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William Maley

Chevrolet News:What Does $48,045 Buy You? A Colorado ZR2 Bison

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Chevrolet has announced pricing for the upcoming Colorado ZR2 Bison. Built with the help of American Expedition Vehicles, the Bison takes the capable ZR2 and adds some more features to allow it to go further in the bush. But it will set you back a fair amount of cash.

When it arrives at dealers in January, the Extended Cab will set you back $48,045. The crew cab begins at $49,645. Both prices include a $995 destination charge. That represents a premium of $5,000 to $6,000 when compared to the standard ZR2.

That price premium may seem a bit much, but it is going towards some proper upgrades. The includes new skid plates protecting key items such as the oil pan and transfer case; steel bumpers, and 17-inch aluminum wheels wrapped in 31-inch Goodyear Wrangler Duratrac off-road tires. A snorkel will be available as an option.

It will be interesting to see Chevrolet can draw some buyers away from the Toyota Tacoma TRD Pro.

 


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Cool.. Ford really should offer the Ranger Raptor here, would be competition...and you know Jeep will have a Rubicon version of the Gladiator. 

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Very nice rig.  It is funny to me though that a steel front bumper is suddenly a selling point to set the Bison apart.  GM never should have gone with car-style plastic covered bumpers on their midsize trucks to begin with.  And the fact that Ford mentions their Ranger has steel bumpers on all trims tells me I'm right.

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18 hours ago, William Maley said:

That price premium may seem a bit much, but it is going towards some proper upgrades. The includes new skid plates protecting key items such as the oil pan and transfer case; steel bumpers, and 17-inch aluminum wheels wrapped in 31-inch Goodyear Wrangler Duratrac off-road tires. A snorkel will be available as an option.

$5-6,000 for that stuff?!? 

There's no way I would buy this over a ZR2 or at the 50k price I'd special order a base model Raptor. 

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4 minutes ago, ccap41 said:

$5-6,000 for that stuff?!? 

There's no way I would buy this over a ZR2 or at the 50k price I'd special order a base model Raptor. 

Same price range as a Wrangler Unlimited Rubicon.   The off road upgrades gets premium priced. 

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There aren't REAL upgrades though.. I can't imagine buying skid plates, non-body matching bumpers and tires would set you back that much. 

The Rubicon gets actual upgrades with 33inch tires, a true crawl ratio, sway bar disconnect, and Dana 44 axles(front and rear).

Also, the Wrangler Unlimited Rubicon starts at 43k.  

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GM's pricing is rather assertive lately.  They'll get fewer buyers, but at higher prices... and they seem to be okay with that.  They're clearly not chasing volume to keep the lights on anymore.  The days of the $99 down $99 a month Cobalt are over. 

Personally, they're driving me away.  The only new cars from them I consider competitive to other brands in terms of pricing are the CT6, ATS, Encore, and perhaps Impala.  Everything else has an attractive base price, but then they really nail you on options that are standard issue or much cheaper at the competition. 

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GM's approach is an interesting one and one that is making me rethink if I leave them for some other brand. Be very interesting to see what happens with their large EV roll out.

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Oh believe me, since you're under a rock, this big roll-out will be met with singing crickets and not much more. 

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1 hour ago, ocnblu said:

Oh believe me, since you're under a rock, this big roll-out will be met with singing crickets and not much more. 

Doubtful, as I expect a decent sales rate as more ev options enter the market.

Society has become a consumable one that does not want to deal with maintenance. ICE has plenty of maintenance in comparison to EV and once people start to see the options of driving and the reduced cost to maintain ev's will leave the niche sector and enter the mainstream.

More people than you know are waiting to buy.

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Cars are basically maintenance-free now until 100K, other than oil changes.
And those... you can "take a break from driving and have a bite to eat while they do it". Easy-peasy!

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1 hour ago, balthazar said:

Cars are basically maintenance-free now until 100K, other than oil changes.
And those... you can "take a break from driving and have a bite to eat while they do it". Easy-peasy!

True, but even that maintenance of oil changes, brakes, etc. while small stuff is a bother for many. 

I do not expect @ocnblu or you to buy an EV, but I know plenty that want alternatives to Tesla, Nissan or GM for an EV and not have to deal with the ICE maintenance.

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I don't see how it's remotely a 'bother'. Having to sit in a Panera for a half hour while your Tesla jostles with others at the plug mid-day is also a 'bother'.

I say 'Panera' because they put 10 tesla superchargers right near me at one, and they seem to be operational finally (I don't know if all are online). Today coming home about 1PM, and there were about 6 Ts sitting there, including one parked across empty spots right near, apparently waiting for a slot. Me, I'm not quite smitten by a $9 bowl of mac & cheese, and staring at others eating soup and sandwiches incredibly slowly as they force the passage of time is not my idea of getting something accomplished.

I prefer to have food thrown at my open mouth from a slow roll thru the drive-up window.

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4 hours ago, balthazar said:

I don't see how it's remotely a 'bother'. Having to sit in a Panera for a half hour while your Tesla jostles with others at the plug mid-day is also a 'bother'.

I say 'Panera' because they put 10 tesla superchargers right near me, and they seem to be operational finally (I don't know if all are online). Today coming home from a job about 1PM, and there were about 6 Ts sitting there, including one parked across empty spots right near, apparently waiting for a slot. Me, I'm not quite smitten by a $9 bowl of mac & cheese, and staring at others eating soup and sandwiches incredibly slowly as they force the passage of time is not my idea of getting something accomplished.

I prefer to have food thrown at my open mouth from a slow roll thru the drive-up window.

I prefer to live life on my terms and eat at decent family owned restaurants. Personally, I refuse to throw electrics out the window because as an enthusiast it s  one of the few parts of the market doing anything interesting.  Pony cars have been around since the sixties...BRZ/FRS isn't that awesome...GTI is a glorified Rabbit....WRX is cool but only so exciting...I like Cadillac styling but have no desire to actually put a Cadillac in my driveway....very little else actually excites me that much of what is built. 

As far as the Colorado, interesting appearance package/off road package here. 

9 hours ago, ocnblu said:

Oh believe me, since you're under a rock, this big roll-out will be met with singing crickets and not much more. 

At least i have the self awareness to know that my rants about Ford are irrational and a bit hateful. Not sure you have the same level of self awareness. 

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When you can have an oil change done every 5k miles in less time than it takes to recharge an electric car every 238~ miles, and when it takes less than 5 minoots to fill a gas tank if I pay at the pump, why on this green earth would I change my mind?  And as far as irrationality and hate go, I have no idear what you're talking aboot.  Dfelt and I are like a balance shaft in a 1995 4.3L V6, you need both to keep things lubricated and running smooth there, compadre.

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Most people who have EVs never have to sit there in a Panera with $9 Mac-n-Cheese because most people are not doing 400-mile journeys every day. The car gets charged up at home.

What's going on is that the Tesla owners are overusing the free SuperCharging.  They're being cheap wads and potentially harming their battery's life in the process. They still haven't switched their mentality away from gas-powered cars.  The only people who should be at a Supercharger should be those who don't have enough juice to get home. 

Based on my driving habits, I'd have to charge up once a week at most... I can do that at home.  Charging every night is not necessary. Plugging a Bolt or Model S in at night once a week when I'm done driving for the day takes far less of my time than filling up with gas at the local Costco. 

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10 hours ago, dfelt said:

True, but even that maintenance of oil changes, brakes, etc. while small stuff is a bother for many. 

I do not expect @ocnblu or you to buy an EV, but I know plenty that want alternatives to Tesla, Nissan or GM for an EV and not have to deal with the ICE maintenance.

I don't even expect you to buy one... 

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42 minutes ago, Drew Dowdell said:

Most people who have EVs never have to sit there in a Panera with $9 Mac-n-Cheese because most people are not doing 400-mile journeys every day. The car gets charged up at home.

What's going on is that the Tesla owners are overusing the free SuperCharging.  They're being cheap wads and potentially harming their battery's life in the process. They still haven't switched their mentality away from gas-powered cars.  The only people who should be at a Supercharger should be those who don't have enough juice to get home. 

Based on my driving habits, I'd have to charge up once a week at most... I can do that at home.  Charging every night is not necessary. Plugging a Bolt or Model S in at night once a week when I'm done driving for the day takes far less of my time than filling up with gas at the local Costco. 

...and not stopping on the way home during rush hour traffic is a major time save. 

 

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Given that I work from home and drive very little every week (sometimes a 200 mile road trip on the weekends), an EV could work for me.  But not anytime soon...

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37 minutes ago, ccap41 said:

I don't even expect you to buy one... 

Ohhh eventually we all will. Time frame is the question. More and more people I know are driving them. Couple guys in one of my woodworking club just bought Teslas and love them.

 

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37 minutes ago, ccap41 said:

I don't even expect you to buy one... 

 I will not buy anything else but an EV as my next new auto. Just waiting for the right options to come along.

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Just now, Robert Hall said:

Given that I work from home and drive very little every week (sometimes a 200 mile road trip on the weekends), an EV could work for me.  But not anytime soon...

Your Jeep should last another decade plus easily. Lots will change by the 2029 model yer. 

Just now, dfelt said:

 I will not buy anything else but an EV as my next new auto. Just waiting for the right options to come along.

When the Model 3 is available half priced as a 4 year old low mile car, i will probably consider one. 

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      “From the moment the engine is started, to its idle, acceleration and highway cruising, the 3.0L Duramax performance will change perceptions of what a diesel engine can offer in refinement,” said Nicola Menarini, director for Diesel Truck Engine Program Execution. “With advanced technologies that draw on global diesel expertise, it’s a no-compromise choice for those who want the capability and driving range of a diesel in a light-duty truck.”
      Available on LT, RST, LTZ and High Country models, the 3.0L Duramax diesel rounds out the new Silverado’s range of six propulsion choices, each tailored to suit customers’ needs for performance, efficiency, technology and value. It is rated at an SAE-certified 277 horsepower and 460 lb-ft of torque delivering 95 percent of peak torque at just 1,250 rpm. Peak torque is sustained from 1,500 rpm through 3,000 rpm, providing a powerfully smooth and satisfying driving experience.
      The 3.0L Duramax is paired with GM’s 10L80 10-speed automatic transmission, featuring a centrifugal pendulum absorber torque converter that reduces vibrations to improve smoothness, reinforcing its performance, efficiency and refinement. This combination also offers exhaust braking, which uses the diesel engine’s compression to help slow the vehicle, requiring fewer brake applications by the driver when in Tow Haul mode.
      Innovative Engine Technologies
      The inline six-cylinder architecture offers inherent efficiency and refinement, but the team expanded with smart technology choices to help improve efficiency and weight while optimizing the truck experience. A lightweight aluminum block and cylinder head reduce overall mass, and Active Thermal Management enhances efficiency and cold-weather warm-up. Ceramic glow plugs also help with shorter heat-up times and a quicker cold start, meaning the engine block heater is not needed until -22 degrees F.
      Towing is an important part of owning a truck, and customers can gain additional confidence thanks to the exhaust brake available in tow-haul mode. The water charge air cooler, coupled with low pressure EGR, reduces time to torque. The variable geometry turbocharger helps provide a greater balance of performance and efficiency, and an electronically variable intake manifold helps optimize performance across the rpm band.
      Inherently efficient and balanced
      Compared to a DOHC V-6, the inline-six architecture offers greater efficiency from the reduced friction of operating only two camshafts and their associated valvetrain components. The I6 configuration offers the perfect balance of primary and secondary forces, without the need for balancing shafts.
      “In addition to reduced friction, the architecture enables smooth operation,” Menarini said. “The new Duramax 3.0L elevates the 2019 Silverado with one of the most refined and efficient diesel engines in the segment.”
      Along with supporting elements such as a tuned air induction system and other noise-attenuating elements, the 3.0L Duramax delivers exceptional quietness and smoothness at all engine speeds.
      All-aluminum construction and tough rotating assembly
      The 3.0L Duramax cylinder block is made of a cast aluminum alloy that provides the strength required to support the high combustion pressures that occur within a diesel engine, while also offering an approximately 25 percent mass savings over a comparable cast iron engine block. Iron cylinder liners are used within the aluminum block to insure truck durability.
      There are seven nodular iron main bearing caps that help ensure the block’s strength under those high combustion pressures, while also enabling accurate location of the rotating assembly. A deep-skirt block design, where the block casting extends below the crankshaft centerline, also contributes to the engine’s stiffness and refinement. It’s complemented by a stiffness-enhancing aluminum lower crankcase extension attached to the main bearing caps.
      The rotating assembly consists of a forged steel crankshaft, forged steel connecting rods and hypereutectic aluminum pistons. The alloys in the respective castings for the rods and pistons make them lightweight and durable. Silicon is blended with the aluminum for heat resistance and tolerance within the piston cylinders, which enhances performance and makes the engine quiet.
      A thick piston crown — the top of the piston — and reinforced top ring add strength to support the tremendous cylinder pressures enabled by turbocharging and the engine’s high 15.0:1 compression ratio.
      DOHC Cylinder Head and Rear Cam Drive
      Overhead camshafts offer a direct, efficient means of operating the valves, while four valves per cylinder activated by maintenance-free finger followers with hydraulic lash adjusters increase airflow in and out of the engine. This arrangement is integrated on the Duramax 3.0L’s lightweight aluminum cylinder head, which is topped with a lightweight composite cam cover that incorporates the crankcase ventilation and oil separation systems.
      A pair of lightweight, assembled camshafts actuates 28.35 mm diameter (1.12-inch) intake and 24.55 mm diameter (0.97-inch) exhaust valves. The camshaft drivetrain is uniquely located at the rear (flywheel side) of the engine, for greater refinement and packaging considerations for the comparatively long inline-six. A crankshaft-driven chain drives the high-pressure direct-injection fuel pump, while a chain driven by the fuel pump drives both intake and exhaust camshafts. A smaller belt drives the variable flow oil pump from the crankshaft.
      Additional Technology Highlights
      Variable geometry turbocharging enables the Duramax 3.0L engine to deliver class-leading horsepower with minimal effect on overall efficiency. The system uses closed loop controlled vanes position and sophisticated electronic controls to automatically adjust boost pressure to the desired value based on engine running conditions and instantaneous power demand. The liquid-cooled turbocharger features a low-friction ball-bearing shaft and is mounted close to the exhaust outlet of the engine for quicker spool-up of the turbine and quicker light-off of the exhaust catalyst. A water-to-air intercooling system produces a cooler higher density air charge for greater power. Maximum boost pressure is 43,5 psi (300 Kpa) absolute.
      Low-pressure EGR: The Duramax 3.0L utilizes new low-pressure Exhaust Gas Recirculation to optimize performance and efficiency. The EGR system diverts some of the engine-out exhaust gas and mixes it back into the fresh intake air stream, which is drawn into the cylinder head for combustion. That lowers combustion temperatures and rates.
      Traditionally, EGR systems in diesel applications recirculate exhaust gases between the two high-pressure points, the exhaust manifold(s) and intake manifold. However, it generally requires efficiency-robbing assistance from the turbocharger or other supporting elements to achieve the pressure differential required for sufficient EGR flow rates.
      The new low-pressure system adds to the high-pressure system, supporting continual adjustment of exhaust backpressure for more efficient operation. It recirculates gases between the low-pressure points in the exhaust system (downstream of the particulate filter) and after the compressor inlet.
      When the low-pressure EGR is activated by an electronically controlled valve, the engine burns exhaust gas that has already passed through the particulate filter. That increases the turbocharger’s efficiency, which helps overall vehicle efficiency without deteriorating the rate of particulate matter emitted by the engine.
      A variable intake manifold offers dual air intake pathways for each cylinder. Electronically controlled flaps — one for each cylinder — shorten or lengthen the airflow to each cylinder. This optimizes the airflow into the engine and improves performance and responsiveness across the rpm band, particularly at lower engine speeds.
      A variable-pressure oiling system with a continuously variable-displacement vane oil pump enhances efficiency by optimizing oil pressure as a function of engine speed and load. With it, the oil supply is matched to the engine requirements rather than the excessive supply of a conventional, fixed-displacement oil pump. The engine uses low-friction Diesel Dexos 0W20 oil.
      Oil jets located in the block are employed for performance and temperature control. They target the inner core of the piston with an extra layer of cooling, friction-reducing oil. The jets reduce piston temperature, allowing the engine to produce more power and enhance long-term durability than engines without the technology.
      Active Thermal Management helps the engine warm up quickly to achieve and maintain its optimal engine temperature for performance and efficiency over the entire engine operating range. The system uses a three-actuator rotary valve system to distribute coolant through the engine in a targeted manner. It sends heat where it’s needed to warm up the engine to reduce friction and heat the passenger cabin or cools when needed for high-power operation. The Duramax 3.0L also features split cooling between the block and head.
      Common rail direct fuel injection of 2,500 bar (36,250 psi) helps generates class-leading horsepower and torque. The system’s pressure is generated by an engine-driven twin-piston pump sending fuel to solenoid-activated injectors with nine-hole nozzles that support precise metering of the fuel for a smooth idle and lower combustion noise. The fuel system is capable of multiple injections per combustion cycle — up to 10 times per injector — for more consistent and stable combustion performance that translates into smoothness and refinement, particularly at idle.   
      Electronic throttle valve: The Duramax 3.0L features an electronic throttle valve to regulate intake manifold pressure in order to optimize exhaust gas recirculation rates. It also contributes to a smooth engine shutdown via a more controlled method of airflow reduction.
      Ceramic glow plugs used in the Duramax 3.0L heat up more quickly and hotter than conventional metal-based glow plugs, helping the engine start and heat up more quickly in cold weather. The Duramax 3.0L achieves unassisted and assisted starting temperatures of -22 F (-30 C) and -40 F (-40 C) respectively.
      Stop/start technology helps optimize efficiency in city driving. The driver-selectable system shuts off the engine at stoplights and other stop-and-go situations. The engine automatically restarts when the driver takes their foot off the brake.
      ABOUT CHEVROLET
      Founded in 1911 in Detroit, Chevrolet is one of the world's largest car brands, doing business in more than 100 countries and selling more than 4.0 million cars and trucks a year. Chevrolet provides customers with fuel-efficient vehicles that feature engaging performance, design that makes the heart beat, passive and active safety features and easy-to-use technology, all at a value. More information on Chevrolet models can be found at www.chevrolet.com.
      # # #
      2019 CHEVROLET SILVERADO 3.0L DURAMAX TURBO-DIESEL SPECIFICATIONS
      Type:
      Duramax 3.0L DOHC Turbo Diesel I6 
      Bore & Stroke (in. / mm):
      3.30 x 3.54 inches (84mm x 90mm)
      Block Material:
      Aluminum
      Cylinder Head Material:
      Aluminum
      Compression Ratio:
      15.0: 1
      Firing Order:
      1-5-3-6-2-4
      Valvetrain:
      Dual-overhead camshafts, four-valves per cylinder
      Air Delivery:
      Single variable-geometry turbocharger; intercooling system. 42.8-psi / 2.95 bar max boost
      Fuel Delivery:
      High-pressure, common-rail direct injection (36,250 psi / 2500 bar); electronic throttle valve
      Ignition System:
      Compression
      Max Engine Speed:
      5100 rpm
      Additional Features:
      Continuously variable oil pump; engine oil cooler, automatic stop/start, Active Thermal Management,
      Emissions Control:
      Low-pressure Exhaust Gas Recirculation (EGR); Selective Catalyst Reduction on Filter (SCRF)
      Horsepower
      (hp / kW @ rpm):
      277 / 204 @ 3750 (SAE certified)
      Torque
      (lb.-ft. / Nm @ rpm):
      460 / 624 @ 1500 (SAE certified)
       
    • By Drew Dowdell
      Chevy unveiled the 2021 Trailblazer today, filling a space between the Chevrolet Trax and Equinox in the lineup.  This follows the recent release of the Buick Encore GX that fills a similar but more premium space. 
      Picking up on styling from the larger Blazer and the Camaro, the Trailblazer takes an aggressive, sporty posture. Yes, there also will be an RS version, but no word yet on what powertrains will be available. 
      Chevy is finally going to start offering active safety features as standard, something the competition started doing a few years ago. The standard active safety features are Front Pedestrian Braking, Automatic Emergency Braking and Lane Keep Assist with Lane Departure Warning.  Optional will be Adaptive Cruise Control - Camera, Rear Park Assist and a High Definition Rear Vision Camera.
      The 2021 Trailblazer will enter dealerships in early 2020. 


      View full article
    • By Drew Dowdell
      Chevy unveiled the 2021 Trailblazer today, filling a space between the Chevrolet Trax and Equinox in the lineup.  This follows the recent release of the Buick Encore GX that fills a similar but more premium space. 
      Picking up on styling from the larger Blazer and the Camaro, the Trailblazer takes an aggressive, sporty posture. Yes, there also will be an RS version, but no word yet on what powertrains will be available. 
      Chevy is finally going to start offering active safety features as standard, something the competition started doing a few years ago. The standard active safety features are Front Pedestrian Braking, Automatic Emergency Braking and Lane Keep Assist with Lane Departure Warning.  Optional will be Adaptive Cruise Control - Camera, Rear Park Assist and a High Definition Rear Vision Camera.
      The 2021 Trailblazer will enter dealerships in early 2020. 

    • By Drew Dowdell
      GM is delaying the launch of the new inline-6 diesel engine bound for the GMC Sierra 1500 and Chevrolet Silverado 1500.  No longer available for ordering on the 2019s, GM has pushed the availability into the 2020 model year. 
      According the GM, the emissions certification process on the engine is taking longer than normal.   Customers who ordered a 2019 Silverado or Sierra with the diesel engine will have their orders canceled and will need to resubmit the order for a 2020 model year vehicle once they become available for order.  GM has yet to open orders for 2020 truck models with the diesel engine, but a GM spokesperson said that it will be "soon".
      Assuming the current pricing holds, the 3.0 liter Duramax diesel will be priced $2,495 over a 5.3 liter V8 and $2,890 over the 4-cylinder 2.7-liter turbo. 
      Meanwhile for 2020, GM is expanding the availability of adaptive cruise control and the 10-speed automatic across the lineup.  At Chevy, the Silverado will now have the optional 6.2 liter V8 on five out of the eight trim levels.  The 6.2 V8 will be paired with the 10-speed automatic and available on the Custom Trail Boss, RST, LT Trail Box, LTZ, and High Country. At GMC, the CarbonPro box will be available at no additional cost when paired with certain other packages on the Sierra AT4 and Sierra Denali, while the double cab Sierra Elevation Trim will now also be available in a crew cab. 
       

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