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Four-Wheel Drive vs. All-wheel Drive

4WD? 4×4? AWD? What do they mean and what’s the main differences? We’re going to try to help make sense of all these letters and numbers.

Four-wheel drive or 4WD or 4×4 – Four wheel drive systems are most commonly found on trucks or larger SUV’s that are built on truck frames. During day-to-day normal driving, only the rear wheels are actively providing the power to move the vehicle forward. In adverse weather such as ice, rain or snow, the front wheels can be activated by pushing a button, flipping a switch or moving a lever. The front wheels then join in on the fun of moving things along … over the river and through the woods to Grandma’s house.

2019 Chevrolet Silverado LT Trail Boss

Of course, having trucks or rugged SUV’s with higher ground clearance and more specialized suspension also helps make the difference. Many serious off-roaders prefer the manual locking front wheel hubs that used to be common on older four wheel drive vehicles. This required the driver to exit the driver’s seat and twist/turn the knob on the front hubs to “lock” into four wheel drive.

Four-wheel drive is also the system of choice for serious off-road travel. Those folks dedicated to traveling out and about on forest trails, hilltop ridges and muddy ruts need the advantages that come with a four wheel drive system.

For information on 4×4 Ram Trucks – https://www.centralmainechryslerdodgejeep.com/new-vehicles/ram/

For information on 4×4 Chevy Trucks – https://www.centralmainechevybuick.com/new-vehicles/truck-vans/

For more information on Toyota 4×4 Trucks – http://bit.ly/CMT_Toyota4x4_Trucks

Jeeps are a bit unique in that they feature somewhat more sophisticated 4×4 systems.  A control knob allows the driver to choose various travel conditions that they may face … sand, gravel, snow, mud or rock. The mechanical, electronic or brake-assisted differentials on the various Jeep models help to maximize power delivery as required.

2020 Jeep Wrangler Rubicon

For more information on Jeep’s – https://www.centralmainechryslerdodgejeep.com/new-vehicles/jeep/

One last note, four-wheel drive is not intended to be used all the time. These vehicles can have some “squirrelly” habits when driven in 4WD on dry pavement. It seriously effects handling and can cause damage if used for extended periods when not necessary.

All-Wheel Drive

All-wheel drive systems brought all-weather accessibility to your daily drive. Dad’s driving car pool … Mom’s heading off on her work commute … Older drivers looking for a vehicle that earns their confidence … All can feel comfortable knowing that all-wheel drive systems are waiting and ready for you. There are generally no switches to touch. Electronic sensors and the vehicle’s computer monitor what is happening at each wheel. When wet, snowy or icy conditions prevail, the AWD system adapts and distributes the power evenly to all four wheels, so you have maximum drive traction, with little-to-no chance of wheel spin. All-wheel drive systems are now found in a wide assortment of vehicle models, four-door sedans, hatchbacks, station wagons, SUV’s of all sizes and even some minivans boast of their all-wheel drive capabilities.

For more information on Buick AWD SUV’s – http://bit.ly/CMM_Buick_AWD

For more information on Chevy AWD SUV’s – http:// http://bit.ly/CMM_Chevy_AWD

For more information on Chrysler / Dodge AWD – http://bit.ly/CMC_ChryslerDodge_AWD

Most, but not all, AWD systems are on standard front-wheel drive vehicles that engage the rear wheels when additional traction is required. While some are still driven by shaft systems with transaxle units shared with the front wheels, many now have independent electronic rear wheel drive systems where all components are right there at the rear axle assembly. This eliminates the traditional front-to-rear drive shaft and related weight to help overall vehicle efficiency. Most drivers will not even be aware that their ride is moving along nicely using all-wheel drive. The systems all work together smoothly to make the transition to and from AWD nearly unnoticeable.

For more information on Toyota AWD vehicles – http://bit.ly/CMT_ToyotaAWD_CarsVansSUVs

n comparison, Two-wheel drive vehicles are less complex than those with AWD or 4WD, and their simpler drive trains can mean improved fuel economy in the long run. So in general, cars equipped with 2WD may get better gas mileage than models with AWD or 4WD. But more and more drivers are willing to sacrifice some fuel efficiency to gain the on road confidence of all-wheel or 4-wheel driving.

Coming Spring 2020 – the All-Wheel Drive Toyota Camry

Many Faces, One Great Drive – 2019 Chevrolet Blazer

STORY: SEYTH MIERSMA

We thought we’d share this recent article from “New Roads” – A Chevrolet Owners Magazine.

Looks, capability, and driving joy: Every version of the all-new Chevrolet Blazer has big personality. Should you care anything about cars, you’ve probably stopped for lunch in a sleepy village like the one we recently found. Placed handily between two great sections of road, in a landscape of green, wooded hills and unhurried back roads, the little town is the perfect place to grab some lunch after a great morning of spirited driving. You probably don’t expect to make the effort in your typical SUV, however.

Within 30 minutes of heading out in the 2019 Chevrolet Blazer to one of our favorite “good driving roads,” we broke into smiles as we confidently steered the vehicle into another sloped corner. The newest member of Chevrolet’s family of SUVs doesn’t just look the part—this thing likes to go.

Of course, you get that impression even when the SUV is standing still. The athleticism of the vehicle is a fine payoff for the Blazer’s sporting good looks. We drove the energetic Blazer RS for most of the day, but its impressive performance can actually be had in two very distinct top-level trims: the RS and the refined Blazer Premier.

And while all three variants (including Blazer’s signature look) are under-girded with interior space, technology, and driving pleasure, the difference between the Premier and the RS creates very distinct vibes for wholly different drivers.

The exterior of the Blazer Premier shows an evocative evolution of Chevrolet design language. Think of Premier as a code word for premium, as this trim level executes design in a way you might expect to see from a luxury brand. The prominent grille—flanked by slim, modern lighting elements—is accented by bright work for an upscale appeal. Overall, this subtle design gives the exterior the feeling of an athlete in a well-tailored suit: confident no matter what the situation might call for.

John Cafaro, who is executive director of Chevrolet global design, summed it up nicely: “The Blazer has attitude. The high belt line and tight proportions with dramatic sculpting also enable the athletic stance with attitude.”

The Premier take on the interior—with piano black and chrome accents—puts an emphasis on material quality and craftsmanship. As Cafaro puts it, “We offer a unique personality for each trim and push the limits of what the interior can be through a wide range of choices achieved through color and interior decor.”

To call the Blazer RS eye-catching is to trade in understatement, as the bold exterior theme and great proportions are almost impossible to miss. The progressive sheet metal design should advance thinking about an SUV in any form, but the blacked-out, energetic look of the RS turns the amps to 11. The dark accents, complemented by available 21-inch gloss black wheels, give Blazer RS a wholly modern vision. The sum of the parts also reinforces the surprising agility we discovered on the road.

“It looks commanding on the road while fulfilling the promise of versatility at the heart of every Chevy crossover and SUV,” says Cafaro.

The moodiness of the exterior translates to the interior treatment as well. Jet Black, leather-appointed seating surfaces are punctuated by bold red accents, making for a cabin that feels a bit like a sports car cockpit without sacrificing space, comfort, or amenities.

You’ll find versatility in all three forms of the Blazer. The second row can be moved to optimize for either rear-seat leg room or cargo space, so you’ll be covered if you’re going out with friends or packing the back with groceries for a big party at home. Those seats also recline, or fold flat to open up maximum cargo capacity—a whopping 64.2 cubic feet for you stats hounds.

Speaking of packing, the RS and Premier are both equipped with the Cargo Management System (the first on a Chevrolet vehicle), and its utility is evident. We’ve always liked cargo nets to secure storage areas, but this rail system with an adjustable cargo fence takes that idea even further by dividing the cargo area to fit your stuff and help keep it from moving around.

Truth be told, taking the scenic route instead of the highway is where the Blazer really separates itself from the class. As much of a standout as a driver as it is a styling statement, this SUV offers pleasingly precise handling characteristics. The RS trim delivers even sportier handling capability—thanks to its quicker ratio steering system and optional 21-inch tires—to appreciate on your favorite twisty road.

It was hard to find something not to like on our tester with its available all-wheel drive. The Blazer RS was the picture of poise as we motored over wood-lined lanes, exhibiting the kind of driving manners that you might not expect. Better still, when we switched the vehicle into the Sport mode on the available Traction Mode Select system, the all-wheel drive system allowed for exceptional delivery of power out of a turn.

Clearly, the suspension and chassis tuning have been matched to the potent 3.6-liter V6 available engine (standard on RS and Premier). With 305 horsepower and 269 pound-feet of torque available, taking the long way home becomes a smile-generating experience. And though the 3.6-liter V6 may be the power champ, the essential athletic character of the Blazer isn’t lost with the standard 2.5-liter engine, either.

Any version of the new Blazer offers common goods like excellent ride, an ultra-quiet cabin, and a tremendous list of standard and optional amenities. But with the huge variety of character between the signature Blazer look, RS, and Premier, the most challenging facet might just be picking one.

2019 Toyota RAV4: New Car Review

by Autotrader – December 2018

We’re sharing this recent review of the 2019 Toyota RAV4

The 2019 Toyota RAV4 is an all-new model and rarely has “all-new” been so accurate.

The 2019 RAV4 mechanical underpinnings replace a platform that had been around for 13 years. Its engine and transmission are new. Its styling is a radical departure from its predecessor, signaling a change in overall philosophy: from more of a car like design, to something more akin to more rugged SUVs. In that vein, the ground clearance is considerably greater, the available all-wheel-drive systems are more sophisticated and the Adventure trim level is more capable of taking you on actual adventures.

Ah, but what about the RAV4’s long-appreciated utility and family friendliness? Well, the cargo area loses some maximum capacity because of a lower roof and a more sloped tailgate design — boxier items or a Golden Retriever may not fit as well. That lower roof also might make headroom a bit tight. However, the RAV4 still has one of the biggest, most comfortable cabins in its segment. It also gains an attractive new cabin design with greatly improved materials, more functional small item storage and the latest Toyota tech interface that includes Apple CarPlay. For most consumers, we think that equals a net win.

And indeed, the new RAV4 is more generally appealing than the vehicle it replaces. It’s definitely different, and perhaps some won’t like the new direction, but we’re guessing it’ll attract even more.

What We Like

Fuel-efficient and powerful engine; capable AWD systems; standard safety tech; easy-to-use infotainment; different looks for different trims

What We Don’t

Headroom is a bit tight; less maximum cargo space than some rivals; no real performance upgrade available

Fuel Economy

The 2019 RAV4 comes standard with a 2.5-liter 4-cylinder engine that produces 203 horsepower and 184 pound-feet. It is paired to an 8-speed automatic transmission and standard front-wheel drive.

There are two optional AWD systems available. One, available on most trim levels, is a typical AWD system that sends power to the rear wheels when front wheel slippage is detected. The second, more sophisticated AWD system (optional on Limited, standard on Adventure) not only constantly sends power to the front and the back, but it differs power between the left and the right rear wheels. This is an advantage in terms of traction, but a disadvantage in terms of fuel economy.

FWD models return an excellent 26 miles per gallon in the city, 34 mpg on the highway and 29 mpg in combined driving. The basic AWD system is basically the same. The more sophisticated AWD system still returns a quite good 24 mpg city/32 mpg hwy/27 mpg combined.

Standard Features & Options

The 2019 Toyota RAV4 is available in five trim levels: LE, XLE, XLE Premium, Adventure and Limited. There is also a RAV4 Hybrid model, which we review separately, that offers a unique XSE Premium sport-oriented trim level. ( SEE LINK – http://bit.ly/Autotrade_2019_RAV4_Hybrid )

Standard equipment on the LE includes 17-in steel wheels, LED headlights, automatic high beams, roof rails, rear privacy glass, a backup camera, forward-collision warning with pedestrian detection and automatic emergency braking, lane-keeping assist, adaptive cruise control and keyless entry. Interior equipment includes a height-adjustable driver seat, cloth upholstery, a 60/40-split reclining and folding back seat, a 7-in touchscreen, one USB port, in-car Wi-Fi, Apple CarPlay, and a 6-speaker sound system with an auxiliary audio jack. The optional AWD system adds multiple traction settings (“Mud & Sand,” “Rock & Dirt,” and “Snow”)

The XLE adds 17-in alloy wheels, automatic headlights, fog lights, heated mirrors, blind spot monitoring, rear cross-traffic assist, proximity entry and push-button start, a sunroof, dual-zone automatic climate control, upgraded upholstery, a cargo cover and four additional USB ports (two front, two rear). The XLE Convenience package adds an 8-way power driver seat, heated front seats and a height-adjustable power liftgate.

The XLE Premium adds 19-in wheels, extra ground clearance, a power liftgate, the 8-way power driver seat, SofTex simulated leather upholstery and a leather-wrapped steering wheel.

Optional on the XLE trims is the Entune 3.0 Audio Plus package adds an 8-in touchscreen, satellite radio, and on the XLE Premium, an 11-speaker JBL sound system.

The Adventure features distinctive styling, taller roof rails, orange-accented interior trim, hill-descent control and a sophisticated AWD system as standard (described above in the Fuel Economy section). It further adds several tech upgrades including an upgraded backup camera, a 7-in all-digital instrument panel, the 8-in touchscreen and satellite radio. It reverts to the non-leather steering wheel and offers the sunroof as a separate option.

The XLE, XLE Premium and Adventure trims offer a Technology package that includes parking sensors and rear cross-traffic automatic braking. The XLE also gains an auto-dimming rear view mirror, while the other two add a rear view camera mirror, wireless smartphone charging and a JBL audio system.

The Limited trim gets its own, ritzier styling and is available with the Adventure’s upgraded AWD system, but otherwise adds features to the XLE Premium. These include heated front seats, the rear view camera mirror, blue ambient lighting, the Adventure’s various tech upgrades and an integrated navigation system (optional on Adventure). The JBL sound system is optional. The Limited’s Advanced Technology package adds a birds-eye parking camera system, wireless smartphone charging, a hands-free power liftgate and proximity entry points on all doors.

Available on all trim levels is some version of the Weather Prep package that adds a heated leather-wrapped steering and automatic wipers with a de-icer function. The XLE Premium version also includes heated front seats and driver memory functions. The Adventure and Limited version further adds heated and ventilated front seats, while only the Limited adds heated rear seats.

Safety

Every 2019 RAV4 comes standard with anti-lock brakes, stability and traction control, eight airbags (front, front-side, full-length side curtain, driver knee, front passenger under-seat), a backup camera, forward-collision warning with pedestrian detection and automatic emergency braking and a more sophisticated lane-keeping assist system than most. Blind spot monitoring and rear cross-traffic assist systems is optional on the LE and standard on all others. Parking sensors and a rear cross-traffic automatic braking system are standard on the Limited and optional on all others but the LE ).

Behind The Wheel

The new RAV4’s stiffer body structure, redone suspension and improved steering result in a compact SUV that’s more involving and responsive to drive … most drivers should appreciate its poise around corners and the feedback from its steering wheel. The available torque-vectoring AWD system further enhances on-road handling, while also benefiting off-road or poor-weather traction.

The 4-cylinder engine offers the most standard horsepower in the segment, but it doesn’t feel overtly quick as a result. “Sufficient” sums it up best. The Hybrid is actually a smidge quicker and given its superior fuel economy and reasonable price tag, we’d seriously consider it.

Inside, the RAV4 provides a comfortable car-like driving position and an abundance of rear-seat legroom. The roof is a bit low, though, so you may find your head uncomfortably close to the headliner. There’s also less maximum cargo space than more utilitarian rivals like the Honda CR-V and the Subaru Forester, but the cargo area is still plenty useful and benefits from a movable cargo floor that lowers to increase space or flips over to reveal a more easily cleaned surface. Material quality is excellent throughout (especially the various new buttons and switches), and the touchscreen interfaces are pleasantly easy to use, see and reach.

Autotrader’s Advice

The XLE is really where you want to start given its abundance of desirable extra features that come at a reasonable price. Beyond that, we don’t think you can go wrong. Just make sure to consider the RAV4 Hybrid model that provides more power and much better fuel economy for a surprisingly affordable price premium over a comparable regular RAV4 with AWD. 

2019 Chevrolet Silverado – KBB First Review

  • Towing capacity as high as 12,200 pounds
  • Lighter, larger and more payload capacity
  • New engine options, including an upcoming diesel

The 2019 model year is going to be a huge one for truck shoppers. The all-new 2019 Ram 1500 just went on sale, with a mild hybrid version arriving at dealers next. America’s best-selling truck line, the Ford F-Series and its top-selling F-150, continues to improve and recently added a turbodiesel option. Which brings us to the Chevrolet Silverado, which, like its kin the GMC Sierra 1500, is all-new for 2019. In what is turning out to be one of the most important model years for light trucks, Chevrolet has introduced a pickup that is well-rounded, capable, and uses technology to make it easier to tow, even if you haven’t logged thousands of hours with a trailer hooked to the back of your truck.

New from the ground up

The new-for-2019 Silverado follows a pattern that is becoming more common: make the vehicle lighter and larger, and in the case of pickup trucks, make it more capable, too. In this case, the Silverado is up to 450 pounds lighter than it was in 2018, thanks to a 90-pound reduction in frame weight – via use of high-strength steel that’s even stronger than before, and some composites – and a body that weighs 90 pounds less, thanks to more aluminum and stronger high-strength steel. The rest of the gains came from careful attention to detail throughout the truck, including changes to the suspension. While making changes that decrease the truck’s weight, another key goal was to improve ride quality, as well as lowering the noise in what was already one of the quietest half-ton cabins available.

The new truck rides on a wheelbase that’s 3.9 inches longer. And, as an example of the truck’s new dimensions, the 1500 crew cab short bed is 1.2 inches wider, 1.5 inches taller, and 1.7 inches longer. Different teams that worked on the new Silverado also banded together to meet overall goals; for example, suspension and frame changes made the truck stiffer, to reduce vibrations, as did use of fully integrated front-end sheet metal all the way to the A-pillar.

Wrapped around the new body is a crisp, attractive design that is still clearly Chevrolet, but a much fresher take on the brand’s century-long truck tradition. Even better, designers have expanded the number of available trim levels to eight, appealing to those who want chrome or those who prefer body color accents, and there are also more off-road-ready options than before.

Engine choices

When the full lineup rolls out, there will be six available engines, a number that includes two versions of the company’s 5.3-liter V8. At this event, only two were available: the updated 355-horsepower, 5.3-liter V8 with Dynamic Fuel Management with an 8-speed automatic transmission, and the updated 420-horsepower, 6.2-liter V8, which also uses the new DFM system and a 10-speed automatic transmission.

Active Fuel Management is GM’s cylinder shutoff system that allows a V8 to run on four cylinders when there are lighter load demands. DFM goes a lot farther: instead of having either four or eight active cylinders, this new cylinder deactivation technology has 17 different cylinder patterns. Having that many combinations means there can be a much more precise balance between power needs and fuel economy. While Active Fuel Management still exists on the 285-horsepower, 4.3-liter V6 and 5.3-liter V8 offered in the Work Truck, Custom, and Custom Trail Boss, DFM is a much newer technology that is used on the new 310-horsepower, 2.7-liter turbocharged 4-cylinder engine, the 5.3 offered in higher trims, the 6.2-liter engine, and the upcoming 3.0-liter 6-cylinder turbodiesel.

 

The drive

We started in an RST model, which was equipped with the 5.3-liter engine with DFM. It had pushbutton start – new for the Silverado – and stop/start technology, but for the Silverado, your only transmission shifter choice is a column lever. The V8 has plenty of power for the truck, and the lighter truck with the same power as before makes the Silverado plenty spry. Adding to the power delivery is a transmission that has much quicker response than before. While past models had a transmission that would suffer from the occasional slow, clunky shift, response is much quicker and smoother. This engine will be a big part of the core of Silverado truck sales, and those buyers will not be disappointed, and we couldn’t tell when DFM was working. The truck feels taut and more accurate than before, with little body roll. Everything from steering to braking feels natural and linear.

If you’ve ever heard the phrase that a vehicle drives smaller than it is, the Silverado is an excellent example. The truck has an agreeable, easy-driving nature whether you are maneuvering in smaller parking areas or are on twisting mountain roads. Ride quality is excellent. While we haven’t had the chance to drive the new Silverado back to back with the Ram 1500, this is the closest Chevrolet has gotten to the current Ram’s comfortable ride. With the new Silverado’s lighter weight, the engineers could give the truck softer spring rates, which improved the ride. And as far as we can tell, the Silverado is even quieter than it was before.

We also drove an LT Trail Boss on road and off. The off-road course was short but filled with challenging obstacles that the Trail Boss handled with ease. On the highway, the extra two inches of suspension lift add ride height, which makes the truck feel bigger, but the differences in suspension only made the truck feel slightly less accurate.

The third truck we drove was the High Country, which came equipped with the optional 6.2-liter V8 and standard 4-wheel drive, the only configuration available on the 6.2, a change for 2019. The 6.2-liter engine has a rumbling exhaust note and is more powerful than the 5.3-liter, but it’s not as dramatic a difference as you would think. It’s a nice option, but unless you need to tow more than the 11,600 pounds you can pull with the 5.3-liter V8 but no more than the 12,200-pound maximum towing capacity, it’s not a must-have for most people.

Interior upgrades

The more things change, the more they stay the same. One of the best examples of this is the new Silverado’s interior, which looks an awful lot like a freshened version of last year’s interior. That there are so many improvements and changes to this excellent truck makes the lack of a dramatic change inside stand out in stark contrast. And while there are some storage spaces inside, including clever nooks in the front of the rear seatbacks and spots under the rear seats, other trucks offer more interior storage. There is still no power tilt/telescoping steering wheel. You use a lever to adjust both, even in the High Country. Having said that, there are some great additions to the Silverado’s interior.

For example, the truck’s longer wheelbase translates into a wonderfully spacious interior. The crew cab’s middle seat in the second row has a flat floor, making it easier for a third person to sit in the middle. Cloth seats have been treated with antimicrobial dirt repellent, and leather seats have a stain-resistant finish that also resists dye transfers from new jeans.

On the safety front, there’s lane-keep assist with lane departure warning, low-speed forward automatic braking, forward collision alert, front pedestrian braking, and rear cross traffic alert. There is a variety of cameras to help with parking and trailering (more on that below), and a driver seat that vibrates to warn the driver of a possible hazard, as well as where it’s coming from. But the truck doesn’t come with adaptive cruise, and the blind-spot monitor doesn’t account for a vehicle in your trailer’s blind spot.

Infotainment

For the new Silverado, infotainment is a different creature than you would find in a car. While there are some elements of it that are familiar, such as Apple CarPlay and Android Auto, Silverado comes with a standard 7-inch screen that can be upgraded to an 8-inch touch screen. High Country models have a cool digital screen between the main gauges in the instrument cluster, and all models come with pushbutton start. New for 2019 is the availability of a USB-C port (standard on LT-and-higher models), said to be the future standard.

But the most interesting part of the infotainment system is the towing features. You can get up to four cameras on the truck: one at each side mirror, and one in the rear. That rear camera makes it easier to see how close your hitch receiver is to your trailer as you align the two when hooking up your trailer. If you want to add an accessory camera that mounts to your trailer, Chevrolet replaces the 4-pin connector with a coaxial cable, and you run the cable and mount the camera to your trailer.

There’s a big focus on trailer and towing safety for drivers at all experience levels. There’s towing app with a handy checklist, and you can store up to five trailer profiles. You can use the infotainment system to monitor the pressure of your trailer’s tires, and you can also do a trailer light test, which is usually a 2-person job, through the MYChevrolet Trailering App. In addition, an available rear camera mirror that can show you what’s behind your truck and there’s a theft alert that sounds the truck’s alarm if your trailer is disconnected while your truck is locked.

Towing and hauling

We used the new Silverado to tow a 6,000-pound trailer, a popular size, and found there was plenty of power to get the job done without stress or hassle. Again, the 6.2-liter has a little more gusto, but the 5.3 will make most people happy. The truck was easy to maneuver and park with the trailer in tow and braking still felt good. The trailer brake controller has been relocated, and tow/haul mode is now part of a drive mode dial to the left of the steering wheel. And every truck has a VIN-specific towing label, located on the driver-side door jamb.

Chevrolet didn’t just focus on the Silverado’s towing. Its changes to the materials used throughout the body give the truck a notably larger truck bed. For example, the short bed, the most popular bed length, offers 63 cubic feet of volume, more than the competition. The bed uses a stronger higher-strength steel floor and comes with 12 stronger fixed tie-downs plus nine available movable tie-downs. The corner steps are larger, to better accommodate boots, and for more storage, you can get in-bed storage bins that contour around the wheelwells. You can get four tailgates: standard, standard with lift assist, power lock and release, and a power up/down tailgate.

Check out our current 2019 Silverado Inventory

2019 Chevrolet Silverado 1500 Crew Cab Short Bed Specifications

Drivetrain: Rear- or 4-wheel drive

Wheelbase: 147.5 inches

Length: 231.7 inches

Width: 81.2 inches

Height: 75.5 inches (78.4 inches for the Trail Boss)

Models and Features

Silverado production will start with the crew cab V8 models and should arrive at dealer lots within the next month or so. After that, Chevrolet will roll out regular cabs and double cabs (which have four doors but a smaller rear seat than the crew cab), plus the 2.7-liter turbo 4-cylinder and the 4.3-liter V-6. The diesel will be available in early 2019. When the line is complete, there will be eight trim levels, with  standard features listed below.

Work Truck

4.3L V6, available 5.3L V8

Blacked-out “Chevrolet” bar with black grille

17-inch steel wheels

Vinyl or cloth seats

Chevrolet Infotainment 3 system

7-inch screen

Custom

4.3L V6, available 5.3L V8

Body-color styling

20-inch painted aluminum wheels

LED taillights

Available dual exhaust

LT

2.7L turbo I4, available 5.3L w/DFM, 3.0L diesel

Chrome bumpers, grille, side mirrors

LED reflector lights, daytime running lights

8-inch color touch screen

Available leather

RST

2.7L turbo I4, available 5.3L w/DFM, 3.0L diesel

This is essentially a street-performance version of the LT, with body-color trim instead of chrome

Full LED lighting

Up to 22-inch wheels

Custom Trail Boss

4.3L V6, available 5.3L V8

Custom features, plus:

Z71 off-road suspension

2-inch suspension lift

Rancho shocks

Locking rear differential

Skidplates

18-inch wheels

Goodyear Duratrac off-road tires

LTZ

5.3L w/DFM, 3.0L diesel, 6.2L V8

Chrome bumpers, grille, side mirrors, door handles, accents

Power-folding, heated side mirrors

Leather seating

LT Trail Boss

5.3L w/DFM, 3.0L diesel, 6.2L V8

LT features, plus:

Z71 off-road suspension

2-inch suspension lift

Rancho shocks

Locking rear differential

Skidplates

18-inch wheels

Goodyear Duratrac off-road tires

High Country

5.3L w/DFM, 3.0L diesel, 6.2L V8

Two-tone chrome and bronze grille

Body-color accents

Chrome assist steps

2-way power tailgate

22-inch wheels

Now that you’ve read the review, Check out our current 2019 Silverado Inventory

All-Season vs. Snow Tires

It may be early October, but the time is growing near for you to decide your automotive tire plans for the winter of 2018-2019. Will you go with all-season tires or do you put snow tires on your vehicle? We like what this Popular Mechanics article has to say on the subject of using all-season tires vs. snow (cold weather) tires, so we decided to share.


Can All-Season Tires Really Handle The Snow?

By Ben Wojdyla  (www.popularmechanics.com)

Back in 1977, Goodyear introduced the Tiempo, the first tire dubbed all-season. The idea was simple and alluring: Instead of dealing with the hassle of switching between snow and summer tires as the seasons change, drivers could use one tire all the time. Sales skyrocketed and other companies quickly followed suit. These days nearly all vehicles sold in the United States are fitted with all-season tires from the factory, and 97.5 percent of replacement-tire sales are the same. But is that such a good idea? Actually, no. It turns out that all-season tires are fine in warmer months, but in the snow, they lack traction compared with dedicated snow tires. And that means that the millions of drivers who make do with all-season tires in the winter months are driving cars that aren’t as safe as those shod with tires designed for icy conditions.

We know because we traveled to northern Minnesota, home of some of the nation’s harshest conditions, to test the claim of the all-season tire. And since all-wheel drive is rapidly becoming a common option, we also tested the notion that the feature is a suitable substitute for snow tires. Our assumption was that, while AWD improves some aspects of winter performance, it doesn’t help a car turn or stop, and the added weight of the mechanical bits can actually be a disadvantage. Common sense and physics suggested this to be true, but nothing proves a point like data. And the best way to gather data on winter-tire performance is to find yourself an icy, snowy proving ground.

Ice Driving

There’s something foreboding about traveling to a place so cold it’s called the Ice Box, but Baudette, Minn., was the perfect place to run our experiments. The sprawling Automotive Enviro Testing facility there specializes in frigid-weather testing for many large auto manufacturers. With a five-month winter season, the facility can maintain enormous snow and ice surfaces kept within strict tolerances by GPS-controlled tractors towing custom-built ice- and snow-grooming systems—basically the world’s largest Zambonis.

To set a level playing field, we brought along two nearly identical four-cylinder 2011 Chevy Equinoxes—one optioned with front-wheel drive, the other with AWD. We ran both through a series of tests to measure acceleration, braking, hill-climb and turning ability. The cars were first outfitted with Goodyear all-season tires, then we ran the tests again with Goodyear snow tires. We ran each test numerous times and then averaged the results. To minimize the variables, the same driver performed all the tests, and the traction- and stability-control systems were left on. Data collection was completed with the industry standard VBOX—a GPS and accelerometer-based data logger.

The Bottom Line

In a contest between all-season and winter tires driven on snow and ice, the latter won the day. Although the year-round rubber performed admirably, it’s clear in all situations that with either FWD or AWD there’s a substantial advantage to having proper rubber under you. The results were especially striking during braking and cornering, when snow tires improved performance by up to 5 percent and 20 percent, respectively.

Buying and living with winter tires isn’t that much of an inconvenience, but there are some guidelines you should follow:

If you live anywhere north of the Mason-Dixon line, it’s probably worthwhile to invest in winter tires.

Make sure you buy four tires; skimping and putting winter tires only on the drive end of the car will result in unpredictable handling and could be dangerous.

If you’d rather not remount your tires each season, pick up a separate set of inexpensive steel wheels for permanent winter-tire duty. (This also keeps expensive alloy wheels from getting damaged in harsh, salty winter conditions.)

Swap to winter tires around Thanksgiving and back to all-season or summer tires around Easter—winter tires’ softer rubber compounds wear quickly in warmer temperatures.

Store off-season tires in a cool, dry area out of the sun, and consider wrapping them in black plastic bags to reduce oxidation.

Keep in mind that having two sets of tires isn’t doubling the expense, it’s halving the wear. You’ll have twice the number of tires but buy new ones half as often.

Remember, fancy new tires or not, the standard winter driving advice still applies: Slow down, double your following distances, anticipate traffic changes ahead, and give yourself extra time to get where you’re going. Good luck out there!

Check out our showdown featuring all-season vs. winter tires.


So, we hope that this information on comparing the use of all-season tires vs. snow (cold weather) tires is helpful. If you have any questions regarding the best tires for your vehicle, we urge you to contact a member of our parts teams. Our assistant service managers are also knowledgeable advisors regarding any tire concerns you may have.

You can contact them at the links below:

  • Central Maine Motors Chevy Buick –

Service

  • Central Maine Chrysler Dodge Jeep Ram Fiat –

    Service Department

  • Central Maine Toyota –

Service