Everything You Need To Know About The Chevy LS Engine
Dust Runners Automotive Journal:
What's up guys, this is Bryce with Dust Runners Automotive Journal and today we're going to talk about why the Chevy LS engine family is so awesome.
The Chevy LS was first debuted in the
1997 Chevy C5 Corvette.
GM called it the "Gen III" small-block, now known as the LS1. The LS1 is a 5.7 liter engine
and it features an all aluminum design.
It also features coil near plug ignition and various other new engine management features these new features made it vastly greater than the previous
generation small-block. In 1998 the LS1 replaced the LT1 found in Camaros and Firebirds, Chevrolet
then began producing iron block "Gen III" small-blocks which came in pickups and SUVs.
Chevrolet later produced the "Gen IIII" small-block, which featured mpg boosting cylinder deactivation.
The Gen IIII also featured larger displacements compared to the Gen III and a reengineered camshaft sensing system.
These were all great improvements to the LS engine family making it a world-class engine
the Gen 4 family includes the LS2, LS3,
Supercharged LS9, supercharged, LSA and the LS7. One of the many reasons is Chevy
LS is so good is its strength, after al,l what would a good engine be without solid foundation?
Chevrolet designed the gen 3 LS block as a "Y" block.
This "Y" block design helps increase rigidity in the main cap area by using six bolt main caps on the crankshaft,
four bolts are facing vertically and two bolts
horizontally that clamped the block wall to the main cap. This is what GM engineers call snap fit cross bolting. This design provides great
crankshaft and block rigidity. Previous small-block Chevy engines did not use this design.
Chevrolet took it a step further by not
just designing an incredibly strong bottom end, but also a very strong top end Chevy designed the block to take extra long head bolts
that thread deep into the block. This minimizes cylinder bore distortion and variation in the head bolt torque.
Chevy also raised the camshaft up and further away from the crank, which allows them to clear a four inch stroke crankshaft.
Chevy used a 4 inch stroke crank to achieve the 7 liter displacement of the LS7.
To further increase the strength on top of the engine they used a valley plate.
The valley plate is a large plate of metal that covers the valley where the lifters reside.
This increases the strength of the block by bolting each side of itself onto one metal plate.
The pistons are the weakest point in the LS engine. They're pretty strong, but once you start getting into serious performance
they are the first component to fail. All of this combined made the LS stronger and smaller than any other GM small-block before it.
Since the Chevy LS was put into so many cars and trucks there are tons of them laying around.
This has helped keep prices fairly low and with the rising popularity of LS swaps the prices dropped even further.
You can literally walk into almost any junkyard in America and find an LS engine within a few minutes.
A great example would be the world-famous beater bomb which is the true meaning of ballin on a budget.
The beater bomb is a world-famous street racing Fox Body Mustang. he has blown up a few LS engines from spraying a ton of nitrous.
Luckily all he has to do is walk into a junkyard with a couple hundred dollars to get a new LS engine.
Another great thing about the LS engine is how many different displacement options there are.
Chevy trucks came with either a 4.8L, 5.3L, or 6.0L engine.
Newer Chevy trucks have the option for a 6.2 liter engine.
Car engines came in 5.3L, 5.7L,
6.0L, 6.2L and 7.0L sizes. Some were even configured for front-wheel drive cars.
The rise of stroker kits has also increased in number of displacement options. The LS7 can be pretty expensive,
but you can always buy a 427ci stroker kit for your LS3.
If you count Chevy Performance LSX engines then the biggest available LS engine would be the LSX 454.
The cheapest of the LS engine family is the 5.3L truck engine that came in most trucks and SUVs that Chevrolet is produced.
All of these engines have been pushed past 1,000 horsepower by racers and have done
so fairly reliably. As you can imagine the aftermarket for the Chevy LS has exploded since its massive rise.
From just basic bolt-ons like an intake and exhaust, all the way up to race spec cylinder heads and turbo kits.
The most common modification being a high performance camshaft, which is the best bang for buck upgrade you can do on the LS engine.
The rise in popularity of LS engines has also helped mold some of the world's best engine builders into LS masters.
Companies like Nelson Racing Engines have become extremely popular due to their knowledge of the LS engine.
These companies really know how to get the best bang for buck out of them, from
mild builds to high horsepower street cars to full race cars.
Companies like Nelson Racing Engines can build one incredible little LS engine for your application.
Chevy has also jumped into the aftermarket game with its own engine. Chevrolet Performance
produces the LSX, the holy grail of Chevy LS engines, the most powerful being the LSX454r
which produces around
770 horsepower and 620 foot-pounds of torque.
Chevrolet Performance also produces high strength blocks as well as many other components to hop up your LS engine.
The aftermarket also makes tons of swap kits making it a breeze to swap an LS engine into basically any automobile you want.
Chevy really knew what they were doing when they design LS engines the factory heads flow nearly as good as
Nascar heads did at the time which is around 300 CFM.
They achieved this by using modern computer technology to test different port lengths and designs to find the best performing head design.
You may be surprised by how port shape, size, and length can affect torque and horsepower ratings.
Chevrolet also designed the intake manifold using similar technology.
They aimed for the LS engine to produce usable power really low in the RPMs and decent power up high. They also made the cam core massive
Which means you can easily fit a .600"+ lift camshaft and it won't be that harsh on your motor.
Chevy LS engines are known to respond to modifications really well even an intake and exhaust will gain a substantial amount of horsepower.
The typical head cam swap is known for gaining well over 100 horsepower.
Some people even leave the stock heads on and just have them worked over
Combined with a big cam many LS engines are making over 440whp.
The LS engine family is known for having smaller proportions than its competitors engines making it much easier to swap into cars with small engine
bays like the Mazda Miata.
The main reason they're such a compact engine is because of their old-school push
rod design. As well as all of the modern technologies they used when designing the engine block.
The push rod design that they continue to use is almost unlike any other modern engine which have overhead cams. You
can achieve better performance and economy with an overhead cam, but at the cost of a much larger and heavier engine.
Thanks to the all aluminum design a fully dressed LS1 is nearly as light as a cast-iron
4-cylinder. For example a stock 1995 Nissan 240SX with a full tank of fuel weighs around
2,900 pounds
The same car under the same circumstances with an LS1 swap weighs in around 2,950 pounds.
That's a gain of around 50 pounds which is pretty much nothing when you consider you're gonna be gaining hundreds of
foot-pounds of torque and horsepower.
Here's the bottom line the LS is cheap, light, compact, and makes a ton of horsepower.
It can fit it into nearly anything you want and it can be done on a tight budget.
From the average Joe to a professional racer the LS engine is perfect for nearly anything.
Be sure to hit that subscribe button if you like this video and let us know in the comments what we should talk about in
our next video. This is Bryce with Dust Runners Automotive Journal signing off.
What does chevy mean?
What Does That Mean?:
What does chevy mean?
chevy. Noun
1. A hunt or pursuit.
chevy. Verb
1. to hunt or chase
For example, 1893: On the contrary, it seemed rather a piquant thing to us to chevy him about the playground and hit him over the shins with a wicket. � Arthur Conan Doyle, �The Naval Treaty� (Norton 2005, p.666)
2020 Corvette: Stands Alone | Chevrolet
Chevrolet:
How to Raise and Support 14-19 Chevy Silverado
1A Auto Parts:
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.
How to Rotate Tires 07-13 Chevy Silverado
1A Auto Parts:
1951 Chevy Styleline Deluxe by Rafael Perez - LOWRIDER Roll Models Ep. 44
Lowrider Roll Models:
- Just like a lowrider is a
unique expression of yourself,
so is anybody's professional choices.
You can be as creative as you want to be.
You can make it unique to yourself.
That's what lowriding is all about.
As long as you're working
hard, doing the right thing,
opportunities will find their way to you.
(upbeat music)
Lowriders are not people
who are out looking
to cause trouble.
We put way too much time,
energy and investment
into a car to ever even want
to risk doing what was seen
in a lot of the movies
you saw in the '90s.
Today's modern Lowrider is somebody
who takes pride in their vehicle
and wouldn't want to do
anything to risk their car,
or their community, or their reputation.
(upbeat music)
I've got a 1951 Chevy Styleline Deluxe.
It is an Aqua Ice
Opalescent so it's got a lot
of pearl and metallic in the paint.
The roof is blue and white.
Also has a lot of pearl and metallic.
I have 14 inch 1962 Chevy Impala wheels
that are powder coated red,
with '59 Lancer hubcaps.
And I have fat whitewalls on there.
I wanted it to look
like a traditional bomb,
but with a little bit of a twist.
That's why I went with the
metallic color that's still
similar to the colors used of the era,
but with a more modern paint job.
The engine is original 216 straight six.
It has a split manifold with
a straight pipe out the main
and a glass pack on the split.
It's completely rebuilt and painted.
I put a Borg-Warner T-5 transmission.
The transmission's from
an early '80s S-10 pickup.
Paired up with a 1956 Bel Air rear end.
I wanted to accessorize
it because, for me,
a bomb needs to have every
rare accessory you can find.
So, the interior is white and gray.
It was done with the stitch
pattern of a 1961 Impala.
I just really like the
clean look, and once again,
wanted to be a little bit different.
Something classic and
just a little unique.
(jazzy music)
I think my favorite part
of the car is the grill.
The grill on the car is
from a 1953 Corvette.
That Corvette grill is just kind of like
the piece of jewelry that finishes it off.
The one thing that makes it stand out.
I just wanted something that
would really dress it up.
Accessorize the car a little bit more.
Just be a little bit different.
I wanted to save part of that history,
so I did mask off the
original serial number badge
just so there's a bit of
history of what that car
originally was like out of the factory.
So, it took me about a
year to get it assembled
and on the road.
Once I got it all
assembled and put together,
the next phase was to get it painted.
Get the chair redone, get the chrome done.
And I actually took
the car down to Mexico,
to Tijuana to get the
work done down there.
When I took the car down to Mexico,
I had an opportunity for
it to really make an impact
in the bi-national community down there.
I had a unique opportunity where the work
was actually done at a rehab facility.
And guys who were there were
able to work on the car.
They were able to learn
skills that they can use
out in the real world.
And at the end of the
project they had something
they could stand in
front of and be proud of.
I was born in Santa Barbara, California.
My dad's from Michoacan, Mexico.
My mom was born in Santa Barbara.
They met when my dad came
to the United States.
When my dad came to the United States,
he moved in with his older brother.
And my grandparents lived next door.
Eventually my dad fell in
love with the girl next door.
And soon there after, I came along.
Growing up I had my parents around.
My grandparents were around a lot.
I have two sisters.
So, it was just a big extended family.
My dad worked a lot as a kid
to help support our family.
My mom still lived at
home when I was a kid.
I spent a lot of time
with my grandparents.
And my uncle lived there, as well.
And he was in Nightlife Car Club.
And I was just fascinated by the cars,
the car shows, everything.
And I tagged along every chance I got.
He showed me the ropes about lowriding.
He helped me start building model cars.
My first model car was a '53 Bel Air.
I built a little '59 Impala, '64 Impala.
Whatever cars were
available at the model shop
that could be turned into a lowrider.
I wanted to buy it, build
it, fix it, paint it.
Put wire wheels on it.
Those were really my intro to lowriders
was building model cars.
I wanted to build a lowrider bike.
And it was the 1976 Schwinn Stingray.
When I got the lowrider
bike frame, my dad came home
and said "no, you're not doing this".
And I don't want you to go down that road.
And I negotiated with him and said
"look dad, if I do good in school,
can I keep the lowrider
bike and fix it up?".
And eventually he agreed
and so that was the carrot
that kept me focused on school.
But in order to pay for
it, because bike parts,
chrome, paint, all that stuff
was expensive, I had to work.
And my grandpa owned a
grocery store, so starting
in about fourth grade I
asked my grandpa if I could
start working part time
in order to save up
to pay for the lowrider bike.
And I ended up spending
thousands of dollars on it.
And all of that came from
working after school,
working weekends, just
to save up as much money
as I could to be able to
fix up the lowrider bike.
So, when I was in high
school, lowriding was life.
I was so into just cars and fixing it up
and wanted to just have one.
And I started with a 1952 Chevy pickup.
And bought a '49 dump truck for parts.
And I had a '49 five window cab.
Eventually sold all that
to buy an '85 Cutlass.
But my favorite was my first bomb.
The the 1950 Chevy Deluxe Powerglide.
It had all the accessories.
Visor, bumper guards, skirts.
It was just my pride and joy.
That's what I worked for and lived for
when I was, you know, 16, 17 years old.
So, when I applied to
colleges, no one in my family
had gone to college so I was
kind of just doing it blindly.
The top two schools I wanted
to get into were either
Cal Poly, San Luis Obispo
or San Diego State.
At Cal Poly I had taken a
field trip in elementary
school and seen their
architecture program.
And I've just always been fascinated
with homes and real estate.
And I applied for their
architecture program.
But I've also had some
teachers who just made
a huge impact in my life.
So, I applied for the teaching
program at San Diego State.
Cal Poly rejected me.
I got letter in the mail that said
that I had not been accepted.
I just accepted that maybe
my counselor was right.
Maybe I wasn't meant to go to college.
Maybe I would just have
to stay in Santa Barbara.
And I was going through a tough time.
And personally there was a lot
of stuff going on in my life.
And I just thought, you know
what, it's just not the time.
All that changed.
I got a letter in the mail and I had been
accepted to San Diego State.
Signed it before I even
showed it to anybody
and mailed it back the next day.
I just, I saw that opportunity and knew
that I had to seize that moment.
And that I had been given that opportunity
to make my dreams come true.
The next steps were kind of just
something we had figure out.
You know, I had to figure
out where I was gonna live,
how I was gonna move down
there, what I needed to do,
what classes I needed to register for.
And as I was figuring
it all out, I realized
that I needed to come up with the money
for my deposit on the dorms.
I asked my dad for some help.
He pointed to the driveway and said
"what about the car you have there?".
And I was faced with a tough decision.
Keeping my bomb, or leaving
it all behind in order
to have an opportunity to go to college.
And after consulting with
friends, with guys from the club,
everybody agreed that it would be stupid
not to go to college.
To sell the car.
And that someday I'd be
able to have another.
And I sold the bomb.
That was last lowrider
I had for a long time.
So, when I go to San
Diego State, I kind of had
let the college admission
process determine my fate.
And I started out as a
liberal studies major.
I wanted to be an
elementary school teacher.
At that moment I also realized that
maybe I didn't want to
start out as a teacher.
I started exploring changing
my major to business.
Maybe I wanted to go
into real estate instead.
And ultimately I sat down with my college
counselor who gave me some good advice.
And she said that out in
the real world they're
just looking to make sure
you have a college degree.
To prove that you're capable of learning.
To prove that you're able
to accomplish something.
And she advised that if I
wanted to get into real estate,
something that didn't actually
require a college degree,
that I just find the
quickest way to graduate,
get out, and get started on my career.
So I did.
I changed my major to sociology.
So, I just found something
that caught my attention.
And it was able to get me to graduate
with a Bachelor's degree.
And I started in real estate
the Monday after college graduation.
(upbeat music)
So, the Monday after I
graduated from college,
I went to go work for a mortgage company.
And I quickly realized
that what was going on
wasn't in my community's best interest.
They were putting people
into subprime mortgages
that they couldn't afford.
And I found myself getting in trouble
for telling people the truth.
A friend of mine gave me an opportunity
to go work at a different company.
And showed me that there
was the possibility
of working with first time buyers.
Showing people financial literacy.
Educating the community
to do the right thing.
In 2012 I made the transition
to do real estate full time
and left the mortgage industry behind.
When I finally became a
realtor, it opened up the doors
to a lot of leadership opportunities.
I became chapter president of NAHREP,
The National Association of Hispanic
Real Estate Professionals.
I was chapter president.
I eventually got awarded
Realtor of the Year.
But I think what really
helped things come full circle
is when I had the opportunity to teach.
A local community college was looking
to hire a new staff member.
I had my interview and
I got hired on the spot.
So I now get to teach real
estate at Cuyamaca College
and help the next generation
of real estate professionals
learn the basics so they can
get started on their careers.
The students come from all walks of life.
I have students that
range from a 16 year old
high school student, to senior
citizens who are retired,
to single mothers who are just
trying to get ahead in life.
So, now I get the best of both worlds.
I get to help my community
buy their first homes
and also educate people
at the college level
so they can have a more empowered
future as real estate professionals.
You know, people with lowriders are
making a difference in the community.
I recently ran for public office.
I ran for the community college board.
And I wanted to make
sure that as I was out
making connections in the political world,
I had my car parked at
every campaign event.
I was campaigning at
the La Vuelta Car Cruise
and having conversations with Lowriders
about community college.
About opportunity.
And it was amazing to see how many people
approached me who said
that going to a community
college impacted their
life because now they
have the skills and the trade that allowed
them to have a successful career.
And it just goes to show
that there's some amazing
people out in the Lowrider
community doing great things.
And I think just being able
to have that conversation
of how they got there
allowed me to also just share
with everybody else the positive impact
that Lowriders are
making in our community.
Some people just have never
been introduced properly
to what lowriding is all about.
How it's all about community and culture.
And I think that as more and
more people in the community
continue to do positive
things, who happen to own
a lowrider, it's gonna continue
to help dispel these myths.
It's gonna continue to help
decision makers realize
that this isn't something to be afraid of.
It's something to be embraced.
Never take no for an answer.
If you believe you can do something,
find a way to get it done.
Nobody cares more about yourself than you.
And if you believe you can do something,
if you have a passion
and you have a skillset,
I think that you can marry
those passions into something
that makes an impact in your community.
As long as you work hard, stay focused,
and stay committed to your dreams.
My name is Rafael Perez.
I'm a realtor, a college educator,
and I'm a Lowrider Roll Model.
How to Raise and Support 10-17 Chevy Equinox
1A Auto Parts:
2020 Corvette: Retractable Hardtop | Chevrolet
Chevrolet:
For the first time,
Corvette is offering a
state-of-the-art
retracting hard top.
The advantages of this are:
vehicle security,
quietness
and beauty.
♪♪
The top operates very quickly
and it can raise and lower while
you're driving.
There's no loss of cargo space,
and you keep the beautiful lines
of the coupe,
even when you have a
full convertible.
2018 Chevrolet Malibu | Features Rundown | Edmunds
Edmunds:
BRYN MACKINNON: I'm Edmund's
Editor Bryn MacKinnon,
and here's a features rundown
of the 2018 Chevrolet Malibu.
Among the four trim levels
and three power trains,
we recommend the
Malibu Hybrid LTE.
It has a good mix of features,
performance, and efficiency.
We also suggest adding
the optional convenience
and technology package.
We found the 1.5
liter base engine
to be a little
weak by comparison
and upgrading to the hybrid
shouldn't break the bank.
We deducted points for
the occasionally clumsy
transmission that can
be sluggish and prone
to odd lurches when
slowing to a stop.
Thick roof pillars and
a high rear deck lid
can cause some issues
for outward visibility.
Our rear-view camera is standard
on all but the base model
Malibu.
The standard Malibus have almost
16-cubic feet of trunk space
which is about
average for the class.
Unfortunately, the hybrid is
reduced to 11.6 cubic feet,
but there is still a rear seat
pass through for longer items.
The rear seats can
accommodate taller passengers,
but the sloping roof line can
make it feel a little confining
back there.
The interior is
pleasantly modern,
but materials quality is only
about average for the class.
We caution against the
lighter colored dashboards
as they can cause some
distracting reflections.
The Chevy MyLink system gets
high marks for its ease of use
as well as the inclusion of
Apple CarPlay and Android Auto.
You also get a Wi-Fi Hotspot.
The front seats are
firm, yet comfortable
with plenty of lateral support.
They're also very spacious
with little fatigue
to report after several
hours behind the wheel.
Chevy Malibu's top competitors
include Honda Accord,
Toyota Camry, and Mazda 6.
Bottom line-- since it's
completely redesigned
for the 2016 model year,
the latest Chevrolet Malibu
is very competitive in the
midsize sedan category.
Some rivals might boast
better driving dynamics
or more features for the money.
But the Malibu provides a solid
and stylish all-around package.
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