Have you ever wanted to go to SEMA, but can’t because you don’t work in the automotive industry? Well here’s your chance to do just that thanks to the folks over at Kelderman Manufacturing.

At this years show, Kelderman will be presenting the UFC fighter “Rampage Jackson” with a replica A-Team van that they have built to commemorate Jackson’s starring role in the new A-Team movie. Yes you heard that a right, an A-Team van replica:

The A-team van should make you feel warm and fuzzy inside.

I pity the fool who doesn’t register for the sweepstakes. Just visit http://www.kelderman.com/sweepstakes

Rampage Jackson rides a Kelderman!

Pictures

Enter NOW to win a trip to the 2010 Specialty Equipment Market Association (*SEMA SHOW) in Las Vegas, Nevada for you and a travel companion by logging on to http://www.kelderman.com/. You will be able to participate in the unveiling of the replica A-Team van Kelderman is building for Rampage Jackson, the celebrated UFC fighter and actor playing BA Baracus in the recently released A Team movie. In fact if his schedule allows, you’ll be able to take a drive with Rampage in his new van, and attend dinner with both him and Jeff Kelderman later that night in Vegas.

The SEMA Show is the worlds’ largest automotive trade show, with over 100,000 attendees from over 100 countries, and you will have a chance to be a Kelderman employee for the day as you help them man their booth. The Grand Prize includes round-trip coach airfare for the winner and his or her travel companion, four (4) night, three (3) day hotel accommodations, and (2) passes to the 2010 SEMA Show as Kelderman employees.

For more information, call Kelderman’s technical assistance toll free number at 800-334-6150. Kelderman Manufacturing is located at 2686 Highway 92, Oskaloosa, IA 52577.

* The SEMA Show is a trade only event, and not open to the general public

Today Pennzoil unveiled their new synthetic line of oil -- Pennzoil Ultra. Pennzoil Ultra motor oil with Hyper Cleansing Technology promises that “Nothing keeps an engine closer to factory clean.” Pennzoil claims it can clean over 35 percent better than the brand’s next best oil -- Pennzoil Platinum.

Ferrari North America recommends that you only use Pennzoil Ultra with their cars.   Ferrari’s will be appearing in commercials like the one below to help market the product, and  Pennzoil will also be sending a few lucky souls to actually go drive a Ferrari in The Ultra Driving Experience. Check it out for your chance to go to Italy!

Pennzoil is standing behind their product with a 15 year 500,000 mile warranty. Just be prepared to change your oil every 4,000 miles and keep those receipts.

For more information, check out the print advertisement here, and Pennzoil’s Website here.

TV Commercial

Ferrari Recommended

Pictures

Technical Specifications

Official Press Release

HOUSTON (March 1, 2010) – Today, Pennzoil is ushering in the next generation of engine protection with the release of its most technologically advanced motor oil, Pennzoil Ultra. The new, ultra-class synthetic product is the output of a global team of scientists pursuing the goal of maintaining an engine in factory-clean condition.

The advanced proprietary synthetic formula of Pennzoil Ultra motor oil with Hyper Cleansing TechnologyTM is also designed and engineered to exceed the toughest industry standards. Nothing keeps an engine closer to factory clean . Pennzoil Ultra helps prevent sludge and other deposits, but also cleans up existing sludge. In fact, it cleans out over 35 percent more engine sludge than the brand’s next best oil, Pennzoil Platinum®. In addition, no leading synthetic motor oil provides better wear protection than Pennzoil Ultra.

Pennzoil Ultra became a reality through the incredibly high standard set by the Pennzoil brand and delivered by Shell Lubricants technology teams around the world. Years of collaboration resulted in a Pennzoil Ultra formulation that helps to keep engines as close to factory clean as possible, and also far exceeds the most stringent car manufacturer standards for cleanliness and protection – going beyond just lubricating and protecting an engine.

“At Pennzoil, we recognized that an engine is in its most perfect state the day it leaves the factory,” said Pennzoil Global Brand Manager Debbie Van Schalkwyk. “That’s why we developed new Pennzoil Ultra motor oil molecule by molecule to seek out and dissolve contaminants safely into the oil before they form deposits or corrode the engine. We are very proud to be able to state that ‘Nothing keeps an engine closer to factory clean than new Pennzoil Ultra .’”

Auto manufacturers develop and build engines in clean facilities to prevent dust, debris or moisture that could hinder performance or longevity from getting inside the engine. To continue to operate at its best, it is vital that the engine remains clean.

“Spending more than 30 years in engine and lubricant development for one of the largest car manufacturers in the world taught me the importance of maintaining a clean engine,” said Jim Linden, former ILSAC Chair and former Head of Engine Development at General Motors. “A clean engine is not a want, but a need for today’s consumers to help maintain engine efficiency and performance.”

Today’s engines are much more complex and sophisticated than their counterparts of just a few years ago. They are smaller, yet they generate more power, often via turbocharging or supercharging, so they run hotter. They feature far tighter tolerances, and in many cases they boast alternative technologies, like hybrid, diesel or biofuel. And every engine today is expected to provide better performance and higher fuel economy while generating lower tailpipe emissions than did a comparable engine of just a few years ago. These changes put greater stress on the motor oil.

“As motor oil developers, we are seeing more and more engines with sludge and varnish, which can compromise performance and reduce efficiency,” said Dr. Robert Sutherland, Pennzoil Technology Manager. “If left unchecked, deposits on critical surfaces can restrict oil flow or act as insulators that can cause the temperature inside of an engine to rise to a point where damage may result. Maintaining engine cleanliness should be a priority for all vehicle owners to best protect the substantial investment they have in their vehicle.”

For every gallon of gasoline burned, an engine produces carbon, soot, unburned fuel, partly burned fuel, corrosive acids and water. These byproducts can contaminate the engine oil and lead to sludge, varnish and other engine deposits, which can reduce performance and damage the engine if allowed to build up. Engine and oil experts recognize that cleaner engines are better protected, more efficient and better performing.

In addition to exceeding the most stringent car manufacturer standards for cleanliness and protection , Pennzoil Ultra already exceeds the 2010 GF-5 specification’s requirements for cleanliness and protection. No leading synthetic outperforms Pennzoil Ultra in certain critical industry requirements covering American, Asian and European vehicles.

“Pennzoil is so proud of the performance of Pennzoil Ultra that we are backing it with a 500,000 mile, 15-year Lubrication Limited Warranty,” said Luis Guimaraes, Vice President, Shell Lubricants Marketing, Americas.

Shell has a longstanding technical partnership with Ferrari globally and is committed to providing Ferrari engines with the most advanced fuels and lubricants available. Pennzoil Ultra is the only motor oil recommended by Ferrari North America.

New Pennzoil Ultra 5W-20, 5W-30 and 10W-30 viscosities can be found in major automotive retailers nationwide. Pennzoil Ultra 5W-40 and 10W-60 viscosities can be found at retailers and installers servicing mostly European cars, or through Ferrari dealerships. For additional information, please visit www.Pennzoil.com.

DETROIT - In the month of January, 99.3 percent of the 1.8 million Chevrolet vehicles enrolled in OnStar Vehicle Diagnostics reported that there were no issues with the key components of their engine and transmission systems. The Chevrolet Malibu’s engine and transmission systems reported no issues in 99.7% of the vehicles checked by OnStar. These are aggregate numbers of vehicles showing “green” status in their OnStar Vehicle Diagnostics e-mail.

For Chevrolet General Manager Jim Campbell, this data illustrates the peace of mind Chevrolet and OnStar offer customers:

“At Chevrolet, we have significantly reduced customer warranty claims over the past few years, as we continually strive to make the most dependable cars and trucks on the road. A key part of that success is OnStar Vehicle Diagnostics, which helps Chevrolet and our customers keep vehicles in top running condition.”

OnStar Vehicle Diagnostics automatically reports the status of hundreds of diagnostic checks performed on key vehicle operating systems.

The results are sent via e-mail to the vehicle owner each month, with red, yellow and green icons indicating the operating status of their vehicle. The e-mail report also provides maintenance reminders based on the vehicle’s current odometer reading, remaining engine oil-life and other relevant vehicle ownership and OnStar subscription information.

Since the program began in 2006, OnStar has sent a total of 122 million vehicle reports to subscribers. This represents tens of millions of data points engineering teams utilize to constantly improve the quality of Chevrolet cars and trucks. In addition, these reports provide a convenient way for individuals to monitor the health of the key systems in their vehicle.

“These monthly reports offer assurance to customers that their vehicle’s key systems are in good working order,” says Tony DiSalle, Vice President of OnStar Sales, Service and Marketing. “In addition, these reports help customers to monitor their preventative maintenance needs – and to avoid the cost and inconvenience of unnecessary repairs.”

For Chevrolet owners, the OnStar Vehicle Diagnostic reports in January found:

• 11.3 percent of vehicles were due for an oil change, which can impact both fuel economy and engine life.
• 35.8 percent of vehicles had at least one tire outside of the recommended range for tire pressure, which can impact both fuel economy and vehicle handling.
• 3.7 percent of vehicles reported the need for their first tire rotation, which prevents irregular wear and premature tire replacement.

Chevrolet vehicles, including the Malibu, are backed by GM’s 5 year, 100,000 mile powertrain warranty.

2011 Chevrolet Silverado Heavy-Duty Trucks At A Glance

• Segment-best towing (20,000 lb / 9,072 kg) and payload (6,335 lb / 2,873 kg) supported by all-new frames and strong suspensions for maximum capability
• Class-leading torque, class-leading fuel economy with up to 63-percent lower emissions and quicker acceleration with new 6.6L Duramax diesel mated to new Allison 1000 six-speed automatic transmission
• B20 biodiesel capable
• All-new exhaust brake system for greater feeling of control and reduced brake pad wear
• Comprehensive set of confidence- and control-related features, including trailer sway control, integrated trailer brake control, hill start assist, automatic grade braking and intelligent brake assist
• Bold and new exterior design features louvered hood, front bumper, grille and 20-inch wheels
• Extended cab models feature 170-degree-opening rear access doors for unobstructed access to the interior
• Purposeful technology, including available mobile WiFi, USB connectivity, Bluetooth connectivity, XM Satellite Radio, OnStar 9.0 and navigation
• Goes on sale this summer

 

BRING IT ON – 11 WAYS THE NEW 2011 CHEVROLET SILVERADO HEAVY-DUTY TRUCKS PROVE THEY’RE READY FOR ANY JOB OR COMPETITOR

CHICAGO – On a recent validation drive of the new, 2011 Chevrolet Silverado heavy-duty trucks, engineer Brent Deep towed a 20,000-pound (9,072 kg) trailer for 245 miles (400 km) along I-70 between Denver and Grand Junction, Colo. – and he barely touched the brakes the entire way.

Deep relied on the Silverado’s new, smart exhaust brake system to slow the truck/trailer combination on descents, helping prove the new system is suitable for the most demanding conditions. It was a drive across the heart of the Rocky Mountains and some of the interstate system’s steepest grades, with altitudes ranging from Denver’s approximately 5,000 feet (1,525 m) to more than 11,100 feet (3,400 m) at the Eisenhower Tunnel.

“It takes some courage to leave your foot off the brake, but the Silverado’s Duramax engine and Allison transmission perform the task with smoothness and confidence that really impresses,” said Deep. “Better still, the exhaust brake system can help extend brake pad life and help avoid overheating the brakes on long descents.”

The exhaust brake system feature is just one of the elements that makes the new 2011 Silverado 2500HD and 3500HD models the most capable in the industry. They go on sale this summer.

“We sought the input of our customers during the development of the 2011 Silverado HD to deliver a truck that meets or exceeds their every need,” said Jim Campbell, Chevrolet general manager. “It offers greater strength and capability – including class-leading fuel economy, trailering and payload ratings – and has more power, accelerates quicker and has lower emissions. That sounds like the very definition of no compromises.”

The Silverado heavy-duty lineup is broader than ever, with 11 2500HD models and eight single- and dual-rear-wheel 3500HD models – including a new 3500HD Crew Cab with a 6.5-foot cargo box. WT, LT and LTZ trim levels are offered, and popular features such as the EZ Lift tailgate and rearview camera system return. All models bring greater capability, improved ride and handling and a greater feeling of driver control. Depending on the model:

• Segment-best fifth-wheel towing capacity of 20,000 pounds (9,072 kg)
• Segment-best conventional towing capacity increases up to 23 percent, with a maximum of 16,000 pounds (7,272 kg)
• Segment-best payload capability of 6,335 pounds (2,873 kg) on a complete vehicle
• Segment-best Gross Combined Weight Rating increases to 27,500 pounds (12,500 kg)
• Gross Vehicle Weight Ratings increases up to 17 percent to 13,000 pounds (5,909 kg)
• Front Axle Weight Rating increases by up to 25 percent to 6,000 pounds (2,721 kg)
• Snow plow capability is now enabled for all 4WD cab configurations

There are also enhanced powertrains, including a new Duramax 6.6L diesel/Allison 1000 six-speed transmission that offers the exhaust brake system, new front and rear suspensions, an improved brake system, hill start assist, trailer sway control system and more.

“Along with all their heavy-duty equipment, these trucks are designed to be stylish and refined, inside and out,” said Campbell. “We paid close attention to all the details, giving them a distinctive, muscular appearance on the exterior and a well-appointed interior with the comfort, convenience and safety features customers appreciate.”

Outside, the 2011 Silverado 2500HD and 3500HD models are distinguished by a power dome-style hood with a new, louvered design, as well as a new grille and full-width chrome steel front bumper. A new lineup of 17-, 18- and 20-inch wheel/tire combinations is featured, too (20-inch polished forged aluminum wheels are available on 2500HD).

Designers and engineers left almost no bolt unturned during the comprehensive redesign of the trucks. Here are 11 key elements that demonstrate the 2011 Silverado 2500HD and 3500HD are ready for any job and any competitor:

1. New frames

In the quest to comprehensively redesign the Silverado HD chassis to improve durability and ride, while also supporting increased capability, engineers developed 11 all-new, fully boxed frame assemblies. The frames have increased cross sections and use more high-strength steel for greater durability, higher towing capacity and improved ride and handling; the front sections are hydroformed.

The bending and beaming stiffness of the frames is increased 92 percent and 20 percent, respectively, with the fully boxed sections enhancing torsional stiffness by a factor of five. Also, larger engine and transmission mounts, coupled with a 125-percent-stiffer front frame structure, provide greater vibration control, while hydraulic body mounts are incorporated under the cab section on extended and crew cab models for a more isolated feel inside.

Engineers addressed common customer and aftermarket uses when designing the new frames, including adding access holes to the rear frame section to enable easier installation of fifth-wheel/gooseneck-style hitches. Also, the frame-mounted hitch for conventional trailering is stronger, with a box-tube design. It supports up to 16,000 pounds (7,257 kg).

2. New and strong independent front suspension

A completely redesigned independent front suspension system offers up to a 25-percent greater front axle weight rating – up to 6,000 pounds (2,721 kg) front gross axle weight rating (FGAWR) – enabling a snow plow to be used on all 4WD cab configurations with the available snow plow prep package, while also supporting improved ride and handling characteristics.

Silverado’s signature short-long arm/torsion bar front suspension design is retained, but now features new, forged steel upper control arms that are stronger and lighter than their predecessors. The new lower control arms are made of precision-machined cast iron to handle the greater loads. Five different torsion bar rates support five different front gross axle weight ratings (a single torsion bar was previously used for all models). This helps stabilize the range of trim heights of various models under load, while enhancing appearance, handling, durability, tire wear and alignment. The trim height is adjusted on each bar via a single bolt, easily allowing the height to be changed to account for the weight of a snow plow or other accessories.

The Silverado HD front suspension now uses a pair of urethane jounce bumpers on each side, instead of one, for improved load management; and there’s a new upper shock mount attachment design that’s positively connected to the frame with two fasteners. This design eliminates squeaks and clunks, while supporting higher load capability and increased durability.

Compared to competitors’ beam-axle front suspension, the Silverado’s independent front suspension provides a better ride, more accurate trim height control (with fewer parts) and greater flexibility to adjust the alignment for weight and tire sensitivity.

3. New asymmetrical leaf-spring rear suspension

Commensurate with the Silverado HD’s greater strength and capability is a rear suspension designed to support greater loads. It features a new, larger asymmetrical leaf-spring design that also contributes to improved ride and handling characteristics.

The asymmetrical design is derived from unequal front and rear spring half lengths, which minimize axle hop and enhance traction control efficiency. 2500HD models feature a two-stage leaf-spring design, while 3500HD models have a three-stage design. All models feature 3-inch-wide (76 mm) leaf springs that are 20-percent wider than previous models.

The larger leaf-spring design supports increased rear gross axle weight ratings across the board. On the 2500HD models, the rating is 6,200 pounds (2,818 kg) – up from 6,084 (2,765). On 3500HD models, the rating increases to 7,050 pounds (3,204 kg) on single-rear-wheel models and 9,375 pounds (4,261 kg) on dual-rear-wheel models – the latter representing a nearly 14-percent increase over the previous 8,200-pound (3,727 kg) rating.

4. Segment-leading towing and payload capability

Stronger frames, suspension systems with greater weight ratings and enhanced powertrain systems contribute to the Silverado HD’s class-leading towing and payload capability. The specifications charts included below outline capacities for each model and/or configuration, but here are the key facts:

• The maximum conventional (ball hitch) towing rating increases to 16,000 pounds (7,257 kg)
• A Silverado 3500HD crew cab/long box can tow up to 20,000 pounds (9,091 kg) with a fifth-wheel hitch. The 2010 Ram 3500 has a maximum rating of 17,600 pounds (8,000 kg) and the 2010 Ford F-350 is rated at a maximum of 18,800 pounds (8,545 kg). It should be noted that while Ford claimed segment-leading trailering and payload during its recent announcement of the 2011 Super Duty models, no towing ratings were issued
• The maximum payload (3500HD) is 6,335 pounds (2,873 kg) – that’s nearly 11 percent greater than the 2010 Ford F-350’s 5,730-pound (2,604 kg) rating and about 24 percent more than the 2010 Ram 3500’s 5,130-pound (2,331 kg) ratings. Again, while claiming segment-leading payload for the 2011 Super Duty models, Ford did not announce the ratings

5. New 6.6L Duramax diesel and Allison 1000 six-speed combination

Helping the new 2011 Silverado HD trucks deliver their best-in-class capabilities is a new version of the workhorse Duramax 6.6L diesel and Allison 1000 six-speed automatic transmission powertrain combination. The Duramax 6.6L is more powerful and durable and the Allison 1000 is stronger and helps enable new features, including the exhaust brake system. Together, this improved version of a proven combination is also expected to deliver segment-best fuel economy.

The Duramax 6.6L’s new and improved features include:

• Horsepower and torque expected to top previous model (testing is ongoing – check media.gm.com for updates)
• NOx emissions reduced at least 63 percent over 2010 models
• Quieter operation
• High-pressure (30,000 psi/2,000 bar) Piezo-actuated fuel system for greater fuel efficiency, improved performance and reduced emissions
• Exhaust brake system that enables controlled vehicle slowdown on downhill grades without actuating the brakes
• Selective catalytic reduction after-treatment system using diesel exhaust fluid (DEF) injection to provide the best overall diesel characteristics and performance – with a range of about 5,000 miles (8,000 km) between DEF refills
• Combustion and after-treatment have been optimized to provide about 700 miles (1,125 km) between diesel particulate filter regenerations – a 75-percent improvement over the previous system and significant contributor to improved fuel efficiency, as the regeneration process requires additional fuel
• B20 biodiesel capability for an alternative fueling option
• Internal revisions that improve durability

With nearly 1.3 million Duramax 6.6L engines produced since 2000, they have proven exceptionally durable and dependable. The internal elements that helped build its reputation are enhanced for 2011, including:

• Main bearings’ profiles changed to enhance oil film thickness
• Oil pump flow increased for increased pressure at low speeds
• The turbocharger’s oil circuit is changed to provide increased pressure at the turbo and faster oil delivery
• The connecting rods’ pin ends are modified to provide increased piston support
• New, higher-strength piston design that eliminates bushings to provide lower reciprocating weight
• An EGR cooler bypass reduces high-mileage soot deposits in the cooler and EGR circuit

The enhanced Allison 1000 for 2011 is strengthened to handle the higher torque capability of the new 6.6L Duramax engine, while also helping improve fuel economy and provide seamless assistance with a new exhaust brake system. Greater efficiency is delivered through reduced “spin loss” – meaning, the transmission channels more of the engine’s power to the axles, allowing it to do more with less fuel.

The Allison 1000 also features driver shift control with tap up/tap down shifting and a patented elevated idle mode cab warm-up feature. Also, the tow/haul mode reduces shift cycling for better control and improved cooling when towing or hauling heavy loads. The six-speed configuration retains its two overdrive gears for optimal efficiency.

Performance with the Duramax/Allison combination is also improved over previous models, with preliminary testing showing 0-60 mph times of less than 9 seconds and quarter-mile times of less than 16 seconds in 2500HD models. That’s about 0.3-second and 0.5-second quicker, respectively, than previous models.

6. Strengthened Vortec 6.0L/Hydra-Matic 6L90 six-speed powertrain

The venerable Vortec 6.0L gas V-8 with variable valve timing returns to the new heavy-duty trucks, along with a strengthened version of the Hydra-Matic 6L90 six-speed automatic transmission. This combination delivers excellent performance and efficiency, with a greater emphasis on low-rpm power.

A new camshaft profile in the Vortec 6.0L helps the engine produce more torque lower in the rpm band, for improved launch feel and a greater feeling of overall performance at higher altitudes and when towing a trailer.

The 6L90 is enhanced for greater strength, smoothness and quietness via:

• Adding four attachment bosses to the transfer case adapter (4WD models) for increased strength and smoother, quieter performance
• Increasing the cross section size of the transfer case adapter for greater strength
• Adding a new, stronger output shaft
• Adding a new heat shield and vent hose

7. Exhaust brake system

A new feature on Duramax-equipped models is an exhaust brake system. This driver-selectable feature uses the turbine control of the variable geometry turbocharger and the compression of the engine to generate backpressure, slowing the vehicle without applying the brakes. It is a smart system integrated with the cruise control feature and varies the braking to account for the grade and vehicle load.

The exhaust brake system allows for virtually effortless driving and towing, with seamless and quiet operation. It also helps prolong brake life and prevents overheating the brakes on long, downhill grades.

8. Large brakes

Brake feel and performance is greatly improved with the 2011 Silverado HD trucks. The standard four-wheel disc system is completely revamped to deliver smoother, more immediate and confident-feeling performance. Four-wheel, four-channel ABS is standard on all single-rear-wheel models and a three-channel system is standard on dual-rear-wheel models.

The front and rear rotors are larger in diameter – 14 inches (355 mm) – and width on all models to support their increased capacity, weight ratings and trailering ratings, while the calipers are stiffer and stronger. The hydroboost brake booster calibration is revised for reduced pedal effort and the travel of the pedal is also revised for a more comfortable, confident feel.

Larger wheel hub and bearing assemblies complement the new brake system and the rear rotors attach to the wheel hubs for easier servicing.

9. Refined and capable ride, handling and steering

Longer wheelbases – ranging from 133.6 inches (3,395 mm) to 167.7 inches (4,259 mm) – and wider front/rear tracks enhance the ride and handling characteristics of the Silverado 2500HD and 3500HD, giving them a greater feeling of smoothness and control.

The longer wheelbases and wider tracks are complemented by the new, stiffer frames, new jounce bumpers, shock mounts and hydraulic body mounts to provide a solid, smooth and isolated driving experience. New shocks were specially valved to support the new trucks’ weight ratings, while balancing excellent ride characteristics.

Also enhancing the driving experience is a revised steering system designed to support the trucks’ greater front gross axle weight rating. It includes a new, larger steering gear, power steering pumps and linkages. The pumps (different parts for gas and diesel models) deliver greater pressure for reduced steering effort in low-speed and parking maneuvers; they are also quieter. On some models, the new linkages feature a compliant joint added at the pitman attachment to enhance handling.

10. Comprehensive safety and functional technology

The 2011 Silverado 2500HD and 3500HD models have a comprehensive roster of safety features and functional technologies that include:

• StabiliTrak electronic stability control system on all single-rear-wheel models
• Larger, four-wheel disc brakes with standard four-wheel ABS
• A new high-strength steel tubular frame cross member that enhances safety and improves crashworthiness
• Seat pelvic/thorax and head curtain side air bags available on 2500HD
• Available rear backup camera
• Segment-exclusive OnStar 9.0
• Trailer sway control system on all single-rear-wheel models
• Hill start assist (standard on single-rear-wheel models)

Trailer sway control system provides an added measure of confidence when towing a trailer. The system senses conditions of trailer sway and intervenes with braking and/or reduced engine power to bring the trailer under control and keep it on its intended path. The system will use electric trailer brakes when a trailer is plugged into the standard wiring harness of the truck and its performance requires no input from the driver.

The hill start assist system is automatically engaged when sensors detect the vehicle is on grade of about 5 percent or greater. It holds the brakes for about 1.5 seconds or until the gas pedal is pressed, preventing rollback – it is particularly effective when towing, giving the driver time to switch from the brake pedal to the gas pedal without rolling.

11. Lives bigger, drives better, works harder

From the available remote starting feature to the unimpeded access offered by the 170-degree-opening rear access doors on extended cab models, the 2011 Silverado HD models live bigger, drive better and work harder. The interiors are refined, with improved quietness and attention to detail, but designed for working. Numerous storage compartments provide covered access for everything from work gloves to laptops.

Indeed, for many owners the Silverado HDs are mobile workspaces, offering mobile WiFi, USB connectivity, Bluetooth connectivity, XM Satellite Radio and a navigation system. Multiple charge points enable multiple electronic devices to operate simultaneously; and when equipped with the available navigation system, XM NavTraffic offers real-time updates of traffic conditions (in selected areas) that can help plan the most effective route to the job site.

Cold-weather customers will appreciate the Duramax 6.6L’s quick, reliable start-up, with a starting time on par with gas engines. Its glow plug cycle time is the segment’s best in all temperatures, taking no more than 3 seconds in temperatures as low as -20 F (-29 C). There’s also a cab heat-up feature that allows the engine to idle faster in low temperatures to warm up the interior faster.

And when you’re on the road, the Silverado HDs take you farther without stopping. A new, 36-gallon (136 L) fuel tank is standard on all models and, with the improved fuel efficiency of the powertrains, enables a cruising range of up about 680 miles (1,090 km) with the Duramax 6.6L. That’s the equivalent of a trip from Houston to Oklahoma City and back to Dallas on a single tank.

Finally, all 2011 Silverado 2500HD and 3500HD trucks work under the best warranty coverage in America – five-year/100,000-mile limited powertrain warranty, plus roadside assistance, courtesy transportation and other features that provide assurance that Chevrolet backs its trucks confidently.

SPECIFICATIONS

2011 SILVERADO 2500HD

Overview

Models:	2500HD reg. cab, long box, 2WD & 4WD
	2500HD ext. cab, std. box, 2WD & 4WD
	2500HD ext. cab, long box, 2WD & 4WD
	2500HD crew cab, std. box, 2WD & 4WD
	2500HD crew cab, long box, 2WD & 4WD
Body style / driveline:	2-3 passenger regular cab or 5-6 passenger extended cab,
	5-6-passenger crew cab
	3/4-ton; 2- and 4-wheel-drive heavy-duty pickup
Construction:	body on frame
EPA vehicle class:	full-size truck
Manufacturing location:	Flint, Mich., Ft. Wayne, Ind.
Key competitors:	Ford Super Duty Series pickup, Dodge Ram heavy-duty pickup

Engines

	Vortec 6.0L V-8 (L96)	Duramax 6.6L Turbo Diesel V-8 (LML)
Type:	6.0L V-8	6.6L V-8
Displacement (cu in / cc):	364 / 5967	403 / 6599
Bore & stroke (in / mm):	4.00 x 3.62 / 101.6 x 92	4.06 x 3.9 / 103 x 99
Block material:	cast iron	cast iron
Cylinder head material:	cast aluminum	cast aluminum
Valvetrain:	overhead valve, two valves per cylinder, variable valve timing	overhead valve, four valves per cylinder
Ignition system:	coil-near-plug, platinum- tipped spark plugs, low-resistance spark plug wires	compression, glow plug start aid
Fuel delivery:	sequential fuel injection	direct injection diesel with high pressure common rail
Compression ratio:	9.6:1	16.0:1
Horsepower (hp / kW @ rpm):	TBD	TBD
Torque (lb-ft / Nm @ rpm) :	TBD	TBD
Recommended fuel:	regular unleaded	diesel or B20
Maximum engine speed (rpm):	6000	3000
Emissions controls:	three-way catalytic converter, positive crankcase ventilation, evaporative collection system	cooled exhaust gas recirculation (EGR), EGR cooling-bypass system, diesel particulate filter system (DPF), selective catalyst reduction (SCR)

Transmissions

	Hydra-Matic 6L90	Allison 1000
Type:	six-speed automatic (with Vortec 6.0L)	six-speed automatic (with Duramax 6.6L)
Gear ratios (:1):
First:	4.03	3.10
Second:	2.36	1.81
Third:	1.53	1.41
Fourth:	1.15	1.00
Fifth:	0.85	0.71
Sixth:	0.67	0.61
Reverse:	3.06	4.49
Final drive ratio:	3.73 or 4.10	3.73

Chassis / Suspension

Front:	all models: std long- and short-arm independent front torsion bar suspension
Rear:	semi-elliptic two-stage multi-leaf spring
Steering type:	integral power-assisted recirculating ball
Steering ratio:	16.1
Steering wheel turns, lock-to-lock:	3.57

Turning Circle

	Regular Cab	Extended Cab	Crew Cab
Turning circle, curb-to-curb (ft / m):	std. box: 44.9 / 13.7 long box: N/A	std. box: 47.9 / 14.6 long box: 51.8 / 15.8	std. box: 50.5 / 15.4 long box: 54.8 / 16.7

Brakes

Type:	power-assisted, Hydroboost brake-apply system, four-wheel disc, four-wheel ABS
Rotor diameter x thickness (in / mm):	front: 13.97 x 1.57 / 355 x 40 rear: 14.17 x 1.34 / 360 x 34
Total swept area (sq in / sq cm):	front: 277.7 / 1791 rear: 277.5 / 1790

Wheels / Tires

Wheel size and type:	17 x 7.5-in steel 17 x 7.5-in aluminum 18 x 8.0-in aluminum 20 x 8.5-in aluminum
Tire size:	LT245/75R17 all-season LT265/70R17 all-terrain LT265/70R18 all-season LT265/60R20 all-terrain

Dimensions

Exterior

	Regular Cab Long Box	Extended Cab Standard Box	Extended Cab Long Box	Crew Cab Standard Box	Crew Cab Long Box
Wheelbase (in / mm):	133.6 / 3395.4	144.1 / 3662.4	158.1 / 4017.4	153.7 / 3904.4	167.7 / 4259.4
Overall length (in / mm):	225 / 5716	230.6 / 5858	249.5 / 6338	240.1 / 6100	259 / 6580
Overall width (in / mm):	80 / 2032	80 / 2032	80 / 2032	80 / 1989.5	80 / 2032
Overall height: (in / mm):	77.5 / 1970.5	77.8 / 1977.6	77.6 / 1971	78.3 / 1958	78 / 1983
Track – front (in / mm):	68.8 / 1748	68.8 / 1748	68.8 / 1748	68.8 / 1748	68.8 / 1748
Track – rear (in / mm):	67.3 / 1709	67.3 / 1709	67.3 / 1709	67.3 / 1709	67.3 / 1709
Min. ground clearance – 2WD (in / mm):	front: 9.8 / 249 rear: 9.1 / 232	front: 9.8 / 249 rear: 8.5 / 217	front: 9.7 / 248 rear: 8.4 / 215	front: 9.7 / 248 rear: 8.3 / 213	front: 9.7 / 248 rear: 8.2 / 210
Min. ground clearance – 4WD (in / mm):	front: 9.7 / 248 rear: 9.1 / 231	front: 9.7 / 248 rear: 8.5 / 216	front: 9.7 / 247 rear: 8.4 / 214	front: 9.7 / 247 rear: 8.2 / 209	front: 9.7 / 247 rear: 8.2 / 208
Step-in height (in / mm):	26.3 / 668	26.2 / 665	26 / 662	26 / 661	25.9 / 658

Weight ratings

	GVWR (lb / kg)	Curb Weight (lb / kg)	Payload (lb / kg)
Reg cab, long box (2WD):	6.0L: 9300 / 4218 6.6L: 9900 / 4490	6.0L: 5596 / 2538 6.6L: 6475 / 2937	6.0L: 3704 / 1680 6.6L: 3425 / 1553
Reg cab, long box (4WD):	6.0L: 9500 / 4309 6.6L: 9900 / 4490	6.0L: 5920 / 2685 6.6L: 6775 / 3073	6.0L: 3580 / 1624 6.6L: 3126 / 1418
Ext cab, std. box (2WD):	6.0L: 9500 / 4309 6.6L: 10000 / 4536	6.0L: 5995 / 2719 6.6L: 6795 / 3082	6.0L: 3506 / 1590 6.6L: 3205 / 1453
Ext cab, std. box (4WD):	6.0L: 9500 / 4309 6.6L: 10000 / 4536	6.0L: 6278 / 2847 6.6L: 7105 / 3222	6.0L: 3222 / 1461 6.6L: 2895 / 1313
Ext cab, long box (2WD):	6.0L: 9500 / 4309 6.6L: 10000 / 4536	6.0L: 6096 / 2765 6.6L: 6927 / 3142	6.0L: 3404 / 1544 6.6L: 3073 / 1394
Ext cab, long box (4WD):	6.0L: 9500 / 4309 6.6L: 10000 / 4536	6.0L: 6371 / 2890 6.6L: 7235 / 3281	6.0L: 3130 / 1419 6.6L: 2765 / 1254
Crew cab, std. box (2WD):	6.0L: 9500 / 4309 6.6L: 10000 / 4536	6.0L: 6115 / 2773 6.6L: 6907 / 3133	6.0L: 3385 / 1535 6.6L: 3094 / 1403
Crew cab, std. box (4WD):	6.0L: 9500 / 4173 6.6L: 10000 / 4173	6.0L: 6377 / 2892 6.6L: 7208 / 3269	6.0L: 3123 / 1416 6.6L: 2792 / 1266
Crew cab, long box (2WD):	6.0L: 9500 / 4173 6.6L: 10000 / 4536	6.0L: 6208 / 2816 6.6L: 7058 / 3201	6.0L: 3292 / 1493 6.6L: 2942 / 1334
Crew cab, long box (4WD):	6.0L: 9900/ 4490 6.6L: 10000 / 4173	6.0L: 6525 / 2959 6.6L: 7387 / 3350	6.0L: 3375 / 1531 6.6L: 2613 / 1185

Cargo box

	Standard Box	Long Box
Cargo volume (cu ft / L):	60.7 / 1718	75.5 / 2138
Length at floor (in / mm):	78.8 / 2003	97.7 / 2483
Width at floor (in / mm):	62.4 / 1586	62.4 / 1586
Tailgate width (in / mm):	61.5 / 1564	61.5 / 1564
Width between wheel housings (in / mm):	50.6 / 1286	50.6 / 1286
Inside height (in / mm):	21 / 533	21 / 533

Interior

	Regular Cab	Extended Cab	Crew Cab
Headroom (in / mm):	41.2 / 1048	front: 41.1 / 1044	front: 41.2 / 1048
		rear: 39.4 / 1002	rear: 40.5 / 1030
Legroom (in / mm):	41.3 / 1049	front: 41.3 / 1049	front: 41.3 / 1049
		rear: 34.3 / 872	rear: 39 / 991
Shoulder room (in / mm):	65.2 / 1657	front: 65.2 / 1657	front: 65.2 / 1657
		rear: 65.3 / 1658	rear: 65.1 / 1655
Hip room (in / mm):	60.3 / 1532	front: 60.3 / 1532	front: 60.3 / 1532
		rear: 61.8 / 1571	rear: 65.4 / 1663

Capacities

	Regular Cab	Extended Cab	Crew Cab
Seating:	2 / 3	5 / 6	5 / 6
Fuel tank – 2WD and 4WD (gal / L):	36 / 136	36 / 136	36 / 136
Engine oil (qt / L):	6.0L: 6.0 / 5.7 6.6L: 10 / 9.5	6.0L: 6.0 / 5.7 6.6L: 10 / 9.5	6.0L: 6.0 / 5.7 6.6L: 10 / 9.5
Cooling system (qt / L):	6.0L: 16.4 / 15.5 6.6L: 25.4 / 24	6.0L: 16.4 / 15.5 6.6L: 25.4 / 24	6.0L: 16.4 / 15.5 6.6L: 25.4 / 24

Trailering

	Trailer towing maximum with ball hitch (lb / kg)	Trailer towing maximum with fifth-wheel hitch (lb / kg)
Reg. cab, long box:	2WD w/ 6.0L (4.10 axle): 13000 / 5897 2WD w/ 6.6L (3.73 axle): 13000 / 5897 4WD w/ 6.0L (4.10 axle): 13000 / 5897 4WD w/ 6.6L (3.73 axle): 13000 / 5897	2WD w/ 6.0L (4.10 axle): 14700 / 6668 2WD w/ 6.6L (3.73 axle): 17800 / 8074 4WD w/ 6.0L (4.10 axle): 14400 / 6531 4WD w/ 6.6L (3.73 axle): 17500 / 7938
Ext. cab, std. box:	2WD w/ 6.0L (4.10 axle): 13000 / 5897 2WD w/ 6.6L (3.73 axle): 13000 / 5897 4WD w/ 6.0L (4.10 axle): 13000 / 5897 4WD w/ 6.6L (3.73 axle): 13000 / 5897	2WD w/ 6.0L (4.10 axle): 14300 / 6486 2WD w/ 6.6L (3.73 axle): 17500 / 7938 4WD w/ 6.0L (4.10 axle): 14000 / 6350 4WD w/ 6.6L (3.73 axle): 17200 / 7801
Ext. cab, long box:	2WD w/ 6.0L (4.10 axle): 13000 / 5897 2WD w/ 6.6L (3.73 axle): 13000 / 5897 4WD w/ 6.0L (4.10 axle): 13000 / 5897 4WD w/ 6.6L (3.73 axle): 13000 / 5897	2WD w/ 6.0L (4.10 axle): 14200 / 6441 2WD w/ 6.6L (3.73 axle): 17400 / 7892 4WD w/ 6.0L (4.10 axle): 13900 / 6304 4WD w/ 6.6L (3.73 axle): 16500 / 7484
Crew cab, std. box:	2WD w/ 6.0L (4.10 axle): 13000 / 5897 2WD w/ 6.6L (3.73 axle): 13000 / 5897 4WD w/ 6.0L (4.10 axle): 13000 / 5897 4WD w/ 6.6L (3.73 axle): 13000 / 5897	2WD w/ 6.0L (4.10 axle): 14200 / 6441 2WD w/ 6.6L (3.73 axle): 17400 / 7892 4WD w/ 6.0L (4.10 axle): 13900 / 6304 4WD w/ 6.6L (3.73 axle): 16700 / 7575
Crew cab, long box:	2WD w/ 6.0L (4.10 axle): 13000 / 5897 2WD w/ 6.6L (3.73 axle): 13000 / 5897 4WD w/ 6.0L (4.10 axle): 13000 / 5897 4WD w/ 6.6L (3.73 axle): 13000 / 5897	2WD w/ 6.0L (4.10 axle): 14100 / 6395 2WD w/ 6.6L (3.73 axle): 17200 / 7801 4WD w/ 6.0L (4.10 axle): 13800 / 6259 4WD w/ 6.6L (3.73 axle): 15600 / 7076

SPECIFICATIONS

2011 SILVERADO 3500HD

Overview

Models:	3500HD reg. cab, long box, 2WD & 4WD
	3500HD ext. cab, long box, 2WD & 4WD
	3500HD crew cab, long box, 2WD & 4WD
	3500HD crew cab, std. box, 2WD & 4WD
Body style / driveline:	2-3 passenger regular cab or 5-6 passenger extended cab,
	5-6-passenger crew cab
	1-ton; 2- and 4-wheel-drive heavy-duty pickup
Construction:	body on frame
EPA vehicle class:	full-size truck
Manufacturing location:	Flint, Mich., Ft. Wayne, Ind.
Key competitors:	Ford Super Duty Series pickup, Dodge Ram heavy-duty pickup

Engines

	Vortec 6.0L V-8 (L96)	Duramax 6.6L Turbo Diesel V-8 (LML)
Type:	6.0L V-8	6.6L V-8
Displacement (cu in / cc):	364 / 5967	403 / 6599
Bore & stroke (in / mm):	4.00 x 3.62 / 101.6 x 92	4.06 x 3.9 / 103 x 99
Block material:	cast iron	cast iron
Cylinder head material:	cast aluminum	cast aluminum
Valvetrain:	overhead valve, two valves per cylinder, variable valve timing	overhead valve, four valves per cylinder
Ignition system:	coil-near-plug, platinum- tipped spark plugs, low-resistance spark plug wires	compression, glow plug start aid
Fuel delivery:	sequential fuel injection	direct injection diesel with high pressure common rail
Compression ratio:	9.6:1	16.0:1
Horsepower (hp / kW @ rpm):	TBD	TBD
Torque (lb-ft / Nm @ rpm) :	TBD	TBD
Recommended fuel:	regular unleaded	diesel or B20
Maximum engine speed (rpm):	6000	3000
Emissions controls:	three-way catalytic converter, positive crankcase ventilation, evaporative collection system	cooled exhaust gas recirculation (EGR), EGR cooling-bypass system, diesel particulate filter system (DPF), selective catalyst reduction (SCR)

Transmissions

	Hydra-Matic 6L90	Allison 1000
Type:	6-speed automatic (with Vortec 6.0L)	6-speed automatic (with Duramax 6.6L)
Gear ratios (:1):
First:	4.03	3.10
Second:	2.36	1.81
Third:	1.53	1.41
Fourth:	1.15	1.00
Fifth:	0.85	0.71
Sixth:	0.67	0.61
Reverse:	3.06	4.49
Final drive ratio:	3.73 or 4.10	3.73

Chassis / Suspension

Front:	all models: std long- and short-arm independent front torsion bar suspension
Rear:	semi-elliptic three-stage multi-leaf spring
Steering type:	integral power-assisted recirculating ball
Steering ratio:	16:1
Steering wheel turns, lock-to-lock:	3.57

Turning Circle

	Regular Cab Long Box	Extended Cab Long Box	Crew Cab Long Box	Crew Cab Std. Box
Turning circle, curb-to-curb (ft / m):	SRW: 44.9 / 13.7 DRW: 45.6 / 13.9	SRW: 51.8 / 15.8 DRW: 52.8 / 16.1	SRW: 54.8 / 16.7 DRW: 55.4 / 16.9	SRW: 50.5 / 15.4 DRW: N/A

Brakes

Type:	power-assisted, Hydroboost brake-apply system, four-wheel disc, four-wheel ABS
Rotor diameter x thickness (in / mm):	front: 13.97 x 1.57 / 355 x 40 rear: 13.97 x 1.57 / 355 x 40
Total swept area (sq in / sq cm):	front: 278 / 1793 rear: 278 / 1793

Wheels / Tires

Wheel size and type
Single rear wheels:	18 x 8.0-in steel 18 x 8.0-in aluminum
Dual rear wheels:	17 x 6.5-in steel
Tire size
Single rear wheels:	LT265/70R18 all season or all terrain
Dual rear wheels:	LT235/80R17 all season or all terrain

Dimensions

Exterior

	Regular Cab Long Box	Extended Cab Long Box	Crew Cab Std. Box	Crew Cab Long Box
Wheelbase (in / mm):	133.6 / 3395.4	158.1 / 4017.4	153.7 / 3904.4	167.7 / 4259.4
Overall length (in / mm):	225 / 5716	249.5 / 6338	240.1 / 6100	259 / 6580
Overall width (in / mm):	95.9 / 2436	95.9 / 2436	80 / 2032	95.9 / 2436
Overall height (in / mm):	2WD: 77.3 / 1965 4WD: 77.2 / 1962	2WD: 77.4 / 1966 4WD: 77.3 / 1963	2WD: 77.4 / 1966 4WD: 77.4 / 1966	2WD: 77.8 / 1977 4WD: 77.8 / 1977
Track – front w/single rear wheels (in / mm):	68.8 / 1748	68.8 / 1748	68.8 / 1748	68.8 / 1748
Track – rear w/single rear wheels (in / mm):	67.3 / 1709	67.3 / 1709	67.3 / 1709	67.3 / 1709
Track – rear w/dual rear wheels (in / mm):	75 / 1906	75 / 1906	75 / 1906	75 / 1906
Minimum ground clearance – 2WD (in / mm):	front: 9.9 / 252.2 rear: 8.8 / 224	front: 9.6 / 246 rear: 8.6 / 219.5	front: 10 / 255.4 rear: 8.4 / 213.3	front: 9.6 / 245 rear: 8.5 / 215
Minimum ground clearance – 4WD (in / mm):	front: 9.9 / 252 rear: 8.6 / 218	front: 9.6 / 244.5 rear: 8.4 / 214.5	front: 9.9 / 253.5 rear: 8.4 / 214.4	front: 9.6 / 244 rear: 8.5 / 215
Step-in height (in / mm):	26 / 660	25.8 / 655	25.2 / 642	25.4 / 647

Weight ratings

	GVWR (lb / kg)	Curb Weight (lb / kg)	Payload (lb / kg)
Reg cab, long box (2WD) with single rear wheels:	6.0L: 10400 / 4717 6.6L: N/A	6.0L: 5808 / 2634 6.6L: N/A	6.0L: 4592 / 2083 6.6L: N/A
Reg cab, long box (2WD) with dual rear wheels:	6.0L: 12500 / 5670 6.6L: N/A	6.0L: 6165 / 2796 6.6L: N/A	6.0L: 6335 / 2873 6.6L: N/A
Reg cab, long box (4WD) with single rear wheels:	6.0L: 10700 / 4853 6.6L: 11400 / 5171	6.0L: 6134 / 2782 6.6L: 6919 / 3138	6.0L: 4566 / 2071 6.6L: 4481 / 2032
Reg cab, long box (4WD) with dual rear wheels:	6.0L: 12800 / 5806 6.6L: 13000 / 5897	6.0L: 6492 / 2944 6.6L: 7277 / 3301	6.0L: 6308 / 2861 6.6L: 5724 / 2596
Ext cab, long box (2WD) with single rear wheels:	6.0L: 10700 / 4853 6.6L: 11200 / 5080	6.0L: 6303 / 2859 6.6L: 6991 / 3171	6.0L: 4397 / 1994 6.6L: 4209 / 1909
Ext cab, long box (2WD) with dual rear wheels:	6.0L: 13000 / 5897 6.6L: 13000 / 5897	6.0L: 6668 / 3024 6.6L: 7460 / 3384	6.0L: 6332 / 2872 6.6L: 5540 / 2513
Ext cab, long box (4WD) with single rear wheels:	6.0L: 11000 / 4989 6.6L: 11600 / 5261	6.0L: 6580 / 2984 6.6L: 7377 / 3346	6.0L: 4420 / 2005 6.6L: 4223 / 1915
Ext cab, long box (4WD) with dual rear wheels:	6.0L: 13000 / 5897 6.6L: 13000 / 5897	6.0L: 6945 / 3150 6.6L: 7742 / 3511	6.0L: 6055 / 2746 6.6L: 5258 / 2385
Crew cab, long box (2WD) with single rear wheels:	6.0L: 10700 / 4853 6.6L: 11400 / 5171	6.0L: 6414 / 2909 6.6L: 6984 / 3168	6.0L: 4286 / 1944 6.6L: 4416 / 2003
Crew cab, long box (2WD) with dual rear wheels:	6.0L: 13000 / 5897 6.6L: 13000 / 5897	6.0L: 6777 / 3074 6.6L: 7544 / 3422	6.0L: 6223 / 2822 6.6L: 5456 / 2475
Crew cab, long box (4WD) with single rear wheels:	6.0L: 11000 / 4989 6.6L: 11600 / 5261	6.0L: 6732 / 3053 6.6L: 7516 / 3409	6.0L: 4268 / 1936 6.6L: 4085 / 1853
Crew cab, long box (4WD) with dual rear wheels:	6.0L: 13000 / 5897 6.6L: 13000 / 5897	6.0L: 7095 / 3218 6.6L: 7878 / 3573	6.0L: 5905 / 2678 6.6L: 5122 / 2323
Crew cab, std. box (2WD) with single rear wheels:	6.0L: 10500 / 4762 6.6L: 11100 / 5034	6.0L: 6300 / 2857 6.6L: 7063 / 3203	6.0L: 4200 / 1905 6.6L: 4038 / 1831
Crew cab, std. box (4WD) with single rear wheels:	6.0L: 10800 / 4899 6.6L: 11500 / 5216	6.0L: 6573 / 2981 6.6L: 7335 / 3327	6.0L: 4227 / 1917 6.6L: 4165 / 1889

Cargo box

	Standard Box	Long Box
Cargo volume (cu ft / L):	60.7 / 1718	75.5 / 2138
Length at floor (in / mm):	78.8 / 2003	97.7 / 2483
Width at floor (in / mm):	62.4 / 1586	62.4 / 1586
Tailgate width (in / mm):	61.5 / 1564	61.5 / 1564
Width between wheel housings (in / mm):	50.6 / 1286	50.6 / 1286
Inside height (in / mm):	21 / 533	21 / 533

Interior

	Regular Cab	Extended Cab	Crew Cab
Headroom (in / mm):	41.2 / 1048	front: 41.1 / 1044	front: 41.2 / 1048
		rear: 39.4 / 1002	rear: 40.5 / 1030
Legroom (in / mm):	41.3 / 1049	front: 41.3 / 1049	front: 41.3 / 1049
		rear: 34.3 / 872	rear: 39 / 991
Shoulder room (in / mm):	65.2 / 1657	front: 65.2 / 1657	front: 65.2 / 1657
		rear: 65.3 / 1658	rear: 65.1 / 1655
Hip room (in / mm):	60.3 / 1532	front: 60.3 / 1532	front: 60.3 / 1532
		rear: 61.8 / 1571	rear: 65.4 / 1663

Capacities

	Regular Cab	Extended Cab	Crew Cab
Seating:	2 / 3	5 / 6	5 / 6
Fuel tank (gal / L):	36 / 136	36 / 136	36 / 136
Engine oil (qt / L):	6.0L: 6.0 / 5.7 6.6L: 10 / 9.5	6.0L: 6.0 / 5.7 6.6L: 10 / 9.5	6.0L: 6.0 / 5.7 6.6L: 10 / 9.5
Cooling system (qt / L):	6.0L: 16.4 / 15.5 6.6L: 25.4 / 24	6.0L: 16.4 / 15.5 6.6L: 25.4 / 24	6.0L: 16.4 / 15.5 6.6L: 25.4 / 24

Trailering

	Trailer towing maximum with ball hitch (lb / kg)	Trailer towing maximum with fifth-wheel hitch (lb / kg)
Reg. cab, long box with single rear wheels:	2WD w/ 6.0L (4.10 axle): 13000 / 5897 4WD w/ 6.0L (4.10 axle): 13000 / 5897 4WD w/ 6.6L (3.73 axle): 13000 / 5897	2WD w/ 6.0L (4.10 axle): 14500 / 6577 4WD w/ 6.0L (4.10 axle): 14200 / 6441 4WD w/ 6.6L (3.73 axle): 17400 / 7892
Reg. cab, long box with dual rear wheels:	2WD w/ 6.0L (4.10 axle): 14100 / 6395 4WD w/ 6.0L (4.10 axle): 13800 / 6259 4WD w/ 6.6L (3.73 axle): 16000 / 7257	2WD w/ 6.0L (4.10 axle): 14100 / 6395 4WD w/ 6.0L (4.10 axle): 13800 / 6259 4WD w/ 6.6L (3.73 axle): 20000 / 9072
Ext. cab, long box with single rear wheels:	2WD w/ 6.0L (4.10 axle): 13000 / 5897 2WD w/ 6.6L (3.73 axle): 13000 / 5897 4WD w/ 6.0L (4.10 axle): 13000 / 5897 4WD w/ 6.6L (3.73 axle): 13000 / 5897	2WD w/ 6.0L (4.10 axle): 14000 / 6350 2WD w/ 6.6L (3.73 axle): 17300 / 7847 4WD w/ 6.0L (4.10 axle): 13700 / 6214 4WD w/ 6.6L (3.73 axle): 16900 / 7665
Ext. cab, long box with dual rear wheels:	2WD w/ 6.0L (4.10 axle): 13600 / 6169 2WD w/ 6.6L (3.73 axle): 16000 / 7257 4WD w/ 6.0L (3.73 axle): 13400 / 6078 4WD w/ 6.6L (3.73 axle): 16000 / 7257	2WD w/ 6.0L (4.10 axle): 13600 / 6169 2WD w/ 6.6L (3.73 axle): 19800 / 8981 4WD w/ 6.0L (3.73 axle): 13400 / 6078 4WD w/ 6.6L (3.73 axle): 19600 / 8909
Crew cab, long box with single rear wheels:	2WD w/ 6.0L (4.10 axle): 13000 / 5897 2WD w/ 6.6L (3.73 axle): 13000 / 5897 4WD w/ 6.0L (4.10 axle): 13000 / 5897 4WD w/ 6.6L (3.73 axle): 13000 / 5897	2WD w/ 6.0L (4.10 axle): 13900 / 6318 2WD w/ 6.6L (3.73 axle): 17300 / 7863 4WD w/ 6.0L (4.10 axle): 13600 / 6181 4WD w/ 6.6L (3.73 axle): 16800 / 7636
Crew cab, long box with dual rear wheels:	2WD w/ 6.0L (4.10 axle): 13500 / 6123 2WD w/ 6.6L (3.73 axle): 16000 / 7257 4WD w/ 6.0L (4.10 axle): 13200 / 5987 4WD w/ 6.6L (3.73 axle): 16000 / 7257	2WD w/ 6.0L (4.10 axle): 13500 / 6136 2WD w/ 6.6L (3.73 axle): 19800 / 9000 4WD w/ 6.0L (4.10 axle): 13200 / 6000 4WD w/ 6.6L (3.73 axle): 19400 / 8818
Crew cab, std. cab with single rear wheels	2WD w/ 6.0L (4.10 axle): 13000 / 5897 2WD w/ 6.6L (3.73 axle): 13000 / 5897 4WD w/ 6.0L (4.10 axle): 13000 / 5897 4WD w/ 6.6L (3.73 axle): 13000 / 5897	2WD w/ 6.0L (4.10 axle): 14000 / 6363 2WD w/ 6.6L (3.73 axle): 17200 / 7818 4WD w/ 6.0L (4.10 axle): 13700 / 6214 4WD w/ 6.6L (3.73 axle): 17000 / 7727

*SAE certified.

Note: Information shown is current at time of publication.

CHANDLER, Ariz. – The Bob Bondurant School of High Performance Driving, a leader in advanced driver training for more than four decades, is proud to announce the new Bondurant Championship Race Series.

The Bondurant Championship Race Series begins this September for the 2009-2010 race season and includes 18 races over nine weekends utilizing three different tracks at Firebird International Raceway in Phoenix, Ariz.

Drivers will be competing in one of Bondurant’s newly acquired, purpose-built Formula Mazda race cars each weekend, participating in Friday testing rounds followed by qualifying and racing on Saturday and Sunday. The race cars are powered by 13B Mazda rotary engines and equipped with proper Goodyear racing slicks and 4-speed Hewland gearboxes.

Bondurant’s Formula Mazdas offer a true racecar experience in a race series open to anyone 15 years or older that is a driver of “good standing” with the Bondurant School of High Performance Driving.

“The Bondurant Championship Race Series is designed for anyone from the young aspiring driver who wants to take it to the next level to graduates of the Bondurant School who are looking for the next life-changing opportunity,” said Bob Bondurant, CEO of the Bob Bondurant School of High Performance Driving. “Participants can simply ‘arrive and drive’ at our facility and secure a good deal of track time – eight or nine driving sessions each weekend! Our new race series is a great, inexpensive way to race and earn points toward a championship.”

If you have what it takes to race at the best high performance driving school in the country, be the first to join the Bondurant Championship Race Series.

Cost to participate in the Championship Race Series is $3,495 per event, which includes car rental, instruction and maintenance of the vehicle. Participants bring their own safety equipment including suits, gloves, head and neck restraints.

For more information, visit www.bondurant.com or call 800.842.RACE (7223).

About Bondurant
Bondurant Enterprises consists of The Bob Bondurant School of High Performance Driving – one of the largest driving schools in North America – featuring a 15-turn, 1.6 mile road course, an 8-acre asphalt pad for advanced training, and more than 200 race-prepared vehicles, sedans and open-wheel cars. Located on the Gila River Indian Community outside of Phoenix, Ariz., it is recognized as the “Fastest 60 acres in America.” The purpose-built facility is adjacent to Firebird International Raceway with access to three additional race tracks, a lake and three skid pads. Bob Bondurant, an internationally recognized leader in advanced driving training, opened the school in 1968. Bondurant SuperKart School, located on the facility, offers two karting tracks with state-of-the-art equipment and training. Bondurant Trackside is the premier leader in OEM events, showcasing manufacturer’s vehicles. For more information or to book an event, call 800.842.RACE (7223) or visit www.bondurant.com. Write to Bondurant at P.O. Box 51980, Phoenix, AZ 85076.

Schedule
Sept 25-27 West Track
Oct 31-1 East Track
Nov 27-29 Main Track
Dec 12 West Track (tentative)
January-May 2010 Dates – TBD

Check out this funny commercial from Mexico for the Cheyenne, or as we lovingly know it, the Silverado.  For those of you that don’t speak Spanish, I have included the transcript. Poor little guy!

Father: Son, some day all this will be yours.

Son: and what about the Cheyenne dad?

Father: Son, some day all this will be yours…..

some things are inherited… others, you must win them.

Today Rick Wagoner has released that he will be “stepping aside” as CEO of GM. According to Wagoner, he has decided to do so after being asked by the Obama Administration. Wagoner’s resignation was a condition that GM needed to meet before the company would be eligible to receive more government aid.

For more information read the article in the FreePress and read Rick’s official statement below.

Think this is good news? Bad news? Post your comments below.

Official Press Release

GM Message from Rick Wagoner

On Friday I was in Washington for a meeting with Administration officials. In the course of that meeting, they requested that I “step aside” as CEO of GM, and so I have.

Fritz Henderson is an excellent choice to be the next CEO of GM. Having worked closely with Fritz for many years, I know that he is the ideal person to lead the company through the completion of our restructuring efforts. His knowledge of the global industry and the company are exceptional, and he has the intellect, energy, and support among GM’ers worldwide to succeed. I wish him well, and I stand ready to support him, and interim Non-Executive Chairman Kent Kresa, in every way possible.

I also want to extend my sincerest thanks to everyone who supported GM and me during my time as CEO. I deeply appreciate the excellent counsel and commitment of the GM Board and the strong support of our many partners including our terrific dealers, suppliers, and community leaders. I am grateful as well to the union leaders with whom I have had the chance to work closely to implement numerous tough but necessary restructuring agreements.

Most important of all I want to express my deepest appreciation to the extraordinary team of GM employees around the world. You have been a tremendous source of inspiration and pride to me, and I will be forever grateful for the courage and commitment you have shown as we have confronted the unprecedented challenges of the past few years. GM is a great company with a storied history. Ignore the doubters because I know it is also a company with a great future.

GM Statement on Officer and Board Announcements

GM is announcing the following changes in the corporate officers and the board of directors:

Rick Wagoner is stepping down as chairman and CEO, effective immediately. Wagoner, 56, was named president and CEO in 2000, and assumed the role of chairman in 2003.

Fritz Henderson, GM president and chief operating officer, will serve as CEO. Henderson, 50, was named to his current position in 2008. He was previously vice chairman and chief financial officer.

Kent Kresa, chairman emeritus, Northrop Grumman Corporation, has been named interim non-executive chairman of the board of directors. Kresa became a GM director in 2003

GM is awaiting further announcements by the President and the Task Force on Automotive Reconstruction, and we will have additional comments at that time.

GM Board of Directors statement, attributable to Kent Kresa, Chairman

“The Board has recognized for some time that the Company’s restructuring will likely cause a significant change in the stockholders of the Company and create the need for new directors with additional skills and experience. The Board intends to work to nominate a slate of directors for the next annual meeting that will include a majority of new directors taking into account the addition of new directors, retirement, and decisions by individual directors not to stand for re-election, although the specific individuals who will be nominated or choose not to run or leave the board are not yet known.”

OnStar has announced that they will be partnering with Poison Control to further expand the safety of OnStar subscribers.  They state that 75% of all poison control calls can be dealt with over the phone and since time is of the essence in these situations, the partnership will result in greater security and safety for their subscribers.

OnStar also notes that they get about 1 call a day with regards to poisoning, and include incidents such as exposure to household cleaning products, silica packets found in clothing, and car related fluids such as anti-freeze.

Official Press Release

OnStar to Partner with Poison Control

Partnership will provide assistance to subscribers in need

National Poison Prevention Week March 15-21, 2009

DETROIT – OnStar and Poison Control today announced a joint venture that will increase the safety and security of OnStar subscribers. The new relationship will give subscribers access to Poison Control for expert instructions and information on potential poisonings that may occur in or around their vehicles.

With any poison related issue, speed of treatment is the most important factor followed by effectiveness of treatment. Nearly 75 percent of calls received by Poison Control can be handled over the phone. OnStar subscribers now have the added peace of mind that Poison Control is just a button press away should they encounter any type of poisoning situation in their vehicle.

“Most drivers don’t anticipate that an accident may not happen on the road but rather in their backseat,” said Cathy McCormick, OnStar Emergency Services Manager. “OnStar currently receives about a call a day from subscribers who have specific questions relating to poisonings, and a majority of these calls concern children and pets. This partnership was developed to give subscribers access to Poison Control to assist them with these types of situations.”

According to Poison Control, children are the most likely victims of a poisoning accident in a vehicle. One of the possible risks associated with vehicles is a child getting access to a purse that contains medication or getting into grocery bags with household products. Poison Control also receives a large amount of calls concerning the silica gel packets that are commonly found in shoe boxes and other packaged goods.

Pets also are at risk in vehicles as they may gain access to automotive products such as oil and antifreeze or food items such as chocolate or nuts that can be extremely toxic.

“As Americans spend more time in their cars, we’re seeing an increase of poison-related accidents in vehicles,” said Susan Smolinske, PharmD, medical director of the Children’s Hospital of Michigan Poison Control Center, which will manage the relationship. “The car is not a controlled environment and drivers don’t always consider the possible exposure to risks outside of the home.”

There is no additional fee to OnStar subscribers to contact Poison Control via their OnStar system; access to Poison Control is an extension of OnStar’s emergency services line, included in the OnStar subscription that comes standard for one year on OnStar-equipped GM vehicles.

“This partnership is one more example of how OnStar is there for our nearly 6 million subscribers when they need us most – in an emergency,” said Steve Schwinke, OnStar Vice President of Service Line Management. “OnStar’s comprehensive emergency and security services offers help in the event of a vehicle crash, severe weather crisis and now we can provide a vital link to poison management experts.”

Considering the current economic state in the United States right now, one would think the government would be thinking of new and innovative ways to jump start the economy- right?  Surely money being given for in the “bailout” will only go to programs which we know will have desirable effects- right?  Well…

Our government wants to use bailout money to buy up old clunkers and crush them.  They claim it will reduce overall emissions, promote new car sales, and make our planet and economy healthier.  It’s an old idea that may sound great, but a group of automotive trade associations say it simply does not have the desired results.

The Automotive Aftermarket Industry Association (AAIA),  Automotive Engine Rebuilders Association (AERA),  Automotive Parts Remanufacturers Association (APRA), Automotive Warehouse Distributors Association (AWDA), Automotive Transmission Rebuilders Association (ATRA), Specialty Equipment Market Association (SEMA), and the Tire Industry Association (TIA) have joined forces in the effort to keep congress from following through with such an irresponsible plan.

In a recent letter to congress, the associations state the following as their justification:

• Clunker programs focus on a vehicle’s age rather than a vehicle’s emissions, based on the erroneous perception that all older cars are dirty cars. However, there are no actual emissions measurements taken for cars that are scrapped. Rather, the programs “estimate” emissions reductions, numbers that are significantly overstated.
• Clunker programs rarely capture the “gross polluter,” an improperly maintained vehicle of any model year, which puts out dramatically more emissions due to poor maintenance. Those seeking a quick fix through vehicle clunker programs ignore this reality.
• Clunker programs diminish the availability of affordable transportation and repair parts to low-income drivers as more and older cars are crushed. Most low-income individuals will not be able to afford to purchase new vehicles, let alone more fuel efficient or cleaner vehicles, with the money provided by clunker programs.
• Clunker programs compete with charitable organizations such as Melwood Industries, the Congressionally-chartered Military Order of the Purple Heart and the Salvation Army that rely on used car donation programs to fund their programs.
• Auto restoration, customization and repair shops nationwide will suffer with the loss of older cars, trucks and parts they need to supply and service their customers. It will also reduce and supply and therefore raise and price of second and third hand cars and trucks often purchased by low-income citizens.
• Cash for Clunkers programs risk destroying classic, historic and special interest vehicles. America safeguards its artistic and architectural heritage against indiscriminate destruction. Our automotive and industrial heritage deserves the same protection.
• Clunker programs do not guarantee that a scrapped vehicle will be replaced with a more fuel-efficient vehicle. In fact, many older vehicles get better fuel mileage than the newer models.
• Cars turned in for scrappage often are rarely driven second or third vehicles that have a minimal impact on overall fuel economy or emissions.
• There is no evidence that clunker programs boosts demand for new vehicles, drives traffic to new car dealerships or creates or retains jobs.

The official press release

AUTOMOTIVE AFTERMARKET ASSOCIATIONS JOIN FORCES TO OPPOSE FEDERAL “CASH FOR CLUNKERS” PROGRAM

WASHINGTON, D.C. (January 8, 2009) – Seven trade associations representing the automotive aftermarket are opposing inclusion of a “Cash for Clunkers” program within the economic stimulus plan currently being considered in Washington. Cash for Clunkers would use taxpayer dollars to purchase and crush older vehicles into blocks of scrap metal. There is no evidence that the program will achieve the stated goal of boosting new car sales. In a show of solidarity, the seven groups submitted a joint letter to the U.S. Congress urging lawmakers to reject a program that for no proven value would do significant harm to the automotive aftermarket, a $285 billion industry that employs approximately 4.5 million Americans in all 50 states.

The associations that signed the letter are: Automotive Aftermarket Industry Association (AAIA), Automotive Engine Rebuilders Association (AERA), Automotive Parts Remanufacturers Association (APRA), Automotive Warehouse Distributors Association (AWDA), Automotive Transmission Rebuilders Association (ATRA), Specialty Equipment Market Association (SEMA) and Tire Industry Association (TIA).

The automotive aftermarket is comprised of independent businesses that manufacture, rebuild, restore, customize, distribute, retail and install vehicle parts and perform service on all types of motor vehicles, including the older vehicles this legislation targets. Vehicle owners throughout the U.S. depend daily on aftermarket parts and service.

Under the current proposal, a Cash for Clunkers program would provide federal taxpayer money to purchase and crush older vehicles. “These programs have been generally rejected by the states since they are not a cost-effective means to improve fuel mileage, reduce emissions, or spur to new car sales,” the seven groups said in the letter. “Conversely, Cash for Clunkers programs threaten jobs in the automotive aftermarket since they remove the opportunity to repair and upgrade existing cars and raise the price of used cars and parts.”

According to the aftermarket letter, Cash for Clunkers is a “sounds good” idea that has been around for at least two decades. Upon closer scrutiny, it has always been rejected by Congress for the following reasons:

· Clunker programs focus on a vehicle’s age rather than a vehicle’s emissions, based on the erroneous perception that all older cars are dirty cars. However, there are no actual emissions measurements taken for cars that are scrapped. Rather, the programs “estimate” emissions reductions, numbers that are significantly overstated.

· Clunker programs rarely capture the “gross polluter,” an improperly maintained vehicle of any model year, which puts out dramatically more emissions due to poor maintenance. Those seeking a quick fix through vehicle clunker programs ignore this reality.

· Clunker programs diminish the availability of affordable transportation and repair parts to low-income drivers as more and older cars are crushed. Most low-income individuals will not be able to afford to purchase new vehicles, let alone more fuel efficient or cleaner vehicles, with the money provided by clunker programs.

· Clunker programs compete with charitable organizations such as Melwood Industries, the Congressionally-chartered Military Order of the Purple Heart and the Salvation Army that rely on used car donation programs to fund their programs.

· Auto restoration, customization and repair shops nationwide will suffer with the loss of older cars, trucks and parts they need to supply and service their customers. It will also reduce and supply and therefore raise and price of second and third hand cars and trucks often purchased by low-income citizens.

· Cash for Clunkers programs risk destroying classic, historic and special interest vehicles. America safeguards its artistic and architectural heritage against indiscriminate destruction. Our automotive and industrial heritage deserves the same protection.

· Clunker programs do not guarantee that a scrapped vehicle will be replaced with a more fuel-efficient vehicle. In fact, many older vehicles get better fuel mileage than the newer models.

· Cars turned in for scrappage often are rarely driven second or third vehicles that have a minimal impact on overall fuel economy or emissions.

· There is no evidence that clunker programs boosts demand for new vehicles, drives traffic to new car dealerships or creates or retains jobs.

The aftermarket associations pledged support for legislation to provide tax incentives to purchase new cars such as allowing deductions for interest on car loans and state sales tax. The groups also support tax credits to help upgrade, repair or maintain an older vehicle. “A number of commercially available products and technologies exist that will substantially lower the emission rates of older vehicles while also offering the owner added performance, drivability and fuel mileage. These innovative solutions drive product sales, produce American jobs and secure tax revenues for the government all while sustaining the multi-billion dollar motor vehicle aftermarket,” the groups concluded.

Photo Credit: dave_7 – Flickr

A few days ago we posted about Steven Tyler renaming his motorcycle company from Redwing Motorcycles to Dirico Motorcycles.  The event was covered by WCVB-TV/DT Boston and made it to the nightly news.  Despite the reporters asking Tyler irrelevant questions, they managed to put together a nice piece about the press conference.

Check out the video, Rocker Launches Bike Line, and watch closely around 1:07 to get a glimpse of Zane and I.