Why Chevrolet Spin Phase Out

How Chevrolet Started, Grew & Became $11.5 Billion Company

Success Secrets TV:

How Chevrolet Started, Grew & Became $11.5
Billion Company
The name Chevrolet originated from a Swiss-born
American racer Louis-Joseph Chevrolet, who
founded his company with William Durant in
1911, stayed for four years and then left
his own company to Durant in 1915.
The Chevrolet Company previously called the
Chevrolet Division of General Motors Company
and simply called the Chevy is the automobile
department of General Motors, a manufacturing
company in the United States.
How Chevrolet Began
Twenty years before Chevrolet, Durant was
the founder of a successful Durant-Dort Carriage
Company which manufactured horse-drawn vehicles.
And so Durant wouldn't even touch a car with
a ten-foot pole, let alone allow his daughter
to ride in what he called, "loud and dangerous
horseless carriages."
But as time passed he realized that there
were more cars than carriages on the American
streets; an experience that did not settle
well with the relatively tentative public.
As the government regulated cars for their
safety, Durant had other ideas.
Why not improve the security of these cars
instead?
In 1904, Durant approached a struggling Buick
Motor Company and became its controlling investor.
Within a span of four years, Durant demonstrated
his salesman attitude and transformed Buick
into a leading automobile name amongst the
likes of Ford, Oldsmobile, and Cadillac.
For Durant, however, it was only the start.
Durant figured he could further improve his
odds in the industry if he built a holding
company that would control several automobile
divisions, with each division manufacturing
their own car.
With the Buick's outstanding profits, Durant
had sufficient capital to found the General
Motors Company in 1908.
A year later, General Motors acquired several
car brands like Buick, Oldsmobile, Cadillac,
Elmore, and others.
Unfortunately,Durant got so carried away in
his "automobile acquisition crusade" that
GM suffered cash shortage with their sales
losing to Ford's.
And so, in 1910, General Motors showed Durant
the exit door.
But Durant did not give up.
Having regained his bearings, he reunited
with an old colleague from the days of the
Buick motor company, Louis-Joseph Chevrolet.
Durant knew the Swiss-born American as a man
whose competency for car mechanics matched
his passion for racing.
In 1909, Louis had participated in the Giant
Despair Hillclimb.
An oddly apt name, considering the Hillclimb
race was less about the racers themselves
and more about test-driving the competing
car brands they drove.
Therefore, when Durant offered a chance to
build more automobiles, Louis couldn't resist
signing his name on the dotted line alongside
Durant's.
In 1911, Louis co-founded the Chevrolet Motor
Company with Durant.
Durant used Louis’ racing status as a means
of building a motor company, and his way of
getting back at General Motors.
The first Chevrolet car, the Series C Classic
Six was designed by Etienne Planche with directions
by Louis.
The prototype was ready before the company
was incorporated even though the production
didn’t happen until 1913 where it was introduced
at an auto show in New York.
In 1914, Chevrolet redesigned its logo.
And so a "bowtie emblem" logo was used on
Chevrolet’s first produced cars in 1914:
the Chevrolet H series and L series models.
That same year, Durant and Louis argued about
their differing intentions for Chevrolet’s
future car designs.
Durant wanted simple and affordable cars that
would surpass those of Fords.
On the other hand, Louis preferred playing
it fast and loose, with luxury or racing cars.
These differences split these two associates
and Louis sold his shares of the company to
Durant.
Now alone at the helm, Durant was able to
focus on his next winning car design.
He achieved this in 1916 when the cheaper
Chevrolet Series 490 finally outpaced Ford
in sales and cemented Chevrolet’s place
among the big automobile names.
To say Chevrolet made huge profits during
this period would be a severe understatement.
Durant revisited General Motors as a controlling
investor, purchasing their stocks, which gave
him the leverage to launching himself into
leading General Motors once more.
By 1917, Durant had become the president of
General Motors.
All was right, now that Durant's "big automobile"
dream was back on track.
And of course, his first directive was merging
the highly successful Chevrolet into the parent
company General Motors as a separate division.
How Chevrolet Grew
In 1918, Chevrolet launched a new V8 powered
model, the Series D for open two-seat cars
and the touring cars that could seat 5 passengers.
These models didn't sell well though and they
were scrapped by the next year.
Given Chevrolet's successful track record
in the market, General Motors rebranded and
sold their commercial grade cars and trucks
as Chevrolet with similar appearances with
the Chevrolet’s vehicles in 1919 from Chevrolet
factories located in Flint, Michigan.
The automobile company built several branch
assembly plants in New York, Ohio, Missouri,
California, Texas, and Canada.
Somewhere between the 1920s and 1940s, Chevrolet
would see Durant's vision for "producing simple
and affordable cars" come true.
In fact, Chevrolet, Ford and Plymouth were
known to Americans as "the low priced three".
During this period, one of Chevrolet's most
notable cars was the Stovebolt introduced
in 1929, which was tag-lined "a six for the
price of four".
This and several generations of the car model
blew away the competition of Ford and Plymouth.
In 1953, the Chevy Corvette, a sport’s car
with two seats and a fiberglass body debuted
to become the first mass-produced sports car
in the United States, championing the "America's
Sports Car" appeal.
The appeal of the Corvette and other Chevrolet
passenger cars would be enhanced with the
first-time introduction of Rochester Ramjet
fuel-injection engine as a high-performance
option for the price of $484.
The Chevrolet small block V8 car design made
its debut in 1955 and remained in circulation
longer than other mass produced engines around
the world.
Modifications to the V8 engine including the
aluminum block and heads, the electronic engine
management and the port fuel injection gave
birth to the designs in production today.
In 1958, Chevrolet introduced the Impala series,
which went on to become one of the best-selling
American cars in history experiencing popularity
during the 60s and 70s.
The parent company General Motors introduced
Chevrolet to Europe in 2005.
With rebranded cars manufactured from the
General Motors branch in Korea acquired Daewoo
Motors.
The economic depression between 2007 and 2010
hit Chevrolet hard.
But the road to recovery began in 2010 with
the introduction of fuel-efficient cars and
trucks to compete with foreign automobile
manufacturers.
Within the same year, Chevrolet introduced
the plug-in hybrid electric vehicles, Chevrolet
Volt in America, which was sold under the
name Opel/Vauxhall Ampera throughout Europe
with a record 5,268 units soldand became the
world's best-selling plug-in hybrid electric
vehicle (PHEV) car in 2012, winning the award
for the North American Car of the Year, European
Car of the Year and World Green of the Year.
The series was then named the combined Volt/Ampera
that was sold across the world.
It exceeded the 100,000 unit sales milestone
in late 2005 and eleven years later the Volt
family of vehicles had become the world's
best-selling plug-in hybrid as well as the
third best selling electric car after the
Tesla Model S and the Nissan Leaf cars.
In 2011, Chevrolet set a global sales record
of 4.76 million vehicles sold worldwide
In late 2013, the Chevy brand was withdrawn
from Europe by General Motors leaving the
Corvette and Camero lines.
In 2016, Chevrolet unveiled the first affordable
mass-produced all-electric car the Chevrolet
Bolt EV.
This car too has won several awards.
Where Chevrolet Is Today
Chevrolet now has its headquarters in Detroit,
Michigan, and operates throughout 140 countries
in North and South America, Asia, Australia,
South Africa, and Europe with over two million
vehicles sold annually in the US alone and
a brand value of $11.5 billion.
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Chevrolet Bolt EV Traction Motor - Deep Dive

WeberAuto:

Hello, I'm professor John Kelly and this
is the Weber Auto YouTube channel.
In this episode we will be disassembling
the drive unit the electric motor and
gear reducer out of our 2017 Chevrolet
bolt on the hoist behind me here. now
this drive unit and electric motor
combination is is all one piece,
unlike the Nissan Leaf that has a drive
unit that unbolts from the electric
motor. This drive unit is rated at 150
kilowatts which is 201 horsepower, it is
also rated at 360 Newton meters of
torque which is roughly 266 foot-pounds
of torque.
Now let's let's talk about torque just a
little bit. That torque rating is what
the motor itself is capable of producing,
that is not the same as the torque that
ends up at the wheels of the vehicle, so
for example the Chevrolet Spark EV
produced by Chevrolet before the Bolt
here
actually had an electric motor that
produced 540 Newton meters of torque, the Bolt EV electric motor only produces
360 Newton meters of torque and so you
might be misled into thinking that the
Spark EV had more torque; well, the motor
did, but not the torque delivered to the
axles that drive the wheels. So the gear
reducer right here on the side of this
drive unit has an impact on that because
gear reduction is also torque
multiplication minus frictional losses, so
the Spark EV had a 540 Newton meter
electric motor but it only had a three
point one five to one gear reduction
unit which resulted in about 1700 Newton
meters of torque at the wheels, at the
axles. the Bolt EV electric motor
produces 360 Newton meters of torque a
whole 180 Newton meters less of torque
from the motor, but it has a seven point
zero five one eight to one gear
reduction through this gear reducer
which multiplies that 360 Newton meters
of torque by seven point zero five one
eight, which gives us over 2,500 Newton
meters of torque at the axles. So there
are other electric vehicles out there
that are being produced right now that
have higher torque higher motor torque
than the Bolt EV
but what would be interesting, I and
I don't know what their gear ratios are
yet, is to see what is the torque
actually to the axles what's the torque
to the ground because that's what you'll
feel when you step on that accelerator
pedal, that's the torque to the wheels
that makes the vehicle move. The design
of this drive unit this electric motor
it has a peak amperage draw of 400 amps
versus 450 as for the Spark EV so it
uses less current to provide more torque
so it's a more efficient better design
electric motor. The electric motor in
this drive unit spins clear up to 8810 rpm where the
Spark EV only spun up to about 4500 rpm,
and we'll take a look at some
differences in the electric motor design
and the stator winding design that
allowed it to spin at those higher rpms
without the AC losses that typically
occur at higher rpm. As mentioned in the
previous video on high voltage
components of the Chevrolet Bolt EV this
drive unit uses about 2.9 litres, around
3.1 quarts of Dexron HP fully synthetic
base transmission fluid automatic
transmission fluid. It also is cooled by
the General Motors Dexcool 50/50 mix
of coolant and deionized water. Okay
let's take a look at the outside of the
housing here of this drive unit. The
official name or designation of this
drive unit by General Motors is the
1ET25. The one means it's a one speed
trans axle, this doesn't shift, E means
it's electronically controlled, T means
it's a transaxle, and the 25 is a
relative torque rating. Alright, right
here on the front of the transmission is
the actual last eight digits of the
vehicle identification number and you
can see that MMF right there, that is
the three-digit regular production
option code the RPO code that you can
find on label in the back of the Bolt EV if
you take out the lower compartment
carpet and look in what looks like a
spare tire tub, there's a label on the
driver's side that has a whole bunch of
three digit codes on it
MMF just means that's which transaxle
or transmission this vehicle came with.
Okay right here on the top of the trans
axle is the transmission range selector
actuator and this is a brushless DC
motor with a gear reducer that actually
moves the shift lever to put us in to
Park reverse neutral Drive and low, now
technically inside of this drive unit it
there's really only park and not park,
but there is a position sensor in here
called an internal mode switch that will
monitor which position the transaxle
range selector is in so that the vehicle
can act appropriately. For example the
shifter itself on the center console is
not directly connected to the drive unit,
it's just an input to the computer that
controls this actuator, so when we go to
the reverse position for the neutral or
drive or low, there's a feedback on the
internal mode switch electrical
connector right here, that lets the
engine control module, even though this
doesn't have an engine, know which gear
range you have selected so that it can
request the trends axle act
appropriately. Also, right here by the
electrical connector for the internal
mode switch is the transmission fill
plug, so if you want to put fluid into
this transmission you need a 14
millimeter wrench or socket to take this
plug out and put the Dexron HP fluid
into the transmission. There are two
drain plugs on this transmission, one for
each side, so there's one down below on
each end of the transaxle the driver's
side and the passenger side, there's
there are two separate drain plugs to
get the fluid out of each side, now
there's only one fluid that goes
throughout this entire transaxle but
because of how its baffled and set up
inside to remove all the fluid you need
to remove both plugs.
Now speaking of fluid and fluid level
when you drain fluid at whatever the
recommended fluid change interval is or
if you're doing service work on the
transaxle here and you're adding fluid
you need to know when to stop adding
fluid, so on the other side of the
transaxle right here is the transaxle
fluid level check plug, so the drain
plugs right down here, the fluid level
check plugs here, the fill plug is on the
other side so you take the fill plug out
you take the fluid level check plug out,
and you add fluid until fluid comes out
over here, and then you let it sit and
stabilize for a minute add a little bit
more and make sure that fluid comes out
comes out to a slow drip, and then the
instructions tell us to put both plugs
back in and go drive the vehicle until
the transmission fluid temperature
reaches 35 degrees Celsius or 95 degrees
Fahrenheit and then double-check the
fluid level again to make sure that
comes out at a very slow drip. Alright,
while we are here on this side of the
transaxle we have an electric motor an
electric pump for the transmission fluid
so there's a big filter we'll see when
we take this thing apart down the bottom
center of this transaxle it will pull
fluid up from the filter and then put it
into what's called the oil sump so the
oil sump is basically just a great big
bathtub looking area up here that the
pump fills full of fluid and then there
are these little drain channels that
fluid drains down to cool the stator
windings and lubricate bearings and so
on and we'll see that once we get the
cover off so we have an electric 12 to 14
volt driven electric motor that pumps
fluid throughout this transaxle. From
what I read this pump only works when
you are in Reverse or Drive, it does not
pump when you're in park or neutral.
Alright, we have another electrical
connector right here, this connector is
for the resolver which measures the
angle of rotation the direction of
rotation and the speed of the electric
motor rotor itself, and then there's a
transmission fluid temperature sensor
that is in the bottom of this
transmission case cover here. All of
those are accessed electrically through
this electrical connector right here. As
you may have seen in my other video on
high-voltage components we have the air
conditioning compressor of the bolts up
here and then we have our coolant pipes
that go into what's called a coolant
sump in the bottom of this transaxle and
we'll see that here in a few minutes but
we have coolant going in coolant coming
back out and goes through a series of
cooling fins and cooling circuits to
absorb heat from the transmission fluid
right here on the back we have the
electrical connection for the
three-phase cables that come from the
the
single power inverter module that sits
two modules above here. Three-phase
orange cables come down to drive the
electric motor, there's a cover
the cables bolt on and then there's a
cover they'll holds the cable in place.
We have a transmission vent right here,
let's just take that vent off while we
vent tube off while we're here now you
can see the oil sump area again on the
top and the cooling sump coolant sump
area here in the bottom all right there
is one additional plug on the side of
the case with the electric motor and
there's nothing in the service
information to indicate this but I
believe this is a pressure test plug to
check the pump output pressure, but I
can't find any information on what that
fluid pressure should be. Okay, I'm going
to be disassembling this transaxle right
here on the workbench but there actually
is a special fixture to hold this
transaxle and allow you to rotate it and
disassemble different pieces of it and
still be able to rotate it for
convenience. I have this special adapter
as you can see here in this photograph
but the way it's mounted it's too high
and too difficult for me to disassemble
in that holding fixture being in a
wheelchair, so the workbench is where I'm
going to disassemble it, but I wanted you
to know there is a special fixture for
that and I tried it it just doesn't work
for me.
by the way this transaxle weighs about a
hundred and seventy pounds or 77.4
kilograms. Okay, well we're ready to
start disassembly, the first step is to
remove this oil pump the 12-volt power
oil pump, it has three bolts right here
and a few seals underneath it as you can
see here there are two seals that seal
the pump to the transmission case right
here there are two bolts that hold the
cover over the pump gears themselves
there are no instructions on
disassembling this so I assume we're not
supposed to disassemble it but that's
exactly what I like to do
take things apart I'm not supposed to as
long as I can get them back together and
make it work again here we go we've got
a Jew rotor style oil pump there's an
o-ring right here that needs to fit in
this groove to seal and then the cover
just bolts on okay the next thing on the
list is to remove the left-hand and
right-hand output shafts that go into
our differential side gears in the gear
reducer this is the left-hand side right
hand side over there it calls for a
slide hammer and a old pilot bearing
removal tool for a manual transmission
so this is the pilot bearing removal
tool right here and a slide hammer and
we are supposed to put this up inside
and put it into the snap ring groove for
the CV shaft and then pop it out well
come to find out the snap ring groove is
thinner than the tip of this tool that's
supposed to go into it and I didn't
realize that's what the problem was and
I had a hard time getting these output
shafts removed I finally got him out but
once I got a mound got looking at the
tool versus what they were supposed to
be grabbing I realized I need to grind
these down make him a little thinner so
that they'll actually fit into the
grooves of the her for these CV shaft
snap rings that are there so since I've
had this entire transaxle apart before
and I'll put it all back together
I've removed those snap rings they'll
hold these output shafts in place so I
can just pull them out by hand right now
this big long left hand output shaft
goes right through the center of the
rotor of the electric motor itself it's
it's hollow in the middle
and it has a big heavy-duty bushing
right here on the outside with the axle
seal and this is our left-hand output
shaft and then the CV shaft itself plugs
into here that goes to the left front
hub and bearing assembly and tire and
we'll assembly so there's our left-hand
axle shaft there's a snap ring that fits
in that groove right there typically and
I've just removed and I've just removed
that snap ring for ease for this
demonstration here obviously I'll need
to put that back in when I reassemble
so that's the left-hand axle shaft on
the other side we use the slide hammer
again and pull out the right hand axle
shaft as you can see this one is much
shorter than the other one and it has
the support bearing in the differential
case itself that holds it in place and
its own snap ring that I've already
removed and of course an axle sill here
on the other side as well okay the next
thing on the list is to remove this
transaxle case to remove the case I've
got to take the linkage off and our
actuator off and then we've got these
bolts to go all the way around and then
we'll be able to see the gear reduction
transfer gear and the final drive ring
gear and differential gear set so I'll
take the clip out and lift up for a
linkage on the shift actuator and then
take the bolts out
okay here's the shift actuator assembly
itself transmission range selector
actuator kind of a great big piece I
I've seen some of these that are smaller
right I'm not sure why this one is so
giant I'm not I've never seen one this
big but it obviously does the job of
mechanically shifting the transmission
range lever since you have an electronic
shifter on your center console alright
let's take these bolts out of the trans
transmission case okay I've got all the
bolts out of the transmission case now
we can attempt to slide it off it has a
couple of dowel pins they'll hold it in
place there's a couple of pry points
plus one right back here and another one
right here there we go
I'm going to come in with a plastic
mallet here and just tap lightly there
we go okay we can see inside of the
transmission case itself and the only
things in here of real interest are the
transmission internal mode switch right
here we got the electrical connector
right here harness right there that
connects to this outer blue connection
connector that will read which Range
Park reverse neutral low you have
selected with your transmission shift
lever and then we have the parking
linkage right here we've got Park
reverse neutral Drive
and low now of course normally
transmission fluid would would be
pouring out of here of whatever didn't
get drained out when you drained it
previously but I've had this apart and
cleaned everything up before we have our
ring gear right here and our
differential gear set and as notice we
have real nice ball bearings here these
bearings since their ball bearings
instead of tapered roller bearings have
to have in place shims so there's a
special shimming procedure to control
the end play of these bearings that will
have to go through when we reassemble it
so you're supposed to take these shims
off and throw them away well and then
replace them with new new ones when you
go back together I suggest that you take
them off and measure them and then hang
on to them because you might you might
need them again when I took these off
previously and measured them they were
almost all identical in the thickness so
there are six of these shims for the six
ball bearings that are in this transaxle
four of these shims measured exactly
half a millimeter in in with the other
two one of a measure one millimeter in
width and the other one measured 0.9
millimeters so you need to keep track of
what thickness shim you had where and
write those down so that you you'll have
an idea of at least what it was before
you took it apart now if you're just
going back together and you haven't
changed any shims or any parts inside
just reuse the old shims but if you're
changing a bearing or any of these
internal pieces you need to go through
the special measurement procedure that
we'll see when we go back together to
determine if these shims are correct
okay so there's there's special shims on
each of these
bearings I've measured all of them RIT
written their dimensions on the ziploc
bag here that I keep them in and will
refer to those when we go back together
all right now we just need to remove the
counter gear right here and the final
drive a ring gear and differential gear
set this is where our short little
output shaft plugged in right here and
then our long one came all the way
through on the other side okay before we
remove these gears there is a an
aluminum gasket with a rubber seal
embedded into it the instructions tell
us that is not reusable
there is also an oil baffle right down
here to channel transmission fluid away
from the ring gear to reduce losses as
it rotates into it and to splash oil up
into different channels to lubricate the
the bearings if we look in this case
half right here you can almost see what
looks like a funnel right there for the
fluid to drain back down and lubricate
this outer bearing and a similar one
here on this other other side for that
bearing so we've got a oil baffle to
remove all right I've got the oil baffle
removed on the other side of that is our
magnet for metallic particles from gear
normal gear wear and other malfunctions
okay now we're ready ready to remove
these gears pull out on the counter gear
and then pull out on the final drive and
it'll come right out if you don't pull
out on that counter gear first there's
not enough clearance for the final drive
Unit two clear so here's our final drive
you can see our open differential gear
set inside there here's our sim on the
other side as well
all right the instructions tell us that
we can if we won't want to remove the
park linkage in the internal notes which
I don't really care about that that's
just regular stuff that you'd see in any
other automatic transmission so let's
continue on with things that are unique
to the bolt
evie drive unit here the one ET 25
transaxle so let's turn the transmission
case around and we'll take off the
transmission case cover here on the
driver's side
now the SAE document the details the the
bolt evey drive unit here that I told
you about in the high voltage component
video tells us that the drive unit
itself was designed to be serviceable in
the vehicle that's why they have a case
removable case cover on one side and a
case cover on the other side for the
gear reduction unit you can leave this
Center portion with the electric motor
in it in the vehicle and just remove one
or both case covers to do service work
on components inside the case covers
seal replacements resolver replacements
internal modes with replacement and so
on but anyway we're going to take off
this case
cover next from the driver's side all
right this case cover is going to be a
little harder to get off than the other
one because the rotor that has internal
magnets embedded inside of it has now
magnetically pulled itself over to the
stator because we are no longer
centering it inside of the stator itself
and so it puts a it pulls it off to the
side just a little bit so there's a
prying
right here
and there's a pride point right down
here another prior point right here
there we go okay so here's our case
cover and it has an aluminum gasket
that's not reusable as well our case
cover has this long transmission filter
that's not serviceable without
disassembling things as you can see has
a temperature sensor down inside of it
right there and then this is our
resolver our serviceable resolver that
measures the position speed and
direction of rotation of the electric
motor rotor inside the transaxle here
let's turn this around oh by the way
down inside of the bearing housing there
is a shim for the ball bearing right
here on the rotor itself so we're
looking at the stator and the hairpin
six conductor deep stator design a
unique design we'll talk about that a
little bit more once we get the stator
out we have a lubrication channel right
here where fluid is going to drip out of
our oil sump and run along and drop down
on to the stator windings themselves and
cool the the stator windings it also has
a drip channel that comes over and goes
down to this bearing here to lubricate
it
so we've just got an 8 millimeter head
bolt holding the filter in place and as
you can see the filter just has an
o-ring seal on the one side and you can
see the pick up filter screen filter
element on the inside so this is going
to reach all the way in up underneath
the the stator itself to pick up the
fluid on the back side of it and on the
back side of it is the inlet of the
coolant so that would be the cooler oil
on the back side there all right then on
the resolver it just has eight three
eight millimeter head bolts to hold it
in place and one electrical connector
this resolver only bolts in in one
location it's not adjustable it has
automatic learn unlike the older Toyota
Prius resolvers that that would actually
come out of alignment
if you unbolted them and there was no
way for you to line them back up okay so
here is our resolver pull back on the
connector position assurance clip
depress the tab and remove the resolver
itself the resolver is a serviceable
unit when and if it ever goes bad but it
should should never go bad all right
then the remaining wire harness and the
pass-through connector here just goes
over to our temperature sensor okay next
on the list we need to remove what is
called the center support this is what's
supported the driver's side ball bearing
of our differential case assembly
okay this is our center support it's
held in place with six bolts and aligned
with two dowel pins right there now with
that removed there's nothing to stop our
transfer gear from sliding out it's just
a tight fit on the bearing in the bore
as it should be just pray lightly
sometimes these will just slide right
out and right in and other times they'll
they'll fight you here we go okay so
here's our transfer gear it's ball
bearing and shim so put that shit over
here with the others okay right here in
the end of the case we still have a
lubrication channel right here from the
oil trough the oil sump I mean right
there and then we have a cover for the
three-phase electrical connector right
here as well then on the other side we
have that oil distribution channel right
here that cools the stator so we've got
to remove that we are now to the point
where we are ready to pull this rotor
out but we just can't grab on to it and
pull it out it has some super strong
neodymium magnets multiple layers envy
configuration inside of this stator
you're not going to pull it out by hand
and you sure don't want to come in here
and start prying on it so the only way
to get that rotor out of there if you
want to remove it for service replace a
bit bearing on it or the gear on the
other side or another bearing or just
replace the rotor itself for whatever
reason loss of magnetism and trouble
code sets or whatever
it takes a special tool to pull it out
without having it rub on the stator
frame itself and without having it
injure you with you trying to pull it
out and it's pulling back in with all
its magnetic strength so true get that
out there's a special guide tool that
will hold it centered in the stator and
we need to set that up next and it
starts on the other side here so there's
a special tool kit that costs almost a
thousand dollars to Center this rotor as
you pull it out I found one on eBay for
a little bit less than that but but it's
a very expensive tool but if you want to
do service work on this transaxle you've
got to have it so let's bring in the
special tools okay so I brought in the
special tools to keep the rotor centered
there's a special spacer with a notch in
it to clear that notch right there this
is just gonna fit in there just like
that then there's a plate that bolts on
over the top of this to hold it in place
these don't need to be super tight
they're just holding that little spacer
in place so I'll just lightly Snug those
up then there's a sleeve here that's
supposed to fit down the center of that
rotor but these sleeves are a little bit
too big I've had to take sandpaper and
send them down to make them fit inside
of this rotor and I don't know if that's
because the tools were made for a first
design rotor and then they changed it or
if they just made the tools incorrectly
but these tools are from what used to be
can't more tools the special tools
supplier for General Motors it's now
Bosch service solutions so Bosch you may
want to take a look at this this tool
here the DT five two zero one one
- one - three because it doesn't fit
it's not doesn't Center up inside the
the rotor as well as it should
i've had to sand it down just a little
bit and then i'm able to tap it in a
little bit there but I think that it's
supposed to be if it's supposed to be a
tight fit but it should be able to slide
in by hand I believe then we have a
guide pin that's going to go through the
center of that then we have this outer
housing the bolts in place to hold the
guide pin in place so the blue sleeve
this one here because there's one for
the other side also centers the rotor
into this plate and then this sleeve is
centered into this plate so we've now
centered the rotor on this side of the
stator so now we need to go to the other
side to put additional tools in to get
it centered and then pull it up and out
okay at this point if I had the
transaxle mounted in that special
rotating holding fixture I would just
simply rotate it on its side and get the
get the rest of the tools hooked up but
I don't I'm not able to use that so I'm
just going to put some extra long bolts
in this side of the case to hold the
case up off of this tool when I tip it
over to support it as we pull the rotor
out
okay so here we go we're going to tip
the tip the whole thing up on its hand
just like that so now we've got
clearance for the tool underneath and we
can get the upper tools set up to pull
the rotor up and out all right while
we've got the transaxle tipped on its
side let's take this oil sump cover off
and show you what's inside of there so
it's just a big empty trough and you can
see has one two three four five six
holes in it where fluid is going to go
out and drip down on other parts inside
of the transaxle for stator cooling and
for the ball bearing lubrication the
cover itself has that same aluminum
gasket that's not reusable also while we
have this transaxle on its end let's
turn it over and take the coolant sump
off next okay here's our coolant sump
you can see this pipe right here is
where the coolant comes in and it has to
wind back and forth back and forth and
then come back out over here the coolant
sump which is visible from the bottom of
the car with the under car cover removed
also has that same aluminum gasket
that's not not reusable why are they not
reusable I don't know maybe the aluminum
crushes these I'm going to see if I can
buy replacement gaskets at the local
Chevrolet dealer it seems like I saw a
service bulletin saying that all these
parts are serviceable now and it gave
the part numbers for them but if not
none of these are damaged it only has 35
miles on it and I'll reuse them and see
what happens
okay so coolant sump oil sump so now we
are ready to pull out the rotor assembly
so to pull out the rotor assembly we
have a guide pin it's going to come in
and screw into that dowel they had a
threaded end on it all right so this
threaded guide pin did not line up
exactly perfect with the guide pin down
below I can't tell if we're just
spinning the whole thing there we go
all right it's screwed all the way into
that alignment dowel from below now we
have this tool that has three holes that
go over the holes where the stator bolts
are so we need to remove the stator
bolts next these stator bolts are not
reusable three stator bolts so we put
this tool over the top of that we want
to be very careful that we don't damage
pry lean or set anything on the stator
windings here that could cause damage to
them so we'll get that lined up just
like that now I'm going to reposition
the camera so you can see
how tall this next tool is that fits on
here all right we have two clamshell
type tools that are going to come in and
clamp down over the resolver cam rotor
there and this bearing they're gonna go
just like that except I need to split
them apart so I can get the next tool in
it says this big tall piece right here
that's going to go over and down into
our stator bolt holes so we've got this
threaded shaft we've got this adapter
right here that these little clamshell
tools are going to hook into and then
the threaded shaft with a nut on the top
of it we're going to tighten that nut
and pull the rotor up out okay so the
tricky part of giving this hooked up is
getting both of these
clamshell tools over this lip right here
so I have to loosen the nut on the top
and let it come down let me turn this
you can see what's going on
there we go okay so we slide that open
clamp the clamshells around it put this
sleeve over the top of it to lock the
clamshell in place snug up this nut to
hold the lock in place and then from the
top here we start to pull up on the
rotor itself I'm going to get
repositioned bring my chair up a little
higher here so I can reach that nut it
takes quite a bit of turning to pull
that out okay here we go thirty
millimeter wrench we want to turn the
nut and prevent the shaft from turning
so I'm just going to hang on down here
as it comes up those guide pins the
guide dowels keep it from rubbing on the
stator frame although although there's
almost a strange ratcheting sound as I'm
pulling this out that makes me think
it's barely contacting the the stator
laminations or the rotor laminations
anyway we'll pull it out and take a look
see if we can see any witness marks you
can see the top of the rotor now is
starting to appear
I think we're finally clearing the top
of the yes we are it all of a sudden got
real easy to turn the nut so we no
longer have the magnet pulling out or
resisting us pulling out okay you can
see the entire length of the rotor here
get another bearing down below it and a
gear below that now we're supposed to
just lift up on this and and pull it out
I'm not sure if I'm strong enough I may
have to bring in the the engine hoist to
pull it out of here but it's just
sitting on these three non-magnetic
aluminum poles here and we've got the
weight of the the rotor assembly itself
I measured it earlier but I can't
remember what it is at this moment but
let's see if we can lift this up and out
though I cannot so let me get the engine
hoist we have to lift it up high enough
to clear that alignment dowel so I've
got to lift it up probably four more
inches 100 millimeters or so okay I've
never tried this before it's just a lift
strap let's bring it up
okay the lifting or the tool was getting
stuck in one of the holes for the the
stator bolts there we go
okay here we go
and we've cleared the alignment dowel so
slide the case out of the way here and
we'll let that back down
oh let's see how much that weighs it
says it weighs 60 pounds with the tool
the tools probably 10 pounds of that
okay we have to remember that this rotor
is highly magnetic very strong eight
pole magnetic field around this thing
and so we need to keep it away from
anything any metal particles or any
tools or anything else that could cost
cause it to receive damage on its
laminations here in looking at the the
laminations from removing it I don't see
any obvious damage at all there let's
let this down and take the the tool off
and just look at the rotor itself
little clamshell pieces out of there
these tools are magnet earth iron some
some sorts so we got to keep those away
from the magnetic field as you can see
these blue bars are aluminum they're not
sticking to the the rotor itself and
then plastic of course works great with
the magnetic fields so now we've just
got our rotor we've got our drive gear
down here I've got a ball bearing and
another ball bearing there's another
shim down inside the case a bigger
diameter shim for this bigger diameter
bearing all right I'm going to get some
wooden blocks to put this in all right
here's the rotor for the bolt
evie as you can see this bearing seems
to have some sort of a gray coating on
the outer race where this one does not
and on the counter gear bearings they
also have this gray coating it doesn't
say anything about what that gray
coating is for I suspect it's to prevent
corrosion from the dissimilar metals
with possible induced currents going
through them with the the motor running
vehicle going down the road I've seen
this type of coating on universal joints
in universal joint caps universal joint
caps bearing caps in an aluminum
driveshaft the same color I don't know
if it's the same material but if any of
you know what this coating is for if
you'd please put that in the comments
below I'd appreciate that
I'm just speculating okay so we've got
the rotor out of the way this is a
serviceable piece now the last piece to
remove is the stator assembly itself and
it has three special guide pins that go
into the stator bolt holes and screw
into the transaxle case and then they're
tapered on the top here and that's to
allow you to slide the stator out
without it binding inside so I'll slide
that over there rotate it down and just
pull out slightly
here it comes just like that so here's
the stator for the Chevrolet bolt Eevee
if we zoom in close and look at the
stator windings you can actually see
there are 1 2 3 rows of these hairpin
conductors which means they are 6
conductors deep in this stator and from
what I read in the SAE document on this
new improved motor that helps reduce the
AC power losses at the higher motor rpm
a typical stator like in the previous
Chevrolet Volt had 2 rows instead of 3
so they were four conductors deep in the
Chevrolet Volts and six conductors deep
here and one of the people that was on
the original design team for the
Chevrolet Volt told me that when they
designed this electric motor and it's
designed for maximum efficiency and hand
power that there was no other motor out
there that could even match the
efficiency of this motor and they said
that they designed this motor to be the
next small-block Chevrolet so to say of
power trains so the small-block
Chevrolet was and still is a very
popular very powerful v8 engine and has
been for many many years and their
intent was to have this motor design
maybe even this drive unit be in
multiple platforms with the same high
power high efficiency motor system if we
look at the other side here of the
stator windings you can see the the
other end of the hairpin conductors and
then there's a drip channel right here
for oil to come out of that oil sump and
to drip down and go down and lubricate
the stator windings because these get
really hot this is the heat source
inside of the transmission and it and
although it gets hot it doesn't get as
hot as the fluid
although the fluid gets hot it doesn't
get hot as a normal planetary gearset
style automatic transmission and the
cooling system surge tank reservoir cap
was only pressurized to 5 psi for this
loop of the cooling system so much lower
amounts of heat compared to an internal
combustion engine with a torque
converter heat generating planetary
gearset style of automatic transmission
now just a couple of things to get
wrapped up with this disassembly video
because we will reassemble it showing
the special measurements for the shims
and everything when we go back together
but one thing I wanted to show you about
these electric vehicles is how simple
they are and when I mean when I say
simple I don't mean simple design
meaning it was easy to design these
simplicity is not necessarily easy but
if we look at the number of rotating
parts in this entire drive unit
there are basically three main rotating
parts we've got the rotor assembly that
then turns the counter gear right here
that then turns the final drive three
pieces no clutch packs no bands and no
sprags no roller clutches no Pistons
none of those hundreds of parts that you
would see in a typical automatic
transmission let alone the internal
combustion engine that this is replacing
of course there are three main moving
parts these pieces here but each one has
two bearings on it so there's six more
pieces so there's nine total and then
inside of the differential here we have
two side gears and two differential
pinion gears so that makes for a total
of 13 possible moving parts inside the
of this drive unit and only when you're
turning corners would the side gears in
the differentials
be rotating at a different speed than
the differential case so a real basic
very reliable system these electric
vehicles and and this one is is very
efficient and that the design is very
compact to where this left-hand output
shaft remember goes right through the
center of the rotor instead of being
offset like on the the Nissan Leaf and
other electric vehicles out there so
congratulations to Chevrolet and the
design team that came up with this
amazing and efficient and simplistic
evie drive unit and I think it's
absolutely beautiful so coming up I hope
to shoot a reassembly video with all the
measurements for this drive unit and
then we've got all of these parts out
the drive unit all of the electronics
and our and our Chevy bolt back here on
the hoist is totally empty yeah under
the under the hood so we've got to put
that all back together and and make it
work again even the battery is out the
whole thing is stripped as far as the
powertrain is concerned and we're gonna
put that back together and and make it
work and hopefully get it converted to a
DC fast charge thank you for watching

NEW 2020 Chevrolet Silverado HD Heavy Duty 2500HD, 3500HD Pickup Truck at Chicago Auto Show [4K]

Internal Combustion:

good afternoon ladies and gentlemen
welcome to the Chevrolet display in just
a few moments we'll be starting our
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therefore feel free to grab a seat
and you can charge your electronic and mobile devices
we're going to talk all things trucks in
just a few moments so stay tune
now over 100 years of expertise 85
million trucks later and part of a
family of award-winning trucks Chevrolet
continues to raise the bar
having now built the strongest and most advanced heavy duty Silverado ever introducing
the all NEW 2020 Silverado HD that trend
to meet the
HD customers are almost Silverado was
designed to make the day-to-day work and
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in fact when we're stuck with exterior
design it shares only the roofline
our Silverado light-duty while all other
pieces of sheet metal
our exclusive not an admission to that
the operation to engine absolutely
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that's a gas engine being with direct
injection then of course there is our
legendary Duramax 6.6 liter turbo diesel
that's going to be
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it results in increased towing and
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hundred pounds are just actually the
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HD was redesigning customer focus
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and a large of course though that
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there
sherilyn continue to
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a lot of space and comfort in addition
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the light duty comes with a Peter loves
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now this is the pre
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in addition that
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about
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design
like your
in addition to all the comfort and
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way to use your smartphone while you're
in your vehicles she can see her silver
L heavy duty enter my twenties and
definitely built upon our iconic legacy
are building the most
and the mole longest-lasting those last
pickup trucks that are currently on the
road I'd like to thank you so much for
your time and attention
my name's Eva I'm more than happy
any questions you may have we also have
a host of knowledgeable product
specialists that are on the floor to
further those issues also for all of our
Chevy truck owners we would love to
signing up our Chevy truck legends
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2018 Chevrolet Equinox Model Review | Edmunds

Edmunds:

[MUSIC PLAYING]

SPEAKER 1: Right here we have
the 2018 Chevrolet Equinox.
It's completely
redesigned this year
and it's a huge improvement.
The big question is,
is it good enough?
[MUSIC PLAYING]
So with this 2018 redesign
for the Chevrolet Equinox,
it's kind of pushed the
dial, but not really too far.
The overall shape and some of
the style, it carries over.
But we've got nicer
headlights and this grill
that kind of echoes the Camaro.
So, a little sporty,
and a little edgy.
Now it is kind of
a big SUV shape.
Let me explain that.
Almost all SUVs have this--
this gray bar on the bottom
and it takes a lot
of the weight off
because if it was
body-colored, it'd
kind of look like a minivan
with really big wheels.
That's not really
that attractive.
Another way they shave off
some of the visual weight
is with this nice cove here
that runs all the way down
here in a curve and kind
of scoops it out there,
as well as some more
surfacing up here.
There's also a nice
chrome surround
around the windows and this
roof rack on this top trim.
In the back, the taillights
echo the headlight shapes up
front, as well as these bevels
and these run through lines,
so even though it really didn't
move the dial very far, as far
as style, it's
kind of a safe bet.
So the base engine for all
Chevy Equinoxes is a 1.5-liter
turbocharged four-cylinder.
It makes a 170 horsepower.
Not really that great.
This is the 2-liter
turbocharged four-cylinder.
It makes 252 horsepower,
and that's actually
really good in here.
Plus, it's made it to
a nine-speed automatic
transmission so you get
really good punch acceleration
off the line, but
then up top, the gears
get really tall so that
you get better fuel economy
on the highway.
Speaking of fuel economy, this
gets about 25 miles per gallon.
That's three MPG less
than the base engine,
but the real kicker is it's 5
MPG less than the Honda CR-V.
It's got a good balance
of fuel economy and power.
[MUSIC PLAYING]

So right off the
bat, there's really
nothing that's standing
out with this new Equinox.
That's not entirely a bad
thing because if there
was an issue, well, I would
definitely know about it.
The power with this
optional 2-liter engine--
it's plenty.
I've got all the
power I need to pass.
Ride quality is
smooth, but I'm still
feeling all of
the imperfections,
so it's pretty much like the
rest of the SUVs in this class.
What I am noticing though, is
a little bit more road noise
than I'm used to
hearing in the class.
Wind noise-- not so bad.
The engine doesn't sound half
bad either when you get on it.

It's got some grunt.
As far as power is concerned,
if I wanted to pass,
just lay into the throttle.
It's fairly quick to downshift.
It's got nine speeds
in the transmission,
so it kicks down fairly
quickly a few gears.
This time around, there are
a lot more advanced safety
features.
Pretty much what we expect.
One thing we have is the
frontal collision warning
in mitigation.
There's a button right
here, amongst all the cruise
control buttons, and it allows
you to adjust the sensitivity.
You don't have to go
searching through menus,
you don't have to hit five
different buttons to get there.
You have one, two,
three different levels
so that if, say you're
getting a lot of false alarms,
or you think it's
too sensitive, you
could have it fire off
a little bit later.
If you're getting a warning
from the frontal collision
or the lane departure, you
start feeling this buzzing
from the seat.
It's significantly
stronger than, let's say,
the vibrate mode on your phone.
But also, I get--
it's kind of a head up
display but not really-- it's
just some flashing lights
that shine back to alert you
that traffic is slowing down.
It's bright enough, it
gets your attention,
and if I didn't hit
the brakes, well, it
would hit the brakes for
me, fairly aggressively.
Outward visibility is OK.
I feel like nowadays,
the rear window
is getting smaller and smaller.
This one seems to
be pretty generous.
It gives you a very
good indication
of what's back there.
With this trim and
this option level,
you also get the 360-degree
surround-view camera.
Pretty much all the guess-work
is taken out for you.
As far as climate
control goes, well, it's
dual-zone automatic
climate control.
Once I set it, I
really don't have
to mess with it after that.
But I do have one gripe.
It's these vertical vents
next to the infotainment.
Visually, it frames
it up nicely,
but in practice, it's a little
prone to some cold spots.
It's chilling my arm
and my knuckles--
not ideal.
I point it away, but now
I'm not getting on me,
so I'd prefer if these were
horizontal vents that give
a little wider dispersed flow.
So yeah, that's one of those
form over function things.
It's a little bit of a
sacrifice, not a deal-breaker.
All right, so we're inside
the Equinox and design-wise,
again, it's an improvement.
It's got some nice, graceful
shapes framing everything.
Materials quality,
however, it's a little bit
below what we're used to
seeing from some of the latest
crossovers.
This, in particular,
is kind of hard plastic
and the graining almost
reminds me of a dinosaur toy
or something, like
the the dinosaur skin.
There are some soft
touch materials.
I mean, they really do
feel like vinyl or plastic,
but they are a well-shaped.
They don't bother my
elbows after a long drive.
The steering-wheel controls
are pretty much just
the regular Chevrolet
steering wheel,
which you'll see in
almost all of their cars.
And that's not such
a bad thing, either.
These covered rubber buttons,
they're easy to clean.
They're actually
fairly easy to use too.
The latest Chevy MyLink
system, it's quick to respond.
One of the best
things though, it
comes with Apple CarPlay
and Android Auto, standard.
The seats-- they're pretty good.
I'm missing a little bit of
thigh-support at the end, here.
But I can see why they did
that too, for shorter drivers,
you certainly don't want a
seat cushions that's too long.
With the Equinox,
there's plenty of room
for all your personal effects.
You have some decent-sized
cup holders, here.
You have a wireless
charging pad, as well.
And this center-bin
is really deep.
You can get a lot
of stuff down there.
And there's even a
nice little pocket
here for your cell phone.
Right here you
have two USB ports,
and an auxiliary jack,
another two in the center
bin, and yet another
two for the backseats--
USB ports for everyone.
So here I am in the backseat
of a 2018 Chevy Equinox
and it's pretty
spacious, actually.
I'm actually getting
a decent amount
of thigh-support, which is a
little rare in compact SUVs.
I have plenty of legroom.
I'm just kind of average
in height, so yeah,
that's pretty nice.
Even with this
panoramic sunroof,
my hair's just barely
brushing the headliner.
Same materials
quality back here.
Other SUVs, they'll actually
use these kind of materials
back here, but nicer materials
up front because you generally
have kids back here who are
kind of messing stuff up.
There's two more
USB ports back here
and there's also a 120-volt
household outlet down below.
You know, if you have a
laptop that you need charged
or even if you have a
game console hooked up
to an in-car entertainment
system-- that
would be pretty cool.
Another power point
here, another 12-volt,
and we have two-stage
seat heaters, here.
You can either choose both
the seat cushion the seat back
to heat, or just the seat back.
And that's only for
the outboard seats.
Right here, nice cup
holders, nice armrest,
it's the right height.

Now the center seat, it's,
as you can see, pretty flat.
And when you're sitting
in that position,
it actually feels like it's
got a little bit of a crown,
so probably more suitable
for a child's seat or very
small person.
Otherwise, yeah, I would
be totally fine back here
for a road trip.
So when it comes to
cargo with the Equinox,
it's kind of a mixed bag.
I do like that it has the
hands-free power lift gate.
Now, you noticed I kicked
it on the left side.
I had to look it
up in the manual
because I was trying
to do the swipe thing--
that wasn't working.
It has to be there, it
has to be an upward kick.
Now, cargo space.
30 cubic feet behind the second
row, 63 with them folded.
It is a decent amount, but
it's significantly less
than the Honda
CR-V. So, it really
is going to depend on how
much stuff you really have.
I do like that you have a lot
of underfloor storage here
and these seats,
like the CR-V, fold
flat without having to reach
forward or open the back doors.
So depending on what
your priorities are
and how much storage
you really need,
the Equinox might actually
hold all your stuff.
[MUSIC PLAYING]
So the bottom line for the 2018
Chevrolet Equinox is price.
It's expensive for
what you're getting.
As tested, it's $40,000.
Honestly, I mean,
that's the territory
for the starting price for
the BMW X3 and Audi Q5.
So it's practical, it's got all
the flexibility you need out
of an SUV this size, but
you do have to pay attention
to the options you're adding.
It's going to get
expensive real quick.
For more information
on the Equinox
as well as its competition, head
over to edmunds.com and also
hit "subscribe" on
our YouTube channel.

Best Slogans: How Chevrolet Created a Meaningful Advertising Slogan

Graeme Newell:

Is your slogan just a catchy phrase, or does
it have real heart and meaning that encapsulates
the customer's feelings about your brand?
Chevrolet struggled with their tagline...
"Chevy runs deep"
The problem was that the marketing contradicted
the slogan. The ads didn't deliver a deep
customer connection - they were just a lot
of information about cars.
But they finally hit the emotional mark with
this commercial that turns a car...into family.
"It was more than a car to him, it really
was, his baby. He has no idea that we searched
for it, and it's gonna be the surprise of
his life I think. Ok, I gotcha. Oh no. Dear
god, that's my old Chevy. We got it pop. You're
kidding me, really, come on, you're kidding
me, we found it, it took five years. Really?
Dear me, it's all good dad we found it. Wow,
and it's the same. Yep. It's the same. It's
not just a car, it's all the memories and
the feelings, it brings all that back. From
fathers to sons, Chevy runs deep.
And it isn't just a car, it's a brand that's
a deep emotional connection. And finally,
their slogan has meaning, because they stopped
marketing cars...and started marketing a feeling...cars
are family....
If you'd like to see the director's cut of
this commercial, stay tuned at the end of
this video.
So remember, don't brand your product. Instead
build your brand on how your customers feel
about themselves when they use your product.
I'm Graeme
Newell
and
that's emotional marketing

2016 Chevrolet Colorado Z71

Cars.com:

Chevrolet made a bet on the midsize
pickup truck market that some other
brands weren't ready to take when it
introduced a new Colorado pickup truck
for the 2015 model year and it's up the
ante for 2016 by offering a new duramax
turbodiesel four-cylinder engine
increases maximum towing capacity to
7,700 pounds and it's paired with
trailering oriented features like an
exhaust brake in an integrated trailer
brake controller but how does it perform
in everyday driving
let's take a look
the diesel colorado is distinguished by
just a few unique exterior cues their
duramax badges on the front fenders in
an oversized tail pipe or otherwise it
looks a lot like the gas Colorado Artest
truck is the off-road oriented z71 trim
level
c70 ones get a gun metal gray finish
instead of chrome that other models get
a projector beam headlights and 17-inch
aluminum wheels with all terrain tires
there's also an automatic locking rear
differential in skid plate for the
transfer case our truck also had these
tubular assist steps there a 745 dollar
option
they look pretty good but they're not
that useful in real life even in z71
form the cholera isn't that high riding
truck so I didn't need the steps to get
into it and when trying to get out of
the truck
they were just constantly brushing
against my pant leg because they stick
out so far
the built-in rear bumper steps however
make it a lot easier to get into the
cargo bed
the diesel is rated at 181 horsepower
and 369 pounds
for and it teams with a six-speed
automatic transmission
you'll hear familiar diesel clatter when
driving it but you don't feel it and
that impressed a lot of our editors
acceleration is acceptable though not as
strong as the gas v6 and the
transmission is unobtrusive making her
fine
ships and kick downs high-speed passing
power though is modest the diesel just
doesn't have a lot of reserve power left
at higher speeds with the diesel the
four-wheel-drive Colorado gets an epa
estimated 23 miles per gallon in
combined driving
that's a few miles per gallon higher
than the gas 4-cylinder gas v6 get in
mix city and highway driving we got
about 22 miles per gallon
the Colorado is poised on the highway
and is a maneuverable easy to drive
truck in places that can be
nerve-wracking and larger full-size
models like parking garages
it's small dimensions are a key reason
but it's responsive car like steering
also deserves some of the credit
the cabin has a lot of hard plastic
surfaces but low gloss green and gives
it a nice look
but the one place i would have liked to
seen some soft touch material is on the
upper portion of the doors because it
could be more comfortable place to rest
your arm
the driving position is comfortable
thanks to a standard height adjustable
driver's seat that's something that
turned into coma doesn't offer and it
makes driving that truck much less
enjoyable higher trim levels of the
Colorado have four USB ports including
one in the center console storage bin
it makes the been a good place to stash
your smartphone
if you're going to connect it to the
available my link multimedia system
which supports apple carplay and android
auto smartphone mirroring the crew cabs
rear seating area has good legroom for
adult passengers but comfort is
compromise a little by the upright
background the seat folds two ways
the back rest comes down or the
seat cushion flips up when the cushions
up
you don't have a flat loading floor
because of this structure for the seat
the duramax diesel costs about 4,200
dollars extra in the z71 Colorado but
unless you plan on regularly towing more
than 7,000 pounds
it's not an option you have to check
especially considering the Colorado
offers an impressive gas v6 engine
yeah

Chevrolet Traverse 2018 | Complete Review | with Steve Hammes | TestDriveNow

Steve Hammes New Car Reviews:

As a parent of a 12-year old I’m always
running from here to there, usually with lots
of gear in tow.
Sometimes we’re transporting Maddie’s
friends as well, or headed out of town and
often, consolidating my extended family into
one vehicle that can hold at least 6.
And that’s where the 3-row crossover becomes
the star.
It has minivan qualities while preserving
a sense of style.
And Chevy believes its all-new Traverse is
the perfect solution.
It’s been nearly a decade since the Traverse
made its debut; a huge sales success with
over 100,000 sold this year.
Entry level trims seat up to 8 and start in
the low 30s while higher trims seat 7 and
can top out in the mid-50s. 
With SUVs fully back in fashion, this Traverse
takes on a decidedly more adventurous appearance
mirroring the rugged yet elegant styling of
GM’s true big boys. 
It rides upon a 2” longer wheelbase, trades
in some of its cargo volume for additional
passenger room and has lost a significant
amount of weight. 
The 3.6-liter V6 has been beefed up, now making
310 horsepower and 266 pound-feet of torque,
regardless of how many exhaust pipes it has
and is mated to a new 9-speed automatic transmission. 
Towing is down slightly with a 5,000 pound
maximum.
At the top end is this new High Country trim
featuring premium content and the Traverse’s
most advanced all-wheel drive system.
And, it truly is quite luxurious.
Unique interior trim featuring Loft Brown
leather with suede accents, High Country badging,
Dual SkyScape sunroof and power fold 3rd row
seats are standard while the exterior wears
20” wheels, body-color moldings with chrome
inserts and a chrome grille. 
This one also comes packed with every safety
and convenience feature available. 
The only notable option on my tester is the
upcharge Iridescent Pearl Tricoat paint, leading
to an MSRP of $54,000; pricier than I guessed
but right in step with a Ford Explorer Platinum,
a key Traverse competitor.
GM is a master of integrating cutting edge
technologies in a user-friendly, non-intimidating
way and this Traverse is no exception.
I won’t list all of the tech features but
the most impressive are the LED headlamps
with auto high beams, the rear camera mirror
which has trickled down from Cadillac, one
of my favorites, a bird’s eye view surround
vision camera, adaptive full-speed cruise
control with Stop and Go, the only Traverse
that has it, a configurable Teen Driver mode,
rear seat reminder so that no child is let
behind and all of the latest driver assistive
technologies. 
And there’s this awesome MyLink system with
Wi-Fi, Apple CarPlay and Android Auto, and
OnStar – a truly wonderful system that works
in concert with the driver information display. 
Wireless device charging is here if your phone
accepts it and USB ports are found throughout. 
I had a little trouble at first locating the
right place for my foot to trigger the gesture
controlled tailgate but this bowtie projection
leads the way at night. 
The power fold seats aren’t perfect in that
unlike the Land Rover Discovery I recently
tested, they don’t automatically position
the other seats in order to make sure there’s
clearance so it requires a little back and
forth on the user’s side. 
Despite the significant reduction in total
cargo volume the space behind the 3rd row
remains virtually the same and its 98 cubic
feet with all the seats down is still enough
to trounce the Explorer and Honda Pilot. 
And under the rear floor is a huge cut out
for even more stuff. 
So space is clearly not an issue. 
As long as those in the 2nd row don’t hog
every bit of legroom by sliding all the way
back the 3rd row is actually adult-friendly. 
The curbside 2nd row chair can also slide
with a child seat in it…another new feature
for Traverse. 
No rear seat entertainment system here but
one is available with or without a DVD player. 
The only thing that bothers me is the steering
wheel…GM makes some ugly, outdated ones
and that’s still true here. 
It is heated, though.
The biggest takeaway from the driver’s seat
is the powerful V6 and quiet cabin.
There’s nothing spectacular to report on
this front but the Traverse’s drivability
is very agreeable...from the prowess to quickly
get and up go to its balanced ride and handling,
it’s got the goods for a premium people
mover.
And it’s long trip comfortable.
The High Country is the only Traverse to benefit
from an automatic locking differential for
the exclusive twin clutch all-wheel drive
system.
This setup saves gas by disconnecting the
rear axle when front-drive operation will
suffice and also splits up to 100% of the
torque between the front and rear axles as
well as between the rear wheels for dry-road
handling benefits and more nuanced driver
control…a setup first seen in the Range
Rover Evoque. 
This knob here lets you select 2-wheel drive,
4 wheel drive and an off-road mode that automatically
sends more power to the rear. 
Gas mileage is rated at 20mpg in combined
driving…better than Explorer but not as
efficient as Pilot.
Chevy’s done their homework here and it
shows in a new high-end 3-row that gives families
more of what they want.

2019 Chevrolet Silverado | Who's the Boss? | TestDriveNow

Steve Hammes New Car Reviews:

There’s never been a better time if you’re
in the market for off-road pickup truck.
Available in a wide range of sizes and prices
there something out there to fit just about
every need.
And now Chevy is providing their own version
of go anywhere power with the all new Silverado
Trail boss.
So here’s the Silverado primer: the box
holds more, thanks to a widening of the bed
floor by nearly 7”.
The use of mixed metals and advanced manufacturing
processes has cut weight – 450 pounds to
be exact.
And the V8 uses a new version of cylinder
deactivation that can shut down any number
of pots to optimize fuel economy.
This all-new Silverado is also bigger in virtually
every measure than the outgoing model, including
an additional 3” in cab length producing
enormous rear seat legroom.
Plus, it offers the most cargo volume on the
market regardless of bed size.
One of Chevy’s goals was to create 8 distinct
models, each with a unique personality.
They’re divided into three trim levels:
High Value, High Volume and High Feature. 
This new LT Trail Boss is positioned at the
top of the High Volume grouping and pairs
a 2” suspension lift with the Z71 Off Road
Package – now with a real badge of its own. 
That means this truck clears nearly 11”and
includes an automatic locking rear differential,
skid plates, Rancho shocks and 18” wheels
with Goodyear Duratrac off-road tires.
If you can’t recognize a Trail Boss by its
2” lift, just look for these red recovery
hooks up front; they’re the only Silverados
that get them.
These off-road assist steps are an $895 option
but don’t skip them; most people are going
to need them to climb on in.
And though they’re built tough we still
removed them before hitting the trail.
Out here, with mud, deep water, rocks and
shale, the Trail Boss always felt invincible. 
Just as it is on-road, the suspension does
a heroic job of keeping the occupants in a
quiet cocoon free of excessive jounce and
head sway. 
The Goodyears have an insatiable appetite
for abuse and the push button 4-wheel drive
system with a full automatic mode makes transfer
case changes easy. 
Even up this very steep and slippery hill,
the Silverado never felt anything but boss. 
And the hill decent control is the quietest
such system I’ve ever tested. 
These expansive all-weather floor liners with
the Z71 logo are the perfect match for a muddy
day of 4-wheeling. 
Driving the Trail Boss in its native habitat
just feels right.
On this all-new Silverado, Chevy has created
an industry-first trailering label they place
right here on the driver’s side door jamb.
It helps owners properly calculate their truck’s
specific capacities.
12,100 pounds max towing is aided by the optional
Advanced Trailering Package, with Hitch Guidance
built into the backup cam and a trailer tire
pressure and temperature monitoring system.
But does it have the super easy Pro Trailer
Backup Assist that Ford has? 
No.
No doubt that this is one of the most impressive
trucks I’ve ever driven.
With this Silverado, GM has really reclaimed
its leadership role in the driving department. 
More so than ever before, this truck drives
with the precision, fluidity and smoothness
of a luxury sedan…and that’s in a Trail
Boss model!
Most impressive are the steering and braking
systems – no truck-like mushiness or slop
– just dialed-in control. 
Now as trucks become a one-vehicle solution,
Chevy has really delivered with this do-it-all
Silverado. 
Its 2 biggest downsides are 1) its miserable
fuel economy and 2) the chore involved with
parking it. 
But this Trail Boss really hits the sweet
spot of on-road, off-road, features and pricing. 
It is a very impressive truck.
The 355 horsepower 5.3-liter V8 produces 383
pound feet of torque and matches beautifully
to the 8-speed automatic which includes a
Sport mode.
It’s quick, it sounds good and it includes
auto stop-start to help save gas. 
But for the week, I haven’t been able to
get out of the 14s even though it’s rated
at 15mpg city/20mpg highway. 
There is a lower level Trail Boss model called
the Custom that comes standard with a V6 if
these numbers scare you.
This is the huge backseat Crew Cab bodystyle
with the short bed but other Trail Boss configurations
are available.
Pricing for this LT model starts at about
$50,000. 
Of course mine is loaded with options like
the leather with storage package, adding these
hidden compartments and underfloor stuff it
spaces, a great sounding Bose stereo with
HD radio, GM’s stellar infotainment with
all of the modern connectivity features, a
high level of safety electronics, and a spray
on bedliner for the stronger box with tougher
tie downs, power outlet, LED lighting, and
bigger corner steps. 
It also offers the convenience of a power
tailgate…pretty cool. 
Heated seats, heated steering wheel, super
quiet and exceedingly on-road friendly, the
Trail Boss is right on target. 
Just keep in mind that these knobby tires
do chatter a bit on pavement. 
$56,790 is where this one lands and that seems
like a very fair price. 
Power folding mirrors and a power passenger
seat are really the only things I miss.
Now, keep in mind that the new Ram and updated
F-150 are also excellent pickups so this is
really one of those rare instances in life
where you can’t lose.
But even in a crowd, the Trail Boss rises
above.

2019 Chevrolet Trailblazer Z71 4x4 review -Is it better than the Isuzu MuX LS-A 4x4? -Philippines

jaywalkur:

this is the 2019 Chevrolet Trailblazer z71
It is the top-of-the-line variant for
the Trailblazer is it worth its 1.9
million peso price tag let's find out
you definitely cannot mistake the z71
for any other variant because it's not
so subtle when it comes to badging It has plenty of z71 decals all over the
vehicle the least subtle one would be the
one on the hood there's a huge black
decal running along the center of the
hood with z71 emblazoned on it
wherever you are in the vehicle you will
always be reminded that you are in the
top spec variant the Trailblazer
shares the same platform with the Mu-X
it's hard to tell from the front but
when you look at it from the side you'd
see a bit of the family resemblance the
rear window lines are similar viewed
from the front with its sharply angled
headlamps and its bulging fenders
I think the MU X is the more
aggressively designed of the two but I
think the Trailblazer is slightly more
premium looking mostly because it
doesn't have the mu-X's huge plastic
chrome grille which I've never been a
fan of while the two vehicles share the
same platform the z71 is a bigger
vehicle it is longer it is wider and
it is also taller
that translates to slightly more
interior space
the windows roll down just a little
bit when you open the doors and then
they roll back up again after closing
them I'm guessing this is to relieve
some of the air pressure when closing the
doors so you can close some more easily
the z71's claim to fame is its torque
at 500 Newton meters it is the king of
torque in this class the engine produces
200 horsepower for comparison the mu-x
3.0 produces 175 horsepower and 380
Newton meters of torque and then the
Fortuner produces a hundred seventy four
horsepower and 450 Newton meter support
the engine is coupled to a 6-speed
automatic as you can see here the
alternator the intake as well as most of
the electronics are mounted high up in
the engine bay for increased wading
depth that means that they can drive
through deeper floods 800 millimetres to
be precise it is exactly the same as the
Everest's wading depth for comparison
the Mu-x's wading depth is only 600
millimeters
the z71 still shares the same steering
wheel with the MU-X but the dashboard
now looks completely different
it has a chunkier look compared to the
MU-X it has an 8 inch screen with apple
carplay and android auto there's plenty
of leather all over the interior the
steering wheel is covered in leather but
it feels a bit too firm so firm that I
thought it was made of hard plastic at
first it's not very well padded the
seats are covered in stitched leather it
has power adjustable front seats
the z71 doesn't have a push start button
it's something that I don't particularly
mind but I'm sure a lot of people would
consider this a major omission it does
make up for it though by having remote
engine start you can start the engine
with the key fob even if you're outside
the vehicle another disappointment is
that it only has single zone climate
control it also doesn't have the roof
mounted 10 inch display of the MU-X the
MU-X also has interior ambient lighting
which makes the interior look a bit
fancier I guess as mentioned before the
z71 has more interior space than the MU-X it is especially noticeable at the 3rd
row I'm 5 foot 8 and I could sit up with
my hair just slightly brushing against
the roof
the vehicle has ample space at the
second row it has roof-mounted air
con vents also the aircon controls are
roof-mounted I have sufficient legroom
and Headroom the z71 only has two
airbags which is a bit of a letdown but
it should be noted that even the
top-of-the-line
mu-x only has two airbags the
trailblazer does have more active safety
features though like lane departure
warning blind spot monitoring and
collision alert these are features that
the mu-x doesn't have the ride quality
of the z71 is decent although it doesn't
feel as refined as the Everest if
there's a difference in ride quality
between the MU X and the z71 it is
barely noticeable on the street what is
noticeable though is that the steering
of the z71 is a lot lighter than the MU-X the MU-X still uses hydraulic steering
while the z71
has an electronic steering system the
vehicle has cruise control it is not
adaptive but because you have driving
aids it is not completely dumb either
It will not apply the brakes for you
but it will alert you if there's an
impending collision also if you're
veering off your lane the MU-X doesn't
have these features and I believe they
make a huge difference in terms of
safety the vehicle is adequately powered
it feels relatively punchy on the road
you can definitely feel the power
difference between the z71 and the MU-X
on the negative side a lot of engine
noise seems to get inside the cabin It is the same with the mu-X actually
sound insulation for the z71 and the MU-X aren't as good as on the Everest
overall the z71 seems to lag behind the
mu-x
when it comes to entertainment and
convenience features it doesn't have a
ten inch LCD at the back it doesn't have
a push start function it makes up for
the deficit in pricing in engine
performance also in active safety
features the z71 is one of the cheapest
top-of-the-line 4x4 ppv's in the market
it sells for 1.9 million the 4x4 mu-X
sells for 2,145,000 it is easy to
add entertainment features later on like
a roof-mounted display but what you
can't add are active safety features
like Lane keep assist collision alert
and blind spot monitoring you also can't
add interior space I think those
non-upgradeable features matter more if you
are considering buying an mu XLS a 4x4 I
think the z71 is also worth a serious
look

Chevrolet Corvette "Cobra Killer" Grand Sport by Superformance

THE DRIVE:

Yeah...
Oh man.
This is a car that encourages you to
make really bad decisions. Really bad
decisions.
I'm Kyle Cheromcha, West Coast editor of The Drive
and it might look like I'm
surrounded by millions and millions of
dollars in priceless automotive history
right now, but every single car you see
in front of you including this 1963
Chevrolet Corvette Grand Sport is
actually a recreation, a continuation car
made new again in the 21st century by
Superformance.
Give me the story of Superformance.
Superformance started actually
30-plus years ago in South
Africa, the factory's in South Africa, and
the initial idea was... The owner of
Hi-tech, the factory in South Africa
wanted a Cobra and he looked around at what
was available in South Africa and it was
nothing that they know that the quality
was terrible so he hops in an aeroplane to
the US, had a look around and he wasn't
happy with what he saw there and he said
I gotta do it better, you know he's a
total perfectionist this guy, and
he bought what he thought was the best
that he could find where he brought it
back to South Africa and then reworked
everything you know he went from one
side the other side and then I've got to
admit that the first two performances
built would that good either they
weren't so thank goodness six thousand
vehicles plus minus later we say yeah
we've got approximately four and a half
thousand cobras built between
superformance cobras and Shelby Cobra's
and then of course we've done about 350
g2 bodies and Ford only built 80 to 100
rights back in the 60s there were those
we weigh about yeah and then Daytona's
that there were only six we built about
too close to 200 Daytona 100 yeah
and of course I knew a new sweetheart
covet grant sport it's a slow starter
we've just started selling them a few
years back and I think we over 30
already a 35 I believe but it's
something is pretty special you might be
able to tell it's a little loud in here
kind of hard to have a conversation
probably not the most efficient daily
driver but damn
I cannot imagine something that would be
more fun to tool around at this
here we go
I'm telling you that does not get old
that is a smile maker right there
you know what's amazing we're in this
you know it again it was built less than
two years ago because it's a
continuation car but everything about
this this whole interior it all screams
1963 and yet I have ice cold air
conditioning blowing at my face
I'm sitting in an adjustable seats I
have power windows and most of all I'm
not terrified about crashing a priceless
vintage muscle car having the freedom of
a replica car a continuation car to just
enjoy the drive man it's like you're
here back in 1963 and this is just any
old car that you're driving it really
it's really remarkable
they were only ever five of them done
originally and there's you know that
I've got the blueprints upstairs we had
to help a lot of help from a wonderful
guy
Robert ash Bhavesh from racing icons he
had two storage units full of
development parts for grand sports he's
restored I believe three out of the the
ridge tree of the original grand sports
out of the five and I know he's probably
touched the others also we were very
lucky that he had actually worked on car
number three that always raced with the
number two uh so it was actually car
number three and we managed to get all
the tooling it made that the plaster
cast molds that he had taken off that
car we got all that we got a body that
he had made the beat and body the same
as original Grand Sport we got that from
him then there was you know all the
tooling for the brakes for the side
vents for all the little details on how
the handle was put it because Corvettes
never had a handle like that that was
from a truck actually and that was
August Dunlop's idea of aerodynamics by
putting the handle butch in I see you
know the BRIT where the brake Vince went
for the cooling the coupe the dip cooler
that's on the back there's so much
detail we copied the original drawings
on how to a ghost on top altered the
original 63 Corvette suspension for the
grandpa we did all that now we've made
some safety changes better brakes and
what they had and of course we've gone
to a rat not a steering box
and if you come up to the car you'll see
that we've managed to get the gaps to be
really nice and also the door oh yes
there's no old 63 bit that's door closes
well that sounds a lot more solid you
know right down to your double seal and
then on the original grant sports that
of course had the leather straps we've
copied that too that's there now this
one is set up actually with a modern
lingo Faldo engine mm-hmm but it's got
something beautiful and it's what we
call men's jewelry when you look at it
it has the eight stack ah yes and yeah
men have here you go
men get excited when they see that you
know if we could we could wear that on
our finger or on our arms we were it's
true that's men's jewelry as pretty as
beautiful that's the real deal and as I
said you could see the power steering
air condition and was there any trouble
fitting it in the original engine bay
without modifying at all or was that the
larger hood from the Grand Sport made it
possible
yeah now the larger hood from a Grand
Sport and the two of the grand sports
the final years of racing raced with big
blocks in there so we can't fit the big
block in yet - you can go all the way to
502 and larger we'll go in in the car
yeah the sound is just amazing I mean
there's no radio in here your right foot
is the deejay
and
talented one of that
suspension is very its I wouldn't call
it soft because you do you can bounce a
little bit but it's also not very
connected the damping is not what it
would be in a modern car so you have to
watch out for that the steering
it'll hold you on a curve but the wheel
is a little a little sloppy so it feels
very much like an old American car in
that in that perfect imprecision that
cars of this era did so well the brakes
are so much better than anything you
find in a car that's really from this
era and that head and shoulders makes
the biggest difference
for our daily driving lack of an air bag
that may concern some folks but at least
you know that you have a much greater
chance of stopping in time compared to
an original 1963 Corvette
you know this whole experience driving a
1963
continuation Corvette Grand Sport on a
beautiful winding Southern California
well Canyon mini Canyon Road I can't
even summon the words describe what a
unique crazy cool feeling this is
I'll a dream come true it really is and
that's God that is that's the whole
point isn't it
a car
that makes you feel
like you're seven years old living out
your wildest dream is
pretty magical