2019 Z71 Black Widow Ultimate – Today’s trucks fill a wide range of jobs for customers. Some want the truck’s versatility for towing and hauling while others want their truck to offer a unique ownership experience with high-quality leather and the latest technologies. So, it is not surprising that buyers can buy more expensive trucks that require higher financing levels. The 2019 Chevy Silverado in the video above, which costs about $33,000 in upgrades, is the latest example of how easy it is to add a new utility vehicle to a truck.
The Chevy truck started life as a $50,295 LTZ, but how did the final price get to $82,96? The 6.2-liter V8 under the hood added $2,495. It has a $550 Z71 Package that adds Rancho shocks and skid plates while a spray-in bed liner was a $545 option. The Silverado also got the LTZ Premium Package which included the power up/down lift gate, navigation, and more.
2019 Z71 Black Widow Ultimate
The price really goes up with the promotion of the market – about $21,000 for the good stuff. It includes a 6-inch lift, BF Goodrich all-terrain tires, Black Widow rims, and tinted windows. The two-tone look isn’t a wrap – it’s painted that way. Other upgrades include wheel-to-wheel running boards, black exhaust tips, and new mufflers.
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Inside, the Black Widow logo is emblazoned on the headrests. The logo is also used as a water lamp. This truck has heated and ventilated seats, a leather-wrapped steering wheel, and a sunroof. Aftermarket upgrades include gloss-black painted interior trim on the doors and center console, and red LED footwell lighting.
Are all these improvements necessary? Of course not. Then again, fixing a $50,000 truck as needed would be a stretch for most people. But that is not the point. The trucks have a robust aftermarket experience that allows owners to customize their ride any way they want. And it is very good. There is no arguing with the place of a full-size truck over the food truck market. Together, Ford, General Motors, and Ram sold about 2.2 million units in the U.S. last year. Also-running Nissan and Toyota added just shy of 170,000 more to that number, making full-size trucks now accounting for nearly 14 percent of the U.S. auto market. What’s up for debate – and it’s a fierce debate, one played out relentlessly in TV commercials and on bad stickers – is which truck is the best truck, King of Kings, Lord of the Contractor, Defender of the Suburban Man with Something to Prove. .
With some 897,000 examples sold here in 2017, the Ford F-series currently holds the title. Silverado sales of 586,000 may not seem like a threat to Ford’s numbers, but with GMC Sierra sales added in, that number rises to 804,000. And wherever there is a crown of victory, the challenger dreams of wearing it.
The new Silverado is larger but lighter than the outgoing model. The entry-level 4.3-liter V-6 is unchanged, but there are two new engines: a 3.0-liter turbo-diesel, coming early next year, and a 310-hp turbocharged 2.7-liter inline-four, due in showrooms in. December. Both V-8s are now available with Chevy’s new Dynamic Fuel Management (DFM) technology, which improves on the Active Fuel Management (AFM) cylinder-deactivation system by using 17 firing modes and shutting down up to six cylinders based on driver demand. of torque. DFM works completely under the radar, thanks to the efforts of the development engineers who have programmed every shooting parameter to avoid unpleasant NVH. In our testing, the 5.3-liter eight-speed Silverado tied the same 5.0-liter 10-speed F-150 at 16 mpg. A 5.7-liter Ram 1500 without the fancy eTorque 48-volt hybrid system got 14 mpg.
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The Silverado’s transmission lineup is about as diverse as its engine roster. The standard 4.3-liter V-6 and 5.3-liter V-8 with AFM still pair with a six-speed automatic, while the 5.3 equipped with the new DFM technology uses an eight-speed auto, as does the four-cylinder when it becomes available. The 6.2-liter and upcoming 3.0-liter turbo-diesel come with a 10-speed automatic that GM shares with Ford. A four-wheel drive case is the new standard for all-wheel-drive models, though the truck’s available Z71 Off-Road package—standard on Trail Boss models—adds a lower rear. The all-wheel-drive Silverado now has push-button electronic controls for adjusting the system (some base and near-model models used to have floor-mounted shifters for this purpose).
One of the main criticisms of the outgoing truck was that it was so similar to its predecessor, that even those who knew trucks could not tell the two apart. Maybe Chevy had taken the whole “if it ain’t broke, don’t fix it” thing too far. So Chevy prints the sheetmetal of the new truck with soft lines in the hood and around the wheel wells, and a multilevel headlight array improves the Silverado’s face. We’re not sure Chevy nailed it this time, either; at the traffic light, a driver leaned out his window to call out to a female Silverado – well, that’s not the word she used.
Non-cosmetic tweaks to the exterior had a positive effect. Chevy says the short-bed V-8 Silverado variant loses 450 pounds compared to the last generation, largely due to a new manufacturing process that allows GM to build the body and frame from several grades of steel and doors, hood, and. tailgate from aluminum. Varying the thickness of the steel on different parts of the frame makes the Silverado lighter without relying on expensive aluminum construction, like Ford does. Payload and design dimensions are up a few hundred pounds over other models, and the new Silverado’s bed is built in three pieces, which allows the wheel wells to be printed separately, increasing cargo capacity to 63 cubic feet in short-bed models. Compare that to the Ram 1500’s bed at 54 cubic feet and the F-150’s at 53 cubic feet, and things are starting to look good for Chevy’s usurper.
Those numbers are big news for contractors and weekend warriors who rely on their trucks to do big jobs, but most truck owners treat their workhorses like show ponies. So Chevrolet had a goal of creating a truck that would ride well even when unloaded, and during our first drive on well-maintained Wyoming roads, the Silverado seemed to meet that goal. It recovers quickly from small bumps, the steering is well weighted and accurate with no dead spots, and overall it feels incredibly fast on mountain trails. In Michigan, however, the 5.3-liter all-wheel-drive crew cab we tested occasionally felt unsteady over bumpy roads, especially at highway speeds.
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Another point for the Midwest, though: Climbing the hills around Wyoming’s Tetons above 6,000 feet, the 355-hp 5.3-liter failed to show its full power, and the eight-speed automatic sometimes hung up on the climbs, dropping several gears. seconds after the person acts. Back in our flatland home, however, our RST model rocketed to 60 mph in six seconds. That’s a respectable level even for a car that weighs less than two and a half tons, but it’s not enough to win the truck wars.
The RST trim level is new for 2019 and is a more practical-looking package with black bow badges; LED head-, fog-, and taillights; and body color molding instead of the showy chrome that adorns the LTZ and High Country models. Starting at $45,995, RST cab operators leave a lot on the table. Our model included options such as dual-zone climate control; heated front seats and steering wheel; two USB ports in the second row; trailering package with beefier rear axle, radiator with increased cooling capacity, and improved shock tuning; and active safety features, such as front and rear parking sensors and spot-monitoring. The 5.3-liter was also an upgrade over the turbocharged 2.7-liter four, which is the standard offering in the RST trim.
Our $56,875 truck felt like anything but a bargain, with trim interior features that fail to justify such a price tag. Even the High Country model leaves something to be desired. This may be to give space in the head of the Sierra or to increase the profit even more; in any case, when it comes to the interior, Ford and Ram outclass Chevy.
Between the fuel, the DFM program, and the upcoming diesel and four-cylinder engines, the Silverado is on track to match the fuel economy of the F-150, and GM hopes to undercut the Ford in production costs. The Silverado may not be faster or more comfortable than the F-150, but its larger bed and increased tow ratings will get some buyers to notice. And if it can make more money from each sale than Ford can, GM may be wearing the crown even if the Silverado doesn’t sit in the sales seat.
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