
and cracking like the tubular options we've
mentioned before, and it also has a corrosion
and rust-resistant layer with its textured
black finish.
If you are using your truck to its fullest
potential, hitting the trails with your off-road-ready
truck, whether it's for camping, hunting,
or fishing, you want a very functional and
protective side step like the RBP RX-3 option
here.
You also want one that's gonna look the part,
too.
If you have a rugged protective step, you
want it to look that way as well.
This one's got a very, very unique styling
with its welded-on steel brackets.
It's also got a very nice steel-plated step
here with an aluminum brushed finish on the
inside with the RBP name cut out.
If you are looking to hit the trails with
your truck and you have a lift kit already
set up on your suspension, the RBP RX-3 option
is great for protection and it really looks
the part, which is why it's my pick for a
protective styling.
Well, that just about covers it.
There's a side step out there for everyone,
and I hope this video helped you narrow down
which styles and types are best for you and
your Silverado.
Now, if it did help, leave us a comment letting
us know which one you're going with.
Make sure you subscribe to our YouTube channel
to stay up to date on all things Silverado
and Sierra, and keep it locked right here
to americantrucks.com.

Comercial Chevrolet Silverado 2011 (EUA) [Legendado PT-BR]

Thiago4Jazz:

Lifted vs Stock Silverado Off-Road Test | 2013 Chevy Silverado 3.75" Lift + 32" Tires vs Stock 2016

AmericanTrucks Chevy & GMC:

Hey guys, I'm Adam with americantrucks.com.
Today were here at local off-road park Rausch
Creek with two of the trucks behind me will
be comparing on different trails and obstacles.
To my right is my very own personal 2016 Silverado
LT.
As you can see it is bone stock from bumper
to bumper completely off the factory line
like it is with 31-inch tires.
Obviously, this thing is pretty capable from
the factory both on and off road, but it will
have its limitations, which we'll be testing
today.
Now shortly here guys we are gonna be taking
this into the shop tearing it down and doing
a pretty crazy build on it so you wanna stay
tuned for that.
Subscribe to our YouTube channel for this
particular build along with a bunch of other
stuff with Silverados and even GMC Sierras
with product videos and crazy builds.
Now guys the truck here on my left is a 2013
Silverado with a couple extra things done
to it that will definitely help us out here
on the trails.
The first and most noticeable thing will be
the 3.75 inch combo lift here from Rough Country.
Now I say combo lift because it does have
a two and half inch suspension lift stacked
on to a one and a quarter inch body lift.
The suspension lift is what is gonna give
us ground clearance and actually make us a
little bit more capable off road whereas the
body lift just allows for a little bit bigger
tire setup.
Now the tires, by the way, are 33 inches.
Now compared to my stock tires, this is definitely
gonna make a huge difference at here on our
off road park.
As you can see up front, guys, we have a couple
of things going on here, first and foremost
the most obvious is the DV8 off-road recovery
bumper.
This was a last minute addition to our build
but for a very good reason.
As you can see it doesn't exactly match up
perfectly, and of course we have it stacked
on to a body lift so that doesn't help the
gap at all either.
What it does have however to really make up
for that is gonna be the functionality.
One of the things it does feature is a winch
mounting opportunity.
We have a barricade winch here rated for 9,500
pounds with the synthetic rope which definitely
help us get out of any sticky situations we
might get stuck in with our stock truck, which
is definitely a big possibility today.
As you can see we have that strapped down
to a couple of D-rings that do come pre hooked
on to the DV8 bumper.
In addition to the winch, we have a couple
of auxiliary lights mounted on each side which
come with a DV8 bumper, which will help especially
at night or if we are getting ourselves out
of those sticky situations this would light
up that area for us.
Now as you can look on the bottom, this bumper
in comparison to my stock '16 adds a ton of
clearance on the bottom because of the way
this is shaped and the way it's mounted on
the truck.
Now that you know what's going on with both
of these trucks, we are gonna take both of
them out to a couple of trails and a couple
of obstacles her at Rausch Creek and see how
they both compare to each other and perform.
So let's get to it.
All right, so we are in my 2016 Silverado
LT completely bone stock from the factory.
Kind of cruising down these fire trails which
are, for guys who don't know or are not familiar
with off-roading, it's basically just a dirt
trail with a few rocks here and there as you
can see.
I'm kinda bouncing around a little bit.
So obviously the thing is it's capable from
the factory.
It's able to go on an off-road trail, more
basic off-road trail at that.
Obviously nothing too extreme at least not
yet.
What we did there is kinda air down the tires
to about 20 psi from the 35 at the factory
setting, which does a couple of things for
us.
Number one, it makes us a little bit more
comfortable on the road here, that way we're
not kinda bouncing around on hard rocks all
the time.
It also gives us a little bit more attraction,
which is definitely what we want on this softer
trails.
Now we'll be able to come up on a few obstacles
obviously and we'll kinda test this against
the lifted Silverado.
And actually looks like we're coming up on
one right now.
There's a rock here that, honestly, I'm not
too sure I'm gonna make it over with this
stock clearance.
So let's just see how this goes.
It's getting close.
It's gonna be up at the front.
Oh, there it is.
We're not making a pace to front splitter
on the bumper here.
All right, guys, I'm sure you heard it.
I definitely heard did, and I for sure felt
it.
And this is actually gonna explain exactly
where the limitations of a stock truck come
into play.
As you can see, we barely made it through
half of this rock here and it's not even the
biggest obstacle on the road, but still it's
just a little too much for the stock truck
to handle.
A couple more feet in this probably woulda
ripped off the splitter, the bumper, and God
knows what else damage it would have done
to the under side of the truck.
It probably wouldn't have made it past our
cross member.
Now with our lifted truck, which has a good
two and a half inches of suspension lift on
it, that should give us enough clearance to
make it right over this and keep rolling down
our path with absolutely no problem.
So let's swap out the '16 stock one for the
'13 built one and see how it compares.
All right, so we're out here in the 2013 Silverado.This
one does have that 3.75 inch combo lift I
mentioned earlier.
Now keep in mind that just because it has
a combo lift meaning suspension and body,
the suspension lift is really the only thing
that's really gonna help us out here on this
trail as far as clearance is concerned.
Now it does have 33 inch tires, which compared
to my factory 2016 is a huge help, but I think
the biggest help here is gonna come from the
bumper given that it is gonna give us so much
more added clearance on the front to actually
make it past the rock, let alone just completely
over it.
So we're coming up on the same exact rock,
the same obstacle.
So let's see how this thing performs compared
to the stock.
I think we're gonna be okay.
It should go right underneath of us and we're
going over now.
It's underneath me now so let's hop out and
see what it looks like.
I didn't hear anything scrape so I think that
means we're in a clear.
Let's check it out here.
Obviously, yeah, there's about seven inches
of good clearance down here.
The stock truck would have never made it over
this thing.
The stock truck didn't even make it past the
bumper.
As you can see, the bumper is playing a huge
part here definitely came in handy.
There's a lot of extra clearance with this
thing on.
Again we have a two and a half inch suspension
lift that comes into play, the 33 inch tires,
all of those things help us get over stuff
this that just the stock truck could not handle.
And we saw both of these trucks handle it
very well on the trail here, but when it comes
to this there is some limitations to a factory
setup.
So we're gonna swap out this '13 for a stock
'16 take on some more trails and obstacles
and see how they both compare.
We did find a pretty hefty puddle here looks
to be about a foot, a foot and a half deep
at the absolute most.
I'm gonna try to make it through here.
It shouldn't be too big of a problem.
I should be able to get through without any
issues.
The only thing I can foresee happening would
be the fact that I am on stock tires.
I'm hoping that I don't get stuck.
Here we go guys.
I'm gonna try to get through here, one push,
looks like we're gonna make it even with stock
tires.
All right guys as you saw in the stock Silverado
we went pretty deep into the puddle, but it
wasn't anything that we couldn't handle.
We obviously made it through without an issue.
We didn't get stuck.
One of the big worries that we did sort of
have is with the stock setup like this it
doesn't have a whole lot of ground clearance
for transmission vents and differential vents,
could have become an issue, obviously it wasn't
in this case.
Now what it did cause however is we did go
in pretty deep and a big wave did come up
and kinda wet the entire front end of my truck
all the way up to mid way of the grill.
Surprisingly this thing made it through and
I'm pretty proud of it.
So what we are gonna do is we're gonna swap
out for the 2013 one that's lifted make our
way through the puddle again.
Obviously this should not be an issue at all.
The big 33 inch tires should pull the vents
off of the water a lot more than this one
did, and again we're gonna see how that handles
it.
All right, guys, we are in the '13 lifted
Silverado.
We''re going through the exact same puddle.
I'm going in it right now we got our feet
in.
We got not as big of a splash but we're going
through absolutely no problem.
Coming out on the other side like I predicted
this thing did not put up a fight at all,
and the splash wasn't nearly as big because
we got so much above the puddle.
As you just saw we went through the exact
same puddle with our lifted '13 here.
Obviously they both made it through.
This just made it through a lot easier.
The 33 inch tires, the 3 3/4 inch body lift
and suspension combo got us off the water
a lot more than the '16 did.
Obviously the water line did not come up nearly
as far.
We don't have water dripping off the front
end like we did with my stock option, so that's
a huge plus there.The waves weren't as big
and as you can see the front end here is completely
dry.
So the lifted setup a lot easier going through
water.
All right, we're back in the '13 lifted truck
and we're kinda cruisin' around these competition
trails.
Kind of just a big loop, and right here in
the center actually, right next to me is a
pretty steep hill that I think we might be
able to avoid getting high centered, but given
the lift in the added, you know what, I go
on the spiel, the lift, the tires, the front
bumper.
All of those things that are gonna help us
kinda get over this hill.
We might get just a little bit of frame scrape,
but even then it's still gonna make it over
at least I think.
So I'm looping around right here.
We're gonna pull up to it and see how this
will handle.
All right so we're approaching this bank here.
It's pretty steep, and there might be some
scrapeage.
Here we go one wheel up.
Oh, whoa, all right, there is some serious
scrapeage there.
We made it over.
That lift kit really did save us, wow.
We are back in my stock 2016 and we're gonna
try do the exact same thing we just did with
the lifted '13.
I am pretty skeptical because you guys heard
how big of a scrape, and how loud that was
on the lifted '13 with the wheels and tires
and the added clearance for the bumper.
This truck has none of that.
We might even get stuck, but if we do remember
we have the winch hooked on to that DV8 bumper
so we should be able to pull ourselves out
with no problem.
Right now I'm gonna creep up.
All right, here we go, we're going over it.
Remember I'm going to take this nice and slow.
A little bit, here we go over top on the front.
We're stuck.
We're stuck.
We're definitely stuck.
All right, let's see.
We're gonna have to break out the winch and
try to get us out of here.
As you can see we got ourselves in a bit of
predicament with my stock '16.
The '13 made it over pretty okay.
We scraped a little bit on the frame, but
it didn't get stuck.
Ultimately you see what the fate has here
this is sitting all the way on the frame rails,
all of the weight is here and we're actually
three wheeling this passenger side rear tire
is completely off the ground a couple of inches,
which is why we cannot make it over.
So what we're gonna do is we're gonna have
to get ourselves out of this predicament with
the winch we have hooked up to our DV8 bumper
on the '13, which we are gonna show you guys
in just a second.
This is gonna be a huge help in helping us
get out of this sticky situation that we're
in since my '16 Silverado is stuck.
Now this is a 9,500 pound winch but obviously
if you needed more weight here is a 12,000
plus pound option available of course and
it's got this synthetic rope which is gonna
be perfect to pull us out it's very strong.
What we're gonna do is we're gonna hook this
up to our tow hooks on the front of my truck
and pull us out.
Before we get started with the winch I'm throwing
these gloves on not completely necessary when
it comes to nylon rope.
If we're working with steel it would be a
little bit safer, but it's not a bad habit
to start with so I got these on.
We got our remote already hooked up.
I'm gonna toss the winch into free spool mode
just trying to pull some tension off of this,
get it unhooked.
All right.
Let's get this on our tow hooks.
All right, guys, we got this truck fired up.
We got my truck fired up but it is in neutral.
We got my buddy behind the wheel.
He's gonna work the wheel and obviously the
braking making sure this thing goes through
safely.
I got the remote control so let's get this
thing off.
You ready?
Let's do it.
So obviously this was a huge help.
I'm so glad we brought the DV8 recovery bumper
and the winch got us out in the situation
no problem.
All right, guys, that pretty much wraps up
today.
So as you can see the stock Silverado is pretty
capable when it comes to some of the more
basic fire trails that we started off with,
but once you start getting into some of the
more tricky stuff, the lift, the added 33
inch tires, and the winch definitely helped
us out in the long run and it adds to the
better off road performance.
Now if you wanna stay tuned to my personal
build for my own '16, you wanna subscribe
to our YouTube channel as well as to stay
up to date on product videos and a bunch of
other events and builds in the future for
Chevy Silverados and GMC Seirras.

2020 GMC Sierra 1500 Duramax Diesel Review - Worth the Wait?

Edmunds:

[MUSIC PLAYING]

SPEAKER: What's that sound?
Oh, just six
cylinders and a drum
line turning diesel to torque.
That's right, this is the
2020 GMC Sierra 1500 Duramax.
Man, I feel so tough right now.
Do I look tough?
No?
OK, whatever-- let's
talk about this truck
and why you might want or not
want a diesel in your half ton.
That's not a euphemism.
If you're shopping for a diesel
truck or any kind of truck,
visit us at edmunds.com.
And make sure you follow
us on Facebook, Instagram,
and Twitter.

1500 is what I'm interested
in, because I don't know.
I would call it the
most consumer truck.
This is the truck you might
have as a daily driver,
to do some towing,
some adventuring.
But now it is available
with a diesel engine.
Every 2500 and 3500
heavy-duty pickup truck
comes with a diesel option.
And they sell very well,
despite being more expensive
than the gas engines.
The same hasn't been true for
the 1500 series half ton trucks
until Ram reintroduced
a diesel in 2014.
Before that, it was
gas engine only.
Why does that matter?
Well, diesel engines
are cool, because they
make a lot of torque.
That's the muscle
part of the engine,
and it helps for easier towing.
They also offer
better range and fuel
economy than a gasoline engine
carrying the same weight.
Diesels are especially good
at providing respectable fuel
economy and range
while towing, which
makes them very popular with
people who have horses or boats
or race cars or
big camper trailers
or pretty much anything
that you might need to carry
from one place to another.
The 3-Liter Straight-6
Duramax in the 1500
is so quiet and chilled out,
that you would never even
know it was a diesel if
you didn't see the badge.
I haven't been in
any diesel vehicles
that I would describe
as a rocket ship,
but it is plenty quick.

We're moving.
Because the 3-Liter Duramax is
a smaller engine than what's
available in the
heavy-duty trucks,
I like to call it the Baby Max.
But it makes 277 horsepower
and 460-pound feet of torque,
which is a very grownup number.
The 3-Liter is backed
by a 10-speed automatic
transmission, and
it's really nice.
It shifts smoothly on
hills and while towing.
And as we are unladen right now,
I don't even notice the shifts.
It's effortless.
It doesn't pull
quite as effortlessly
as its heavy-duty siblings,
but the 15000 still
has cool trailering tech.
And it is more
than ready to take
some dirt bikes or a small
camper out for the weekend.
Speaking of trailer
tech, this thing
has 15 different camera views.
You can see everything
that's happening everywhere,
in space even.
You guys, you guys,
you guys, yeah,
there's a buffalo right there.
There's two buffalo.
That is so cool.
Hey, guys, do you like my truck?

Every time I get into a big
truck, I'm always thinking,
am I going to be able to
see out of this thing?
Is it going to be
hard for me to drive
because I'm not a big person?
Seat moves up.
The steering wheel moves down.
Visibility is great.
And also, did I mention
15 camera angles?
This thing is fine.
I've been in small cars that
were harder to see out of.
But you might be
watching this and going,
well, I am a big
person, so is it
going to be comfortable for me?
And that is why I have driven
around with many big people
this week.
And they have all said that
they have plenty of room,
including in the back.
Another big question
whenever you get into a truck
is, is it going to
handle like a truck?
Is it going to
ride like a truck?
Are we going to be
bouncing around in here
and having to slow down
to 10 miles an hour
for even the slightest corner?
No.
No, actually you don't.
The suspension is
tuned really well.
We were driving around
in the mountains,
and it was not a problem.
We were able to keep
up with traffic.
We didn't feel big and unwieldy.
Now, if you're
already a GMC fan,
you already understand
the vibe of GMC.
But if you're not, you
might be wondering,
what is GMC compared to Chevy,
which is a sibling company?
Or where does GMC fit
in the truck market?
GMC describes itself
as premium pro.
So is the Sierra meeting
that luxury idea?
OK, it's kind of interesting,
because from a driving
perspective, I would
say absolutely.
I mean, it's smoother than
some Cadillacs I've been in.
I think the drive
quality is really nice.
I think the handling is nice.
And again, it's so quiet.
From a material standpoint,
in the interior,
ahh, I think they could
push a little bit harder.
It's sort of weird,
because I would
say that, from a tech and
performance standpoint,
GMC is doing a good job of
providing a premium experience.
There's this cool mirror that
flips to have a full view,
not blocked by anything
that's in the truck.
And you can get heated
and cooled seats.
And again, it's very
comfortable in here, very roomy.
It's just the actual
physical materials
that are covering the
interior, they're only OK.
[MUSIC PLAYING]

I sure wish I had
somewhere to sit.

Well, you look at that.
I'm a fan of the half
ton with diesel grunt.
This is a good truck.
GMC is doing it a
little bit differently
than some of the
competitors, with a focus
on driving comfort and tech
over top towing numbers.
But unless you're hauling
something every day,
I'd say the 3-Liter Sierra
is a great workhorse
to add to your stable.
For more videos
like this, please
subscribe, and follow us
on Instagram, Twitter,
and Facebook.
[MUSIC PLAYING]

How to Replace Control Arm with Ball Joint 07-15 Chevy Silverado 1500

1A Auto Parts:

2014 Chevy Silverado 1500 LT; Real Test Drive: Sam K. (Highlights)

the WNC Powerhouse:

What's your first impressions of the car?
It's so pretty. It really is. It's like the softest
leather, ever. It's very very smooth. It's
very very quiet. There was nothing but talk
on the radio so I was actually going to turn
my Pandora on on my phone and listen to it
because it's quiet enough in here where I
knew I would actually be able to hear it.
How does it compare to the other trucks that
you've driven? Well, uh, I like it a lot better.
It's smoother. I don't feel like I'm a big
monster on the road even though it's a pretty
big truck to tell you the truth and I think
it has a really good amount of space in here
though. You know I actually don't feel like
the seats need breaking in? Like they're already
that comfy, that's a big deal to me! What
about what you don't like about the car?
Not much? I can't really think of anything! You
got all this, uh, electronic stuff that you're
not used to, right? Yeah. That's all new,
I don't know what most of the buttons do,
but that's okay. I thought I wasn't going
to like the back-up camera but I actually
find it pretty useful. To tell you the truth,
I know I talked earlier about how touchy the
brakes are but like the brakes being touchy
and I know a lot of that is probably like
it's a "new" thing but it always makes me
really nervous when you hit the brakes, thinking
it's going to start slowing down you're like
"Aww crap! Gotta hit it harder, harder!" you
know what I mean? What are you driving now,
you said? Toyota Rav4. You'd say this is an
upgrade? Yeah! I really like this truck! I'd
drive it everyday is what I'm trying to say!

Jeep Gladiator Rubicon vs. Chevy Colorado ZR2 - 2019 Off-Road Truck Comparison

Edmunds:

[MUSIC PLAYING]
DAN EDMUNDS: In an
Edmund's exclusive test,
we're pitting the
new Jeep Gladiator
Rubicon against the Chevrolet
Colorado ZR2 on the road,
on the trails, over
obstacles, and in the dunes.
We're here in Ocotillo
Wells, California,
which is a beautiful wide
open desert landscape that
has trails that run everywhere.
I really like coming here,
and I've seen a lot of it.
But I've never seen this place.
But what I do know
about coming here
is that you need a truck that
can handle just about anything.
CALVIN KIM: That's right.
That's why we brought out
the Chevrolet Colorado ZR2.
It's a truck that we're
intimately familiar with.
We've had it on numerous
comparison tests.
We've driven it
all over the place.
We even have one in
our long-term fleet.
DAN EDMUNDS: Exactly.
And while we know what the
Colorado can and can't do,
we don't know anything about
the new Jeep Gladiator.
I mean, they've been teasing us
for years at places like Moab
with concept vehicles, but
now we finally got one,
and we can find out
once and for all
if this is a Jeepy
truck or a trucky Jeep.
CALVIN KIM: That's right, and we
can't wait to test the metal--
DAN EDMUNDS: I see we did there.
CALVIN KIM: --and find
out the good, bad,
and the ugly of
these two platforms
by getting them out there.
DAN EDMUNDS: Exactly.
Let's hit the trail.
But before we hit the
trail, you hit Subscribe,
and also remember to use
Edmunds for all your truck
shopping needs.
[MUSIC PLAYING]
Right now we're on one
of the main thoroughfares
here in Ocotillo Wells.
We can get some speed up.
This section is covered
with whoop-de-doos
which you get where there's
motorcycle and side-by-side
traffic.
They really chop up
the surface here,
and the suspension
on the Gladiator
seems to be dealing
with it really well.
The FOX shocks are nicely
tuned and the wheelbase
seems to be helping
settle out the motions.
[MUSIC PLAYING]
CALVIN KIM: If you don't
have the right suspension,
it can ruin your day.
Thankfully, the Colorado
ZR2 has these trick dampers
from a company called
Multimatic that kind of is speed
sensitive, if you will, and
keeps the truck pretty stable
even on these wash boards.
Now, an interesting fact is that
sometimes going slow is bad,
and for the Colorado, it really
likes a little bit of speed
so that it's just skimming the
tops of these washboard bumps.
[MUSIC PLAYING]
DAN EDMUNDS: Wrangler is
what this is based on.
The Wrangler is known for being
a vehicle that can pretty much
do anything and go anywhere.
And they've had a
two-door version,
and then they introduced the
four-door version, of course.
There doesn't seem to be
any limit to the appetite
for variants of this vehicle.
So now we have a Jeep pickup,
and they call it a Gladiator.
The thing about a Jeep
is it can go anywhere.
On trails you might not even
feel comfortable walking up,
you can crawl up in a Jeep.
The other thing is the top
comes off, the doors come off,
the windshield folds.
I mean nothing puts
you in the middle
of the action like a Jeep.
And now, the Jeep truck
just gives the person
who kind of needs a
truck but wants a Jeep
a way to have both
at the same time.
[MUSIC PLAYING]
CALVIN KIM: Chevrolet
has been making trucks
for quite possibly
a billion years,
but the Colorado is
actually fairly new.
This second generation
was only introduced
about four or five years ago.
But the ZR2 is a
little bit different.
Chevrolet saw people
buying other trucks that
were more enthusiast
oriented, not so much
for the 9:00 to
5:00, hence the ZR2.
It's a little bit wider.
It's got better
suspension, and it's more
meant for the weekend
than the weekday.
DAN EDMUNDS: Customization
is almost expected.
There's so many different
aftermarket parts
that Mopar sells, and
independent companies sell.
If you can dream it,
they make it for a Jeep.
I mean, the first thing people
do is they usually lift it up
and they add bigger tires.
And the thing
about the Gladiator
is the Rubicon comes
with 33-inch tires,
but they say 35s will fit
without any modification.
Even the spare tire
compartment, in the back,
underneath the frame,
will hold a 35-inch tire
without any modifications.
So right there they've even
designed in the knowledge
that people are going to
want to mod this thing.
CALVIN KIM: Enthusiasts like
tinkering with their stuff,
you know, upgrading.
They've provided a
catalog of parts.
For example, the new Bison
model with upgraded armor
and underbody protection,
and even performance parts
from the GM Performance
Parts catalog.
And you can upgrade
suspension, upgrade the power,
so you can go a little bit
faster than you're going now.
[MUSIC PLAYING]
DAN EDMUNDS: Yeah, these
whoop-de-doos are really deep.
I generally just
have to tolerate them
until I get where I'm
going, but certainly
this is easier in
the Gladiator than it
is in, say, my two-door Jeep
Wrangler which really gets
tossed around because
it's so short.
[MUSIC PLAYING]
CALVIN KIM: I just turned off
the stability control system
because as we're skimming
the tops of these bumps,
the computer's kind of
flipping out a little bit
and kind of directing me, giving
me inputs that I don't really
want.
So by turning it
off, it's giving me
a little bit more control over
how we're going down the road.
Whee.
DAN EDMUNDS: Calvin
in the Colorado
is probably saying that
the ride's pretty good,
but the Multimatic
dampers don't seem
to be as well suited
to the terrain
as you think they might be.
My impression is they're tuned
really well for the pavement,
and they could stand to have
another tuning session out here
on this type of terrain.
CALVIN KIM: The Colorado's
independent front suspension
pays dividends on these
flatter washboard roads.
It's not that great on
rock crawling because
of the lack of articulation,
but out here the dampers
can really control each
wheel individually.
And on top of that, the
rack-and-pinion steering
gives me fingertip
control and pointability.
The Gladiator's front
suspension, on the other hand,
has to do a lot more work
simply because the solid front
axle is a lot heavier.
On top of that, the Gladiator's
recirculating ball steering
system just isn't as precise
as the ZR2s rack and pinion.
Let's take it somewhere where
it can really flex its muscles.
[MUSIC PLAYING]
CALVIN KIM: We're here at
the off-road training area
here at Ocotillo
Wells, and there's
a lot of obstacles designed
to test the agility
and capability of both modified
trucks and side-by-sides.
DAN EDMUNDS: Right, and
modified is the key word here
because have you seen
some of this stuff?
I mean, it's really
difficult. I can't
imagine an unmodified vehicle,
even attempting some of it.
That's why we're here at a
fairly simple obstacle that's
meant to test approach,
departure, ground clearance,
and break-over angle.
CALVIN KIM: These are all
things that we don't know about
on the Gladiator.
DAN EDMUNDS: Exactly.
So, I think we're going
to know a little bit more
in a few minutes.
I'm lined up with
the tubular obstacle.
The Gladiator has a longer
wheelbase, not only than
a Wrangler Unlimited, but
also a mid-sized pickup
with a 5-foot bed and a crew
cab which is what this is.
So let's see how it does.
Do I look like I'm lined up OK?
CALVIN KIM: Looks
good from here.
DAN EDMUNDS: I can
actually see pretty well
over the hood of this vehicle.
The fenders drop away, and
it's pretty easy to see.
It's got a good crawl ratio so
I don't have to go very fast.
CALVIN KIM: It's pretty good.
No problems with approach,
and now the first breakover.
DAN EDMUNDS: Whoa.
Whoa.
CALVIN KIM: Oh just barely.
DAN EDMUNDS: Oh yeah.
CALVIN KIM: Oh he's on there.

DAN EDMUNDS: That
felt important.
It's still touching.
Yep.
Is that anything important
sounding underneath there?
CALVIN KIM: Oh no, no.
It's just your frame rail
and maybe a drive shaft?
DAN EDMUNDS: Drive shaft?
CALVIN KIM: No,
I'm just kidding.
It's just the skid plate.
DAN EDMUNDS: I'm riding
the brakes a little bit
to control my speed because
I don't want to go over one
of these things too quickly.
CALVIN KIM: The good thing
is the approach angle
is nothing to worry about.
Just a little drag on the--
on the hitch.
DAN EDMUNDS: Oh.
Oh.
CALVIN KIM: Oh, but
it's that breakover.
DAN EDMUNDS: Another drag.
CALVIN KIM: Yeah, you're just
laying on that skid plate,
but thank goodness it's there.
DAN EDMUNDS: Oh, it's
just a skid plate.
I feel much better.
CALVIN KIM: One of the
benefits of a skid plate
is it helps you slide right
off obstacles like that.
So far, departure doesn't
seem to be an issue.
So it's just the
breakover height.
DAN EDMUNDS: Almost done.
CALVIN KIM: So close.
No, looks good.
Good job.
Good job, Gladiator.
DAN EDMUNDS: I rub-a-dub-dubbed
a little bit more than I
thought I might there.
[MUSIC PLAYING]
CALVIN KIM: We're
about to do tubular,
so I'm going to go
ahead and put it 4 low.
DAN EDMUNDS: If
you keep it slow,
you probably won't kill it.

CALVIN KIM: Dan, I don't
have a lot of visibility
out the front.
You think you can
tell me and let
me know if I'm OK laterally?
DAN EDMUNDS: Yeah, you're
pretty well centered.
You might cheat it just to
the right a little tiny bit,
but not much.
CALVIN KIM: Approach
angle is really good.
First breakover
angle test was good.
Let's see the first departure
angle test out for the back.

Now, Dan, was a little bit
of a rub on the exhaust?
DAN EDMUNDS: No harm, no foul.

CALVIN KIM: Well, all right.
DAN EDMUNDS: That
was pretty good.
Couple of light taps,
but nothing major.
[MUSIC PLAYING]
We just left the training area,
and we drove on an obstacle
that we picked
because it highlighted
the approach, departure, and
breakover angle of these two
vehicles.
This truck has a
very long wheelbase.
I was worried about it,
departure angle a little bit
as well, because you know
the rear end does hang out
there a little bit.
But it performed much better
than I thought, especially
departure.
The spare is tucked
up nice and tight,
and it's got a little
rub rails to protect
the bed corners, which we didn't
need because it didn't rub.
And the skid plate
that they have
is right where it needs to be.
And that's the only
thing that touched.
And it didn't touch that bad.
I crawled underneath there.
Not even that many
detectable scratches.
So, it did pretty well.
I'm less worried about
that aspect of this vehicle
than I was going into this test.
CALVIN KIM: We were surprised
at the ground clearance
that the ZR2 had.
I honestly thought it dragged
body parts a little bit more
than it did, but all
things considered,
the built-in skid
plate did its job,
and you know that's
what it's there for.
The exhaust tip did touch down,
as well as the spare tire.
And while we'd like to
see both of those items
higher up in the
body, not too bad.
DAN EDMUNDS: Before
we came here,
I put both these trucks on a RTI
ramp, that's Ramp Travel Index.
It measures the articulation
of the suspension,
the amount it can flex.
And the Gladiator
really did a great job.
It has an advantage though
because the stabilizer
bar can be disconnected.
But even when it was
connected, it matched the ZR2.
When it was disconnected, it
added a significant advantage,
and that didn't really come
into play on the obstacle
we just drove, but it
came into play on the way
to that obstacle.
CALVIN KIM: Out
here on the road,
the ZR2s independent-foot
suspension is not magical,
but compared to the
Gladiator's, it is.
See, the Gladiator's
heavy solid front axle
has a lot of joints and stuff
to make it turn and articulate,
whereas ZR2s does not
what that means is,
yeah I lose a little bit
of flex on the rocks,
but I get absolutely straight
precise tracking on the road.
Now normally, big knobby
tires don't ride so well.
But surprisingly, the ones
on the ZR2 are pretty good.
And combined with the
Multimatic dampers
that I mentioned earlier, it's
actually a pretty good ride.
In fact, it's better than some
trucks that are specifically
just meant for the street.
DAN EDMUNDS: The highway
ride of the Gladiator
is a little bit better than the
Wrangler because of the longer
wheelbase, but it's not
quite as settled and poised
as the ZR2 and other trucks
that have independent front
suspension.
It's pretty smooth
over the wavy stuff,
but when you hit individual
single wheel bumps,
the front axle can
shudder just a little bit.
The other thing you notice,
when on the highway, is this
is a boxy vehicle and
there's a fair bit
of wind noise because of it.
The other thing that's
kind of interesting
though is the Gladiator
has adaptive cruise control
right up here by the mirror.
They've actually built a sensor
to enable that, and what's
neat about that
location is you can
put on a winch or another
bumper, and it'll still work.
And you can even fold
the windshield down
and it'll still work.

CALVIN KIM: ZR2 is powered
by a V6 engine that
makes a little over
300 horsepower,
and it's made it to an 8-speed
automatic transmission We
like this setup because
it's very responsive
and does what you want.
When you want it to go
a little bit faster,
the downshifts are
crisp and quick.
And when you're done, it
upshifts back to save gas.
In fact, it even has a
cylinder deactivation mode.
Not much to dislike here.
DAN EDMUNDS: Both
of these trucks
have the same
displacement engine.
They're both 3.6
liter [? V6es, ?]
And they both have the same
transmission in terms of gears.
The ZR2 makes a little bit
more horsepower and torque.
It's not a significant amount,
but the Jeep makes up for it
off road because in low range,
the transfer case has a 4 to 1
ratio.
So if you're crawling
in low-low this
is going to feel a
lot more torquey,
and it's going to be
easier to control speed,
like we saw on
the tube obstacle.
The Gladiator has the highest
tow-rating in the segment.
Now, there is an asterisk there.
That applies to the Sport
which is the entry-level model.
If you get a Rubicon
like this one,
the maximum tow rating
is 7,000 pounds.
That's still pretty darn good.
CALVIN KIM: The same
trick suspension
that gives the ZR2 its
immense capability,
both on and off
the road, is also
its Achilles heel for both
payload capacity and towing
capacity.
For payload it's 1,100 pounds.
For towing it's
only 5,000 pounds.
That doesn't even hold a
candle to the Z71 model
and certainly not
to the Gladiator.
While realistically speaking,
it's more than enough for most
people, if you're looking
for the ultimate in towing
and payload, ZR2 isn't it.
DAN EDMUNDS: One thing that
Jeep wanted to make sure of
was that the Gladiator
had a bed that was useful.
So it has a five-foot bed
just like the crew cab
versions of its competition.
It's got four tie downs
that come with it.
Front two are D
rings that pivot.
There are a system
of three rails
and sliding tie downs that
is a factory option, not
an accessory.
You can get a 110 volt
outlet in the bed.
It's not terribly deep, which
I think in my mind a positive.
Because let's face it,
the Colorado ZR2s bedsides
are comically high.
What is it going to be?
A Jacuzzi?
You're not going to fill it
up to the brim with anything
anyway.
CALVIN KIM: I hope
you've been doing
your CrossFit
because you're going
to need it to get into the bed.
The Cargo bed in a
Colorado pickup truck
has a high-load floor
and high bed sides.
Great for loose stuff, but
not so good for anything else.
ZR2 makes it even
worse because it
has two more additional inches
of ground clearance, which
means the load floor and the
bedsides are that much higher.
DAN EDMUNDS: So two things
that I like about this tailgate
is one, it's tied into
the central locking.
So if you lock the truck,
you lock the tailgate.
The other thing
that's really cool
is it's got a
45-degree open position
by just taking the
cables that hold it open
and looping them around a
stay that they have there.
What's neat about that is
the 45-degree tailgate,
the edge of it is lined
up with the Fender top.
So you can stack plywood flat.
It's kind of a neat setup,
and it's real simple.
This weekend something happened.
I have four orange
trees in my backyard,
and we had to pick the
oranges and take them
to a donation center.
And that ended up
being about 700 pounds
in the back of the
bed, and one thing
you notice about this
truck is the rear axle kind
of crowds the cab
a little bit more
than some of its competition.
The effect of that is the center
of gravity of your payload
is going to be a little bit
further behind the rear axle,
which will unweight the
front a little bit more
and make the ride a
little bit less flat.
And I certainly
did observe that.
It wasn't bad but certainly
something to be aware of.
[MUSIC PLAYING]
The thing about the
Gladiator that's really nice
is it is, for all
intents and purposes,
a Wrangler pickup truck.
Doors come off,
windshield folds.
It just happens to have a
five-foot bed back there.
If you want a Jeep and you
don't really need a truck,
well you might as
well get a Wrangler.
But if you're the kind of person
that, yeah you want a truck,
but you want to be able
to take it off-road,
it's going to be hard to
recommend against this one.
CALVIN KIM: We've done
tight trails and the street.
So now we're going to do
something completely different.
We're going to go
out to the dunes
where we can open
these trucks up and see
what they can do when it's
soft but hopefully fast.
[MUSIC PLAYING]
So we made it to the dunes.
DAN EDMUNDS: Absolutely.
Look at them.
They go for miles.
CALVIN KIM: It's
pretty gnarly out here.
DAN EDMUNDS: Yeah, and I think
it's going to be a lot of fun.
CALVIN KIM: That's right.
And you know what?
That's what these trucks
are all about, aren't they?
DAN EDMUNDS: Absolutely.
I mean, we don't
have to do this.
But we want to.
CALVIN KIM: [LAUGHING]
Let's get out there then.
DAN EDMUNDS: All right.
[MUSIC PLAYING]
[LAUGHING] It's fun, but
I don't want to get stuck.
[MUSIC PLAYING]
CALVIN KIM: This is awesome.
Super fun way to test out
the whole drive system.
Multimatic dampers don't
mind this sort of abuse.
In fact, they like this.
[MUSIC PLAYING]

DAN EDMUNDS: So this
is Tectonic Wash, which
is a really cool formation.
It looks like they could
have filmed Star Wars here.
The Gladiator is longer than
a Wrangler or compact pickups
that are similar, and so I'm
just watching the rear corner
when I go around some of
these tighter corners.
But it's not that
bad because a Jeep
is narrower than a regular
compact pickup or midsize,
I should say.
This also has protection on
the lower corner of the bed,
so I don't really feel like
I'm going to tear anything up
if I rub the side of the
bank as I go around one
of these tight corners.
And even if it gets really
bad and I rip off a fender,
well it's not like a trip to
the body shop necessarily.
The black plastic fender
that sticks out this far
is something you can buy and
bolt on another one or not.
You see people with
Jeeps where they
have removed the fenders to give
them that much more clearance.
I guess you could do
that if you wanted to.
And the interior here
is utterly familiar.
It's just like the
Wrangler's, which
is good because the new Wrangler
that they just introduced
last year has some
great improvements
and they're all here, as far
as the organization of all
the controls, the seats,
the dashboard, just the way
it all looks and operates.
It has a real nice
quality feel to it.
All these controls
are really fantastic.

CALVIN KIM: The Colorado is
fundamentally a work truck,
and the ZR2 shares a lot of
the benefits that that brings,
such as a very usable
interior with buttons that
are large and easy to access.
All the switch gear
falls right in hand.
DAN EDMUNDS: Got
an Apple CarPlay,
Android Auto built into that
8.4-inch Uconnect system.
It's a touch screen,
but there's also
some fixed buttons that
are really prominent,
some virtual buttons that are
always in the same place, that
are easy to find.
And it's really easy
to operate the system.
Navigation is available.
It doesn't cost a lot
to add it to the system.
So I can use the maps on
my phone if I have signal,
but since we're out here.
I don't have signal.
So the built in native maps
are really nice to have
because I wouldn't
have maps otherwise.
CALVIN KIM: The navigation
system is not quite as detailed
as the Gladiator's.
In particular to showing
trail detail when you're going
off-road.
Having said that, Chevrolet's
Link III is very responsive
and has all the
smartphone connectivity
that anybody that's
into tech would want.
The screen's big, colorful,
and very responsive.
There's a 4G LTE Wi-Fi hotspot
connection available with it,
and an induction charging
pad although the induction
pad is a little too small for
any of today's larger phones.
[MUSIC PLAYING]
DAN EDMUNDS: The
interesting thing
about the audio system
here in Gladiator
is it sounds better than the
same system in a Wrangler
Unlimited, and that's
because the cab is smaller.
I mean, it's got the
same size back seat,
but because there's
a rear window there
and you don't have--
the storage is outside the
cab, not inside the cab,
there is a smaller volume.
And so the sound
just sounds better.
It's also quieter
background noise
because there's less
resonance of just road
noise and the other stuff.
So the sound just is
that much clearer.
The audio system can be upgraded
with an optional Bluetooth
speaker, and the
speaker has a dock that
is behind the rear seat back
that keeps it out of sight,
and it keeps it from
rattling around,
and it keeps it fully charged.
So when we stop and I
pair it to my phone,
I can listen to my
tunes in the campground.
CALVIN KIM: The
Colorado's back seat
is roomy and perfectly suited
for two full-size adults
or three kids.
The seat backs fold
60-40, and the seat bottom
is fold up 60-40.
So you've got some
flexibility in cargo.
Now, behind the
seat backs there's
really not much there,
only the attachment points
for child seats.
Of course, you can fold
the seat backs down
for additional cargo space,
but the ZR2's right height
becomes its curse yet again.
When the seat backs are down,
the cargo floor is really high.
So it'll make getting
bulky or heavy cargo
in and out a real
pain in the back.
DAN EDMUNDS: The back seat of
the Gladiator is really nice.
It's got the most leg room
of anything else in the class
except for the Ridgeline,
which wouldn't be caught dead
out here.
It's also great for storage.
You know, if you're
just two people here
and you're out
somewhere exploring
and you want to have a
cooler and some other stuff
inside the cab with you,
the seat bottoms flip up.
The seat backs flip down.
They give you a platform
to put things on.
There's a couple of
places to store things
behind the rear seat backs
when they're folded up,
and they're lockable.
And the lockable feature
is really important
because this is a convertible.
You might be out
here with the top off
and you might want to have
that stuff that you've
got in those storage
compartments under the seat
or behind the seat locked away
where people can't take them.
CALVIN KIM: The seats
are comfortable,
and they're covered in a
leather like surface that
makes long road trips a breeze.
Getting in and out is going
to be a little bit harder,
and you're going to
have to do that a lot
because the visibility in the
Colorado is not that great.
[MUSIC PLAYING]
How's the visibility out
of that Gladiator, Dan?
DAN EDMUNDS: It's
really, really good.
I mean, there's a rock at
the apex of this corner,
and I've been able
to keep my eye on it.
I'm not worried about it at all.
The hood falls away.
It's not very long
to begin with.
The windshield's nice
and vertical up close,
so no A-pillar problems.
And then the fenders
drop away, so yeah.
No problem at all.
CALVIN KIM: Yeah that's one area
where I'm definitely envious.
The ZR2 is remarkable
in many ways,
but exterior visibility
is not one of them.
Where they A-pillar meets
the dash in particular,
is a huge blind spot, and
that huge hood protrusion
looks great.
But man, it's not doing
me any favors out here
on this tight trail.
DAN EDMUNDS: Yeah,
and I remember
that the hood's really wide
out towards the headlight,
so it sticks way out
there in the corners or--
you know, I can't imagine you're
seeing half of what I can see.
CALVIN KIM: I'm just thankful
for the cutaway bumper letting
me crawl over
anything that I miss.
DAN EDMUNDS: Yeah, but you're
fenders really stick out wide.
Are you rubbing around
any of these corners?
The rear fender?
CALVIN KIM: Thankfully, no.
But I've been playing it pretty
safe and taking the high line.
Having said that, I have scraped
some of the tops of the rocks.
But nothing enough to cause
any damage, thankfully.
DAN EDMUNDS: Yeah, that's
the thing about the Colorado,
and it applies to
the ZR2 as well
is the rear shocks are kind
of exposed at the bottom.
They're lower than
the [? pumpkin ?]
of the differential, in fact.
CALVIN KIM: Yeah,
that's a good point.
I mean when you're just
going straight or doing
broader, wider
turns, your wheels
kind of follow the same track.
But out here in this
little tight wash,
each tire is just
going its own place.
So you know, rocks that I
miss with the front end,
the rear end stuff,
they're pegging them.
DAN EDMUNDS: Yeah,
that's the thing.
This trail is so tight you
don't really have the option
to steer around some things.
Ground clearance is
your only friend.
CALVIN KIM: Yeah, at
the end of the day,
the ZR2 just has more
things dangling down.
DAN EDMUNDS: What's the
Colorado done well out here?
CALVIN KIM: Well, definitely
I like the ZR2's power train.
It's super accurate
and responsive,
and the steering too.
While the rear end, I've
been kind of just letting
it go wherever it wants to go.
The front end I can point
just with inch precision,
and with the very
accurate throttle
I can use the exact
amount of throttle
without upsetting the chassis.
DAN EDMUNDS: I'm actually
in the same boat back here.
You know, the steering that
goes along with a solid axle
may not be the most
accurate out on the highway.
But here, I'm having no
problems at all, and you know,
it doesn't kick back
violently if I hit a big rock.
It's pretty stable and
steady in that regard.
CALVIN KIM: Normally,
I would think
the ZR2 would be better
out in the open, but aside
from the ground clearance
issues, it's doing really well.
[MUSIC PLAYING]
DAN EDMUNDS: We're here on a
trail through the mud hills,
and the thing
about this trail is
every time you come
here, you never
know what you're going to get
because every time it rains,
it changes.
Every time somebody
in a [? razor ?]
throws up a roost
of mud, it changes.
CALVIN KIM: It's a
perfect place to try out
trucks that have a
lot of articulation,
a lot of ground clearance,
and really good driveability.
Wouldn't you say?
DAN EDMUNDS: Yeah,
you need traction
and you need
clearance, for sure.
And we're going to
need a lot of it
here pretty soon if
we don't get going
because it looks like it's
going to rain right away.
CALVIN KIM: It's been
pretty even, although rough,
terrain but I heard over
the radio that up ahead is
something a little
bit gnarlier, so I'm
going to go ahead and put it
in 4 low just to get it ready.
All you-- all you've gotta do is
put a neutral and put the knob
and literally in that
amount of time it's low.
And what that lets me
do is not use the brakes
so I can maximize traction
on this loose surface.
It's pretty steep and
rocky, but ZR2 doesn't care.
Right now we have a steep
climb out of this little gully,
and the gear
reduction that we get
gives us all that extra
torque and modulation
so we pop out
without any problems.
Ta dah.
DAN EDMUNDS: Hey
Calvin how was that?
It looks a lot worse than it is.
You gotta watch out
at the very bottom.
There's a little bit of a divot.
DAN EDMUNDS: All right.
I'll keep an eye out.
I don't think I'm going
to pop it into 4 low.
I've got a secret weapon,
my stabilizer bars
are disconnected.
I do that a lot because
it makes for a nicer ride.
You don't have as much
jostling left or right,
but that will also give me a
little bit more articulation
than he's got.
And I know I've got
better approach clearance
than he does.
So I don't think
I'm going to have
as much trouble at the bottom.
But we'll see.
Famous last words, right?
[MUSIC PLAYING]
OK.
Here's what he
was talking about.
This doesn't look too bad.
Just ease through.
I'm still in 4 high, Oh I
touched my trailer hitch which
is what they're for, right?

I probably took a little bit
deeper line than I needed to.
CALVIN KIM: Looks like it
wasn't a problem regardless.
DAN EDMUNDS: Man, that was
in 4 high the whole time.
[MUSIC PLAYING]
Well that was fun.
CALVIN KIM: Yeah, I mean
overall we learned a lot, right?
DAN EDMUNDS: Exactly.
CALVIN KIM: What was
the biggest surprise?
DAN EDMUNDS: Well,
you know I came
into this really suspicious of
the Gladiator's long wheelbase.
It's quite a bit
longer than the ZR2,
but that didn't turn out
to be an issue at all.
CALVIN KIM: I got to
drive it a little bit too,
and I was really impressed
with the ride comfort
especially over
all that washboard.
DAN EDMUNDS: Yeah, but
the ZR2 was way better
on the highway on the way here.
CALVIN KIM: Yeah,
and I actually really
liked it on the washboard,
on the faster stuff.
DAN EDMUNDS: Uh huh.
CALVIN KIM: I really
like the pointability,
and honestly it's
handling surprisingly
in the tight stuff.
DAN EDMUNDS: Oh absolutely.
But in the tight stuff, I had
a couple of problems with it.
Namely visibility.
The hood is really wide.
It's hard to find out
where the corners are,
and then in the back, that
spare tire hangs down a lot.
And I remember taking
a really hard hit
when I dropped into a gully.
I thought I broke
something, but actually it
was just the spare
grounding out.
CALVIN KIM: Now, the
most important question
for a lot of people
is going to be price.
DAN EDMUNDS: Yeah, well
that's the thing the.
Rubicon is typically
pretty pricey,
and that hasn't stopped
Jeep people from buying it.
So we'll see.
But certainly the
ZR2 is a lot cheaper.
CALVIN KIM: It is.
I mean, I guess if you
want to spend more money,
you can get the Bison with
its additional protection.
DAN EDMUNDS: Yeah?
CALVIN KIM: But honestly, the
capability between the two
is the same.
DAN EDMUNDS: So, Yeah.
I got some friends here,
and I'm coming back
in a couple of weeks.
I think this is the
one I'll bring back
because I've got some
more canyons to explore,
and I've seen how this maneuvers
through the tight stuff,
and I just--
I just like it.
CALVIN KIM: For me, while
I love the Wrangler and now
the Gladiator, the ZR2.
Just because it's so much fun
to play in the open desert
floor, and man it's almost
three hours back home.
I really like being
comfortable on the highway.
DAN EDMUNDS: Yeah,
that's for sure.
I can't argue with that.
[MUSIC PLAYING]
DAN EDMUNDS: When all
was said and done,
we compiled
everything we learned
about the entire
Gladiator lineup,
and compared it to the full
range of its competition.
Setting aside the
Honda Ridgeline,
which is more of a
pavement specialist,
the Gladiator is now
our highest ranked
4-wheel-drive midsize truck.
If off-road
capability is remotely
important to your
next truck purchase,
the Gladiator is
worth a hard look.
[MUSIC PLAYING]
You know I really
enjoyed this trip,
but I'm almost disappointed
that we're leaving now
just as it's
starting to rain here
and snow in the
higher elevations.
You know, it's not just
about perfect weather.
It's about all the
different kinds of weather
and all the different kinds of
terrain, the wildflowers that
come out at certain
times a year,
hot weather, the cold weather.
I love it all.
I'm one of those people,
I see a line on the map,
I want to know where it goes.
I want to be there.
I want to see what
it's all about.
And that's what's really
neat about the Gladiator is
it can go off-road
exploring in its own right.
But if you want
to go deeper, you
could bring a
side-by-side on a trailer
and tow it out there with this.

CALVIN KIM: You know, a
lot of people will say,
hey, how come you're
out there when
it's raining and miserable?
Well frankly, because
it's fun, right?
I draw a lot of parallels to
the original American settlers
that went out and
explored the countryside
in horse-drawn carriages.
You know that feeling
of going up a rise
and seeing the valley floor
below for the first time
must have been exhilarating.
And while I know that
sounds a little bit silly,
I can kind of experience
a little piece
of that in this truck,
and you know the ability
to just look out at a
mountain, see a trail,
and go I want to do that
trail, and then go and do it.
That's pretty amazing.
And you know what?
I haven't found an
experience that beats that.
If you like videos of adventures
like these, click Subscribe.
And don't forget to go to
Edmunds for all your truck
buying needs.
[MUSIC PLAYING]

Monster Energy: Ballistic BJ Baldwin Recoil 2 - Unleashed in Ensenada, Mexico

Monster Energy:

- Remember the bet!
You only got 20 minutes!
I'll see you on the beach.
- Bye BJ!
(Unleashed in Ensenada)

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