How Did Chevrolet Start

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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

The 2019 Chevrolet Blazer Is No Retro Ride | Edmunds

Edmunds:

[ROCK MUSIC]
DAN FRIO: This is the
2019 Chevrolet Blazer.
Chevy's brought back the iconic
name for its new midsize SUV.
But this is a very different
car than its predecessors.
Is it worthy of the name?
We're here to find out.
[ROCK MUSIC]

For starters, this new
Blazer has four doors.
Now, sure, some of the earlier
Blazers also had four doors.
But talk to any Blazer purist,
people who know the SUV,
Blazers only have two doors.
That's not to say
this isn't a good SUV.
But it's made with a
very different philosophy
from those earlier Blazers.
While those old
truck-based Blazers
were prized for their
rugged off-road ability,
this new Blazer is more
about comfort, convenience,
technology, and even
a little bit of sport.
And while today's
Blazer does offer
an optional sophisticated
all-wheel drive
system, about the toughest
terrain this Blazer is
likely to see is in
the Costco parking lot.
One of the endearing
qualities of those old Blazers
was the thick, blocky
styling that just looked
like it could take a beating.
So this new Blazer got this big
wide grill allowed engineers
to widen the suspension
track for sportier handling.
It's got these thin lights,
these creased hood lines.
And it's got this window line
that rises toward the back--
kind of gives it a street tough
look inspired by the Camaro
rather than an
off-road tough look.

On sale now, 4-cylinder
based-trim Blazers
start around $30,000.
Moving up the line gets
you the 3.6 liter V6.
The red RS we just
looked at starts at 42.
But the premier level,
which I'm driving now,
starts around $44,000.
The 3.6 liter V6--
that makes 380 horsepower.
And the first thing you
notice about this engine
is just how smooth it is.
It accelerates
smoothly-- appears
to have plenty of power,
especially on the highway
or in these kind of
winding canyon roads
that we're on right now.
The Blazer's handling is
pretty impressive for what
is, otherwise, just a
general mid-sized SUV.
The suspension on
this is a wider track.
So it allows for flatter
cornering and less body roll,
so say the engineers.
But actually when you're
driving it in practice,
you can kind of feel it.
It's not a sport SUV, but
you can definitely carry
a little more speed
into the corners
than you might with
another midsize SUV.
The steering on the Blazer
is right down the middle--
a little light, if anything.
But we'll take that in
an SUV of this size.
But, overall, it's got good,
sporty confident feeling
in the steering.
Thankfully, we haven't needed
to panic-test the brakes out
on the freeway.
But here in the canyon,
they feel great.
Brakes engage easily.
There's no grabbiness to them.
There's a real smoothness to
this SUV's dynamic character,
overall.
Chevy's tend to have
this solid build
feel from behind the wheel.
And you notice it in the
Blazer in that there's not
a lot of road noise
or wind noise that's
coming into the cabin.
There's a little tire hum,
and there's a little rush
of wind over the windshield.
But it's nothing that would
impede a conversation.
It's nothing that I think would
fatigue you over a long drive.
This is a nice, quiet cabin.
From the driver's seat,
I feel very comfortable.
I've got plenty of elbow
room on both sides.
Seats are nice and wide.
It's not too much
bolstering here.
So you've got plenty of
room to kind of move around.
Good power adjustments,
good lumbar support.
It's easy to find a good
driving position in the Blazer.
In this trim, the premier
trim that we're driving,
there's also a power
telescoping steering column.
So that helps you dial
in a good spot, as well.
One thing you notice right
away from the driver's seat--
there's not a lot of room
to look out the back.
The exterior design uses
a Camaro-like window line
that rises up.
As such, it compromises your
view at the rear corners.
It's not a huge deal.
There is blind spot
monitoring on this trim.
But it's something to consider.
One thing about the
Blazer's ride quality
is that it does a good job
of suppressing harsh impacts
and jolts and keeping them out
of the cabin for the most part.
On the other hand, there's a
bit more bounce up and down
than you might expect.
It's not a deal
breaker, by any means.
But it's something you
want to consider, though,
and something you will
notice on rough roads.
Right now, we're in the RS trim
of the 2019 Chevrolet Blazer.
You can tell it's the RS trim
by some of the red accents
around the vent rings
here in the shift lever.
Otherwise, today's Blazer comes
with about everything you'd
expect of a family crossover.
It's got this
8-inch touchscreen.
It's got in-car Wi-Fi,
Apple CarPlay, Android Auto,
six USB ports, wireless
device charging.
It's got about
everything you need
to keep your family
connected and happy.
I like this instrument panel.
It's pretty clean.
You've got a row of hard buttons
here for the climate control.
One of the highlights of this
updated infotainment system,
which Chevy is calling
Infotainment 3,
is this ability to
set user profiles.
And it can store
preferences for everything
from your favorite
audio preferences
to climate control, even entry
and exit seating position.
One of the things I really
like about this new touchscreen
is just how crisp
the graphics are.
The icons are really
sharp, really clean.
And there's this great
camera with multiple views--
bird's eye view,
front view, view
to the side, view of the back.
It's really helpful.
Two adults can sit
comfortably in the back.
Taller passengers may
lack some headroom.
But sliding and reclining
seats will help.
Two vents, two USB ports,
and a 120-volt plug
round out the offerings.
So is this new Blazer the retro
omage that we had hoped for?
Not quite.
But since truck-based
SUVs don't sell
like they once did
anyways, our expectations
were pretty tempered.
But with this new Blazer
lacks in backwards ruggedness,
it makes up for with a strong V6
engine, a roomy cabin, a cargo
area, and a pretty slick
technology interface.
We're taking one of
these back to the office,
so stay tuned for more on the
new 2019 Chevrolet Blazer.
For more on the new Blazer
and other crossovers,
please subscribe to
our channel, and go
to edmunds.com when you're
looking for your next car.

Programming Memory Seats on Your 2018 Chevrolet

The Jeff Gordon Experience:

Hi welcome I'm Joe Maza Your Neighborhood Car Guy over at Jeff Gordon Chevrolet.
Today I'll be showing you how
to set the memory function on your 2018
Suburban. So, without further ado let's get
to it.
So your vehicle is going to come with 2 sets of keys. There will be a primary and a secondary and each one of
them has their own settings to the
vehicle. If both keys are in the vehicle
at the same time, it'll read the primary
key's memory settings. With the memory
settings comes an adjustment of not just
the seats, but also the mirrors,
the steering wheel, the pedals, and
your seat as well. Alright so when you
turn on the vehicle, it'll automatically
put you in your previous settings.
So this is setting number one. So if I wanted to change it, all I would have to do is use
these controls down here to move the
seat forward, move it up, and be able to
adjust my back part. If I wanted to adjust
the pedals, I put them where I want them,
and then I would go to my settings, and
press set and then I'll press the number
one. You'll hear one beep and then two
beeps. So you press set, press and hold and
that's your new setting.
So to recall these settings what you'll
do is you'll press it and hold it and
it'll move it to the new setting.
So this is setting number two that I set
earlier, and this is setting number one.
You'll see that it changes everything to
those settings. It also has an auto exit
feature on it, so when you turn off the
vehicle and the door is open,
it'll automatically adjust the seats to so that
way you can easily exit the vehicle,
all you have to do is step out just like
that.
When you restart the vehicle, your seats
will all automatically read whatever key
fob is the key fob that's in there and
it'll go to your primary setting on
setting number one.
So when you are setting the auto recall
function, that's available in the
settings. So that way, if you don't want
it on or if you do want it on you go to
settings on the MyLink screen right here,
you'll go to vehicle, and then you'll go
to the comfort and convenience. And then
once you get to that point you can
choose whether you want the vehicle to
recall what your primary setting is on
the number one or you can turn it off so
that way it'll just be in whatever the
last position was that you left it. Also
for the easy exit options you can turn
it on or off on whether or not when you
open when you turn off the car and open
up the door whether your vehicle lowers
the seat and lowers the steering wheel
to make it more convenient for you to
exit the vehicle. Alright thank you for
watching I hope you learned something
today. Go ahead and if you have any
questions go ahead and comment below. Go ahead and hit that like button and share
it with all your friends. Feel free to
come by and see us over here at 228
South College Road. This is Jeff Gordon
Chevrolet and we look forward to seeing
you! Have a good one.

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

Edmunds:

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

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

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

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

Cesar Lozano & His 1963 Chevrolet Impala SS - Lowrider Roll Models Ep. 7

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

Consumer Reports:

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

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

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

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

2020 chevrolet traverse redline edition review - chevy traverse redline edition review - 5387

Chevy Dave:

- Hey, what's up everybody,
Chevy Dave here from Deien
Chevrolet, I'm gonna do a
quick walk-around on this brand
new 2020 Chevy Traverse,
Redline edition that we just got
in.
If this is your first time
checking out my channel, I'm
Chevy Dave I do vehicle reviews,
along with I give you guys
some great information to
help you out with your next
vehicle purchase.
If you are in the market for
a new or pre-owned vehicle,
make sure you check out my
website, www.ChevyDave.com, I
actually have a free buyer's
guide that you can download
there.
It has some great information
to help you out with your
next vehicle purchase as well.
Also, if this is your first
time checking out my channel,
make sure you hit that like
button and make sure you hit
that subscribe button, and
make sure you turn on that bell
notification as well, so you
don't miss out on any future
videos.
This is just going to be a
quick walk around, on this brand
new 2020 Chevy Traverse, but
stay tuned, I'm going to give
away this $25 gas card, I'll
let you know later on in this
video how you can get entered
into the contest for this gas
card.
So, let's take a look at this
2020 Chevy Traverse Redline
Edition.
(soft piano music)
All right, so here's a look
at this 2020 Chevy Traverse,
Redline edition.
We just got this vehicle in,
2020's are starting to ship now
to the dealerships, not much
really changed on the vehicles
from the 2019 to the 2020,
they just kinda changed some of
the packages and stuff, within
the vehicle itself. Most of
the same features are still all
available on the 2020's that
were available on the 2020's.
This one is a silver ice
metallic color, so the redline
edition is basically a
premiere model with the special
redline package, where you get
the blacked out, aluminum, 20
- Inch rims, with the red
accents, the badging as you can
kinda see, is blacked out, with
the red outline as well, and
then all of the bumpers and
stuff is all blacked out as well
black bow ties, and then the
front grill is blacked out with
the black bow tie as well, so,
the Redline edition is avail-
able in silver, black, white,
and also in the iridescent
pearl white as well.
This does have a 3.6 liter V6
motor in it, gets you about 27
on the highway and around 18 in the city.
We do price our vehicles to
sell here, this is just going to
be a quick walk-around on
this vehicle, so if you're
interested, or want to learn
more, feel free to hit me up,
all my contact information is
a link in the description in
this video, so shoot me a
email or shoot me a text, and I
can either schedule a time for
you to come in and check it
out, or I can schedule a time
for you to send you some more
information, and a little
more in-depth look at this
vehicle.
This vehicle does come with
a three year, 36, bumper to
bumper warranty, along with
a five year 60,000 powertrain
warranty, and then Deien's
own lifetime powertrain
warranty, as well.
So, let's take a look at
the interior of the vehicle.
All right, so also on the
Redline edition, you do get the
blacked painted mirrors, and
then also the handles and stuff
are all painted black as
well, it does have the keyless
entry with remote start, and
then also your keyless rear
hatch release as well, it
does have a proximity lock and
unlock so you just walk, hit
this button right here, and you
can lock and unlock the vehicle,
then here's a look on the
interior, this is the jet-black
interior, and then you do
have the power windows, power
locks, you can program the
seat adjustments there, you
got your power mirrors there,
you do have a selectable height
as far as the rear lift gate
,it does have the Bose stereo
system in it, this one, we did
put the all-weather floor
mats in it, both driver and
passenger seats are power, and
heated and vented, and then
you do have the heated steering
wheel, and then here's just
kind of a quick look at the
interior of the vehicle.
All right, here's a look in
the back, you still get the
power windows back here, like
I said you do get the all-
weather floor mats, does have
the captain's chairs there,
the second row is heated and
you do have two USB ports plus
the 120 volt power outlet, and
you have the rear AC controls
, and here's a look in the third row.
Then with the Redline package
you do get the power sun roof,
and then also the second
row skylight is part of that
package as well.
All right, so something I like
to point out whenever I do a
review on a third row vehicle,
is how easy it is to get into
the third row, so, the Traverse
on the passengers side, they
make this seat move furthest
up so that they know that
whenever you pick up kids you
always pick them up on the
passenger's side, so they don't
walk out in traffic, so you
grab this handle right here,
and it slides up, and basically
you still have enough room in
there if you do need to have a
front facing car seat, but
gives you quite a bit of room to
get into that third row, and
the seats do move forward and
back as well, as far as for
positioning, so you can have
quite a bit of room in that
third row as well, even for
adults.
All right, like I said, it does
have the keyless rear hatch
release, as well, but with
the premiere models you do get
that hands-free lift gate,
so as you can see there's a
little bow tie right here,
that kinda lights up on the
floor, it projects down, so
let's you know exactly where you
need to kick, and basically if
you have your hands full you
can basically unlock it, so
you just walk up, put your foot
underneath there, it trips that
sensor, and then it opens up
the rear lift gate.
Then here's a look in the back,
it does have the all-weather
floor mats back here to protect
the back as well, then the
seats of course do fold down,
and then you do have the
compartment underneath here,
and then your spare tire is up
underneath there, and then
you do have the 12 volt outlet
over there, some tie-down
slots, as well, and then also in
the third row there is USB
ports on both sides, so you have
the option of charging, which
you know kids love to charge
their stuff, and even adults,
it's a good way to charge your
phone or something if you're on a trip.
Then, it does have the power,
just hit that button right
here, and then it'll close on its own!
All right and here's a quick
look at the interior of the
vehicle, it does have the
heated steering wheel, cruise
control, and then also your
collision alert, there.
It does also have the auto
high beams feature, so you can
set that and basically it'll
automatically turn your high
beams on and off when you're
driving, which is definitely
kinda nice.
You've got the gauges, you
got your driver's information
controls, and then your
Bluetooth controls there, it does
have the push button start
there, has the Chevy Mylink radio
system, AM/FM, and silent
radio, it does have phone and
Bluetooth capabilities, it does
have the built in navigation
so you can have navigation
actually built into it, or you
can actually use Andriod auto
or Apple CarPlay, and use
your Google maps, or whatever
mapping service you use on
your phone.
It does have the wifi hotspot
as well, it does have this
little compartment back here,
too, and then, they did get
rid of the USB port back here,
so that is gone on the 2020
models, and it does have a backup camera.
So you've got a 360 degree,
birds-eye view, plus your rear
backup camera, and then some
different camera, your camera
angles, and it also has a
front facing camera as well, so
if you need to pull up to
something close in the garage,
then you have that ability.
It also has the rear camera
mirror, rear view mirror, also
this is actually using the
camera in the back, so it's
unobstructed view as far as
behind you, if it's too much you
can always flip it down and do
the regular rear view mirror
there, but it does have the
rear view camera mirror option
as well.
Then down here you do have your
heat elemented seats, duals
on, and then you can also control
your rear climate controls
through the touch screen.
It does have the wireless
charging pad down here, you got
two USB ports, and AUX in, and
an SD card slot there, plus
you got your 12 volt outlet
there, and then over here you do
have your drive modes, and
then inside here there's no USB
ports in the center console
or anything like that.
All right, once again this
is Chevy Dave here from Deien
Chevrolet, this was just a
quick walk around on this brand
new, 2020 Chevy Traverse
Redline edition, this vehicle is
located at our dealership, we're
located about 40 miles east
of St Lewis in the Metro Easy
area, we are a small town
dealership with big deals.
If you're interested in this
vehicle, or want to know a
little bit more about it,
feel free to hit me up, all my
contact information is below
in the description of this
video, so go ahead and reach
out to me, and I can give you
some more information, or we
can schedule a time for you to
come in and check it out.
Also, make sure you check out
my website, www.ChevyDave.com
and while you're there, sign
up to be a Chevy Dave celebrity
member, I do lots of contests,
it's a private group, I do
lots of contests through that
group, and also I give you
guys some great insider
information to help you out with
your next vehicle purchase as well.
Also, while you're there,
make sure you download my free
buyer's guide as well to help
you out with your next vehicle
purchase, and signing up to
be a Chevy Dave star read,
that's how you can get registered
to win that $25 gas card
as well, so, also make sure
you drop me a comment below,
let me know exactly what you
guys think about this vehicle
and about this video, and I
love hearing from all my viewers
and subscribers, and also
where you're checking the video
out from, I like hearing that
as well, see how far of a
reach I get with my videos.
Also make sure you give me a
thumbs up, and make sure you
hit that subscribe button,
and turn on the bell
notifications, so you don't
miss out on any future videos.
So once again, this is Chevy
Dave here from Deien Chevrolet,
come see me, I make car buying
great again, thank you for
checking out this video, I
hope you have a wonderful day.
(upbeat electronic music)

Security video shows how fire started at Buff Whelan Chevrolet

Click On Detroit | Local 4 | WDIV:

The Coolest Old Truck - 1968 Chevrolet C10 Restoration

Scotty Kilmer:

it's time for show-off Sunday, where
everyone has a chance to show off their
own car and here's this week's winner,
this is my 1968 Chevrolet c10, this is the
fourth generation in my family truck,
it was purchased by my grandpa and
he passed it down to dad and dad gave
me when I was 12 years old, I'm 43 now, had it for
a while, it's got the LED headlights,
gave her a paint job, under the hood here
we've got a 250 straight-6, and I have
upgraded from the points ignition,
I put electronic ignition on it, I
haven't got the heater box put back in
yet, like I said I just got her put back
together, I did change out the carburetor,
got automatic choke now on it
because that just came with carburetor
so I went ahead hooked it up, redid the
interior here too, as you can see the carpet is a little
dirty right now, but it's new, that radio
is actually bluetooth capable, it's the
original radio, but I've took it apart
and went through it and added a
Bluetooth receiver in it
okay I guess that's about it,
like I said, if you're curious about any of
this stuff that I've done on the truck
extra stuff I put on there, you can go to
my channel and check it out, I got the entire
restoration is up, I've got the entire
build on the bed, I got the welder on
there, how to replace the carburetor, and
if you want to check any of that stuff out my YouTube
channel is: Luke Fugate, thanks for
watching,
well that was this week's video and
remember to have your car video
highlighted here on my channel, check
this out!
so if you never want to miss another one
of my new car repair videos, remember to
ring that Bell!

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2020 chevrolet traverse redline edition review - chevy traverse redline edition review - 5387

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