Is the 2019 Chevrolet Silverado the Best Silverado Ever? | First Drive | Edmunds
Edmunds:
TRAVIS LANGNESS:
Welcome to Wyoming.
I'm Travis Langness
for Edmunds.com,
and this is the all-new
2019 Chevrolet Silverado.
Basically, it's redesigned from
the ground up, from the frame,
to the body, to the powertrains.
It's bigger.
It's longer.
It's wider.
But we want to know if it's
the best Silverado Chevy's ever
made, so we're going to
take it out for a drive.
So we're in the
mountains in Wyoming
and we're driving around
in the new Silverado 1500.
And really, this feels
like an updated Silverado.
It doesn't feel
completely redesigned.
It feels really familiar.
So what's changed
about the Silverado?
The frame is built using
different materials.
It's a longer wheelbase.
It's longer from nose to
tail by almost two inches.
Pretty much all of the towing
improvements across the board
for the Silverado
come from the fact
that the truck is
450 pounds lighter
than the previous generation.
Now, that's coming
from differences
in steel, the aluminum hood,
aluminum tailgate, aluminum
doors, differences in
the strength of steel
in the chassis.
They took 80 pounds out
of the frame, another
80 pounds out of the
bed of the truck,
so instead of one
stamping, they've
used three different
pieces, which
also makes the bed of the truck
as much as seven inches wider
in the bed.
And also, you're looking
at the first up and down
power tailgate in
any full-size truck.
Kind of a no-brainer
on trucks these days.
Everybody's using a
power lift gate in SUVs.
Why haven't we
done it on a truck?
Under the hood is
the 5.3 liter V8.
Now, people from the last
generation Silverado,
if you own one of those, you'll
think, oh, so same engine.
Well, yes and no.
There is a 5.3 available with
the old six-speed automatic
transmission, but
the one we're driving
has the new
eight-speed automatic.
And it's the updated version
of that 5.3 liter V8.
So basically, what you get is
a different fuel management
system that Chevy says
will increase fuel economy.
And it-- for my
butt [? dyno-- ?]
hasn't changed the way the truck
drives much, which is good.
Gives you good power uphill,
gives you a good burst
as you're going
to pass somebody.
But what has changed
with the eight-speed
is it's quiet in here.
There's several
other power trains.
So you can get a diesel.
You can get the base V6.
You can get this V8 or
the six-speed transmission
with the older version of the
V8, different fuel management.
And you can get the 6.2 liter,
as well as that turbo four
cylinder.
If you don't need as much
towing or hauling capability,
that turbo four cylinder,
that may be the motor for you.
For me, I'd probably go
with the 5.3 or the 6.2.
They feel a little bit better,
have a little bit more thrust.
We don't have the
optional 22-inch wheels
on this truck, which
is absolutely something
I would avoid, because with
the standard wheel and tire
package, ride comfort's
great in this.
These seats are not the
high-end leather seats.
They're cloth, and
they feel great.
Going up a mountain road,
they feel just fine.
The split heating
function works great.
And really, if you're going to
go on a 1600 mile road trip,
tow a trailer, and take
your family on vacation,
this is an easy place to do it.
Also, this center
console comes up.
Take it up real quick, so
you can have a third person
up front sitting here.
Chevy did say that
the drag has changed.
As their dynamics
have gotten better,
drag has decreased with
the front end redesign.
And that's a small marginal
increase in fuel economy,
along with what will probably
be marginal increases
from the eight-speed automatic.
This one is, I believe,
19 MPG combined
with the 5.3 and
the eight-speed.
Along these roads-- they're
not perfect, obviously,
these aren't highly maintained
city roads-- the Silverado
feels really good.
It's not a bouncy ride quality.
Big sharp impacts aren't
really making their way
into the cabin.
Everything feels pretty
well-insulated from underneath,
especially when you've
got a good amount of tire
sidewall, which this truck has.
There's not a lot of body roll.
If you're worried about ride
quality on a pickup truck,
this one is doing just fine.
So this is the interior
of the new Silverado.
It's not so much a redesign
as much as it is an evolution.
For starters, we'll go with
this big monolith of a center
console.
This is just one giant piece.
It's not as high-content
as it could be.
We're in kind of a mid
trim level, something
that's a little bit
more typical for buyers.
And basically, you've got
auto stop start function.
You can put the
tailgate down here.
Traction control.
A nice little button that
puts all four windows down
at the same time.
There's a couple
of buttons missing.
There are some things that we
could have on this interior.
There's no plug here, but
on the higher trim levels
you do get that full
three-prong plug.
We've got one
USBC, one USB port.
It's got Apple
CarPlay, Android Auto.
And it's got a really
crisp look to it.
This one is the same size
as the previous generation,
but it's a little
bit nicer looking.
It's a little bit crisper.
Graphics, it's
really easy to read.
You've got the swipe from
one side, swipe to the other.
You can control most of
the stuff happening here.
The steering wheel
is much the same.
The TFT, the center
driver display here,
is a little bit better,
and everything is easier
to see at a moment's
glance when you're
looking down from the road.
Super helpful when
you're towing or hauling
and you just want to
spot your temperature
or spot your oil pressure.
It's definitely a good display.
And then Chevy has moved
over here some of the stuff
that you use for towing,
to the left of the driver.
There's a little
toggle here that you
can change between
sport mode or they've
got a little dynamic
racecar flag, and tow mode--
changes the shift
schedules, things like that.
Then you've got the
selector between
two-wheel and four-wheel drive.
You've got the terrain
selector to tell the truck
if you want hill descent control
if you're on rock or sand.
Then you've got the
controls for the lights,
and most of the
stuff over there.
And pretty much,
this is what you
get inside the interior
of all the Silverados,
and it's a really
intuitive layout.
It's not fancy.
It's a lot of new stuff, but not
a completely different design
that you have to get
used to something new.
Now, with that said,
this mid-level content
does have some plastic
materials that aren't awesome,
but really the touch points,
those things are good.
They feel sturdy.
One of the nice things
that GM has, Chevy as well,
is these split
level seat heating.
So you can heat just your back,
or your back and your butt.
Heating just your back is
perfect for long road trips.
Anybody with back pain
should demand this feature
be put in every car.
It makes the seating so
much more comfortable.
It's fantastic.
Overall, this interior
is a likeable place,
and definitely somewhere
I can see myself sitting
for a long time on a road trip.
So now we're in the
backseat of the Silverado
and it's huge back here.
There is an additional three
inches of rear leg room.
The truck itself is only 1.7
inches longer, nose to tail,
but they put a lot of that,
and then some, into the rear.
So four adults can sit totally
comfortably, probably a fifth,
maybe even a sixth when
you get that third seat up
in the front.
But if you've got
four six-footers,
there's tons of space
back here for everybody.
And it's pretty simple,
pretty standard back here.
A couple of USB ports, couple
of vents, which is nice.
Keeps the air flowing back here.
These seats are similarly firm
to the center seat up front.
But it's a 60/40
split back here.
And it's really easy
to fold these up.
So this one just
quick up, quick down.
There's no straps to pull on.
No handles.
And then also, there's some
pretty cool features back here.
This is typical, the center
console with the cup holders,
not new in any way.
But then this side seat
opens up and you have access
to behind the seat.
And the seat materials are
similarly nice to the front,
that same checkerboard pattern.
Pretty flat across the
bottom and the back.
There's not a lot of
bolstering back here,
but the cushioning is good.
This angle's not too bad.
It'd be nice if it were a
little bit further slanted back,
but it's decent for a road trip.
So we've spent all day driving
the new 2019 Silverado.
And basically, what
we've discovered
is that Chevy has taken a good
product and made it better.
This new truck is more capable.
It's more quiet on the inside.
There's more space
in the back seat.
You can tow more.
And there's that
wide array of engines
that we talked about,
which will make
it more economical and better
towing in the long run.
It generally feels
like a good refresh,
but they've added some
good updates to it.
But if you're
asking the question
is it the best Silverado that
Chevy has ever made, well sure,
but only by a small margin.
For more videos like
this, go to edmunds.com
and be sure to subscribe
to our YouTube channel.
2020 Chevrolet Corvette Stingray: The Best Sports Car | Edmunds Top Rated 2020
Edmunds:
[MUSIC PLAYING]
ALISTAIR WEAVER: By changing
the formula of America's most
iconic sports car, Chevy took a
big risk, but one that we think
will pay huge dividends.
The 2020 Corvette
Stingray offers
an unbeatable combination
of performance and value.
In moving the engine
from under the hood
to behind the
cockpit, the Corvettes
gain the kind of poise,
agility, and balance
you'd expect from
an exotic super car.
And that engine is a naturally
aspirated V8, the only one
still available in a
mid-engine sports car.
It's super responsive and
delivers a deep bass rumble
when you jump on the throttle.
CARLOS LAGO: The Corvette
nails the performance figures
and the driving
experience, but it does so
with a base price
that's just $60,000.
And Chevy isn't
sneaking one by either.
Adding the options to make the
one you actually want to get
and the one Edmunds has on order
bumps that price to $75,000.
And the Corvette is
a highly usable car
during the commute, an often
overlooked but crucial part
of sports car ownership.
The ride isn't just
comfortable enough,
it's borderline luxurious.
When you take it
to a racetrack, you
find it has responsive
steering and nimble handling,
and a transmission that rivals
sports cars costing twice as
much.
With the 2020 Corvette
Stingray, Chevy hasn't just
built another sports car.
It's delivered a thrilling
driving experience
with super car presence
at a real world price.
Hyundai Kona Electric vs. Chevrolet Bolt EV: Which Is the Best Affordable Long-Range EV? | Edmunds
Edmunds:
[MUSIC PLAYING]
DAN EDMUNDS: Prevailing
wisdom suggests
that an electric vehicle needs
more than 200 miles of range
to stave off range anxiety
and make it useful for more
than just commuting.
But until now, there's only
been one affordable example.
The Chevrolet Bolt EV brings
238 miles of range to the table.
But now there's a new
Hyundai Kona Electric
with 258 miles of range.
KURT NIEBUHR: Which of
these vehicles is better?
Are these finally
the affordable EVs
that everybody's
been waiting for?
Before we answer that, make sure
you subscribe to our channel,
and visit Edmunds.com to
help find your next vehicle,
electric or otherwise.
DAN EDMUNDS: When I
first proposed this test
in the office, everybody said,
why are you putting a Bolt up
against a crossover SUV?
Well, the Kona electric isn't
really that much of an SUV.
I mean, it's only got
front-wheel drive.
There's no all-wheel
drive version.
KURT NIEBUHR: And the Chevy's
just kind of a tall hatchback
anyway, and it's
front-wheel drive too.
I mean, these things are
pretty close on paper,
when you look at the specs.
DAN EDMUNDS: Oh, yeah, the
wheelbase is identical.
And the Kona is only
about a half inch longer.
And both of them have 150
kilowatt electric motors.
Chevy says theirs is
good for 200 horsepower.
Hyundai's number
is 201 horsepower.
But I'll give it to them,
because their electric motor
makes more torque.
KURT NIEBUHR: These things
do not look the same at all.
DAN EDMUNDS: No, no,
the Kona Electric
is both lower and wider than
the Bolt, some SUV, right?
KURT NIEBUHR: People around
the office are asking,
why didn't you guys
include the Leaf?
Why didn't you
include the Model 3?
DAN EDMUNDS: Well, the Bolt
has 238 miles of range.
And the Kona Electric
has 258 miles of range.
KURT NIEBUHR: Yeah, the Leaf's
150 is just way too short.
DAN EDMUNDS: Right.
As for the Model 3,
the $35,000 version,
with 220 miles of range,
they're not making it.
I mean, we can't compare
these two vehicles
to something that doesn't exist.
KURT NIEBUHR: Nah,
that's just vaporware.
DAN EDMUNDS: Yeah, really.
[MUSIC PLAYING]
KURT NIEBUHR: So what
are we looking at?
DAN EDMUNDS: Well, at the
moment, a whole lot of plastic.
But up in here is
the electric motor
that drives the front wheels.
KURT NIEBUHR: Yeah, I
can just see it up there.
DAN EDMUNDS: Right.
We move back and there's this
big aluminum expanse, the width
of the car, really long.
This is the battery pack.
65 kilowatt hours
of storage, that's
like gallons to a gas tank.
And that's what gives this
car 258 miles of range.
KURT NIEBUHR: It's so flat.
DAN EDMUNDS: Yeah, the
smoothness of this battery pack
and the plastic ahead
of it contributes
to a 14% reduction in drag
compared to a regular Kona.
KURT NIEBUHR: That's a lot.
DAN EDMUNDS: Yeah,
it's not nothing.
And we move back
here, and we see
a really nice
multi-link suspension,
which gives this car really
good ride and handling.
And also makes room
for the battery pack
to be as big as it
possibly can be.
KURT NIEBUHR: So I imagine
that the Chevrolet looks
exactly the same underneath.
DAN EDMUNDS: Well, maybe.
KURT NIEBUHR: So
we're under the Chevy
and there's a lot of black
plastic underneath here too.
DAN EDMUNDS: Absolutely,
but trust me,
there's an electric
motor up in there
that drives the front
wheel, just like the Kona.
We move back, and we see,
this is the battery pack.
But it looks different.
It's narrower.
It's not as long.
But it's almost as big,
at 60 kilowatt hours,
238 miles of range.
So it's got to be taller,
which might be why the Bolt has
the roofline that it has.
KURT NIEBUHR: It's also
not very smooth under here.
DAN EDMUNDS: No, it's not.
It doesn't look like they
paid nearly as much attention
to smoothing the
airflow underneath here.
We move back and we see
something different here too.
KURT NIEBUHR: Yeah,
this suspension
does not look anything
like the suspension that's
in the Hyundai.
DAN EDMUNDS: No, this is
a basic twist beam rear
axle, which is really pretty
cheap and inexpensive.
It was popular in compact cars.
But it's not the most
sophisticated suspension
for ride and handling.
It'll be interesting to see how
the two compare when we start
driving them back to back.
KURT NIEBUHR: Yeah.
DAN EDMUNDS: They might
not be the same at all.
KURT NIEBUHR: I can't
wait to find out.
DAN EDMUNDS: Yeah.
[MUSIC PLAYING]
So both of these
have plenty of space
if you fold the seats down.
But they have a lot of range,
so you can go somewhere
with the family.
So you might have
four people in this.
Where are you going
to put the luggage?
Will it fit?
KURT NIEBUHR: I don't like
how that kind of rides
on the plastic trim back there.
DAN EDMUNDS: It's
a little bit tight.
What about third one?
KURT NIEBUHR: The third one,
we're going to have to put it--
DAN EDMUNDS: No choice there.
KURT NIEBUHR: It's easy
enough, but will it shut.
DAN EDMUNDS: Oh,
actually pretty easily.
No problem.
KURT NIEBUHR: But we
can lower the floor.
DAN EDMUNDS: Oh,
yeah, that's right.
And it's a pretty
dramatic change.
Oh, look at that.
You can stand these things up.
Easy.
KURT NIEBUHR: There we go.
On the Kona--
DAN EDMUNDS: Well,
you can already
see that the
floor's longer here.
KURT NIEBUHR: Yeah,
there's more room.
DAN EDMUNDS: More width too.
KURT NIEBUHR: You can
probably shove that one in.
DAN EDMUNDS: I think so.
KURT NIEBUHR: And it shut.
DAN EDMUNDS: Not a problem.
You can also lower
the floor as well.
KURT NIEBUHR: Oh, yeah.
DAN EDMUNDS: It's not as deep.
But it might do the job
Yeah, this stands up.
There out the line of sight.
KURT NIEBUHR: Yeah.
DAN EDMUNDS: If you don't
want to drop the basement,
this has a little more space.
But if you do, there's
really not a big difference.
Wow, who was driving this thing.
KURT NIEBUHR: I was.
DAN EDMUNDS: Well, I
got to bring it back.
Are you OK?
KURT NIEBUHR: Yeah, I'm OK.
DAN EDMUNDS: How's that.
KURT NIEBUHR: It's OK, you
can go back a little farther.
I'm actually happy back here.
I've got enough
room for my legs.
I got enough room for my feet.
I even have a heated seat.
Let's go check out the Hyundai.
DAN EDMUNDS: All right.
Oh, I'm going to have to
bring this one back big time.
KURT NIEBUHR: This
isn't so bad back here.
Oh, what are you doing.
DAN EDMUNDS: I got
to bring it back.
KURT NIEBUHR: Oh, I hate you.
Oh, my god.
OK.
DAN EDMUNDS: That's
a power seat, though.
The other one wasn't.
KURT NIEBUHR: There's less leg
room back here than in the Bolt
by quite a bit.
DAN EDMUNDS: You think?
KURT NIEBUHR: My feet
are starting to go numb.
Could you move this forward?
I can't get out.
[MUSIC PLAYING]
Now comes the fun part.
DAN EDMUNDS: We've left town,
and we're in the mountains,
and we're going to go
up to Crystal Lake.
KURT NIEBUHR: Yeah, and because
we have plenty of range,
we don't have to
worry about range
and we're not going
to talk about ranch.
DAN EDMUNDS: Right, we can
think about the normal things
that people think
about, ride, handling,
steering, braking, how fun
are these things to drive.
KURT NIEBUHR: Let's find out.
DAN EDMUNDS: Let's
take the Bolt.
[MUSIC PLAYING]
Wow, these roads are
pretty incredible.
KURT NIEBUHR: Yeah,
they really are.
DAN EDMUNDS: What's not
incredible is this seat.
It feels like I'm
sitting on a seat frame.
It's really narrow.
I'm sitting on it,
rather than in it.
KURT NIEBUHR: I
think I'm overlapping
on the side of the seat.
And I'm with you.
My upper back, my shoulders
are not happy with the seat.
DAN EDMUNDS: The driving
position is good, but the seat
itself just feels too small.
The interior just
feels kind of cheap.
It just does not have
really attractive materials.
I wish they'd put a little
bit more money in the seats
and the interior panels.
KURT NIEBUHR: The
one thing that's
really prominent in my eyes,
and it's literally in my eyes,
is how bright and
light the interior is.
Because there's a lot of shiny
or light plastics, which now
we're in shade, and it's great.
But as soon as we come
back through the sun,
like reflections flicker
off the windscreen.
DAN EDMUNDS: Yeah, the
angle of the windshield
is just about perfectly wrong,
because it's reflects the--
every detail of the top of
the dash back into my eyes.
It's like I need
sunglasses just for that.
But that is an option.
I suggest that you get
the darkest one they sell.
KURT NIEBUHR: You'd have to.
DAN EDMUNDS: Yeah, absolutely.
You know what's really
cool about this car,
the driving position is great.
I mean, the telescopic steering
wheel's right where I need it.
I feel I can see out really
well, other than the glare.
And the re-gen on this thing,
using the motor's magnetism
to slow the car, is really easy.
You just flip the shifter
and it goes into L.
And now, when you lift off the
throttle, you're slowing down
and you're not touching
the brake pedal.
And it's really kind of fun.
It's not kind of fun, it is fun.
KURT NIEBUHR: Yeah.
DAN EDMUNDS: I got to get
on a little bit of breaks
for this tight hairpin, but--
yeah, the tires, they
make a little noise.
KURT NIEBUHR: We
might be having fun,
but the tires don't sound
like they're having fun.
DAN EDMUNDS: Low
rolling resistance.
But that doesn't mean low fun.
Because this thing really
changes direction really well.
KURT NIEBUHR: Yeah.
DAN EDMUNDS: And I have really
good control of the car's entry
speed because of the
lift throttle re-gen
It's really kind of neat.
Yeah, these seats
though, they're--
[TIRES SQUEALING]
Listen to that.
What was I saying?
All right, I guess it's
your turn to drive, right?
KURT NIEBUHR: Yeah.
I'm absolutely with you
on the seating position.
I can get comfortable in
this car very quickly.
I like the range the steering
wheel moves towards you.
The seat is very adjustable.
DAN EDMUNDS: It just
isn't nice to sit on.
KURT NIEBUHR: It's not
a comfortable seat.
DAN EDMUNDS: No.
KURT NIEBUHR: This
could be the like worst
seat I think I've sat
in that's on sale today.
Now I get to make the
most of this car's torque.
DAN EDMUNDS: Oh.
KURT NIEBUHR: All
EVs make torque right
from zero miles an hour.
DAN EDMUNDS: Well,
it's not just that.
This thing's got 200 horsepower.
I mean, we can't forget that.
KURT NIEBUHR: No, and it's
actually fun to drive.
It's not sloppy.
DAN EDMUNDS: That's
a tight hairpin.
And that's a skinny tire.
KURT NIEBUHR: That's
a skinny tire.
But I have to tell you that
I'm not using the brake
pedal, I'm just using the
re-gen of the throttle pedal,
because it's so intuitive.
Back off a little bit to slow
down, twist it to speed up.
DAN EDMUNDS: And you know, the
body isn't rolling a whole lot.
I mean it's rolling some, but
any car would on this road.
KURT NIEBUHR: Yeah.
DAN EDMUNDS: But that's
probably because the battery's
under the floor, so the center
of gravity of this thing
is really low.
KURT NIEBUHR: I
will say that I feel
like I'm sitting more
on top of the car
than in the car, which creates
more of a sensation of speed.
Like I feel like I shouldn't be
driving the car this fast, even
though the car feels just fine.
DAN EDMUNDS: The
cal is really low.
The seating position's
a little high,
because you've got the
battery under your backside.
Just needs some
sticker tires I think.
KURT NIEBUHR: This
is way too much fun
for an electric vehicle.
So what's your
opinion of the Bolt?
DAN EDMUNDS: Well,
I like driving it.
I mean, the steering,
the handling.
It's got plenty of
power, they regenerate
braking is really fun,
actually even on a challenging
road like this.
I just don't like the
interior, the seats, the way
the dash is put together.
I'm not a fan of that.
But to drive it, it's great.
KURT NIEBUHR: I
completely agree with you.
And you must not buy the
light colored interior.
DAN EDMUNDS: Exactly.
[MUSIC PLAYING]
Oh man, right away,
I love this seat.
It looks good, and it's
wide, and it's comfortable.
KURT NIEBUHR: Yeah, we are
definitely not in the Bolt
anymore.
DAN EDMUNDS: Exactly, and
we're a little further apart.
This cabin is wide
and spacious too.
And look at the materials.
This thing looks nice.
KURT NIEBUHR: I feel
more surrounded.
I feel like I'm
sitting in the car.
DAN EDMUNDS: Right.
KURT NIEBUHR:
Whereas, in the bolt,
I felt like I was kind of
higher up, kind of perched.
DAN EDMUNDS: And the controls
are really nicely laid out.
There's the touchscreen,
air conditioning, shifter,
and these are the heated and
ventilated seat controls.
KURT NIEBUHR: I've got vent--
I'm going to use mine.
DAN EDMUNDS: Yeah, right?
KURT NIEBUHR: Yeah.
DAN EDMUNDS: This
also has a sunroof.
The Bolt didn't
have one of those.
KURT NIEBUHR: No.
DAN EDMUNDS: And the
Bolt is the premier.
It is the top of
the line offering.
This is the ultimate,
which is also
the top of the line offering.
Its more ultimate.
KURT NIEBUHR: Yep.
Something else that's
glaringly obvious
is the distinct lack of glare.
Now, this is still a
light colored interior,
but I'm not getting blinded
by shiny plastic bits.
DAN EDMUNDS: Right,
right, I agree.
And as the driver,
I appreciate it.
The other thing I'm noticing
is going into that last corner
and some of these other ones,
the regenerative braking just
isn't quite as powerful
as it is in the Bolt.
KURT NIEBUHR: That
was a squirrel.
DAN EDMUNDS: Squirrel.
I do have three settings.
I can adjust it
with a paddle here.
But I set it to the max and
wish I had one more step.
You know, this car really
feels more substantial.
It's wider and it
feels like it has
a wider footprint on the road.
It's a little bit more composed.
The tires don't feel like
they're working as hard.
It's not squealing as much.
It's really nicely balanced.
I mean, the Bolt wasn't
unbalanced, it wasn't bad.
But this just feels better.
And even there, on that
really tight corner,
a little hint of
squeal, but nothing
like the Bolt generated.
KURT NIEBUHR: The bolt
was a little vocal.
DAN EDMUNDS: Yeah, the
transitions feel real nice.
The multi-link rear
suspension over twist beam,
I think we're feeling a
little bit of a benefit here.
KURT NIEBUHR: I'd say so
far, I feel less movement.
DAN EDMUNDS: It's almost like
this road is a smoother road
than when it was in the Bolt.
KURT NIEBUHR: Yeah.
DAN EDMUNDS: Oh, wow.
KURT NIEBUHR: That
was way better.
No arguing that, the Kona
electric rides better.
DAN EDMUNDS: I just
wish I could get
a little bit more lift throttle
re-gen in these corners.
It's just not quite there.
The steering in this
car feels pretty good.
When I drove it in town, I
thought, it's a little light,
it doesn't feel as distinct
on center as the Bolt.
And that's true.
But when we get up
here in these corners,
it loads up a bit nicer
than it does on the street.
I still think the
Bolt's steering feel
is a little better, but this is
better than it was in the city.
KURT NIEBUHR: So when am
I going to get to drive?
DAN EDMUNDS: Right about now.
If you listen closely,
there's that--
KURT NIEBUHR: Yeah,
I think it gets
louder when you start moving.
DAN EDMUNDS: Listen to
that, that's awesome.
KURT NIEBUHR: You're
right, right away
the car feels more solid.
It isn't that the Bolt
feels the least bit flimsy.
It's just I like the
way this car feels.
I agree with you on
the steering feel.
It is a little light,
but I like the way
this feels through the corner.
And I also like the fact that it
has wider tires on it as well.
It's very noticeable.
There's not the tires
squeal that the Bolt had.
DAN EDMUNDS: It has the power.
It's just the matter of
not having as much power?
KURT NIEBUHR: No.
DAN EDMUNDS: That's not it.
KURT NIEBUHR: The power
feels more robust.
And the Bolt does not feel
like it's lacking for power.
DAN EDMUNDS: No.
KURT NIEBUHR: But the Kona makes
that power available to you.
DAN EDMUNDS: This has
about the same horsepower,
201 versus 200.
Let's call it equal.
But it makes more torque,
about 30 more pound feet
than the Bolt. So I think that's
what you're feeling coming out
of these corners.
KURT NIEBUHR: I'll
second what you said
about the interior of this car.
I feel like I'm sitting
in a more regular car.
Because the Kona Electric
is also a regular Kona,
it's the same car.
And the Bolt was built
just to be an EV.
DAN EDMUNDS: Right.
Which usually would make the
Bolt a better EV, because it's
purpose built. But
this doesn't feel
like they've made any sacrifices
to make an electric car
version.
Just look at the way the
battery is mounted underneath,
as we saw yesterday.
It's just so well
integrated into the chassis.
KURT NIEBUHR: You're
right about the re-gen.
I wish it was a little
bit more aggressive.
We have it set at the maximum.
We both seem to prefer the
way that the Bolt handles it.
[MUSIC PLAYING]
DAN EDMUNDS: Well, that was fun.
KURT NIEBUHR: That
was really fun.
DAN EDMUNDS: I mean,
why wouldn't it be?
These are compact hatchbacks
with 200 horsepower.
KURT NIEBUHR: Yeah, and we said
we wouldn't talk about range.
We're still not going
to talk about range.
Because we both have
over half a charge left.
DAN EDMUNDS: And
we're at 5,000 feet.
It's downhill most
of the way home.
Things are only
going to get better.
So let's go.
KURT NIEBUHR: Let's go.
[MUSIC PLAYING]
DAN EDMUNDS: So which of these
two EVs is the right one?
First, we have to talk pricing.
We don't know exactly what the
Kona Electric costs just yet.
But sources say the
base model's price will
come in close to that
of the base Bolt.
And we know with
certainty that the Kona
will be better equipped.
But here's another
point to consider.
Chevrolet is about
to cross the phase
out threshold for federal
tax credit eligibility.
The Bolt's $7,500 tax credit
will shrink by half to $3,750
early next year.
Then shrink again to $1,875
six months after that.
In just over a year,
it'll be down to zero.
Hyundai, on the
other hand, is just
getting started with EV sales.
The Kona electric will
qualify for the full $7,500
tax credit for years to come.
There's a lot to like
about these cars.
Both are more fun to drive
than you might expect.
They're practically
hot hatchbacks.
And you can go places
and be spontaneous,
because each offers enough range
to make them useful for more
than just commuting.
We like the Bolt for its
superior regenerative
braking and more
generous rear leg room.
But the clear winner here
is the Hyundai Kona Electric
on the strength of its
more sophisticated ride
and handling, nicer
interior, and longer list
of standard and
optional features.
The extra 20 miles of range
it offers is merely a bonus.
For more videos like this,
be sure to click Subscribe,
and visit Edmunds for all
your car shopping needs.
2019 Chevrolet Traverse Review: A Roomy 3-Row Family SUV
Edmunds:
SPEAKER 1: We've
been talking a lot
about vehicles that are good for
families with young children.
The Honda Pilot comes
to mind is one that's
particularly baby friendly.
But kids grow up, and
families with teens
have different car needs.
The 2019 Chevy Traverse
promises cargo space and a more
grown up approach
to the midsize SUV.
Will it do its chores without
being reminded seven times?
Let's find out.
First, a very
important question.
Does it do a burnout?
No.
A little bit.
All right.
The Traverse does a burnout
if you start on gravel.
Today's midsize SUV as are like
minivans in flannel shirts--
they're trying to
look more macho.
The Traverse was
redesigned in 2018,
and I think Chevy
did a good job.
It's boxy, kind of
aggressive, but not boring.
I recently reviewed
the Kia Sorento,
and in the comments
on that video,
I got scolded by Kia
Sorento for saying
that the Kia wasn't sporty.
That made me realize, OK,
sportiness is subjective.
I mean, it all depends on
what you were driving before.
So OK, mid-sized SUVs are
sporty in the same way
that bowling is sporty.
And now, you can all be mad
at me for dissing bowling.
But what I mean is it's not the
same as a Miata or a Corvette.
It's specifically designed
to be a softer ride,
and to be more gentle and quiet.
To me, that's not sporty.
That said, the Traverse has
a pretty zippy 3.6 liter
V8, making 310
horsepower, and backed
by a nine speed
automatic transmission.
It has noticeably
more passing power
than most of the
crossovers I've been in.
It's good the V6 is
such a solid engine,
because there really
aren't any others
that you can choose from.
Well, that's not true.
There is the RS trim, which
comes with a turbo charged
four cylinder, and it gets a
little bit better gas mileage.
But honestly, the V6
gets 20 miles per gallon,
and that's right on par with the
rest of the SUVs in this class.
On the highway around town, the
Traverse has an excellent ride.
It's very comfortable,
it's very predictable.
And it's very quiet.
For more spirit and driving like
on this curvy mountain road,
well, it's not the car
I would choose for fun,
but I feel perfectly safe.
Like I said, this
isn't what it's for.
Safety is obviously
a major consideration
when you're buying a vehicle to
haul your whole family around
in.
This Traverse, the High Country,
has everything you'd need.
Lane change assist,
and lane keep assist,
and pedestrian warning,
emergency braking,
adaptive cruise control.
All the things, but you
can't even option them up
on the lower trim models.
And I think when a lot of
the competitors like Honda
and Toyota and Kia are
offering that stuff as standard
all the way up and
down the trim levels,
Chevy ought to get
with the program.
Stop being so stingy.
The Traverse isn't
intended to be primarily
an off road or tow vehicle,
but it's capable of both
if you option for the all
wheel drive and tow package.
The controls for that
are in this mode dial
down here by the shifter.
And you can go two wheel drive,
all wheel drive, the off road
setting, and a
tow setting, which
I think changes shift points.
The dial is a different
approach to all wheel drive
than some of the competitors in
this sort of front wheel drive
midsize segment,
because usually, they
do it as a sort of
automatic all wheel drive.
Like, it just senses
if there's wheel slip,
and moves from front wheel
drive to all wheel drive
for as long as you need it.
But Chevy has sort of giving
you more control as the driver.
We tend to talk about
the infotainment systems
in these reviews while we're
parked, which is fine if you
think ahead, and are ready.
But a lot of times,
you're on the road,
and then you're like, oh
crap, did I plug my phone in.
And I don't want to
listen to this anymore.
And it's always
interesting to see
how hard it is to
figure out these systems
while you're driving, which
I guess you're not really
supposed to be doing, but
you know that you are.
Anyhow, it's easy
to plug a phone in.
It doesn't matter which
USB you plug into.
Apple CarPlay or Android Auto
will work from either one.
And everything in the screen
is reachable and visible
while you're driving
without having to look away
from the road for very long.
The steering wheel controls
aren't quite as easy.
I don't like the adaptive
cruise control at all.
I can barely figure
out how to turn it on
and I have a hard time
knowing when it's on.
It just doesn't show
very much in the dash.
It's great that the Traverse is
so big and roomy on the inside,
but it's also very
big on the outside.
And with some pretty
substantial blind spots,
that can make
parking intimidating.
Luckily, there's some
tech that makes it easier.
There's a rear view camera,
and a 360 degree camera
so you can see everything
that surrounds you.
There's also a pretty
nifty little camera here
in the rear view.
Mirror and rear sensor
to tell you when
you're getting close to stuff.
Let's see how it works.
Going backwards in
a straight line,
not going to hit anything today.
Parked.
Success.
OK, so Traverse is great
at backing into spots.
But what about
pulling into a spot?
You know, it's got
a pretty long hood,
and I can't really
see the end of it.
I can still use the
camera, that's great.
No parking sensors in the front?
What the what?
Earlier, I said
that the Traverse
was a really good choice for
parents with teenage children.
One of the reasons I said that
is the Traverse has something
called Teen Driver,
a monitoring system
for when your kid takes the car.
It's not like valet mode,
where it limits them
to first gear or 30 miles an
hour or something like that.
I mean, you can drive normally.
But it gives a report card at
the end that you can go over
with your kid, and talk about,
Oh, what was their top speed,
and did any of the
traction aides come on.
Was there any emergency braking.
And so it can kind
of help you help
them to improve their
driving without you
having to be in the car.
Oh, it also prevents them
from turning on the radio
until their seatbelts are on.
The Traverse has a
tough guy exterior,
but inside, it's
surprisingly soft.
The steering wheel
is pretty squishy,
it has a lot of leather
trim on most of the spots
that you're going to touch.
And overall, it's
pretty luxurious.
Now bear in mind, we're
in the High Country
trim, which is the top
of the line Traverse.
So as you go down
in the trim levels,
you won't have all
of this luxury.
Traverse come standard with
a seven inch touchscreen,
and we have the optional
eight inch here.
There are plenty of storage
cubbies and a nice big console.
And so many options
for charging a phone.
From front to back, I
counted 10 different ways
that you could plug-in and
charge a phone, or a tablet,
or something similar.
And that's including USB
ports 12 volts AC adapter.
There's even a hidden charging
spot behind the screen in case
you're a spy, and you have
like, a secret burner phone
or something.
I don't know.
The point is, there
are enough spots
for everyone in the car to
charge their phones and then
some.
Noticing all the
places to charge
your phone was sort of
what made me think, man,
this would be a
really good vehicle
for somebody with teenagers.
Because you know, little kids
might use the dropdown screen
or whatever, but big kids tend
to bring their entertainment
with them.
And I just feel like Chevy
is thinking about that.
You know, they have
a lot of leg room,
and there's a lot
of charging spots.
And there's sort of
a lot of privacy.
Like, they could sit all the
way in the back and sort of feel
like they weren't stuck
right up with mom and dad.
There's plenty of room in
the front of the Traverse.
There's a lot of space between
the driver and the passenger,
and between the
driver and the door.
The seats however, are
a little bit narrow.
And there's actually
a big gap here.
And if you are broader,
you might feel a little bit
cramped.
They're also very firm.
Which is fine.
Some people like a firm seat.
Me, if I'm driving in
a big SUV, I kind of
want to feel like I'm
in a barcalounger.
So I wouldn't mind if
they were a little softer.
They are heated though,
and that makes up for it.
One thing Chevy did really
well in the Traverses
give it this bright
airy feeling.
It's really nice and light
all the way from the front
to the back of the car.
I hate it when you
get into these SUV
and it's just all
black plastic and you
feel like you're in sort of
a terrible cave of misery.
The Traverse doesn't
feel like that.
It's really bright.
Some of that might be
from the twin sunroof
on this car, which is
standard on the High Country,
but you can option it on
some of the lower levels.
Hurray for second rows
with plenty of space.
There's foot room, there's knee
room, there's plenty of room
all around you.
It's nice back here.
Especially when you option
up to the captain's chairs.
Feel pretty important.
My same complaints
about the front seats
apply to the back seats
in that they aren't plush,
they're a little bit firm.
But they're totally comfortable.
I'd be happy to sit back here.
The best thing about the second
and third rows in the Traverse
is how easy it is to get
from one to the other.
I mean, you can just walk there,
like it's a freaking airplane.
Or if you're getting
in from outside,
the passenger seat
tilts forward.
You can even do it with
a child seat in there
and it's not a problem
there's plenty of space
to get into the back row.
Take the baby out first.
I've been in second rows
that don't have as much room
as the third row
in the Traverse.
I mean, it's pretty
great back here.
Plus, it has all of the
creature comforts-- cup holders,
USB ports, a vent
for climate control.
I mean, I wouldn't want to
be the kid in the middle
here on a long road trip, but
for around town, totally fine.
With 23 cubic feet
behind the third row,
and 98 cubic feet with
it down, plus the ability
to have just part of it
down the Traverse winds
the cargo space awards
offering more room
than the Honda Pilot, Toyota
Highlander, or Ford Explorer.
Bonus points for how easy it is
to put the seats down and bring
them up again.
Bonus, bonus points for bonus
storage under the floor.
Obviously, I don't play the
cello, but maybe your kid does.
Or maybe you find and refinish
antiques on the weekend.
Whether it's for your growing
family or your outsize hobbies,
the Chevy Traverse is
big on interior space.
It's not just big, it's useful.
And isn't that the whole
point of a midsize SUV?
For reviews of the Chevy
Traverse and other midsize SUV,
visit Edmunds.
For more videos
like this, please
subscribe and make sure
you follow us on Facebook,
Instagram, and Twitter.
Small SUV: 2015 Chevrolet Trax Review, Test Drive and Specs
CarPreview.com Expert Car Reviews:
The 2015 Chevrolet Trax is the best car for
you if you're a member of Generation Y -- as
in, "why would I want a regular car?"
New to Chevy's US lineup, the Trax competes
in a rapidly expanding new category - the
subcompact crossover SUV. It's aimed at young
buyers on a budget who want the room, maybe
the all-wheel-drive, but certainly the image,
most subcompact cars can't provide.
Is it right for you? I'm Chuck Giametta. Join
me for a CarPreview video review of the 2015
Chevrolet Trax.
[music intro]
Already on sale in more than 60 other countries,
Trax arrives here to compete with the Nissan
Juke and the new Fiat 500X, Honda HR-V, Jeep
Renegade, and Mazda CX-3. Toyota and Hyundai
may also be considering entries, and the popular
Kia Soul is in the mix, too, though it stands
out by not offering all-wheel drive.
All these crossovers are a size smaller than
compact SUVs like the Ford Escape and Honda CRV.
And with prices starting in the low-$20,000
range, they're less expensive too.
Buick already sells an upscale version of
this Chevy. The Encore is almost identical
beneath the skin, though it costs about four-thousand-dollars more and offers features the new Chevy doesn't,
like leather upholstery and a power memory
driver's seat.
That doesn't mean the Trax is bare-bones.
Chevy knows the target audience and makes
available a tasty menu of digital features,
including 4G LTE connectivity that makes this
a rolling Wi-Fi hotspot.
That should appeal to shoppers the automaker
will try to reach exclusively through social
media and experiential marketing. Trax won't
be advertised on TV; Chevy believes this active,
urban demographic doesn't watch traditional
television.
The midline LT model should account for about
two-thirds of sales. Like the base LS and
top-line LTZ versions, it comes with a seven-inch
touchscreen and Chevy's MyLink hands-free interface.
iPhone owners can use it to talk with Siri.
And anyone can contract with AT&T for high-speed
4G LTE service that enables wireless Internet
access for onboard tablets, laptops and the like.
GM's well-designed OnStar assistance is standard.
It can provide verbal directions, but downloading
the BringGo navigation app puts real GPS mapping
on the touchscreen.
LT and LTZ models have remote engine start.
Lane-departure warning isn't offered, but
every Trax comes with a rearview backup camera.
And to the usual cocoon of airbags Trax adds
standard torso-protecting rear side airbags.
All versions of the Trax use the same engine:
a small turbocharged four-cylinder also found
in the Encore and in Chevy's Cruze and Sonic
small cars. The only transmission is a six-speed automatic.
Front-wheel drive is standard. Chevy thinks
just under half the buyers will opt for all-wheel
drive. It's a basic system, meant mostly for
traction in snow.
It adds fifteen-hundred dollars to the price
of an LT or LTZ. It's a fifteen-hundred-eighty-dollar
option for the LS because it replaces 16-inch
steel wheels with the LT's 16-inch alloys.
Exclusive to the LTZ are 18-inch alloys.
Road manners are a fine match for Trax's role
as a city and suburban crossover.
At just over 9 seconds, the zero-to sixty
sprint is on the slow end of the spectrum.
Turbo lag causes momentary delay from a dead
stop. But there's surprising scoot after that,
and you won't lack confidence to pass slower
traffic or merge onto a freeway.
Highway cruising is stable and a high seating
position and good outward visibility invite
you to exploit this crossover's impressive
low-speed maneuverability.
But fast cornering triggers lots of body lean
and noseplow. The LTZ's low-profile tires
contribute to slightly better grip and response
but they don't absorb bumps nearly as well
as the 16s.
Every Trax suffers some choppiness on broken
pavement, but the LS and LT ride more comfortably
than most vehicles this size, no matter the
category.
That friendly but less-than-sporty performance
is reflected in the styling.
Chevy tacks on simulated skid plates and dresses
up the LTZ with big wheels. But Trax is shorter
in length than a Honda Civic, yet taller than
a Subaru Outback, so it's saddled with some
chunky proportions. It's a success inside,
though.
The tall body pays dividends in a fairly spacious
cabin. You sit upright with good headroom.
Rear-seat room is very good for a vehicle
this size. The door openings aren't terribly
wide, but we suspect the older among us will
appreciate that you can just step in without
having to climb up or drop down.
Nothing in the cabin feels cut-rate. LTs are
upholstered in a pleasing blend of cloth and
leatherette while the LTZ's full leatherette
is a fair imitation of real leather. Both
get a leather-wrapped steering wheel.
The dashboard is well-organized, though the
analog tachometer and digital display for
speed and other readouts is a little hokey.
Storage is a highlight, with dual gloveboxes
and plenty of bins, drawers, and crannies.
Cargo volume behind the rear seat is about
average for this class. Most rivals exceed
Trax's 48.4 cubic feet with the rear seat
dropped, but a folding front passenger seatback
lets you haul objects eight-feet long.
As for pricing, an LTZ with every option is
twenty-eight-thousand five-hundred dollars,
well into compact-class territory. But the
average Trax should retail for around twenty-three-five.
That's your "why not" alternative to a subcompact
car.
Trax won't compete with the Honda HR-V or
Mazda CX-3 as eye candy. And extroverts will
still head for the Nissan Juke.
But its middle-of-the-road approach appeals
to a range of buyers looking for something
a little different in a little package.
For more on this and other cars, trucks, and
SUVs, go to CarPreview.com and please subscribe
to our CarPreview YouTube channel.
2019 Chevy Trax Review | Jim Trenary Chevrolet
Jim Trenary Chevrolet:
What's up everybody? We are here at Jim
Trenary Chevrolet in O'Fallon Missouri
taking a look at the 2019 Chevrolet Trax.
It does have a 1.4 liter turbocharged
four-cylinder engine. The 2019 Chevrolet
Trax is a very fuel-efficient vehicle
averaging 31 miles per gallon on the
highway. With 16-inch aluminum wheels.
Does have remote start, keyless entry.
Also does have the projector type
halogen headlights with the LED tail
lights and also the daytime running
lights as well. You do have the ease of
accessibility with the EZ lift
tailgate that you have here. You can put
that up and down with just one or two
fingers. Also, a lot of storage area in
the cargo area in the back. Also, with the
rear cargo cover a lot of times you
typically have to take this cover and
physically pull it out of the vehicle
and store it somewhere else. With the new
redesigne Chevrolet has made a very
unique fitting spot right here. Just take
the cargo cover push it on down and you
don't have to worry about ever losing it.
It's really hard to believe the amount
of storage that you do have in such a
compact SUV, it's kind of like a tiny
house! Showing you the backseat here
you simply fold those down and you do have
your storage area right here but you
also have a whole lot more storage once
you fold down the two back second row
seats. So as you can see, you fold that
down, you have almost 8 feet of
additional storage and cargo area in the
back. Along with the cargo room there's
also a lot of room for your backseat
passengers. As you can see, I'm 6 ft. 2 in.
and I sit pretty comfortably in the back
of this little 2019 Chevrolet Trax
surprisingly! So, definitely a great thing.
As you can see you do have the accent
stitching on the seat here and then also
as you can see have the 12-volt power
jack. So plug right in there for your
electronics. Along with the spacious new
design and plenty of room you also have
a lot of Technology features that are
very convenient on the 2019 Chevrolet
Trax. As you're looking here you do have
the 7-inch LED LCD touchscreen,
hands-free voice activation, Bluetooth,
Wi-Fi 4G LTE.
You also have the leather-wrapped
steering wheel. Again with the voice
commands on the steering wheel, the
cruise control on the steering wheel. Two
USB ports right here underneath your
air conditioning controls. You also have
an auxiliary jack here and then an
additional 12-volt power jack outlet
right here. Coming up a little bit you
have your traction control and also your
hazard lights. You have the heated seats
for the driver and the passenger in the
2019 Chevrolet Trax, and also your
cupholders, more storage area up here for
your phone, for an additional keys, maybe
a wallet. One of the things that I
thought was really cool is when you park
the vehicle, obviously don't do this
while you're driving, but when you're
parked in a vehicle and you look in the
mirror, maybe say you're trying to do
your hair? You know somebody like me that
you know takes a lot of pride in their
hair. You actually have a mirror on the
driver's side sun visor. So not a lot of
vehicles have that. Usually you have to go
over here to the passenger side which
also has a mirror, but in this case you
do have a mirror on the driver's side so
you can keep yourself in tip-top shape.
Not only does the 2019 Chevrolet Trax
come with a remote keyless entry, but it
also comes with a push button start. Very
surprising how comfortable this little
bitty SUV is. You would think that it
wouldn't be as spacious as it is.
Especially for a person that's over 6
feet tall, but it's actually very
comfortable. Nice and smooth. Nice ride. Real
nice vehicle. Especially on your
pocketbook with the 31 miles per gallon
and gas being as cheap as it is. Start
yourself a little savings accounts with
one of these. To come check out the
spacious 2019 Chevrolet Trax you can
visit us in O'Fallon, Union or Troy
Missouri, or go to our website
JimTrenary.com.
Best Gas Mileage Cars Chevrolet Cruze Road Trip
Will Tinney:
Alright, where are we going guys?
St. Ignace!
How much gas do we have?
One tank!
Whoa, St. Ignace on one gas tank!
Whoa, St. Ignace on one tank of gas!
160 miles to St. Ignace.
We are actually averaging 34.6 miles per gallon mpg right now.
We are taking a quick road trip break. We only have got an hour and a half or two hours to go. And we have over three quarters of a tank of gas.
Whoa!
Hey guys, are we almost there?
Well according to my phone we have two hours left.
We're in Mancilona at Mc Donalds… In our Chevy Cruze
We are just approaching three fourths of a tank… And we made it to Petoskey.
Petoskey welcomes you!
We are now exiting Petoskey and we are just, just under three fourths of a tank of gas. So, we are doing excellent with the gas mileage. It says we still have 381 miles left in the gas tank, which is great, I think we'll actually make it back to Grand Rapids, MI safely and not have to worry about gas.
Hey! We made it to St. Ignace and we are on Mackinac Island!
No, Mackinac Island is over there!
No, It's somewhere.
Guys… Over there.
Oh, Mackinac Island is over there! Whoa!
We are in St. Ignace now. We have averaged 37.7 MPG miles per gallon. We still have well over a half a tank of gas. We have 361 more miles we can go, yet we have already traveled 290.8 miles so far.
So we are currently heading back home to Grand Rapids, MI.
It was a lot of fun but I hope we don't run out of gas because I don't want to push the car.
Let me tell you we don't have anything to worry about we still have over a half a tank of gas, high five!
Yeah, my Jeep would never make this trip.
We are about to reach our final destination, Tinney Chevrolet. We still have an eighth of a tank of gas left and we have driven over 520 miles on one tank.
Yea! We are back at Tinney! Whoa! We made it on one tank of gas!
No pushing for me today.
The 2019 Chevrolet Blazer Is No Retro Ride | Edmunds
Edmunds:
[ROCK MUSIC]
DAN FRIO: This is the
2019 Chevrolet Blazer.
Chevy's brought back the iconic
name for its new midsize SUV.
But this is a very different
car than its predecessors.
Is it worthy of the name?
We're here to find out.
[ROCK MUSIC]
For starters, this new
Blazer has four doors.
Now, sure, some of the earlier
Blazers also had four doors.
But talk to any Blazer purist,
people who know the SUV,
Blazers only have two doors.
That's not to say
this isn't a good SUV.
But it's made with a
very different philosophy
from those earlier Blazers.
While those old
truck-based Blazers
were prized for their
rugged off-road ability,
this new Blazer is more
about comfort, convenience,
technology, and even
a little bit of sport.
And while today's
Blazer does offer
an optional sophisticated
all-wheel drive
system, about the toughest
terrain this Blazer is
likely to see is in
the Costco parking lot.
One of the endearing
qualities of those old Blazers
was the thick, blocky
styling that just looked
like it could take a beating.
So this new Blazer got this big
wide grill allowed engineers
to widen the suspension
track for sportier handling.
It's got these thin lights,
these creased hood lines.
And it's got this window line
that rises toward the back--
kind of gives it a street tough
look inspired by the Camaro
rather than an
off-road tough look.
On sale now, 4-cylinder
based-trim Blazers
start around $30,000.
Moving up the line gets
you the 3.6 liter V6.
The red RS we just
looked at starts at 42.
But the premier level,
which I'm driving now,
starts around $44,000.
The 3.6 liter V6--
that makes 380 horsepower.
And the first thing you
notice about this engine
is just how smooth it is.
It accelerates
smoothly-- appears
to have plenty of power,
especially on the highway
or in these kind of
winding canyon roads
that we're on right now.
The Blazer's handling is
pretty impressive for what
is, otherwise, just a
general mid-sized SUV.
The suspension on
this is a wider track.
So it allows for flatter
cornering and less body roll,
so say the engineers.
But actually when you're
driving it in practice,
you can kind of feel it.
It's not a sport SUV, but
you can definitely carry
a little more speed
into the corners
than you might with
another midsize SUV.
The steering on the Blazer
is right down the middle--
a little light, if anything.
But we'll take that in
an SUV of this size.
But, overall, it's got good,
sporty confident feeling
in the steering.
Thankfully, we haven't needed
to panic-test the brakes out
on the freeway.
But here in the canyon,
they feel great.
Brakes engage easily.
There's no grabbiness to them.
There's a real smoothness to
this SUV's dynamic character,
overall.
Chevy's tend to have
this solid build
feel from behind the wheel.
And you notice it in the
Blazer in that there's not
a lot of road noise
or wind noise that's
coming into the cabin.
There's a little tire hum,
and there's a little rush
of wind over the windshield.
But it's nothing that would
impede a conversation.
It's nothing that I think would
fatigue you over a long drive.
This is a nice, quiet cabin.
From the driver's seat,
I feel very comfortable.
I've got plenty of elbow
room on both sides.
Seats are nice and wide.
It's not too much
bolstering here.
So you've got plenty of
room to kind of move around.
Good power adjustments,
good lumbar support.
It's easy to find a good
driving position in the Blazer.
In this trim, the premier
trim that we're driving,
there's also a power
telescoping steering column.
So that helps you dial
in a good spot, as well.
One thing you notice right
away from the driver's seat--
there's not a lot of room
to look out the back.
The exterior design uses
a Camaro-like window line
that rises up.
As such, it compromises your
view at the rear corners.
It's not a huge deal.
There is blind spot
monitoring on this trim.
But it's something to consider.
One thing about the
Blazer's ride quality
is that it does a good job
of suppressing harsh impacts
and jolts and keeping them out
of the cabin for the most part.
On the other hand, there's a
bit more bounce up and down
than you might expect.
It's not a deal
breaker, by any means.
But it's something you
want to consider, though,
and something you will
notice on rough roads.
Right now, we're in the RS trim
of the 2019 Chevrolet Blazer.
You can tell it's the RS trim
by some of the red accents
around the vent rings
here in the shift lever.
Otherwise, today's Blazer comes
with about everything you'd
expect of a family crossover.
It's got this
8-inch touchscreen.
It's got in-car Wi-Fi,
Apple CarPlay, Android Auto,
six USB ports, wireless
device charging.
It's got about
everything you need
to keep your family
connected and happy.
I like this instrument panel.
It's pretty clean.
You've got a row of hard buttons
here for the climate control.
One of the highlights of this
updated infotainment system,
which Chevy is calling
Infotainment 3,
is this ability to
set user profiles.
And it can store
preferences for everything
from your favorite
audio preferences
to climate control, even entry
and exit seating position.
One of the things I really
like about this new touchscreen
is just how crisp
the graphics are.
The icons are really
sharp, really clean.
And there's this great
camera with multiple views--
bird's eye view,
front view, view
to the side, view of the back.
It's really helpful.
Two adults can sit
comfortably in the back.
Taller passengers may
lack some headroom.
But sliding and reclining
seats will help.
Two vents, two USB ports,
and a 120-volt plug
round out the offerings.
So is this new Blazer the retro
omage that we had hoped for?
Not quite.
But since truck-based
SUVs don't sell
like they once did
anyways, our expectations
were pretty tempered.
But with this new Blazer
lacks in backwards ruggedness,
it makes up for with a strong V6
engine, a roomy cabin, a cargo
area, and a pretty slick
technology interface.
We're taking one of
these back to the office,
so stay tuned for more on the
new 2019 Chevrolet Blazer.
For more on the new Blazer
and other crossovers,
please subscribe to
our channel, and go
to edmunds.com when you're
looking for your next car.
Why Choose a Chevrolet | Jim Trenary Chevrolet
Jim Trenary Chevrolet:
Chevrolet has come a long way with
reliability.
They're top-rated right now.
J.D. Power and Associates rates them very high.
The product itself is up to date.
Every year they're coming up with new models.
They've just recently released three or four brand new models and updates.
So, you know, not just
warranty and price, but the product
itself is really starting to sell itself.
This is a great lineup.
People identify with Chevrolet.
It's a long hunted year history.
I like being a part of that.
I like to buy vehicles from American
company and I like to represent them as well.
I have an Equinox and I've been looking at all different kinds.
The best thing about this is all
the technology in there.
It's not hard to use. I've looked at several
different manufacturers and I like that
these are just definitely user-friendly.
We are selling a lot of new Silverados,
Traverses, Equinox's, new Colorado's that
are built in Wentzville, MO.
We're in the top 20 dealers in Colorado sales in the country.
We're going to have the car that you want.
We make buying fun. We breed
that atmosphere of fun and excitement
because buying a car should be fun.
It should be exciting, you know, we want
to be involved in that.
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.
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