Why Chevrolet Spin Phase Out

How Chevrolet Started, Grew & Became $11.5 Billion Company

Success Secrets TV:

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

WeberAuto:

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

2020 Chevrolet Corvette C8 Reveal - Finally, A Mid-Engine Corvette!

Edmunds:

[MUSIC PLAYING]

CARLOS LAGO: We just watched
the reveal of the 2020 Chevrolet
Corvette Stingray.
The base price is going
to be less than $60,000.
That's incredible.
This is the eighth generation
Corvette, and of course now
it's mid-engine.
There is a 6.2-liter
V8 right about here.
Now, that's a big deal
for a lot of reasons.
Well, one, it's the first
time that a Corvette
has gone mid-engine.
Two, it brings a ton
of performance benefits
and it makes a pretty radical
change to what Corvette is.
Really quick, that engine
is still a pushrod V8.
That means it's low, it's
sacrificing a little bit
of valve train sophistication
for sitting low in the car
itself.
It's attached to an 8-speed dual
clutch automatic transmission.
The only transmission
offering, and of course, it
drives the rear wheels.
Now, it makes 495 horsepower
with the performance exhaust,
and with Launch Control, and
with the performance options,
like the Z51 track package
that was on the C7, and so on,
enables 0 to 60 in less
than three seconds.
Push is pretty spectacular.
Now, one of things
that happens when
you switch to a
mid-engine configuration
is of course all that space that
was once cargo volume is now
engine volume, I guess?
But there's still
a trunk behind it,
which Chevy says can
fit two golf bags, which
is pretty impressive.
It shows Chevy's
commitment to understanding
the practicality
aspect of the Corvette,
and why owners really
appreciate that.
It makes this car more
usable for more people.
On top of that, there's also
a front trunk, or frunk,
up front.
Combined, both of those
compartments make 12.6-ish
cubic feet of cargo space,
which is pretty important.
Let's go a little
bit further up.
One of things they maintained
was the removable roof,
which has always been a
highlight of Corvettes.
It's nice to be able to
take the roof off and just
go for a cruise.
There are a couple of
other big, dramatic changes
to the rest of the car, as well.
Gone are the
transverse leaf spring
setup that used to underpin
Corvette for a long time.
Now we're just down
to coil overs, which
is more traditional,
and should make
for a really sophisticated
ride and handling,
especially when paired with the
magnetic fluid-filled shocks
that Corvette's been using
in recent years, and those,
we've really liked a lot.
Chevy says in the
press materials
that the Corvette equipped
with all-season tires
can generate 1 G laterally.
That's ridiculous
for all-season tires,
and that's such a high
amount of grip capability
that actually all Corvettes
now will have a dry [INAUDIBLE]
oiling system to ensure constant
lubrication to important engine
bits when you're
cornering really hard.
A lot of really
exciting stuff there.
Let's move our way to the front.
And one of the real advantages,
beyond all the performance
headroom, of having the
engine in the middle,
because it's putting more
mass on the rear tires,
giving them more traction to
brake, accelerate, and handle,
but you also move the passenger
compartment quite a bit
forward in the cabin.
And that means you can
put the hood down lower,
because there's no
longer an engine there.
You can make the
windshield bigger.
That gives you a
better sight line.
And because there's no
longer an engine blocking it,
you can have a shorter
and more direct steering
system, which makes the
whole thing feel more direct.
It also helps when you're
closer to the front wheels, too.
It makes the process
feel a little bit better.
Let's find a way to
hop inside and talk
about what's going on in there.

The interior's a
pretty dramatic change,
like the rest of
the car, I guess.
Two seats, of course.
Squared-off steering
wheel, which
looks interesting, but
in my experience, cars
that use this design work
pretty well because you have
four unique points
of contact that
help in doing hand-over-hand
steering around tight corners,
or when you're in a power
slide, as I like to do,
it helps you locate where
the center of the wheel
is really quickly.
Big digital gauge cluster
behind that, infotainment
display here, all
very driver-oriented
how it wraps around you,
especially this little trim
piece of HVAC controls.
Very interesting decision.
It's going to be a while
before we actually figure out
if we like it or
not, but I will say,
I like having physical buttons
rather than digital ones buried
in the menu.
One of things we
haven't talked about
is something that's
really impressive,
and that's a button
hidden up here
that lifts the front
end of the car when
you're approaching like a
speed bump or your driveway.
And the cool thing is when
you do that, you can actually
have the GSP system
remember where that was,
so when you get home, you don't
have to always hit that button.
Or if there's always a speed
bump or a pothole on your drive
home, the car will just
learn that as you use it.
And that's a really cool
thing to have in a sports car.
There's nothing more
embarrassing than scraping
the nose on your sports car
as you leave your driveway
in the morning.
Very, very embarrassing.
There's a lot here that we're
going to learn, and experience,
and talk about.
But for the time being, this
Corvette looks really cool,
and we can't wait to drive it.

NAME CHANGE: Ron Baker Chevrolet is now Cumming Chevrolet!

MileofCars:

Ron Baker Chevrolet on the National City Mile of Cars
is now Cumming Chevrolet
Because a man named Bill Cumming
got a job there 35 years ago
made friends, worked hard
and found his future.
A future that he and his team
now share with their families.
So come on down to Cumming
Come on down for your best price
on a new Chevy, car or truck.
Find a piece of your future, too.
Cumming Chevrolet
Minutes away on the Mile of Cars

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.

1938 Chevrolet Master 85 Series by Danny Rodriguez - LOWRIDER Roll Models Ep. 27

lowridermagazine:

- People find out that what I do,
they kind of like, "No way."
I don't change my style.
The way you see me is the way I dress.
I wear my glasses because that's who I am
because they know what
I do and how I do it
and I am very successful.
(intro music)
My name is Danny Rodriguez
and I'm from Bakersfield, California.
My family calls me Abby.
When I was about two years old,
I didn't know how to say my name right
because my full name was
Danny Albert Rodriguez.
So when they asked me
what my middle name was,
I would say Danny Abby Rodriguez,
so everybody in this family
and my friends and stuff,
they all know me as Abby.
(upbeat music)
I have a 1938 four door sedan.
It's a Master 85 series.
It's a little under the Master Deluxe.
It's two-tone beige;
dark beige, light beige.
It has tweed interior.
It has a 350 four watt main, 350 turbo.
Some of the options I
have are like the visor.
I put the skirts.
I did the passing eye light.
I also have a swamp cooler.
They're really hard to find nowadays
because most of the them that you find,
they're usually rusted out
or they're all beat up
and this one I found in San Diego
up by Chicano Park and
it was in good condition.
The wheels are replicas of
the original artillery wheels
back in the 40s; they're repops.
They look just like the originals.
The reason why I had to go with the repops
is because the bow pattern
for the newer type of frames
are usually five, five on
four and three quarter,
so I ended up going with repops
because I didn't want to go with the six
because I had changed the frame already.
The toppers that we have
on the license plate,
we had specially made.
I have the Lowrider emblem.
I have our icon from Classic Dreams
with Felix the Cat on it.
This is a 1938.
The hood emblem is a little different.
I like the '39 hood emblem,
so I decided to go with the '39
because my vision of it was
pieces that I liked on it.
I like what I see and I love that '39,
so I put that '39 hood emblem right on it.
Master 85s did not have a lot of chrome.
They were a plain jane.
The difference between the
Master 85s and Master Deluxe is
there is more chrome on the Master Deluxe.
The back windows, they roll
back on the Master Deluxe
but on the Master 85s, they
don't; they're stationary.
It's all upgraded.
It's a daily driver, so I had
to do a lot of upgrades on it
because it's always on the road.
And that's what I love about it
because I can take it anywhere
I want without hesitation.
I've had it since 1990.
Some friends knew that I was
looking for that year, a 1938,
that year has a lot for me
because of the referencing
to my dad and my mom
were born in 1938.
When I finally found it,
it was like half a shell.
There was no front end, nothing.
It was complete frame
and half a body on it.
Took it home and showed it to my daughter
and she was out there checking it out
and she goes, "I want
this car," so I told her,
"Well, you're going to
have to help me build it."
When I do a car, all my kids are with me.
They'll help me sand.
They'll help me do any
little thing that I need,
they're there for me; my family.
I have five kids.
I have three girls and two boys.
Basically all my cars I've put together,
it's always about my
family helping me out.
I was born in Porterville, California.
I was actually raised in Bakersfield.
We was tight little community, you know,
in Bakersfield and I loved it.
It's really great.
My dad was born in Porterville
and my mom was born in Delano
and they met by my mom's brothers,
who my dad used to pick
them up from school
and go cruising all the time.
So he used to pick up the brothers
and when he met my mom, he fell in love.
I have one brother and one sister.
When my sister was born, she
was born with brain damage.
She turned into an epileptic.
She was only two.
I was the oldest.
I seen what she was going through
and it really, really hurt me
because that was my baby sister
and that's the only one I've ever had.
My sister was the special one.
We almost lost her at about three
but some miracle, and with prayer,
she came out of it but with
more brain damage than thought.
I just wanted to take care of her.
She was special-ed.
She went to special classes.
She went to Rafer Johnson Special Olympics
and she won an award for swimming.
It was really nice.
She got the gold medal
and the celebrities that
gave her the gold medal
were Rafer Johnson himself
and Barbara Streisand.
She kind of grew up, you know,
and she kind of wanted
to do things on her own
and she did function, really good
but I lost her three years ago
due to diabetes.
It runs in our family really bad.
I miss her a lot.
She's always been a part of my life.
I did try to show her
to drive a car one time
and she wrecked it. (laughs)
It was my Delmont (laughs)
but I always remember her.
She'll always be in my heart.
I liked to help my sister all the time
because I knew that she needed help
and so all those volunteer
times that I put in with her,
and what she going through,
what other kids were going through,
when I seen that and I go,
"Wow, these kids need a lot of help,"
and that got me to thinking,
"Wow, maybe this my calling."
I decided to be a teacher in special-ed,
working with special-ed kids:
autistic, mild/moderate,
moderate/severe disabilities.
I love it.
I see these kids.
They need help.
These students of mine, they're special
and I wouldn't change
my career for the world.
I'm a special-ed teacher for
Bakersfield School District.
I love my job.
I've been there for like 23 years
helping special-ed kids;
helping them achieve their
goals and objectives.
It's really a fascinating
thing, to see them grow up,
and to see them accomplish something.
You know what I mean?
I've had kids that were totally disabled,
they couldn't even read or
write or sometimes talk,
but I knew what they were saying.
I could feel them and know
exactly what they needed
and what they wanted.
The most rewarding part of my profession
is actually seeing students
achieve their goals;
to see them be successful.
A lot of people don't think that kids
are going to amount to anything
but they can with a lot of love,
a lot of affection, and a lot of patience,
they can reach that goal and
succeed and be something.
And I want that for these kids.
I belong to a Classic Dreams car club.
I'm one of the founding members of it
and it's been around since '75.
We're a family club.
We do a lot of fundraising.
We work with school districts.
We work with the Crippled
Children's Society.
We work for Ronald McDonald House.
That's what it's about;
helping (inaudible) out.
When there's a need, they come to us.
That's what we do, we help out.
I feel that the way society is right now
and the way things are going,
we have to all come together
and help one another out.
Help our students out.
Help our kids out.
Unity within the families is what we need.
We need to pull together instead of apart
and keep ahold of what we have
but we do got to recognize
that there are people
out there that need help
and we need to have an
understanding and help them.
Know what I mean?
In any way we can.
My name is Danny Abby Rodriguez
and I'm a special-ed teacher
and I'm a Lowrider Role Model.

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.

2011 Chevrolet Malibu LT| In-depth Video Walkthrough | Sherwood Park Chevrolet

Sherwood Park Chevrolet:

Hello and welcome to Sherwood Park Chevrolet
My names Dakota and we are going to be taking a walkaround of this gorgeous
2011 Chevrolet Malibu LT
This is a four door, front wheel drive, sedan in a magna steel colour
Absolutley gorgeous
Under the hood we have a 2.4 liter, 4 cylinder engine
with a dual overhead camshaft
Of course you have your daytime running lights
and a bunch of beautiful chrome details
Coming down to the side your'e going to be riding on top of
17 inch Fusion all season tires
with an alloy rim, and four wheel disc brakes all around
And as you can see, it's in great condition
and you have that rock guard
You still have some wonderful chrome details down the side
You have your folding mirror
But this Chevrolet has a lot of more features on the inside
So why don't I grab the keys and you can come on in with me

Albert Gutierrez & His 1954 Chevrolet Bel Air - Lowrider Roll Models Ep. 9

MotorTrend Channel:

- You know I used to be fascinated
about cruising.
You know back in the day,
it wasn't called low riders;
you were cruisers.
And as a young kid,
I remember I was about 12, 13 years old
and I would sit in front of my porch
and I would watch everybody cruising.
I used to just sit there,
and I would just look at it
and think, "One day, I'm
going to have me a nice car."
As time went on, you know,
I just had always a passion for cars.
("Evening" by Zplit)
I think I was only 14 years old
at the time.
One day my brother told me,
he goes, "Hey, there's a 54
Chevy Bel Air car for sale."
So me and my friend,
we went down and looked at it,
and the guy said, "Hey,
yeah it's for sale.
"It needs work,"
but he wanted $50.
Well, I had to save up my money.
Took me about a month
to save up the money.
So I get to the door,
knock on the door,
and tell him, "Hey, I'm here for the car,
"but all I got is $47 and some change."
And he goes, "Yeah, go ahead, take it."
("Beat 101" by Professor Xv)
My car is a 1954 Chevy Bel Air,
two-door hard-top.
The accessories that it came with
was a power seat,
power breaks,
power windows in the front doors,
and it was an automatic.
It's pretty much fully equipped.
The car, back in those days,
Chevy, that was a heavy car option.
The engine that my 54 Chevy has
is still the original engine;
I just had it rebuilt.
It's a 235 6-cylinder;
that was a stock engine
that came with the car.
That's all, 54, you
could get in those days
was the 235 6-cylinder,
which is a good engine.
Being able to say you have your first car
is a really amazing thing.
There's many a time
I've thought of selling it over the years.
Now I look back and I think,
"Wow! There's so many
memories in that car."
I dated my wife in it.
We got married in that car.
It was our first family car.
And as time goes on,
I didn't drive it so much.
I would just park it,
and it stayed parked for almost 20 years.
And finally, I moved it into the garage
that I have now,
and it just sat there until one day I go,
"You know, I got to
restore that car again."
I just look back and I
think it's just so neat.
A lot of people always telling me,
"It's so neat to have your first car."
And I go, "Yeah, if that car could talk."
It has a lot of memories,
that car does.
("That Day" by Joakim Karud)
I started collecting cars in 95.
It was at a part in my life
where financially I was able to start,
plus I was having more time.
I just looked for cars
that are kind of unique.
I've never bought a car
that's already done.
I like getting a car that's either stock
or needs to be restored.
And we like to put our own flavor into it.
As I was restoring cars,
my wife one day mentioned to me,
that she likes Bombs.
So I said, "Okay,"
so we looked and we found one.
It needed to be restored.
What we did is we updated the car,
put a 235 out of 58,
change the trans as well,
and then we open-drived it.
And then when it came to be painted,
we went to the paint shop
and I go, "Well, what
color do you want it?"
And she looked at her finger nails
and she goes, "This is the color I want.
"The color of my finger nails."
So it's a burgundy,
that's the color she liked.
So we painted that car
and she just loves it.
I think,
you know my wife,
she has the same passion as I do.
She loves cars.
The amount of cars that I have,
there's a few cars.
Everybody always asks me,
"How many cars you got?"
I just tell them a few,
but I would say,
I probably have over 15, 20 cars.
("Better Days" by Bensound)
I grew up in Pomona, California.
I come from a family of seven.
In my family, there's three older brothers
and three younger sisters.
My dad was a construction worker.
My mom was a homemaker.
My dad and my mom they
were really good people.
They provided.
My dad always tried
to keep us out of the neighborhood scene.
He always wanted to do right.
Watching my brothers as
they started working,
they had the paper routes,
they were out cutting grass,
helping the family,
and as a young boy I seen that,
and I always wanted to
contribute to my family as well.
So I remember, I think
about 11, 12 years old,
I got a lawn mower
and I started cutting lawns.
I remember coming home
and being able to give
the money to my mom.
Say, "Here you go, mom.
"This is to help out."
I just wanted to contribute.
My dad for the longest time,
used to be my role model.
He was a Marine.
So I think at 14 years old,
I remember taking my older
brother's birth certificate,
going down, and I signed up.
I went in and I remember
taking the physical
and the guy there was looking at me.
And he goes, "You know, you
have the jaw of a 14 year old."
And I just kind of played
off, "I don't know why.
"I'm 18."
But at that time, my mom was crying.
So my brother finally said, "All right."
He went ahead and went to the recruiter
and told them, "My brother,
he lied about his age."
So next thing you know, they found out,
and they sent me back home.
As soon as I turned 17,
I ended up joining the Marine Corps.
I served six years in the Marine Corps.
I wanted to make it a career,
but after having two children,
I just got promoted to Staff Sergeant,
but I was going back overseas again,
and my wife, she didn't like that idea.
She goes, "It's too hard
to be gone for 13 months."
So we made the decision to just get out.
In the service, I got trained
as a heavy equipment mechanic,
so when I got out, that's
what I started working.
I became a diesel mechanic.
When I got out of the service,
I started working for a
company called Detroit Diesel.
I started becoming a diesel mechanic.
And then our company also
worked on generators,
so I ended up transferring over
to the generator department.
And then as time going on,
I started just doing more and more.
And at the end of 1985, I decided that,
I told my wife, "I think it's time.
"I want to go into business."
And business wasn't taking off;
it was taking off kind of slow.
There really wasn't a lot of competition.
There was basically a
lot of larger companies.
So I was able to find a
niche to do a lot of work
where nobody really wanted to do it.
So I ended up praying about it,
and I believe that God gives us favor,
and at that time he did.
He opened the door
and our business just started growing.
We started off in my garage
for the first year,
and then from there I
moved into a building.
I said, after being in
business five years,
I said, "I would like
to buy my own building."
("Peace" by Jordyn Edmond)
I'm the CEO of AG Engineering.
Started in 1985.
The type of work we do is on generators
and our work consists of anything
from a tune-up, overhaul,
repairing the electrical system on it,
updating the generators,
whatever it takes to get a
generator up and running.
Our customers is Verizon,
we're now at Frontier,
Edison, the gas company,
water company,
a lot of high-rise buildings,
just about anywhere there's a generator.
That's the kind of work we do.
I have two sons that work for me.
One of them's an electrician;
the other one is a generator tech.
They kind of both cross-train
and they're good at what they do.
When the time came
that we had our building built,
I decided, I go,
"I'm going to make an
area just for my cars."
In this garage, I do a lot of my repairs.
One side, I try to keep
it all neat and organized;
and the other side,
that's where I have lift
and I do my work.
I'm constantly adding parts
that you need for cars,
special nuts, special bolts,
so I have a nice little inventory
of my own personal stuff
that I use on my cars.
After I restored a couple cars,
I remember looking at them one time
and I remember just asking the Lord,
I said, "Lord, if there's any
way I could use these cars
"to speak into young people's life."
Maybe a month later,
this girl comes up to me,
she's a chaplain at Camp Rock.
She goes, "Al, how would
you like to come in
"and talk to the boys."
And I asked her, I go,
"Well, that's fine."
I go, "Is there any way
I could bring in a car?"
So she checked and she found out.
She goes, "Yeah, you could."
So as I started thinking about this,
I would use these as an example.
I would give a story about a restoration.
One thing I would ask these kids,
I would tell them, "A car has cancer.
"Cancer's rust.
"It eats up the floor,
it tears it all up."
And I would ask them, "How
many of you got cancer?"
And none of the kids
would raise their hands.
And I would say, "No, I'm
talking cancer of the heart."
And that's where a black hates a Mexican,
Mexican hates a black,
white.
I go, "It's your heart, where it's at."
Then they would raise their hand.
So then I would tell them, I go,
"This is where God wants
to change your life.
"He wants to take that away from you."
And so I would kind of talk to them
and tell them that God looks at them
the same way we look at these cars.
You're a trophy winner.
So you know, just being
able to mentor to some kids,
to let them know that they
don't have to go down that road.
There's a much better road to go down to,
if they would just open their eyes
and focus on the right thing
and priorities in life.
I'd rather drive an old car any day
than a new car,
'cause an old car has so much class to it.
The fact that my wife is
able to sit next to me.
When we're in a car,
we kind of just slip back into that time,
and my wife makes me feel
like a teenager again.
She says I make her feel
like a teenager again,
'cause she sits next to me,
she'll put her arm next to me,
listening to the right music.
At our age, people look at us
and they just always give us a thumbs up.
They just think it's so neat
that we could have so much fun.
We live in the greatest country there is.
I'm always telling young kids,
"If you would just put
your priorities right,
"educate yourself,"
I go, "the world is yours.
"You could do whatever you want.
"You just got to believe in yourself.
"Open your eyes and
focus on the right thing
"and priorities in life."
My name is Albert Gutierrez.
I'm the CEO of AG Engineering,
and I'm a Low Rider Roll Model.
("Better Days" by Bensound)

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

MotorTrend Channel:

(inspirational music)
- If you set your mind
to doing something,
nothing's impossible.
Everything's possible.
You could have whatever you dream of,
and if you keep continuing dreaming big,
you will get there one day.
(hip hop music)
You got to have a lot of patience,
dedication, and passion to
build one of these cars.
My first car was a 1963 Impala,
which I had purchased in Bakersville.
It was a project car.
The '63 Impala was a
car that was unrestored.
We took that car, stripped it all down,
frame-off restoration.
We painted it Candy Blue
with a patterned top.
It was called 'Juiced 63',
which was featured in
a couple of magazines.
So what happened when it got featured,
I got contacted a couple months
after the car got
featured in the magazine,
and they had offered me $40,000.00 for it.
And I said you know what, why not.
'Cause it was something
that I couldn't refuse.
I said, you know what, it's your car.
So, it went to Japan.
(hip hop music)
I love the cars.
Since I was a kid, like I said,
I've loved to see low riders.
There's different ways
of building a low rider.
To me, it's an art.
That's the beauty of low-riding.
Right now I'm currently
working on 1963 Impala.
A hard top.
Ive had it for 17 years and now,
I have the opportunity to try
to put it all together now.
I want it all original GM factory parts.
You know, all NOS parts,
which is New Old Stock.
It's going to also have a
whole bunch of accessories,
as it's a hard top,
it also has a few more options
that the convertible didn't come with.
This car is going to be fully loaded.
As a matter of fact, that's
what I'm calling the car, is
'Fully Loaded'.
And we should be done with
this car within the next month,
so people will see it out there.
They will appreciate it
just as much as I am.
(hip hop music)
I own a 1963 Impala
Super Sport Convertible.
When I seen this car,
it was a car that I just had to have.
It was a car that was fully
loaded with factory options.
It's very rare to find a
very optioned car out there.
When I bought that car,
I said, Im going to restore this car.
but a lot of people said,
"No leave it alone, dont mess with it."
Which i agreed with them.
I don't want to just yet go
into that full restoration
on this car because
you can still smell the old of it
when you're driving it.
It drives so nice, and it's real.
I didn't put them on there.
This car came with them already.
It's an original Honduras
Maroon, with black interior.
With a 327 engine, two speed transmission,
four barrel carburetor, with
fully optioned accessories.
Factory seat,
a cruise control,
four-way flasher,
autronic eye,
tilt steering column,
power windows,
trunk release,
tachometer,
compass,
vanity mirrors,
under the dash ashtray,
AM/FM radio,
padded dash,
power steering,
power brakes,
locking gas cap.
It was something that you just
don't see out there no more.
(light music)
when I was a young kid,
there used to be a shop down
the street from our house,
right there off of
Pacific and Walnut called
The Gold Exchange.
There used to be a guy there
that used to work there,
his name is Richard Silva.
He went by 'Ritchie Rich'.
He was the number one hopper at the time.
He was a champion for a lot of years.
He would give us money to wash his cars,
to clean the windows,
and just keep all the
kids in the neighborhood,
try to keep us off the streets,
teach us right from wrong
and talk about his cars
and the rare stuff that he had on there.
That's how I got the
passion of low-riding.
I come from a family of 11.
We learned a lot from each other.
My mom, my dad worked all
their lives just to support us.
My mom sometimes had to
work 2 jobs day and night
just to put food on our table,
clothes on our backs.
They couldn't give us everything we wanted
just because it was so many of us.
My mom was in the sewing business,
and she used to work
for a factory, sewing.
And my dad was a janitor.
It was tough once you get older,
you kind of realize what your parents did
to try to provide for you.
Once I got older, if I
wanted name-brand clothes,
I had to go work for them.
And, I found every little
way of getting out there
and hustling to try to make money,
so when we did go back to school,
I had money to buy the clothes
that I wanted, you know?
I went from collecting cans,
to selling raspados at the park,
from buying stuff at the 99-cent store and
selling it for more money.
I'd buy baseball hats
that they had one time
at the 99-cent store,
and I bought a whole bunch
of them for a dollar each
and go sell them at the
park for five bucks.
I didn't go out there begging for money,
I went out there and worked for my money.
I was a collector.
I would collect baseball cards,
hot wheels, action figures,
stuff like that that I would
go to the store and buy
a couple of the ones I
thought that were rare,
and then I was holding on
to them 'cause I figure,
one day, I'mma have a business where
I can make money with this stuff.
And my dad told me,
if you graduate,
I will help you on
whatever you want to do.
That was his dream, just try
to keep me out of trouble.
I was working for a guy at
the Santa Fe Spring Swap Meet,
which was selling the same
things I used to be a collector,
you know, baseball cards, action figures,
just stuff like that on the weekends.
I learned a lot from him.
After I graduated from highschool,
I said, that's what I want to do.
I want to have my own business,
I want to sell sports
car, to action figures,
collectibles.
I started at the outdoor
swap meet doing that.
With a small booth, $500.00.
That's how (chuckles) my dad
helped me out, with $500.00.
He didn't have much, but we
made it grow as it went on
and on and on and on and on
and it was just a weekly thing.
Once that business grew, I
got into the Compton Indoor.
The business just got bigger,
and bigger as I was in there
with more of the collectibles,
and stuff like that.
Baseball cards...
I love toys.
Maybe because we didn't get to have them
when we were kids.
We went to the store,
and all we could do was look at them
because our parents couldn't
afford to buy them for us.
When I got to a point where
I was already in junior high
and I was already making
a little bit of money,
I would go out there
and buy it and save it,
and appreciate what I had
and praise it,
like, oh, man, this is rare, this is good.
Because I didn't get to
have that when I was a kid.
I'm the founder of Collector's
Choice Toys and Hobbies.
We're located here in the
city of Paramount, California.
I started Collector's Choice back in '93,
with a simple $500.00 investment,
to being one of the biggest distributors
in the West Coast for toys.
We're a distributor,
and we're an importer, exporter of toys.
We distribute toys from
Mattel,
Revell,
Funko,
Jada,
Maisto,
McFarlane.
We sell products to customers in Mexico,
Australia,
Spain,
Japan,
you name it, world-wide.
Once we open all these doors,
we were able to sell to a
lot of mom and pop shops
that were doing what I
did when I first started.
(inspirational music)
I love what I do,
and it keeps me motivated
'cause it's fun.
It's fun and I see that
I could do more with it.
Because my toy business was so successful,
I was able to start DGA Tees
with David Gonzales,
the creator of the Homies,
which does all of this art work
which caters to the Chicano industry.
We do from T-shirts, to
seat covers, from blankets,
you name it.
There was a logo for the Lowrider Man,
but there was nothing made for him.
So I contacted Lowrider and
asked if there was an
opportunity to make this toy.
And I've seen an opportunity
to be able to license
the figurine for this Lowrider Man.
I asked Dave if he could
design me a figurine and
he was more than happy to do
it because he's always had
a passion for the brand.
He was really excited to
design the figurine for us.
Someone that doesn't get low-riding,
they're missing out.
When I'm driving my cars,
it's never bothered me
what other people thought.
Low-riding is an art.
And when I see people out
there driving a low rider,
and it's nice and clean,
you got to give it to them because
I know that ain't come easy.
My advice to a lot of the
people that are out there
that are going through the hard struggle
that I went through,
nothing is impossible.
And I encourage everybody
that's out there to not give up.
Everything is possible in life,
and you can do whatever you
accomplish yourself to do.
Just keep moving forward.
Keep opening them doors,
and once you get there,
you're going to see
the light shine on you.
My name is Cesar Lozano,
I'm an entrepreneur,
and I'm a Lowrider Roll Model.
(instrumental music)