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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 Silverado Diesel Test Results; Do Tires Ever Expire? | Talking Cars #239

Consumer Reports:

[MUSIC PLAYING]

Hi, everybody.
Welcome to another episode.
I'm Mike Monticello.
I'm Jake Fisher.
And I'm Ryan Pszczolkowski.
So this week we're
gonna talk about-- we're
kinds of gonna do, sort of
like a pickup truck roundup.
Yee-haw!
Oh, god.
You know, 'cause pickup
and rounding up and cattle.
We got you.
Anyway, if you have to
explain the joke it's no good.
Anyway, so we're gonna talk
about our 2020 Chevrolet
Silverado 1500 Turbo Diesel.
And what's important about
that is the turbo diesel part.
So we've seen turbo diesels
in the heavy duty trucks.
You know, these would
be like a 2500/3500.
And we have seen
Ram had what they
call an eco-diesel
in their Ram 1500.
But now Chevy and Ford are also
coming out with these smaller
six cylinder turbo
diesel engines
in these, what used to be
always called, 1/2 ton pickups.
And so we just completed
testing on a truck.
Ryan, what did we find?
Well, I think it's the
way to buy this truck.
We found that the turbo
diesel actually gets
considerably better fuel mileage
than the gas counterpart.
It rides better.
It shifts better.
It's just a nicer powertrain.
It's a fantastic truck.
To me, I think that's the
only way you buy that truck.
So you're OK with the
$3,890 price tag that
comes with that diesel engine?
It's that much more
pleasant to drive.
I really think so.
And keep in mind, that's
almost in a sense, a drop
in the bucket compared
to the almost $10,000
you have to spend if
you get a heavy duty
truck with a diesel option.
Exactly.
So these diesels are expensive.
That's just the way they are.
Well, let's break it up.
I mean, first of all,
for the longest time,
in order to get the diesel you
needed to get the heavy truck.
And the problem
is, they are heavy.
So OK fine, it's a
diesel powertrain,
which is more fuel efficient.
But then you throw in another
1,000 pounds of weight
and all the other problems that
come with a heavy duty truck.
I mean, they--
Handling.
--ride terrible and
drive like a dump up.
And it pretty much eats up
any of that fuel savings
that you would actually get.
We've done tests of that too.
So I mean, putting these in
these light duty trucks--
It seems to make sense.
It takes a lot of sense.
Because the big trucks are now,
you know, they're built to tow.
So they put a ton
of power in it.
So there goes the fuel economy,
'cause the power doesn't
come from nowhere for free.
So you have to put these
big engines in them.
And they make sense for
towing and whatnot in those.
But these smaller
diesels in these trucks
make sense, 'cause now we're
getting the fuel economy.
And it did considerably better.
It actually-- not only does
it do better fuel economy-wise
than any of the other gas
trucks that we've tested,
but it also did better
than the last Ram
Eco-Diesel we tested as well.
So--
And we actually did--
sorry to interrupt.
But I mean, we actually
did some numbers,
and there will be
more of this online.
On our website,
ConsumerReports.com.
The payoff, that extra
cost, it pays off
in just a couple of years.
Right.
That's how much it was, right?
Yeah.
And here's the interesting
thing about diesels, when you
come to a truck that's using--
I mean, you look at the
large pickup trucks,
full-size pickup trucks.
I mean, they're often
getting 18 miles per gallon.
If you could get a couple of
more numbers, in terms of MPG,
and those, it's a
huge difference.
I mean, we're not
talking about going
from a Prius' 50 miles per
gallon to, like, 30 miles
per gallon.
We're talking about
a lot of fuel use.
So it actually has
a very quick payoff.
Well, and not only that
though, if you just
looked at it drivetrain
to drivetrain,
this diesel is just
so nice to drive.
I mean, it has power
right off the line.
That's with my point earlier.
There's no drawback to this.
I actually prefer driving it.
And I kind of like it's--
diesels, especially good ones,
have that kind of lazy nature
that keeps you driving
just, kind of like, slow.
But when you want that
instant power, it has it.
Plus, the transmission
is really smooth.
And it's quiet for a diesel.
Other that when it's
cold, it is quiet.
This is not your
father's diesel.
No.
No, it's not.
So I mean, and I'm thinking
about-- my father had a diesel.
So I grew up and we had--
I mean, we're wacky.
But we had a 1979
Peugeot 504 diesel.
Wow.
So I mean, this is,
like, old school diesel.
Tractor engine, yeah.
But even if you forget
about the French cars.
But I mean, if you haven't
had a diesel for a while--
and this was a car,
like, you know,
you go and you
gotta click and you
gotta wait for the glow plugs.
Gotta wait for the glow plugs.
Glow plugs, wait a while,
and then you start it.
And it's raggedy, raggedy.
And it's cold.
And you put this little
sweater thing on the grille
to make sure--
Yeah, to keep it warm.
And it doesn't warm
up for like another--
so this morning I had
our Silverado diesel.
And I looked, it was 19
degrees this morning.
And I just turned it,
it started right up.
Start's right up, yeah.
I got heat.
And it was, like, it drove--
it drives so nice.
It does.
And you were talking
about the way it rides.
So they made an update.
Chevy made an update
to the 1500s for 2020--
Because, previously we
tested a 2019 gasoline truck.
And it rides better because
they made some suspension
improvements.
So you're getting that
with this 2020 as well.
So we're seeing all of that.
It's a nicer truck.
There's no doubt about it.
Anytime I get to
drive it, I don't
care if I'm doing anything
truck related or not,
I just like driving it.
And I-- sorry to interrupt you.
Go on.
I towed with it.
I towed my boat with it.
That truck has less horsepower
than the gas version.
But it tows better
because of the power band.
It only has 277 horsepower,
but it has 460 pounds torque.
Your torque, exactly.
And of course, torque
is what you want--
For towing.
--that low end grunt for towing.
But you know what?
People might look
at that at first
and be, like, this
is a smaller motor.
It's a 3.0 liter,
it's not a 5.2.
And it doesn't matter.
It's a better setup for torque.
It flatout works.
I'm gonna rain on
the parade a little.
Oh, no.
Uh-oh.
So I mean, the one thing though,
is while it does use less fuel,
which does save you money
in the long run, pollution--
if you care about
the environment,
you know, I mean keep in
mind, even though it's
using less fuel, the diesel
cycle puts out more CO2
than gas.
So you're not necessarily doing
much for greenhouse gases.
Also there's other
pollution that's
coming from diesels that
is more than gasoline.
So it's not necessarily
the green choice.
It's, kind of, the nice
truck choice for sure.
That also depends on what the
diesel fuel prices are as well
compared to gasoline prices.
Sometimes they're higher.
It eats up some of the savings,
but you still do save money.
So there's some other
competitors for this Chevrolet
Silverado 1500 turbo diesel.
There's a new F-150
turbo diesel coming out.
There's Ram 1500 Eco-Diesel.
I mean, Jake, is diesels where
we're going with these 1/2
pickups down the road?
Well, I think we're going is
we're trying to figure out--
look.
We like pickup trucks.
Right?
Yeah.
They're not going anywhere.
They're not going anywhere.
So it's how can we
evolve the pickup trucks
so they're more fuel
efficient and they
make more sense in the future?
And I think there's a lot
of different ways to go.
I think these smaller diesels
make a whole lot of sense.
I mean, the other thing is
car-based vehicles, right,
the Ridgeline.
The Honda Ridgeline.
The Honda Ridgeline, I think
it's a really interesting
thing, where I
think smaller pickup
trucks makes a lot of sense.
It fits for a lot of people.
It does.
It doesn't have the
all-out capability,
but then of these bigger--
Some people don't
need that though.
A lot of people don't need that.
They don't need to
tow 7,000-plus pounds.
I mean, for me, if I'm throwing
the snowboards or the bikes
in the back, it's beatable.
It's more comfortable.
It's better all around.
So I think that's
a good way to go.
And the other interesting
thing that we're
seeing that's coming out soon
is a lot of electric trucks.
And electric
powertrains are great,
because there's tons of
torque, tons of power.
We're seeing what--
Rivian is coming out
with an electric truck.
Ford's gonna be doing
an electric truck.
Tesla Cybertruck.
The Tesla Cybertruck.
That thing's wacky looking.
Yeah, it is.
Is that a truck?
They're saying it's a pickup.
I mean, when I first saw
it, because at the angle
they showed it at and the
back is kind of sloped,
I didn't realize it actually
had a pickup bed too.
I thought it was, like, a big
piece of glass back there.
It's futuristic.
It's weird.
I mean, they say, it has a
stainless steel exoskeleton,
similar to an airplane design.
They're saying it's gonna
start under $40,000.
And the top version
will be able to tow
14,000 pounds, which
is a lot for a pickup.
I mean, here's the thing--
How long will it be able to
tow 14,000 pounds, though, for?
Well, that's the question.
Well, if it doesn't
exist, then--
let's say 1,000 miles.
I mean, it's coming.
Here's the thing about it is
that the electric trucks--
I mean, look, diesels are
rough and they're strong
and they can tow all this stuff.
It's for guys that
wear flannel shirts.
And electric powertrains
have not been, kind of,
in that same Venn diagram.
You know?
And what was really interesting
about the Tesla Cybertruck
is they really were emphasizing
how tough this thing is.
I mean, they did the
tug-of-war with the--
what was it the Ford?
F-150.
Yeah, it's smashing the--
It just drags it,
like, a rag-doll.
--side panels.
And then with the sledgehammer
you can't dent it and all that.
So then they're
definitely trying
to show how strong it is.
I do have some
concerns about that.
Because one, I mean,
some of the things
that keep you safe in vehicles
is the fact that they crumble.
I mean, that's a fair point.
So if you actually
were driving something
that was really, really
strong with this exoskeleton
of stainless steel
that doesn't move--
It just bounces off everything.
Your brain doesn't though.
Your brain, kind
of, goes forward.
It's, like, a Mad Max stuff.
And the other interesting thing
about these electric ones--
I mean, the Cybertruck, but
also some of the other ones--
we saw Bollinger had--
they were showing something
at the LA Auto Show--
is that because
they're so heavy,
because of all the
batteries, they're not
even light vehicles anymore.
So this one company Bollinger,
which is an electric truck,
they don't have to comply
to a lot of safety standards
because they're so heavy.
Wow.
And it doesn't
even have airbags.
Sneaky.
That's sneaky.
So I'm not saying that
the Tesla Cybertruck
doesn't have to comply to them,
'cause I'm sure they will.
We'll see.
But it is interesting.
They're very heavy
and it will be
interesting to
see, how does that
affect other cars
on the road when
you have such heavy passenger
vehicles now driving around.
So there's a lot going on
in the pickup truck segment.
And keep it tuned in here.
We're gonna follow all
of those stories for you.
So let's move on to audience
questions this week.
Don't forget, send
your questions,
comments, 30-second video clips,
to talkingcars@icloud.com.
So let's start
with the first one.
First question is, Rafi says,
I'm wondering why really tall
modified pickup trucks
are allowed on the roads.
Aren't they less safe
because of their taller
bumpers and headlights?
If speeding is frowned
upon as a safety issue,
I would think that
modifying one's vehicle
and making it less safe
should also be illegal.
Jake, what do you
think about that?
This seems like a good point.
And what is going on with the
laws related to pickup trucks?
Well, I mean honestly, they're
kind of all over the map.
So I'd say, it's
about your state laws.
And some have restrictions
on how high you could go.
But certainly, if you
lift up the vehicle--
you know, if you come into
contact with another vehicle,
I mean, you may be hitting the
rear window of a station wagon
or a minivan or an SUV,
rather than actually hitting
the bumper.
Well, and they're not
gonna handle the same.
No.
Well, yeah, I mean,
it's simple physics.
You pick a vehicle up
off the ground further,
you raise the center of gravity.
And also when you put suspension
lift kits and all these things
into trucks like that
or vehicles like that,
it's looser.
It's just naturally gonna be
a little bit looser-feeling.
And let alone all these
big off-road tires
and stuff like that.
You're affecting how
it handles, and there's
no doubt about that.
Not to say that it's
making it terribly unsafe,
but it's not gonna handle
like it did from the factory.
I mean, it was designed a
certain way for a reason.
Exactly.
Think about how much aren't R&D
goes into designing a pickup.
Yeah, and then you
just completely--
And you're completely changing
it, basically on your own.
You're gonna affect the
way that truck handles.
It's unsafer for the
person driving the pickup,
that they might have a crash.
But the worst thing
is if they have
an accident because they lost
control of the pickup and hit
someone else.
That's the really
terrible thing.
Sure, sure.
So, Rafi, thanks
for that question.
We have another one
here from Jonathan.
When Consumer Reports test
new cars on the track,
do the cars have
full fuel tanks?
Does the extra
weight of the fuel
have an impact on a
car's road test score
and how it handles
in everyday driving?
Ryan, I'll start with you.
You're part of our test program.
Do we use full gas tanks?
We do.
Is that one of our precise
measurements we do?
Yeah, so before we do any
of the tests on the track,
we make sure the
gas tank's full.
Because to answer his
question, yeah, it
can affect handling and whatnot.
And acceleration and braking.
Anything, right.
Even more importantly than
that, for us, it's consistency.
So every vehicle, we
just fill the tank up
so they're all on a
level playing field.
Even though these vehicles could
be different shapes and sizes
and hold more or
less fuel, that's
just the nature of the vehicle.
So you fill the
tank up, and that's
how we run all our tests.
Because there could be a
minor effect or something
if one car was tested
with a full fuel tank
and another was tested with an
eighth of a fuel tank, right?
Right.
So we're trying to draw
a level playing field.
Well, and the other thing
is that weight affects
just even normal driving.
I mean, the car is gonna
perform differently
if you've got just
yourself in the car
or if you have five
people in that car.
Right, Jake?
Absolutely.
I mean, look, if we had
all the time in the world,
we could test the cars in--
Every which way.
--every different combination.
But if you have four
passengers in it,
it's gonna change your ride.
It's gonna change
your acceleration.
It's change your handling.
You got something
heavy in the trunk--
I mean, there's all different
types of iterations.
I think what's
important is that--
Consistency.
--we just make sure we're fair.
And like Ryan said--
To every single car and truck.
--if had an empty tank
on one car and fuel tank,
that would be a problem.
We want to be as--
we're always trying to be
as consistent as possible
with everything that we do
here as far as our testing.
That's right.
All right, good
question, Jonathan.
Let's move on to
Julien from New Jersey.
I just finished
watching a CR video
about the importance of having
enough tread on your tires.
This sounds like a
Ryan question already.
I drive about 6,000 miles a
year, usually in the suburbs.
In these conditions,
I still have plenty
of tread after four years.
But I can feel the
tire losing some
of its grip and responsiveness,
especially in cold conditions.
How does Consumer
Reports account
for this in their testing?
Is there a technique to
simulate older tires?
Ryan, we've talked
about it before,
but you're one of our
tire-tester extraordinaire.
So do you have an
answer here for Julien?
Yeah, so in our
tire testing, we've
done some what we called
tread loss or worn tire
testing, where we
actually shave tires down.
But that's simulating, you
know, as your tires wear,
you lose the tread--
which was some of probably
what he saw in that video.
But there's another effect
that happens with tires
as they wear.
They age.
The rubber can dry
out a little bit,
oxidizers-- there's a lot of
things that are happening.
So the compound's not gonna
work as well over time?
Yeah, And four years,
four years seems
like a short amount of time.
Some vehicle manufacturers say
you should replace your tires
after six years,
irregardless of tread,
just because they are
starting to dry out.
The compound's
changing a little bit.
Some tire manufacturers say
about 10 years actually.
Really?
Oh, wow, OK.
That's a pretty long time.
Actually, it's
quite a long time.
But to his point, 6,000
miles in four years,
he's got maybe 24,000
miles on those tires.
Depending on the
type of tires, those
could be a quarter,
maybe even half worn.
So now, the tread is
actually changing.
So that's why he's feeling
some of that loss of grip
or whatnot.
Could it also be also--
it's mentioned mostly
in cold conditions.
Could it be that if
it's an all-season tire,
it might not be performing
as well as a winter.
A winter tire is gonna do
better with that softer
compound in the really
cold temperatures.
And it could be as
simple as that even.
Right.
In winter conditions.
Yeah, so you gotta pay
attention to your tires.
Make sure the tread's
good, they're not too old.
Always buy four new
tires, the freshest tires
you can find at a time.
I'm impressed by him, like,
feeling the differences
and the nuances.
So that's-- so depending
on the tires you bought,
you are your own tester.
If you start to
feel these things--
if you don't have
confidence anymore,
maybe it's time to buy new
tires-- even if they're not
worn out completely.
Well, I just-- my compliments
to him to be able to feel those
nuances.
Paying attention, right.
Because I mean, a lot
of people, they'll
drive a car with
a flat tire and--
They don't even know it, right.
--wouldn't notice
the difference.
So I mean, it's
really good to be--
Diligent about it.
--in-tune with your car.
And truth is they feel,
when they're brand new--
I mean, when I used to--
when I was racing my MR2
all the time, the guys who
were winning the races, they
were putting a fresh set
of tires on every race.
It matters.
That gets expensive.
It got real expensive.
I wasn't doing that, believe me.
But I mean, every race--
You just drive through it.
--you got that fresh rubber.
Right, it matters
It was a little bit better.
All right, Julien,
keep in touch.
We might be reaching out to you
if we need another tire-tester
down the road.
Let's move out to
Steve from New Zealand.
Wow.
Steve says, I'm moving
back to the US soon,
and I'm considering buying
an old Prius, a Toyota Prius,
with fuel costs being
important to me.
EPA estimates for
mileage for a 2012 Prius
are 51 city, 48 highway,
and 50 combined.
CR testing found 32 city,
55 highway, and 44 combined.
That's a big discrepancy.
Help me understand why your
real world testing conditions
would make that much
of a difference.
Jake, so we're talking about
a third generation Prius here.
Can you explain
this difference here
between what our
fuel mileage was
and what the EPA was
saying at the time?
Well, first of all, let me
say that this Prius is gonna
get really good fuel
economy, whether or not
you look at our numbers or
EPA numbers or whatever.
I mean, still, it's very good.
And the differences
are kind of nuance.
Because when you get to that
high amount of fuel economy,
small percentages
are big swings.
Our fuel economy regimen is very
different from the EPA regimen.
Let's just lay that out.
Our highway, I'm gonna
do the air quotes here,
is really just steady
65 mile per hour.
That's what we're doing,
steady 65 miles per hour.
Realistically, if
you're driving highway,
you're not gonna get quite
that good, because you're
gonna be fluctuating.
You have an on-ramp or whatever.
Our city is a simulated city
traffic loop that we do.
The city on the EPA is
very gentle, especially
with a hybrid.
Like, gentle on the
throttle you mean?
Very gentle on the throttle.
So if you drive your Prius,
your hybrid, very, very gently,
you could stay on that
electric a lot more.
You don't pop on
the engine as much.
So it really, really makes
some of these hybrids
look incredibly
good in the city.
But if you're in a city,
sometimes you gotta get on it.
I mean, it turns
green, you're gonna
be honked if you go with a
gentle, gentle acceleration.
I think the way to
look at it, though,
is look at the final number.
I'll stand by the
44 that we got.
If you drive it
normally, that's probably
about what you're going to see.
You could get 50, if
you drive more gently.
So I mean, it's still good.
And we do our test
the way we do it
because we're trying to have it
be as close to his real world
as we thought we could make it.
And that's why we
do it that way.
Yeah.
I mean, we think, in
terms of the city traffic,
I mean, people sometimes do have
to get on the throttle a bit.
That's what you do.
All right, great question.
That's gonna do it
for this episode.
If you want to learn more
about the cars and the topics
we talked about, you can click
on the links in the show notes.
Don't forget to send
those 30-second video
clips, questions, comments
to TalkingCars@icloud.com.
As always, thanks for watching
and we'll see y'all next week.
[MUSIC PLAYING]

2019 Chevrolet Silverado - Review & Road Test

Kelley Blue Book:

When Chevrolet first revealed their
fourth-generation full-size Silverado
they dangled it from a helicopter onto a
massive stage.
Hey, our reveal is just as extravagant.
Okay so maybe we need more helicopter
budget, but we're on dirt and those used to be pine trees. So here it is the
fourth-generation Chevy Silverado.
Okay, I can't.
You know I'm not sure this looks that
different from the previous model. There
are four grille options, this is one of
them and it's bigger and beefier than
the previous generation, but other than
that it looks pretty much like a
Silverado. It does have a steeper
windshield and adds a roof spoiler for
better aerodynamics, but also rides an
inch higher than the third generation.
Thanks to its new bigness the second row
in the crew cab expanded. There are three
more inches back here of space for your
legs, but if you prefer to haul stuff
inside the 60/40 seats fold up. There are
a lot of cool storage spaces.
Check out that cubby. It's pretty neat.
This is bigger than some apartments I've
lived in.
Bed size also benefits from the
Silverado's expansion to the tune of
seven inches of width thanks to GM now
stamping the beds into pieces. It's also
stronger, which is a good thing for tough
payload.
Even the 12 standard tie-down loops are
stronger, and there's an optional power
tailgate, which we think is cool. The
Silverado comes in eight models. The Work Truck
comes with vinyl or cloth seats
and 17-inch wheels, remote keyless entry,
a USB port, seven-inch touchscreen and
Chevrolet's Infotainment 3 system with
Apple CarPlay and Android Audo. Optional
safety features include front and rear
parking assist, lane change alerts with
blind zone warnings, and rear
cross-traffic alerts. Those are some good
options for a base model truck. The
Custom trim adds 20-inch aluminum wheels
and LED tail lights. The Trail Boss adds
a 2-inch lift and the optional Z71
off-road package, which of course
requires four-wheel-drive and includes a
locking rear differential, skid plates,
and 18-inch Goodyear Duratrack tires
for off-roading. Step up to the LT trim
and there's the aforementioned
optional off-road equipment, an
eight-inch touchscreen comes standard as
well as a step up to the 8-speed
automatic transmission from the 6-speed
in lower trims. Hill descent control is
also a good option for when you're
coming down from all those mountains
you're driving over. The LT Trail Boss
includes the off-road capabilities of
the custom Trail Boss. Looking for a
sporty or Silverado the RST trim
includes body coloured exterior trim LED
lighting and 22s.
This high country is at the top of the
Silverado trim mountain, and it is swank
at the summit. Everything is covered in
leather and it's pretty comfy in here in
a truckie kind of way. Both front seats
are heated and ventilated and the
driver's side has 10-way power
adjustment including lumbar. Micah!
It's wireless charging capable and the
storage in the center console is so big
you could probably fit a whole bucket of
fried chicken in there.The Bose audio
system is awesome, you know what, if I
went camping I would probably just stay
in here. Six powertrain choices are
offered on the Silverado. Those larger
two are new options and include GM's new
dynamic fuel management system which is
able to use as few as two cylinders
cutting fuel to the rest for improved
fuel economy. The diesel option is new too. Some EPA numbers weren't available for
various power trains at the time of this
videos making, but here are those that
are.
The 4.3-liter V6 offers up 285
hp and 305 pound-feet of torque.
The 6.2-liter V8, which is in this High
Country crew cab I'm driving has 420
horses and 460 pound-feet of torque. With
a curb weight of 5,000 pounds, a payload
capacity of a little over 2,100 pounds,
and towing capabilities of 12,000 pounds
I'd say that power is going to come in
really handy. That's cute.
Incidentally that's less towing capacity
than a similarly powered Ford F-150 but
more than the RAM 1500 and the same as
the GMC Sierra, which makes sense because
they share power trains. But how does it
drive I hear you ask? You know what? I
have a really good way to find out. Why
thank you.
On the road the Silverado feels sturdy
and solid but surprisingly un-trucky. It
actually drives like a much smaller
vehicle. That might be thanks to Chevy
shaving off up to 450
pounds depending on which Silverado you
drive. The Silverado makes easy work of
curvy mountain roads and is maneuverable
enough to not get you in too much
trouble when parking in relatively tight
spots. The High Country's more refined
road manners are partly due to a 10-
speed automatic transmission with which
it is equipped. Shifts are quick and
smooth. It's tight ratios keep the engine
closer to peak power when at full
throttle. It also makes for easier
operation when towing. It's too bad this
transmission is only an option on the LT
trim and above with the diesel or 6.2-
liter engine. The cabin is quiet. I don't
hear the road and there's no notable
vibration or noise coming from the
engine when that DFM system is doing its
thing. You know if someone was looking
for a midsize crossover alternative with
more utility and towing capacity then
the Silverado drives nicely enough that
it should be considered an option.
Base price on the Work Truck will cost
you around $31,200 including
destination. Our tricked-out High Country,
which is at the top of the spending
spectrum is more like $67,000. This one
also has the Deluxe package that
includes safety features like forward
collision alert, lane keep assist with
lane departure warning, low speed forward
automatic braking. It also has a sunroof,
all-season tires, as well as the Tech
package that gives us the surround
vision camera and head-up display. Those
safety features come in handy especially
in a big truck like this. Sometimes
little things like Miatas or cyclists
are really hard to see. You know, I kind of
feel like the blind spot warning is
pretty much on all the time in this
thing.
The purchasing sweet spot though is
probably the LT trim that starts at just
under 40 large and comes standard with
the 5.3-liter engine and the 8-speed
transmission, but is optional with the
diesel engine mated to the 10-speed. It
also opens up more optional packages
that include tilting and telescoping
steering wheel and navigation. If you're
in the market for a full-size truck the
fourth-generation Silverado has a lot of
competition to check out including the
F-150, Sierra, Ram 1500 and even the
Nissan Titan and Toyota Tundra,
but the Silverado has a lot of great
qualities to consider. It's well equipped,
nicely powered and a good-looking truck
that rides nicely on the road. See no
splashy helicopter entrance necessary.

2018 Chevrolet Traverse - Review and Road Test

Kelley Blue Book:

the second generation Chevrolet Traverse
it's a three row midsize SUV that we
really like propelling our positive
vibes is a deeply functional interior
let's start somewhere boring door
storage the front rear doors are loaded
with bins and nooks galore though I'm
not quite sure what defines a bin versus
a nook beyond the aforementioned door
nooks smaller items can be stowed in the
sizeable center console in this spot
below the second row climate controls or
in a handy USB adjacent bin beneath the
center stack aside from slight pressure
in the upper back region the front seats
are superbly comfortable and as the
driver you'll enjoy a highly
customizable driving position supported
by well-placed arm rests just know drive
like a maniac and you'll wish for more
lateral support Headroom is
unsurprisingly excellent up front but
that excellence extends rearward as well
Tim is six foot something and look his
head is not mashed against the headliner
nobody cares also he's British and too
polite to complain about legroom so I'm
going to proactively slide and angle my
seats slightly forward. Thank you. Sorry I was uncomfortable. It's fine.
with less diplomatic occupants rear-seat
nice space could be tight but as
consolation third row dwellers are
gifted a wealth of cupholders decent
foot space under the second row and two
USB outlets on that note the Traverse
comes with USB ports in all three rows
that plus an optional three prong outlet
means well-charged devices ensuring your
family never has to, you know, speak
where material quality is concerned the
Traverse leaves room for its Buick
Enclave sibling to fancy things up even
so GM's mainstream offering incorporates
some soft materials and in many places
uses a soft coating to spruce up hard
plastics in other places it doesn't with
the second and third row stowed Traverse
owners have a substantial ninety eight
point two cubic feet to fill raised
those seats and twenty three cubic feet
of dedicated cargo space remains
supplemented by an additional 3.2 cubic
foot underfloor storage hold while
prattling on about the traverses many
fine qualities we should reserve time to
talk about how it drives and how it
drives is lovely the suspension
skillfully absorbs bumps while keeping
the chassis in check when cornering and
when you pick up the pace interior noise
is mostly quashed except for some
whistling in this region, which you would
hear if I didn't have to stop for that
stoplight
the man says I have to stop
providing propulsion is a mighty 3.6
liter v6 that tows up to 5,000 pounds
and moves the Traverse with real
authority when asked maybe more
impressive is the standard 9 speed
automatic it's a shining star of a
transmission that delivers virtually
seamless transparent shifts and when you
introduce the accelerator to the carpet
acceleration and downshifts occur without
delay for its size the Traverse is
fairly efficient aided by an
inconspicuous but undefeatable automatic
engine start/stop system that saves fuel
when the vehicle is motionless if you
don't mind giving up a few mpg the
optional all-wheel drive system adds
traction inslippery conditions a
turbocharged four-cylinder engine is
also available but only in the sporty
Traverse RS producing less horsepower
more torque and better city fuel economy
than the v6 the real trick with a
relatively large SUV is to hide its
girth the Traverse does just that with
light and easy steering and a tight
turning circle that make it a confident
parking tool parked on the flipside
visibility over your right shoulder is
terrible especially since depending on
where the seats are the right second row
headrest completely blocks the side
window in my experience if you can see
what's in the adjacent Lane lane changes
are less stressful
helping address those visibility
concerns our higher trim features like
blind spot monitoring a 360 degree
camera system rear cross-traffic alert
and rear but not front parking sensors
rounding out the option roster are
indulgences like wireless phone charging
a hands-free tailgate heated and
ventilated front seats leather and a
heated steering wheel choose the fancy
high country trim with its power folding
seats and traction enhancing dual clutch
rear differential and you can spend
nearly fifty three thousand dollars it's
worth mentioning that adaptive cruise
control is only offered on the high
country trim while many competitive SUVs
offer similar technology at a lower
price point and if you need eight seats
you're stuck with the low end L & LS
trims as higher Traverse trims only come
with seven in basic not quite $31,000
form the Traverse comes surprisingly
well equipped with keyless entry and
push-button start three-zone automatic
climate control a wide-angle backup
camera a smart slide 2nd row seat for
easy third row access and 7 airbags
including a center airbag that deploys
from the inboard side of the driver's
seat the standard infotainment system is
a 7-inch unit featuring apple carplay
and android auto but buyers can also
upgrade to an 8 inch system with a
lockable storage area behind the screen
hiding the traverses elusive seventh USB
port either way the screen is decently
sized placed within reach and the menus
are a cinch to navigate while shopping 3
row midsize SUVs it's always smart to
investigate the alternatives some
standouts include the roomy VW Atlas
the practical Toyota Highlander the
thoughtfully crafted Honda Pilot and the
strong selling Ford Explorer
pleasant to drive and
competitively-priced with lots of cargo
space and room for up to 8 passengers
the Chevrolet Traverse is fantastically
suited for family duty despite some
formidable competition the Traverse is a
midsize SUV that deserves your attention

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

2020 Chevrolet Silverado 2500/3500: First Look – PickupTrucks.com

Cars.com:

this is our first chance to see the 2020
Chevy Silverado heavy duties right next
to me is a 2500 LTZ and you can look at
it and tell that this is an all-new
pickup truck powertrain design interior
everything has been completely redone as
far as powertrains the carryover Duramax
diesel is gonna come to the new 2020
Silverado HD s what you have here are
some Auto Show cables so it might look a
little bit different but still the exact
same carry over engine 445 horsepower
910 foot-pounds of torque but now has a
10 speed heavy-duty Allison transmission
made it up to it also the big news in
all-new 6.6 liter direct injection v8
engine 401 horsepower 464 foot-pounds of
torque now that new gas engine is also
made it up to a revised six-speed
transmission and also one thing to
consider here if you're doing any work
on your engine on these new heavy duties
they're a little taller than they were
before so when you're trying to reach
for this hood it's a little difficult
inside everything is going to be very
familiar to the Silverado half-ton
pickup truck regular extended and crew
cab is going to be larger more legroom
especially for rear passengers but the
inside - very very similar to what we've
already seen on the half tons dual glove
boxes this is the LTZ package very nice
organic looking center console plenty of
storage here in the middle and also a
uniquely designed gauge cluster for the
driver another feature we like an
all-wheel drive capable transfer case on
a heavy duty vehicle that's a segment
exclusive here at the back of the truck
we love the fact that it's got the rear
view cameras push button tailgate drop
does it automatically you also have four
fifth wheel or gooseneck hitches you've
got the 4 and the 7 pin hitches here on
the inside also a three-prong 120 volt
plug here on the opposite side and then
you've got almost 7 inches of extra
width in the beds and the longest beds
in the segment no matter what the cab
configuration
and then because this has the auto
dropout a lift tailgate one push button
and it'll send the tailgate right back
up and closed
there's obviously tons to talk about
with this new vehicle and we will be
talking more about this after we get
some time behind the wheel but to call
out just two features that we really
like the DEF tank is right here at the
fuel filler and the fact is that every
single duly equipped Chevy heavy-duty
Silverado 3500 with the diesel will be
able to tow over thirty five thousand
pounds for more information go to pickup
trucks.com
you

Electric Trio: The Chevrolet Bolt, Nissan Leaf and Tesla Model 3 Square Off | Edmunds

Edmunds:

[MUSIC PLAYING]

DAN EDMUNDS: What we have here
are three electric vehicles
that are well known,
perhaps because each
is a dedicated EV that has
no gasoline counterpart.
Chevrolet has plugged
everything they
learned from their Bolt plug-in
hybrid into the Bolt EV.
JASON KAVANAGH: The Model 3
represents Tesla's first foray
into a more accessible EV.
CALVIN KIM: And the Nissan
LEAF, the first widely available
electric vehicle in
the United States,
is now in its second generation.
And while they're all
mainstream offerings,
they're not true
direct competitors.
JASON KAVANAGH:
Today, we're going
to explore the differences and
similarities among these three
popular EVs.

Well, the Tesla Model 3 has
a lot of power, actually.
I mean, there's no
complaints that I have
with the acceleration in this.
And like all EVs, it
has that instant torque.
You can punch around cars on the
freeway pretty much instantly.
I mean, you dip your foot
down on the accelerator,
and there's just an instant
reaction from the car.
That's one of the
things that EVs
and in particular, the
Tesla does really well.
DAN EDMUNDS: One of
the things I like
about the Bolt is it's quick.
I'm just rolling into the
throttle, not really laying
into it hard at all.
And it's up to speed
and in a short order.
And I am having no problem
getting around folks.
People think these
things are golf carts.
Uh-uh.
CALVIN KIM: The Nissan LEAF has
what sounds like a low number--
146 horsepower.
But it's the torque that
really gives it the beans.
It's got about 236,
possibly the torque.
Don't quote me on that.
But 236 is a lot for
a small car like this.
The car weighs
about 3,500 pounds.
So it's well in line.
I mean, basically, it'd
be equivalent to a bigger
engine in a compact car.
Needless to say, acceleration
is easy and brisk.
JASON KAVANAGH: Well, compared
to the Bolt or the LEAF,
the Tesla Model 3 is
definitely the most powerful.
It's the most capable.
It's also the most expensive.
It's also the only rear-wheel
drive EV of the three.
The other two are
front-wheel drive.
And that affects the driving
dynamics in a beneficial way
for the Model 3.
The Model 3 has the best
steering and handling
of the bunch by far.
It's just a more
grown-up feeling
car in the way it
goes down the road.
The steering feel
is really good.
It corners flat.
It picks up its speed
well over bumps.
In terms of steering
and handling,
the other two don't
touch the Tesla Model 3.
DAN EDMUNDS: The
Bolt handles great.
I mean, you wouldn't
think so to look at it.
It's tall and skinny.
But the battery pack is low
and underneath the floor,
so that keeps the
center of gravity low.
And that makes it feel
more like a go-cart
than an SUV or
something like that.
The steering is also
nicely weighted.
It's immediate, but not darty.
It's just what you want to kind
of maneuver around in traffic.
JASON KAVANAGH: Now,
the range in the Model 3
is kind of its trump card.
We got the long-range
version, which
has a 310-mile max range
in normal mode, which
is what Tesla recommends you
use on a day-to-day basis.
This will do 279 miles, which
is still really impressive.
It's still more range
than the other two.
In fact, it's the longest range
EV you could buy currently.
CALVIN KIM: This
face-lift of LEAF--
you get 150 miles
of claimed range.
Wonderfully for us, if
you put it in ECO mode
and enable e-Pedal, you can
get a lot more than that.
With our long-term
LEAF, we've been
able to drive it a
little bit already.
And we've routinely
gotten over 150 miles
with those features enabled.
That's great news for
commuters, especially
those that drive a little
bit longer distances.
So they can go a week
without charging.
Now, for EV owners,
the best way to do it
is to charge every night.
But, hey, if you're going to
go visit a friend's house,
or maybe go across town
to hang out somewhere,
it's nice to have that option.
DAN EDMUNDS: The Model
3 has a higher range
rating than this one.
But I don't really think
that at actual practice
that would be the case.
Because I've had a
really hard time getting
close to the Model 3's rating.
And yet, with this car, which
is rated at 238, I've gone 334.
That's almost 100 miles
more than the rating.
And if I'm paying for
more battery than I need,
then that's a big part
of the price of the car.
And this car could be cheaper
if it had a 150-mile range
or a 175-mile range.
CALVIN KIM: One of
the best advantages
of electric vehicles is
the ability to regenerate,
which is regenerative braking.
That means you can use an
electric motor that propels
you to help slow you down.
And one thing that
they did very cleverly,
though, is give you a
switch right on the center
console here called e-Pedal.
And just by clicking the
switch, you immediately
engage that
regenerative braking.
Nissan says you can
break as much as 2/10
of a "g," which doesn't
sound like a lot,
but from our
testing, it's plenty.
JASON KAVANAGH:
And in the Model 3,
the regenerative
effect is strong.
You can basically
one-pedal drive this thing
most of the time.
DAN EDMUNDS: Now, the Bolt is
especially good in this regard,
better than I think any
other car that you can buy,
any other EV.
Because when it's in
drive, like it is now,
I toggle using this here.
When it's in drive, there's
no regenerative braking.
It's all pads and rotors, so
the brake feels utterly natural.
A lot of cars--
EVs and hybrids use something--
a computer that kind of
decides whether it's
going to be regenerative
or brake pedal, based on demand.
And so then the
brakes feel weird.
This never feels weird, indeed.
And then when you
put it in L, there's
so much regenerative braking
that the brake lights come on.
And you can actually execute a
stop all the way down to zero
without ever touching
the brake pedal.
You just modulate the throttle.
Compared to the
Model 3 and the LEAF,
I like the Bolt's
setup much better.
Click it into L. You've
got all the regen you want.
Put it in D. You've got the
brake pedal feel you want,
if you want that.
The Model 3-- it's poke
through the touchscreen.
And the LEAF requires
you to flip a switch,
and you may not
remember to do it.
And it's not where you
think it should be.
This is really intuitive,
really easy, and very effective.
CALVIN KIM: Inside
the Nissan LEAF,
you'll find a pretty
much traditional car.
The materials are good.
There's not a lot of busyness
with the colors and design
choices.
We're in the top SL
model, so the seats
are this nice leather
with microsuede inserts.
The controls-- again, easy
to use, well laid out.
Again, it's more like a regular
car, instead of maybe a science
project, or a sci-fi set you'll
find in some of the other EVs.
DAN EDMUNDS: The one thing
that really disappoints
me more than anything
else about the Chevy Bolt
is the quality of the
interior materials.
It's just hard plastic
which would be OK
if it was attractive.
But there's just a
lot of weird lines.
And this color scheme
is kind of hard to take.
I mean, I would trade
away some battery capacity
and range to get
a better interior.
I mean, it doesn't
help that we've
got the light-colored
interior here.
I think that really does not
show it in its best light.
A darker color might
mask some of this stuff,
even like the reflections of the
dashtop or in the windshield.
Everywhere I go at just
about any light condition.
And that's kind of annoying,
because the visibility as a car
is great otherwise.
This car is probably
the least well equipped
of the three when it comes
to active driver aids.
It has a Lane Keeping
Assist System.
It has a Forward
Collision warning,
but it doesn't have
Adaptive Cruise.
It has nothing like Autopilot
or Nissan's ProPILOT Assist.
That's not bad because
you're not paying for it.
But at the same time,
it does lag behind.
And you couldn't get those
things if you wanted them.
JASON KAVANAGH: The design
of the Model 3's interior
is pretty unusual.
There's not a whole
lot of stuff in it.
I mean, it's a wide-open
space with a big touchscreen
in the middle, and
that's about it.
I mean, you could
even go and say
that maybe this is a
little generic looking.
But what you can't say is that
it's cluttered or crowded.
It feels really breezy
and airy in here.
There's a lot of space.
If you need anything, you
have to go to the touchscreen.
Or you've got a couple of
controls on the steering wheel,
and that's about it.
A good amount of
headroom for me.
I'm over 6 feet tall.
It does have this panoramic
sunroof arrangement
up here, which gives you a
little bit extra headroom.
Compared to the Bolt and the
LEAF's interior, or the Model
3's cabin-- is
definitely a departure.
And some people really love it.
And some people--
they're maybe going
to have to warm up
to it a little bit.
In terms of material
quality, the Model 3
does pretty well there.
The seats are this
synthetic leather,
which feels pretty convincing,
and looks like the real thing.
There's this synthetic
suede on the headliner
and on the door panels.
There's also this wood
applique on the dashboard.
Overall, the materials look
pretty good at a glance.
If you look closer at
the Model 3, though,
you'll notice some build
quality issues here and there--
cheap plastics, things
that don't fit quite right.
We've had some issues with
things falling off our car.
But it is built to a
higher price point,
certainly than the
Bolt or the LEAF is.
CALVIN KIM: The Nissan
LEAF is a hatchback
which means, obviously,
it's got a big hatch.
A lot of interior cargo room
with the seats folded up.
The rear seats do fold 60/40.
You'll find that once
you do fold them up,
there is a bit of a shelf
from the seatback to the cargo
floor.
But I'd say that between
its comp competitors,
this general cargo
area is very useful--
the low-loading height,
and the nice, deep floor,
and the tall ceiling height.
So you can fit taller cargo,
bulkier cargo in a little bit
easier.
DAN EDMUNDS: Of
the three, the Bolt
does have the least
cargo-carrying capacity
on paper.
But it is very flexible,
because of the way
the seats fold, the
way the floor can
be set into two positions.
And because you can
put roof racks on it.
JASON KAVANAGH:
The Model 3 might
look like a hatchback
from the outside,
but surprise, it's
a sedan, which
means it has a
traditional sedan trunk.
But that's no bad thing, because
the Model 3's cargo space
is pretty huge.
Not only is the trunk really
deep and a good width,
there's extra bonus storage
in the floor of the trunk
and an additional trunk
at the front of the car.
So you're not hurting for
cargo space at all in this.
Another thing it has is a
60/40 folding backseat, which
goes basically completely flat.
You could sleep in the
back of the Model 3
if you fold the seats down.
That's how much space there is.
CALVIN KIM: Compared
to its competitors,
the LEAF prices pretty well.
Now, in this SL trim with the
Pro-PILOT Assist and everything
like that, that'll set you
back a little over $37,000.
That's a little bit
less than the Bolt
Obviously, a lot less
than the Model 3.
And the federal tax credit is
still available for this car,
so you can get out the door
for a lot less than that.
You do get a lot of
car for your money.
The biggest attractor,
though, will be the range.
Both the Bolt and
the Tesla Model 3
have a lot more range
than the LEAF does.
Now, for those that are truly
range conscious that really do
want to go on
longer trips, rumor
has it that the Nissan LEAF--
bringing out a higher
range LEAF next year--
one with a 60-kilowatt battery
that cracks the 200 barrier.
Even if you're on
the fence about that,
this standard range
LEAF with 150 miles
is nothing to sneeze at.
DAN EDMUNDS: The
thing about this car
is you can buy it with
a premium package,
or you can get the
lower-priced base
model that does everything as
far as the driving experience.
It just doesn't have as
many bells and whistles
for a lot less money.
The Model 3-- right now,
the mythical $35,000 one
doesn't exist.
It's vaporware.
Certainly, this is a lot
less money than the Model 3.
If the $35,000 one
ever comes out,
well, we may have
to re-evaluate that.
JASON KAVANAGH: When the
Model 3 was launched,
it was purported to be the
$35,000 entry-level Tesla.
While that might
be the case, Tesla
is not shipping the $35,000
variant of the Model 3.
They're only shipping
a long-range variance.
And once you have
even a bare minimum
of options like this one--
I mean, this one's
sticker price is $55,000.
So we're in a totally different
segment than the other two
cars, which are substantially
less expensive than this one.
Tesla's Autopilot system
makes Nissan Pro-PILOT Assist
look like it's in diapers.
And in a way, it is.
It's Nissan's first attempt
at a semi-autonomous driving
mode, whereas Tesla has
had several years now
of real-world use of Autopilot.
And they've accumulated
a lot of data.
With that said, it's
not a perfect system.
We've discovered some
issues with it in the past.
But the continual
software updates
are a means to
address limitations,
not just in Autopilot, but
in any system in the car.
So again, pros and
cons with being
at the leading edge of things.
CALVIN KIM: Definitely one
of the coolest features
of the LEAF is Pro-PILOT Assist.
Now, it's not an
autonomous driving system.
What it is, though, is
a very, very connected
driver-assist system.
Now, just one button push
on the steering wheel
enables the system.
And then to turn it on, you just
activate your cruise control.
Now, what that gives you
is adaptive cruise control,
which keeps the distance from
ourselves and the car in front.
It does lane centering to--
keeps the car in the
center of the road.
And it'll even bring
you to a complete stop.
It's not a self-driving car.
All it's doing is just
keeping it in the center
and at a safe distance
from the car in front.
In an interesting twist of
fate, this system actually
works pretty darn good, even
alongside the Tesla's Autopilot
system.
Now, the Tesla has
the advantage of a GPS
and a connected system, where
it knows road conditions
to a certain extent.
The Nissan does not
have that feature set.
But considering the price
premium that Autopilot has
and that Tesla has, we believe
Pro-PILOT is a fantastic
addition to the Nissan LEAF.
DAN EDMUNDS: The thing
about the Bolt EV
is while I like
the way it drives,
I'd trade some of its range
for a nicer interior and better
seats.
JASON KAVANAGH: Yeah.
And while the Model
3 is definitely
the best driving,
most capable EV here,
you're going to pay
for the privilege.
The least expensive Model
3 you can get is $50,000.
The $36,000 version
just doesn't exist yet.
CALVIN KIM: Speaking of price,
that's the Nissan LEAF's forte.
It's the least expensive.
But it's also one of the more
comfortable out of the three,
which begs the question,
which of these three EVs
is the right one for you guys?
DAN EDMUNDS: Well, for me,
151 miles of range is enough.
And I do like those
seats, so yeah, the LEAF.
JASON KAVANAGH: Yeah.
For me, the cost is the
single overriding factor.
And while I don't think the
Nissan LEAF is necessarily
the best driving one
here, its price point
is really attractive.
So that's the one for me.
CALVIN KIM: Well,
we're unanimous.
It's the LEAF for
me also, thanks
to its price and practicality.
DAN EDMUNDS: But I
do reserve the right
to change my mind
when the $36,000 Tesla
Model 3 becomes available.
For more videos,
click Subscribe.
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The 2019 Chevrolet Corvette ZR1 Is Actually AMAZING

Vehicle Virgins:

Next to me is the 2019 Corvette ZR1
The fastest Corvette ever made
And with a base price of $118,900, the most expensive Corvette ever made
So is the ZR1 worth the money and can it keep up with supercars of modern day
That's what i'm here to find out
Special thanks to StreetSpeed717 for loaning me this car, this is his personal baby
And I really appreciate it, I've got a link in the description below to his channel if you wanna check it out
Under the massive hood of the ZR1 is a 2.6 liter, supercharged V8
Dubbed the LT5
It's actually very similar in architecture to the ZO6's LT4
Only the blower is 52% larger
Let's go ahead and pop the hood, In fact the new 2.65 liter blower was so big
That they had to completely redesign the hood in order for this to fit
And in order to keep up with the amount of fuel required for the ZR1 at full load
Not only does this have direct injection, they had to supplement it with port injection as well
All combined it results in a massive 750HP and 715PFT (Pound Feet of Torque)
Oh yeah, and the top speed of 212 miles an hour
Around the back we have a newly designed quad tip exhaust
That makes this ZR1 the loudest Corvette ever made
And under full load when the exhaust is heated and up to tempature
It shoots massive blue flames
Now not the type of flames where you accelerate and let off the gas and then is shoots flames for a couple seconds
I'm talking about, when your flat out in the ZR1 it shoots a blue flame... the entire time your on the gas
Like this is some sort of rocket ship
Now you'll notice this wing is a little bit small for the ultimate track Corvette
That's because it's one of two downforce options that Chevy calls the "low wing"
The other one is the high wing and that produces 60% more downforce
Than the current ZO6 with the same levels of drag
It's also fully adjustable up to 5 degrees
If you look at the rear window
A ton of tiny Corvette logos
That forms this nice gradient
Did they have to do that on the rear window? Absolutely not, but it's pretty cool that they did
the front facia of the ZR1 now has 3 air intakes
instead of one
That helps feed air over the newly added radiators
In fact there are 4 additional radiators over the ZO6
For a total of 13 heat exchangers
That's actually 3 more than a Bugatti Chiron has
Cooling was huge issue on the ZO6
When it was first released and Chevy didn't want to make the same mistake again
Well the previous generation ZR1 featured a clear poly-carbonate window
In the hood so that you could see the supercharger
They didn't do that with the new ZR1 that's because
The power-train actually sits 3 inches higher
Than any other Corvettes
So as an engineering challenge, developing a hood
That both fits over the supercharger
and doesn't completely obstruct the view of the driver was quite difficult
They've done that...
Sort of,
Come around to the side of the ZR1 and you'll notice the massive wheel arches
These are actually half an inch wider than the Zo6 to help incorporate the
To help incorporate the wider 10.5 inch front wheel
285 section tires on the front
335's out back with Michelin Pilot SuperSports
Is that enough to tame 755HP, just to the rear wheels
We'll find out, the side profile of the ZR1 actually looks
Very similar to the ZO6
Minus this large carbon fiber vent here
doesn't have that ZO6 insignia looks a little bit cooler
The interior of the ZR1 feels very similar to that of a ZO6
It's familiar yet still upscale and classy
Weve got a plethora of carbon fiber
Alcantara, leather
and you can tell that Chevy took criticism into consideration with the C6 generation
As they radically improved the interior for the C7
And even upped the game a little bit more in the ZR1
There are 2 trim options for the interior of the ZR1
We have the 1ZR package and the 3ZR package
The 3ZR being the more expansive upscale version
It comes with heated and ventilated seats
custom lether interior a ten speaker BOSE sound system
It even had this camera in the front
That allows you to see exactly where the curb is
So that you don't smash the bumper of your ZR1
Into a curb, it also comes with PDR as standard
And a few other optinons as well
With the 3ZR package you also get 11 interior color choices
Instead of just one in the base package
and because this is a ZR1
You have tons of space in the back like all Corvettes
I love the fact that this is a full fledged supercar
Yet you can also carry around a lot of luggage
15 cubic feet of space
Lets compare that to the GT3 RS another car that's
Close to this one in its competition on the track
That only has 4.4 cubic feet of storage
Not even close
Alright well enough talking just stationary
Let's go ahead and put this in first gear and take it for a spin
[sounds of heavens gates opening]
[and closing]
This ZR1 is fitted with the optional
Competition seats they grip you in place a lot better
And they look a lot nicer than the normal GT seats
If I had to describe
The driving experience of the ZR1
with one word it would be brutal
whether its the sound or the acceleration
Everything about the ZR1 is intense and raw
Standard of the ZR1
Is magnetic ride suspension that scans the road
Every single milisecond and
can make corrections in as little as 15 miliseconds
to make sure the suspension is set up
optimally for for the conditions ahead
We have 3 different driving modes in the ZR1
That can be selected via this toggle in the center area here
We've got "Tour", "Sport", and "Track"
There used to be two additional modes, wet and eco
On the ZO6 but, we don't need wet and eco
On the ZR1 there's also four different
exhaust settings as well
There's "Tour "Sport" "Track" and
"Pussy" I mean stealth mode, please never use stealth mode
Not only are the driving modes customizable
Changing the throttle response and steering effort
Suspension layout
The actual dash Display is customizable as well
Your able to link them or make them independent
of what mode your in track mode has this lovely
horizontal display where the tachometer
Revs this way, the rest look like familiar circular tachometers
That's why I leave it in trac
There's a brilliant heads-up display that has 3 different settings as well
With varying amounts of information from what gear your in, RPM
As well as speed, I like the track setting
With all the performance data on that as well
If you equip your ZR1, which this one doesn't have
With the optional ZTK package
That gives you Pilot Sport Cup 2's
Instead of Pilot Super Sports for more grip
You also get a re-tuned magnetic ride suspension
With 30% higher spring rates in the front
And 13% higher spring rates in the rear
It also gives you a massive carbon fiber front splitter
And the higher carbon fiber rear wing
generating over 950 pounds of downforce
At it's new top speed of
202 miles an hour, know the difference of ten miles an hour because
Because of that extra drag caused by the downforce
The ZR1 has 2 transmission options
A 7 speed manual fitted in this car
And a 8 speed automatic having driven
A ton of automatic ZO6's
They have lackluster paddle responce
When you leave it in automatic mode, sure it upshifts and downshifts
Pretty quick but having a car
At that level of performance
When you clock the paddle there's a significant delay in downshifts
It's just disappointing and that's why I think
No matter what you should get your ZR1 with a manual
Sure it's 755 HP
With a manual it's definitely a handful
And you might be a little slower in the quarter mile
And around the track then the automatic equipped car
But there no denying
It's a heck of a lot more fun
And you might notice on the steering wheel itself there's actually paddles
Mounted behind it but what do the paddles do if i'm in a manual car
Well both of them actually activate automatic revmatching
I have that off right now and if i'm in third gear
and I downshift into second I have to actually revmatch myself
Otherwise the car lurches and the wheels spin so
Normal downshifts there, but if I click the revmatching button
I'll shift back up into third
Let's go to fourth watch this
You all of the sudden seem like the best manual transmission driver ever
Go into third perfect downshift, go into second, perfect downshift [exited giggles]

It's totally cheating but it is a little bit fun
Let's turn that back off though
I can throw my own gears
[A Car Lovers Music]
[Parker Laughing At The Merciless Sounds That Exit A ZR1]
This thing is scary
755 Horsepower
[Sweet Mother Off V8's that exhast note is beautiful] *Parker didn't say that, thats just the only way to explain the noise*
Oh wow it is a lot of power
HaHa
The steering feel in the ZR1 is fantastic
It's nice and heavy it feels precise and direct
Making the ZR1 feel nimble
And easy to dance around the track
It actually set the Virginia International Raceway Lap Record
Going around the track 1.4 seconds faster
Than the new Ford GT
That's a really big victory for Chevy especially considering
The Ford GT with options is closer to $500,000 which is
Esentialy four times more than
A ZR1, certainly not getting four times the performance
In fact, actually this car is faster in every measurable statistic
Now a lot of people have been referencing
The 7 minute and 12 second Nurburgring lap time
If in fact the ZR1 did actually set a 7:12 Nurburgring lap time
That would be pretty embarrasing, the new generation GT3 RS
With 245 less horsepower than the ZR1
Just did it in 6:56
That's actually not the case for the ZR1
Yes it did a 7:12, but that was recorded unofficialy
By bystanders on the side of the road
With there own measuring equipment, there's now way to know if there was traffic
on the other side of the track
Or if it was raining or snowing on the other side as well
And they where simply testing the ZR1
Setting benchmarks, they weren't actually going all out for the lap time
Considering the new Viper ACR
Was able to do it in the low 7 minutes
Actually 7:01:03, this things is surely
Capable of a sub 7 minute lap time, what about acceleration statistics?
Well as you'd imagine
With a car that weighs 3,500 pounds
And has 755 horsepower
They're pretty crazy
0-60 happens in a face ripping 2.85 seconds
And the quarter mile in 10.6
At 134 mph
That is serious speed, now how does that compare to it's more
expensive foreign rivals
Well a Ferrari 488 does 0-60 in 2.7 seconds, a little bit faster, and it does the quarter mile in
In an identical 10.6 at 135 mph
Second gear roll on the throttle, it's a little damp out
[The elegant sound of a 755hp LT5 all american beauty of a Chevy V8]
HOHOHOHOHOHOHOHOHOHOHOHOHOHOHOHOHO
The fact that this is stock and you can just buy this
2019 Cheverolet Corvette ZR1 Goodness
Oh my god that's ac... that is actually terrifying
What's insane is, the ZR1 is now
Offered in convertible form
Thats right if you live in california and you want limitless headroom
and weather isn't a concern you can get it in a convertible
And the top can reatract at speeds up to 30 mph
Does it make sense to get a track performance monster as a convertible
Not necessarily, but some people might want that
Another new feature although its nothing new is the
Performance Data Recorder (PDR), this actually comes standard
With the 3ZR package
That gives you the ability to record lap times
Both with data, also with audio
and visual, there is a camera
mounted on the back of the rear view mirror, there's also a dedicated
Interior microphone for the PDR system as well
But my favorite part is valet mode
When you put the PDR system in valet mode it records
All around the front of the car
So you can see whats happening outside the car and it also records the audio inside
So if you let somebody else drive your car
Who knows Mike (StreetSpeed7171) might be recording me right now
And upload some weird video in case I do something crazy in his car
A corvette actually captured my Gallardo
While I wasn't driving crashing into a wall
and catching air, thankfully it was on film so I could
So I could figure out exactly what happened to my car
Just take this in

We have Mike aka StreetSpeed717 in the car now
So youve had this car for it looks like 2,295 miles, and before that you had a ZO6
Yeah I've had 2 ZO6's, and 2 Stingrays
And now a ZR1, so I've had the lineup, well except for a Grand Sport, I guess that's the one i'm missing
What do you think of it so far
Well this one it's an incredible machine, it's so, just crazy in your face aggresive
And loud, the sound it makes bone stock
It has such a aggressive crazy exhaust bone stock
Ya know probably, i'm gonna make it louder at some point
But it really doesn't need...
This is one of the few cars that doesn't need to be louder
And your not maiing an excuse like, "Oh, well it doesn't need to be louder cause I wanna daily drive it"
Or so on and so forth, it actually doesn't need to be any louder because it doesn't freaking need to be louder, it is so loud
But yeah, it's been a great 250,000 miles
It had it's first track day, ya know where this car is supposed to be driven
Did very well, felt very stable, was keeping up with Mclarens all day long

And I'm not a track driver
Ya know, I'm getting better
I'm in no way an expert at all
And I'm still keeping up with cars of that caliber that easily
So you where saying something very interesting and that was
This is the current highest horsepower manual car on sale
Yeah, I mean this is one thing that iv'e touched on multiple times in my videos
And I haven't heard anyone else say it, I haven't heard an interview, I havent heard GM like boast about it
But I feel like its the case, and if it's not the case, so be it
But, I feel like this is the most powerful production car you can buy with a manual transmission
And i'm not talking about like Koenigsegg or Pagani, who'll build you your own, Zonda
But, you know, actual production cars
And I feel like this is the most powerfull one
Yeah, cause the Demons only an auto
The Zl1 Obviously less power, I cant think ofanything either
The only thing potential thing that could have more power than this is the new GT500
I'd rather have this though, cause it can lap a track and go crazy fast in a straight line
We'll see about that, i'm exited to see that car
Well dude thanks again for letting me drive this car
It was raining earlier, so the fact that you trusted me out here
In a 755 HP RWD car
Appreciate that
Like always please browse the channel and subscribe, subscribe to Mike if you haven't already, link in the description below
I look foward to seeing you, in the next video

2018 Chevrolet Silverado 1500 Performance Concept

Cars.com:

for quite a few years now Chevy has been
using the SEMA Show as a kind of testbed
for their future special editions this
one they should make this is called the
Silverado performance concept vehicle
and what's a concept because there are
aspects about this truck that don't
exist on any vehicle you can buy right
now but a lot of the parts and pieces on
this truck can be bought at a GM
accessory dealership but the most
important and coolest detail here is
this supercharger this is the 5 3 liter
v8 with a supercharger on top that adds
another probably 100 horsepower but cold
air induction six piston Brembo brakes
new discs and a lot of other features
here you can buy at any GM accessory
dealer another aspect that makes this a
concept is this is a unique color satin
steel it's called also these black out
22 inch wheels might be something you
can buy in the future but you can't get
right now and if you notice this vehicle
has been leveled and lowered just a
little bit to make it a better street
performer from how difficult it's been
to keep people away while we're trying
to do this video it seems like this
particular concept is attracting a lot
of attention we think that they should
definitely make this a special edition
package maybe next year or the year
after with the blower with the lowered
suspension kit and that would make this
an amazing street performer and if you
want to know more go to pickup trucks
calm
you

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