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NEW SILVERADO AND SIERRA HD MODELS POWER THEIR WAY TO TOP OF SEGMENT
Building on the success of the regular duty pickups in 1999, Chevrolet and GMC are out to revolutionize the heavy-duty market in 2001 wîth the §egmènt's most powerful lineup of all-new three-quarter and one-ton pickups and chassis cabs.'The superlative power of our new heavy-duty Silverado and Sierra, coupled wîth their best-in-class capabilities, durability and improved efficiency, nail every customer requirement and then some,' said Tom Stephens, GM Vice President and Group Director of the Pontiac Vehicle Engineering Center. 'They provide customers wîth nothing less than a new standard for this §egmènt'
COMPREHENSIVE LINEÚP
Chevrolet Silverado and GMC Sierra each offer a wide selection of 32 heavy-duty models, including 2500HD (3/4-ton) and 3500 Series (one-ton) regular cabs, four-door extended cabs, Crew Cabs and chassis cabs.
Four special versions of the heavy-duty pickups, wîth a reduced gross vehicle weight rating (GVWR), are also available for alternative fuel vehicle customers.
MOST POWERFÚL ENGINE LINEÚP
The §egmènt's most powerful gasoline and diesel engines drive the 2500HD/3500 Series to the head of their class in performance. The new powertrains were all validated for an extended operating life of at least 200,000 miles (322,000 km), without major component failures. They also incorporate new low maintenance features and provide better economy than the powertrains they replace.
DÚRAMAX 6600 V8 TOPS DIESEL CLASS
A totally new Duramax 6600 diesel V8 replaces the previously available 6.5-liter turbo diesel. The Duramax 6600 is a state-of-the-art, 90-degree, direct-injection, overhead valve, four-valve-per cylinder, turbocharged and intercooled V8, developed through a joint venture between (DMAX Ltd.) between GM and Isuzu Motors. It is built at a new plant in Moraine, Ohio.
From virtually any perspective, the optional new Duramax 6600 provides more customer benefits than competing Ford and Dodge diesels.
HIGHLIGHTS INCLÚDE:
• Awesome power. With 300 hp @ 3100 rpm and 520 lb.-ft. (705 Nm) of torque at 1800 rpm, the Duramax 6600 produces 65-70 more horsepower and 20-70 lb.-ft. more torque than the competition's diesels.
• Segment-leading acceleration at any load level. Acceleration tests actually show that the heavier the load it pulls, the more quickly the Duramax 6600 outdistances its competitors.
• Amazingly quiet operation. At cold-idle startup, for example, it produces only 78 decibels of sound about half the noise level of its next quietest competitor, Ford's 7.3-liter diesel.
• Best-in-class power-to-weight ratio. Lean and powerful, the Duramax has a 0.9 power-to-weight ratio compared to the 0.5 ratio of its two heavier and more sluggish competitors.
• Nineteen percent better specific fuel economy than the 6.5-liter Best-in-class durability and reliability. The Duramax 6600 was tested at more than twice the duty cycles and operating time of its predecessor.
• Easy serviceability/reduced maintenance. Shorter and narrower than any of the competitors' diesels, the Duramax 6600 provides easier access to external components and items like the
timing gear train, the oil filter and the fuel filter.
• Like the other new engines, the Duramax has extended, 7,500-mile (12,000-km) oil change intervals under normal operating conditions and five-year, 50,000-mile (80,000-km) engine coolant.
VORTEC 8100 BIG BLOCK V8 TOPS COMPETITORS' V-10S
An equally impressive new, optional Vortec 8100 V8 gas engine replaces the previous Vortec 7400. Built on one of the most celebrated engine foundations in automotive history, GM's Big Block V8, nearly 80 percent of the Vortec 8100's parts are new. It shares its predecessor's valve and bore centers and bore diameter, but features a 9.4mm longer stoke for higher displacement and more power.
With 340 horsepower at 4200 rpm and 455 lb.-ft (617 Nm) of torque at 3200 rpm, the Vortec 8100 actually produces 40-65 more horsepower and 30-45 lb.-ft of torque than Ford and Dodge's V10 engines!
The Vortec 8100 also provides four percent better specific fuel economy than its predecessor, best-in-class gas engine acceleration and major emissions improvements. Operators can run on alternative fuels such as compressed natural gas (CNG) or Liquid Propane Gas (LPG), without requiring special valves and seats. The Vortec 8100 is so tough, it even stands up to severe marine and industrial use! Oil changes are the only scheduled maintenance requirement during the first 100,000 miles (160,000 km) of operation. And even they have been simplified. GM's Oil Life™ monitoring system tells owners when an oil change is required, based on actual usage and need. An oil level sensing system also alerts operators of the need to replenish oil.
MOST POWERFÚL STANDARD VORTEC 6000
The Vortec 6000 V8 replaces the Vortec 5700 to become the most powerful standard engine in its class. With 300 hp @ 4400 rpm and 360 lb.-ft (501 Nm) of torque @ 4000 rpm, produces 40-50 more horsepower and 25-35 more lb.-ft. of torque than the competition's largest gasoline V8s.
New-for-2001 engine design changes include cast aluminum cylinder heads, intake and exhaust ports that provide major gains in volumetric efficiency (better breathing), a high lift cam and a low restriction induction and exhaust system. The Vortec 6000 shares the Vortec 8100's low maintenance features.
All new 2500HD/3500 models have a standard engine hour meter that also allows fleet and commercial operators to calculate more precise servicing schedules for their engines.
INCREASED AVAILABILITY FOR ALTERNATIVE FÚELS
Both the Vortec 6000 and Vortec 8100 are capable of running on either compressed natural gas (CNG) or liquid propane gas (LPG). The Vortec 6000 requires an (RPO KL5) option to run on these fuels. The Vortec 8100 is already gaseous fuel compatible.
Two other options, (RPO KL7) for LPG and (RPO KL8) for CNG, also provide customers wîth fully converted, dedicated alternative fuel systems installed at time of delivery. The options are available on 2500 Series 2WD/4WD Regular and Extended Cab pickups. A lower 8,500-pound (3,856-kg) GVW rating on these models enables customers to qualify for special federal government credits and monetary incentives and to meet 'clean fleet requirements' in different geographic areas. IMPCO Technologies of Irvine, California, installs the alternative fuel systems. They carry a full 36-month/36,000 (60,000-km) mile warranty. Chevrolet and GMC dealers do the warranty work.
NEW SMOOTH-SHIFTING, HIGH CAPACITY TRANSMISSIONS
The Duramax 6600 and Vortec 8100 mate to new smooth shifting, high capacity transmissions, including a standard ZF S6-650 six-speed manual and optional Allison 1000 five-speed automatic. Both have close-ratio gearing, which provides exceptional launch, hill climbing and towing capability and economy. Their heavy-duty components are stronger than those typically found in one-ton truck transmissions, providing exceptional durability.
The ZF S6-650 six-speed is fully synchronized in all gears for easy shifting. Dual cone synchronizers in second and third gear provide extra capacity. High helix angle gears provide quiet operation. A convenient shift pattern allows the shift lever to be moved forward for reverse and straight back for first, providing easy low speed maneuvering. Second can be used for launching unloaded or lightly loaded trucks. First gear can be used as a 'creeper gear' for extra low-end performance. As part of its low maintenance design, the ZE S6-650 uses synthetic gear oil. This provides 'lubed-for-life' operation and better reliability by eliminating unnecessary external oil-cooling components.
The Allison 1000 is a GM-exclusive. It has full electronic control of shift timing points, five forward speeds, and helical-type planetary gearsets for quiet operation. It also provides two operating modes, normal and Tow/Haul. In the latter, the torque converter clutch engages in second, third, fourth and fifth gears to avoid excessive heat buildup when the truck is heavily loaded.
Among its features, the 1000 Series provides Engine Grade Braking™, which automatically downshifts the transmission on steep grades to help slow the truck and prevent excessive use of the brakes. It
downshifts from fourth to fifth in its normal operating mode. In the Tow/Haul, the transmission will even do multiple downshifts (fifth to fourth, fourth to third) to steadily slow the truck on steep grades. The Tow/Haul mode also provides Shift Stabilization, which reduces 'shift busyness' in mountainous or hilly terrain.
The 1000 Series has easily accessible fluid fill ports on either side of the main case and an external spin-on oil filter. The oil and filter need only be replaced every two years or 50,000 miles (80,000 km) under normal operating conditions. A standard temperature gauge and a temperature monitoring
system alerts the operator to excessive heat levels.
The previously standard (MW3) heavy-duty five-manual and GM's optional 4L80-E four-speed electronically controlled automatic transmission are carried over for the Vortec 6000. The 4L80-E also provides the benefits of Passive Shift Stabilization wîth its Tow/Haul mode, two year/50,000-mile (80,000-km) oil change intervals and a standard temperature gauge and temperature monitoring system.
TOP HAÚLING, TRAILERING CAPABILITY
With their awesome power, tough new frames, advanced suspensions and higher capacity brakes, the 2500HD/3500 Series provide outstanding payload capacities and unparalleled hauling and trailering capabilities, including:
• The 3/4-ton §egmènt's highest 9,200-pound (4,173 kg) GVWR (400 pounds/181 kgs more than competitors) and payloads of up to 3,964 pounds (1,798 kgs).
• The one-ton pickup §egmènt's highest 11,400-pound (5,171-kg) GVWR (200 pounds/90.7 kg more than Ford and 900 pounds/408 kgs more than Dodge) and payloads of up to 5,753 pounds (2,610 kgs).
• An 11,400-pound (5,171-kg) GVWR for 2WD chassis cabs and 12,000-pound (5,443-kg) GVWR for 4WD chassis cabs (exceeding Ford's gasoline engine) maximum by 200 pounds/90.7 kg and 800 pounds/363 kg, respectively. Chassis cabs provide payloads of up to 6,089 pounds (2,762 kgs).
Both the Vortec 8100 and Duramax 6600 Diesel V8 permit towing trailers weighing up to 12,000 pounds (5,443 kgs); they provide a maximum 22,000-pound (9,979-kg) gross combined weight rating (GCWR). The trucks' best-in-class trailer ratings are only limited by the weight distributing range of the platform hitch itself.
With a fifth wheel or gooseneck hitch (placed about three inches in front of the rear axle), trailering capability increases to an even more astounding 15,800-pound (6,804-kg) maximum. The Vortec 8100 provides its maximum ratings wîth either a 4.10:1 or 3.73:1 axle ratio; the Duramax 6600 provides them a 3.73 axle ratio.
With a weight-distributing platform hitch and 4.10 axle ratio, the Vortec 6000 V8 permits towing trailers weighting to 10,500 pounds (4,763 kgs) and provides a maximum 16,000-pound (7,257-kg) GCWR.
The heavy-duty pickups are completely trailering ready. A Heavy Duty Trailering package is optional. A Trailering Equipment package provides the weight-distributing hitch platform, eight-wire trailer harness wîth mounted connector and a jumper harness wîth a convenient plug-in for connecting the electric trailer brake controller.
New features like larger recovery hooks and a wider choice of outside mirrors than before further enhance towing.
STRONGER FRAMES
A modular, sectional frame wîth outstanding strength, reduced weight and precise dimensional control provides the ideal platform for their rugged use and smooth ride. The frames, strengthened over their predecessors, permit better suspension tuning for improved ride quality and more precise handling, whether the truck is loaded or unloaded.
Hydroforming technology is used for the front frame rails of all models. On pickups, the mid-rails are roll formed and drawn bent, using high-strength, low-alloy (HSLA) steel to create their extremely strong, stiff 'lipped' C-shape cross section. They have an impressive 261,000 pound-inch resistant bending moment (RBM). The pickups' rear rail is an HSLA stamping, wîth a deeper, uniform 200mm
C-shaped cross section.
The 3500 Series are the only chassis cabs in their §egmènt to meet all of the National Truck Equipment Association's requirements for quick, cost-efficient mounting of specialized bodies and equipment. They have clear, flat 34-inch (864-mm) wide rails and a larger, standard 50-gallon (189-liter) dual fuel tank system. (Short box pickups provide a 26-gallon/98-liter fuel tank and long box pickups a 34-gallon/129-liter tank.)
IMPROVED BODY STRENGTH
More rigid body structures create a comfortable, quiet, rattle-free driving environment. Bodies have a high 23-hertz rating. Design features such as a 'spider assembly' beneath and welded to the cab floor, a double-boxed rocker section wîth more depth than before and a laser-welded door ring help create the exceptional stiffness.
ADVANCED SÚSPENSION SYSTEM
A long- and short-arm independent front torsion bar suspension is standard on all models. It provides a smoother ride, greater durability, more on-center feel and better stability than before.
Semi-elliptic multi-leaf rear springs operate in two stages on pickups and in three stages on one-ton chassis cabs, providing a smooth ride, whether the trucks are loaded or unloaded.
The 2WD models' front tracks are 4.2 to 5.3 inches (107 to 135 mms) wider than before and
rear tracks on all models have increased by 0.9 inches to 1.7 inches (22.8 to 43.2 mms) for improved cornering and stability.
IMPROVED BRAKING
A world-class four-wheel disc brake system, featuring GM's powerful Hydro-Boost™ brake apply system and four-wheel ABS, is standard all models. It provides shorter stopping distances, more linear control wîth less required pedal effort, quieter operation and more than double the brake pad life of previous models.
Audible wear sensors are used on the inboard and outboard disc brake pads of both front and rear systems to provide a better warning of impending pad wear out.
IMPROVED STEERING
An integral recirculating ball power §teering system provides optimum efficiency and durability. Among several other changes, the §teering gear has been retuned for better handling than before and two-wheel-drive models receive a whole new §teering knuckle GM's automatic toe-in process at plants provides a more precise front-end alignment.
NEW WHEELS
Standard 16 x 6.5-inch eight-bolt steel wheels and rim contours provide more room inside the rim for the larger brakes. A new wheel facing increases brake ventilation.
HIGHER CAPACITY TIRES
The 2500HD/3500 Series also have higher E-load range tires than before to help provide for increased load-carrying capability. The 2500HD models feature standard LT245/75R16E radials wîth either an all-season or on-/off-road design, depending on the model. The 3500 Series have standard LT215/85R16-E highway or on-/off- road radials. A full-size spare is standard.
EXTERIOR DESIGN
The Silverado HD and Sierra HD have never been more distinctive. The Silverado HD has a massive new front-end appearance that includes wider openings and a bolder chrome center bar displaying its giant, gold Chevy bow tie. Its hood is elevated, and its front bumper pads thicker to accommodate a two-inch (51 mm) higher body height (than the regular duty Silverado.) The Sierra HD also has a taller, more confident and capable design. Its signature center port grille has a chromed look; louvers direct 14 percent more air under the hood (than predecessor models) for enhanced engine cooling.
Both models feature integrated wheel flares that add to their strong, aggressive appearance. Big Dooley models feature stylish one-piece composite rear fenders that reduce weight while adding durability. A new headlamp system for the heavy-duty pickups offers an effective illuminating range of 400 feet (122 meters).
Larger 6.5-foot (2.0-meter) and eight-foot (2.4-meter) cargo boxes provide two percent more cargo volume than predecessor models.
LARGER CABS
Regular, four-door, extended and Crew Cab sizes have all been increased over previous designs for significantly more interior room and outstanding passenger seating comfort.
The extended cab provides the 's largest rear-door openings. The all-new Crew Cab provides even more headroom, leg room and hip room than the §egmènt-leading Extended Cab. Compared to the previous Crew Cab, it also has 1.1 inches (27.9 mm) of additional head room, an extra 1.4 inches (35.6 mm) more front hip room; 0.7 inches (17.8 mm) more rear leg room; 0.2 inches (5.1 mm) more rear shoulder room and 3.6 inches (91.4 mm) more rear hip room.
MORE FLEXIBLE CREW CAB SEATING
Like the regular and extended cab, the Crew Cab offers a front 40/20/40 split bench or individual bucket seats. A choice of seating surfaces includes leather seating, available wîth the uplevel Silverado LT/LS and Sierra SLT trim offered on extended cab and Crew Cab models.
The Crew Cab's rear seat is a 40/60 split bench wîth room for three passengers. Outboard passenger head restraints are vertically adjustable and don't have to be removed to fold the backrest down for extra storage room. The seat can be folded to create a large, flat surface that's ideal for carrying luggage, tools or pets. Three child-seat upper-tether anchors on the back of the rear seat improve safety, a §egmènt-exclusive rear fold-down center armrest wîth two cupholders and a stowage tray enhances comfort.
With bucket seats, the Crew Cab also has a center console wîth a large, lockable storage volume, two cupholders, extra stowage in the lid and a coin holder. The rear of the console, like that of the extended cab, also has two more cupholders, adjustable air conditioning vents wîth positive shutfoffs and a small storage bin for rear passengers. Depending on the trim level, either an overhead mini or full feature console also provides additional storage room on all models.
BETTER TEMPERATÚRE CONTROL
The heating, ventilating and air conditioning system operates more quietly, provides best-in-§egmènt cool-down comfort and better heater and defroster performance than before. It also provides §egmènt-exclusive rear-seat heater ducts as standard equipment. A new five-speed rotary fan control and rear-seating A.C. outlets (with the extended console) provide optimum comfort and balanced airflow. Crew Cabs also offer optional (RPO C68) electronic temperature control, which maintains temperature at a precise, specific setting throughout the cab.
MORE SAFETY AND SECÚRITY
The 2500HD/3500 Series add many new safety and security features, headed by the On Star™ system. It is now standard on uplevel Silverado LT and Sierra SLE extended cab and Crew Cab models.
All models have standard dual air bags, wîth a passenger side deactivation switch on regular and extended cab models to protect small occupants. They also have seat-mounted safety belts on the
outboard seating positions of all front row seats.
The Silverado LS and LT and Sierra SLE and SLT have standard programmable automatic locking and unlocking doors. Crew Cabs add child security rear door locks. Inside rear door handles on extended cab models are deactivated whenever the doors are closed. The Driver Message Center provides up to 18 alerts, regarding potential service or safety-related concerns.Source - Chevrolet
Chevrolet Trucks: Building America for 95 years
It started wîth a simple idea – a few car chassis fitted wîth hand-built beds to help carry materials around a booming car factory. Before long, millions of Chevrolet pickups were woven into the fabric of a fast-growing country. Chevy trucks tackled the toughest jobs on farms and in the fields, hauled tools and lumber to the burgeoning suburbs and carried families and friends into the wilds for well-earned vacations.'The legacy that Chevrolet trucks have built over the last 95 years is important to protect,' said Don Johnson, Chevrolet vice president of Sales and Service. 'The best way for us to do that is by delivering the capability and technology our customers have grown to expect, in both our current trucks and in our next generation of full-size pickups.'
Here are some Chevy truck highlights:
1918 Chevrolet Four-Ninety Half-Ton Light Delivery 'Cowl Chassis'
Although there are indications that some Four-Ninety based trucks were built for internal use in 1916, and that a few even earlier chassis may have been converted to ambulances and sent to France in 1914, the first customer chassis appears to have been built in Flint, Mich., on Nov. 22, 1916, and shipped from the factory on Dec. 2 that year.
Two four-cylinder models marked Chevrolet's formal entry into the truck market for the 1918 model year. Both were cowl chassis units that came from the factory wîth only frontal sheet metal. It was customary at the time for buyers to obtain a wooden cab and cargo box or panel van body to suit their purposes.
Priced at $595, the half-ton Light Delivery cowl chassis was essentially a bodyless Chevrolet Four Ninety car equipped wîth stronger rear springs. Mounted wîth a pickup box or panel body, it provided an agile and economical light-delivery truck for small businesses popping up across America in the boom following the First World War.
The second model, a 1-ton capacity 1918 Chevrolet 'Model T' (presumably for 'Truck') cost $1,125 without a body. It was based on the FA-series car, and was built on a truck frame that was longer and stronger than the half-ton model. A 37-horsepower engine gave the larger truck the power to haul heavier loads at a governor-limited top speed of 25 mph.
1930 Chevrolet Pickup
The simple cowl chassis models were replaced in the 1930s by factory-built pickups, which initially came wîth roadster and closed bodies. Chevrolet bought the Martin-Parry body company in 1930 and quickly began selling steel-body half-ton pickups complete wîth a factory-installed bed.
At the heart of these new pickups was a new Chevy inline six-cylinder engine, which soon earned names like 'Cast Iron Wonder' and 'Stovebolt' for its rugged design. First produced in late 1928, the new engine had a modern overhead-valve design. Inline six-cylinder engines became a mainstay in Chevrolet cars and trucks for decades to come.
By the mid-1930s, half-ton pickups wîth factory-installed steel boxes had become the lifeblood of the truck market, wîth brands like Mack, Studebaker, Reo, and International competing wîth Chevy, GMC, Ford and Dodge.
1937 Chevrolet Half-Ton Pickup
In the mid-1930s, as the Ú.S. economy began to recover from the Great Depression, Chevrolet pushed for leadership in a reviving truck market wîth what were designed to be some of the strongest, most innovative models produced to that point.
For 1937, Chevrolet introduced new trucks wîth streamlined styling that many still consider the best designs of the era. The '37 also featured a sturdier body and a larger and more powerful 78-horsepower engine, among other improvements.
A 1937 Chevrolet half-ton pickup was sent on a 10,245-mile drive around the Únited States that was monitored by the American Automobile Association (AAA). Carrying a 1,060 lb. load, the truck averaged 20.74 miles per gallon.
1947 Chevrolet Advance-Design Half-Ton Pickup
In early 1947, Chevrolet introduced its Advance-Design trucks, the first completely redesigned GM vehicles to appear following World War II. Owners of earlier pickup models had asked for a roomier, more comfortable cab wîth improved visibility and a wider pickup box. They got all of that and more.
Designers sought to make the truck's styling clean, brisk and attractive. Headlamps were now set wide apart in the front fenders and five horizontal bars made up the grille. The design was produced wîth few major changes from 1947 through 1953, and was then continued wîth a new frontal appearance into early 1955.
During the Advance-Design trucks' run, there was a measurable shift among Chevrolet customers to trucks. Prior to World War II, the production ratio of the brand's cars to trucks had been about 4:1. By 1950 – the year Chevrolet became the first brand to sell more than 2 million vehicles in a single year – the ratio of cars to trucks was closer to 2.5:1.
1955 Chevrolet Task Force Pickup
By the mid-1950s, the post-World-War II boom was under way, and customers were lòòking for style and performance even in pickup trucks. In mid-1955, Chevrolet introduced the all-new Task Force trucks, which shared design language wîth the 1955 Bel Air, and also offered the new small-block Chevy V8 as an option.
Also new to the 1955 truck line was the Cameo Carrier, a high-styled gentleman's pickup more at home in a trendy suburban California bungalow driveway than on a farm or in a factory yard. The Cameo Carrier was only produced through 1958, but it set the stage for new generations of well-equipped personal use pickups, including the El Camino, Avalanche, and Silverado crew cab.
A major engineering advance wîth tremendous future implications was announced for 1957, when a factory-installed 4-wheel-drive system became available for the first time on select models.
Chevrolet continued to offer the Task Force trucks wîth annual updates through 1959. During 1958, a new slab-sided Fleetside box option provided an alternative to Chevrolet's traditional step-side pickup box.
1959 Chevrolet El Camino
The original El Camino introduced for 1959 combined the dramatically finned styling of that period's Chevrolet cars wîth half-ton pickup utility. But the excitement was short-lived. After 1960, the El Camino went on a three-year hiatus.
Chevrolet revived the El Camino 'personal pickup' concept for 1964, wîth a new version based on that year's new mid-size Chevrolet Chevelle. During the 'muscle car' era that followed, El Camino buyers could order their truck wîth a Chevrolet high-performance big-block V-8 powertrain, creating a sport pickup that could 'haul' in more ways than one. By 1968, a complete Super Sport package was available.
The Chevelle El Camino enjoyed a devoted following and was produced through two more styling generations (1968-1972 and 1973-1977). For 1978, the El Camino was successfully transitioned to that year's new, smaller Malibu platform. The final El Caminos were 1987 models.
1961 Corvair Pickup
Although there had been a number of small pickups prior to the 1960s, the compact car boom that kicked off the decade brought wîth it a new crop of forward control trucks, including the Corvair 95. With its unitized body structure and rear-mounted engine, the 95 offered a lot of cargo space in a compact maneuverable package. The Rampside model offered a side gate on the right side of the vehicle, which allowed easy access to the low load floor at the front of the bed. Although clever in design, the Corvair 95 never caught on in the showroom, and in the final model year of 1964, only 851 were sold.
1967 Chevrolet C-10 wîth Custom Sport Truck Package
It took only one glance at any of the 35 Chevrolet C/K models for 1967 to see that Chevy trucks had a new look that year. The exterior profile, which would characterize Chevrolet C/K models through 1972, featured a lower-silhouette cab and large, rounded wheel openings. The new chassis had coil springs front and rear.
A new-for-1967 Custom Sport Truck package was a trend-setting option that included deluxe, car-like upgrades inside and out. The package could even be ordered in combination wîth bucket seats.
By 1967, the Federal Interstate Highway System was giving Americans unprecedented access to the nation's natural wonders and recreational areas. Customers who enjoyed such pursuits appreciated the small-block and big-block V-8 power choices that gave Chevrolet trucks the torque needed to pull trailers up grades, and horsepower to cruise comfortably wîth a camper at Interstate speeds.
1972 Chevy LÚV
In spring of 1972, Chevrolet started selling the LÚV pickup on costal markets. Built by GM partner Isuzu, the LÚV featured a 75-horsepower four-cylinder engine and four-speed manual transmission. (posted on conceptcarz.com) Although the specs were modest, the LÚV was a fully functioning pickup, wîth a ladder-style frame, a six-foot bed, and a payload of 1,100 pounds, plus room for two passengers. Within a few years, soaring gas prices would make compact pickups like the Chevy LÚV a major factor in the Ú.S. truck market, and it wasn't long before Chevrolet started work on a home-grown small truck.
1982 Chevrolet S-10
The Chevrolet S-10 was the first domestically produced compact pickup, larger than the imported Chevy LÚV but smaller than the full size C/K model. An 82-horsepower four-cylinder engine was standard, wîth an available 110-horsepower V6 – the only one in the class. Properly equipped, the S-10 could haul 1,500 pounds, and tow 4,000. The roomy cab and high levels of standard and optional equipment gave the S-10 a broader appeal than that of earlier, bare-bones small trucks, and it quickly became a mainstay of the Chevrolet lineup, appealing to everyone from young customers lòòking for a first set of wheels to businesses seeking a rugged work truck.
1988 Chevrolet Pickups
Pickup trucks had been slowly migrating from the worksite to the suburbs, and the 1988 Chevrolet C/K pickup accelerated that trend, bringing the aerodynamics, electronics and materials that had revolutionized the automobile over the past decade to the full-size pickup. Extensively tested to make sure it met the high bar for dependability set by previous Chevy pickups, the new truck also featured advanced aerodynamics for improved fuel economy, including a narrower cab for lower drag, flush side glass, and a sleek front end wîth integrated lamps.
A full range of powertrains was offered, from a 4.3-liter V6 through a 6.2-liter diesel V8. To enhance durability, the trucks featured extensive use of galvanized steel for corrosion resistance, and a full welded frame wîth a boxed front section for strength and rigidity. Civilized driving characteristics and styling moved full-size pickups closer to being the family vehicles they are today.
1999 Chevrolet Silverado
Chevrolet's all-new 1999 full-size pickups were the first to carry the Silverado nameplate. The new trucks resulted from the most intensive development program yet undertaken by General Motors and they arrived just in time for a boom in truck sales. The styling of the new Silverado pickups built on the purposeful design that characterized the preceding C/K pickups. Interiors had all the comfort and convenience features personal-use customers were starting to expect. Power came from a new generation of V8 engines.
2004 Silverado 1500 Crew Cab
The 2002 Chevrolet Avalanche pioneered the idea of a light-duty pickup that could comfortably accommodate the family, and the 2004 Silverado took this idea and ran wîth it. In less than eight years, light-duty crew cabs would dominate the full-size pickup market, accounting for more than two-thirds of all sales, and transforming pickups into a true multi-purpose vehicle for both work and family. Available creature comforts included dual-zone climate control, Bose sound systems, a rear-seat DVD player, OnStar and XM radio. Even wîth the creature comforts, Silverado maintained the Chevy truck capability.
2007 Silverado
The all-new 2007 Silverado provided significant improvements in performance and fuel economy, while strengthening the capability and dependability Chevy pickups were known for. It featured a new fully boxed frame, coil-over-shock front suspension, and rack-and-pinion §teering for improved ride and handling, while new Gen IV small-block 5.3L and 6.0L V-8 engines could deactivate four of the eight cylinders when not needed to save fuel. (concept carz) Safety advances included StabiliTrak electronic stability control and head-curtain side airbags for enhanced occupant protection.
2013 Chevrolet Colorado
Just as full-size pickups have become the lifeblood of the American economy, midsize pickups are important vehicles for businesses and families in many countries outside the Únited States. Chevrolet's new global mid-size Colorado pickup is designed to help expand the Chevrolet brand into many of the world's fastest-growing markets.
Developed under the direction of a truck-savvy team from GM do Brasil, the inaugural version of the global Colorado was launched in Thailand, the world's largest market for midsize pickups, in November, 2011. Over the next several years, Colorado will be introduced into many global markets, including the Únited States, where it will offer a more fuel efficient alternative for customers who don't need all of the capability of a full-size pickup.Source - GM
NEW SIERRA MARKS 111 YEARS OF GMC PICKUP HERITAGE PHOTO HISTORY SHOWS EVOLUTION OF TRUCK DESIGN THROUGH 12 DECADES
• New Sierra Marks 111 Years of GMC Pickup Heritage• Photo history shows evolution of truck design through 12 decades
DETROIT - The all-new 2014 GMC Sierra fullsize pickup will be the latest in a bloodline that stretches back over a century. The first truck to wear a GMC badge debuted in 1912, while a predecessor from the Max Grabowsky's Rapid Motor Vehicle Co. was the first commercial truck operated in the City of Detroit 10 years earlier.
Here's a list of highlights by decade, accompanied by a corresponding photo of each.
• 1900s: The first Rapid truck - little more than a seat, an engine cover and a frame - was delivered in 1902.
• 1910s: The GMC name takes its place on a truck grille for the first time in 1912 and the mix of trucks offered had either upright front ends or curved 'French' fronts.
• 1920s: 1927 was a milestone for design features wîth more stylized fenders, headlights attached to the radiator, and the first chrome-plated radiator surround.
• 1930s: Streamlining in the '30s added sloped grilles, more paint color options and passenger cabs inspired by car design trends, which helped expand the truck market.
• 1940s: Following the war, GMCs of the late '40s featured fully integrated headlights for the first time, as well as wider, lower, and bolder grilles.
• 1950s: Cars again influenced truck design in the '50s, resulting in more safety, comfort and performance. 1955 highlights were hooded headlights and panoramic glass.
• 1960s: The first GMC pickup wîth a full-width hood debuted in 1960. Other design cues included 'jet pod' grilles at the front and a pinched-waist body crease on each side. - 1970s: Padded materials replaced many metal interior surfaces in the '70s. Heavy duty models offered a dual rear axle for the first time and the Crew Cab debuted. - 1980s: In 1987, the Sierra name became standard for all full-size pickups wîth the introduction of a new, more aerodynamic generation of GMC trucks. - 1990s: The '90s brought the first rear-hinged three-door Extended Cab model. In 1999, new generation of truck introduced the first use of frame hydroforming. - 2000s: The new millennium brought the 'D' decade: The first Duramax diesel engine for Sierra HD added capability and the first Denali pickup set a luxury standard for trucks. - 2012: The new 2014 Sierra debuts on December 13.
GMC has manufactured trucks since 1902, and is one of the 's healthiest brands. Innovation and engineering excellence is built into all GMC vehicles and the brand is evolving to offer more fuel-efficient trucks and crossovers, including the Terrain small SÚV and Acadia crossover. GMC is the only manufacturer to offer three full-size hybrid trucks wîth the Yukon, Yukon Denali SÚVs and the Sierra pickup. The Sierra Heavy Duty pickups are the most capable and powerful trucks in the market.Source - GMC
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2001| Similar Automakers | |
| Cadillac | Chrysler |
| Dodge | Ford |
| GMC | Hummer |
| Jeep | Lincoln |
| Mercury | Pontiac |
| Saturn | |
| Chevrolet: 2001-2010 |
| Similar Automakers |
| Chevrolet History |
| Other models by Chevrolet |
| Manufacturer Website |
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| 2000 Silverado | 2000 Silverado C/K 2500 | 2002 Silverado |
