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Only joined to spread the word. Like most of you I've been frustrated with the horrible interior lighting without easy fix. I also wasn't willing to have holes drilled in my trim pieces, or lose any functionality of my switches or courtesy lights. If that's of interest to you, I'll try to include screenshot of item since links die, and hopefully enough pictures to get you through so you don't have to spend multiple hours testing circuits to figure it out. The good news is the rear dome lights are so easy to do. Take the rear dome assembly down and take it apart. It's only held up with clips and a small pry tool to get it apart. Remove the 2 fresnel lenses out and put it back together. That's it. Probably 3X the usable light from the rear domes with a nice even spread. The front assembly is quite a bit harder. I'm not going to explain how to remove the assembly and take it apart, there's plenty of videos online. For this mod I ordered some neutral white 3/4inch clearance lights from Tecniq. They have a real nice pattern to them and plenty bright. I needed a way to power them so I used some mosfet trigger modules. Probably 10 bucks in parts if I didn't over order for another projects. I needed some diodes to prevent feedback and keep the bcm safe. I had some on hand. DONT FORGET THE DIODES. I removed the fresnel lenses from the front as well. I took everything apart and with a Drexel 'gently' made the leds fit roughly in the same position as the factory holes. It doesn't take much. I had to trim a bit from the bulbs as well. There's a tiny spot on the pcb board that produces 4 volts on either side corresponding to the lights. If your not comfortable soldering, it's pretty small. Next I routed the wires from the led through the holes directly behind them. I did have to cut some of the rubber out, but be careful not to take too much. Once the pcb was back in, I ran the wires towards the rear and again used the Drexel to make room on the back piece for them to come out. Then I wired them to the mosfet modules. You might have to knock the tiny led off of the module. It's a tiny power draw but these module are meant for 5 volts and we're working with 4V. Mosfet module Requires Vin, Gin, Vout, Gout, trigger, and trigger ground. I place the diodes in the the Vout. Make sure the orientation is correct. Module power out to led. Pigtailed Gin to trigger ground. And made some quick disconnect leads for the power in. I connected to power and ground directly to the wiring harness via t-taps. I know people have said you can mess up the bcm that way, but considering the leds only draw 40 mA @12V each I wasn't worried about it. Connected ground to number 5 pin on the grey harness. I'll have to apologize, I don't remember which wire I connected in the harness for power. It was late and I was very frustrated. I initially connected to number 14 but I lost some functionality. There was another wire that hade 12v power at all times and I hooked it up there. I believe it was pin number 10. Anyways I hope this helps. I know gm dropped the ball on these truck for interior lighting. Mine are so bright now I have zero issues. Have full view and it's bright enough to see everything. The lights up front don't shine at my eyes, and they light up the floor. I'm not even going to do the floor lamps now! 10/10 upgrade! P.S. I'm going to throw some pictures of the interior up here so you can see the bightness. Don't judge, she's a work truck! Lol ANMBEST 10PCS DC 5V-36V 15A(Max 30A) 400W Dual High-Power MOSFET Trigger Switch Drive Module 0-20KHz PWM Adjustment Electronic Switch Control Board Motor Speed Control Lamp Brightness Control https://a.co/d/19L4oGi https://www.ebay.com/itm/292380373219
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Thom Cannel: Article & Photos Zane Merva: Photos & Video GM-Trucks.com June 25th, 2019 By now you prospective 2020 Chevrolet Heavy Duty owners are over the Ho-Hum of our 2020 Silverado 3.0-liter story (we are totally Ho-Ho-Ho and Hmmm, can’t wait for a longer test!) and looking at the Alpha Dog, the 35,500-pound tow-rated Silverado Heavy Duty and its over 50 industry firsts including an updated diesel engine and all-new 6.6-liter gas engine. Let’s get to it. Where to start? With its amazing trailer towing features that include 15-view camera and ability to memorize the features of five different trailers? How about the Durabed with its class-leading cargo volume and all-steel construction with a plethora of cargo tie-downs? Maybe you’re gobsmacked by the corner and bed steps with, now, plenty of toe room and 500-pound weigh-holding capacity? Is it the power tailgate that remotely lifts or lowers? An ability to hold first gear while towing maximum weight? Or, is it all of these? Chevrolet states that Heavy Duty trucks are working vehicles, whether towing a gooseneck horse trailer or flatbed and whether gas or diesel-powered. They further tell us that, compared to light duty trucks where 84-percent are retail and 12-percent go to fleets, Heavy Duty buyers are 70-percent retail and 30-percent fleet. Further, Work Truck and Custom trucks make up the volume; LTZ and High Country capture an even larger share of the market for personal and dual use buyers, with mid-trim LT trucks straddling fleet and personal use. Hence the five available trim levels to suit the needs of every buyer. There is no mistaking that the 2500HD and 3500HD is kin to the 1500, yet only roof sheet metal is common. Everything about the new HD trucks was designed to be functional from larger grille to lower side-height bed, to improved box and bed steps. It’s massively bold with strong character lines, huge fender wells and functional hood scoop. Both the 2500HD and 3500HD are distinctive and clearly Chevrolet. For 2020, every frame is boxed and steel, there’s a model with built-in gooseneck cross-body reinforcements and bed holes, 4X4 models can option Autotrac two-speed electronic transfer case, the DEF tank is relocated inside the frame rails with the filler under the fuel door, plus a 10-segment DEF gauge measures content. A statistic to toss off at your microbrewery; within the total HD segment, 54-percent are Crew Cab diesels while within fleets, 62-percent are gas-powered, with 34-percent of fleets buying Crew Cabs and diesel power. And if you’re wondering where the 2020 Silverado HD you’d like to scope out on your dealer’s lot is hiding, Crew Cabs began delivery last week with Regular Cab, Double Cab and Duallies hitting the streets this fall. Restrain yourselves. Let’s now talk about the biggest reasons for owning a Heavy Duty Chevrolet (or GMC). It’s towing. And if you’ve noticed comments to our 15-camera article, there’s some passion about technology. Realistically, as many HD trucks are sold to new truck owners towing large RVs, anything that improves road safety is flat wonderful. If you further read Chevy’s research that says 12-percent of pickup drivers have gotten into a fight with their significant other over trailer hookup, you’ll understand executive chief engineer Tim Herrick’s comment that “We save marriages.” Having driven every truck segment from light duty to tractor-trailers we feel you. So, when research says a majority of drivers are stressed by towing, please offer them a 2020 Silverado sales brochure and a tissue (and save a tissue for yourselves ‘cause you might be exaggerating your tow-cool). So let’s dive deeper into the subject. Everyone has a hitch camera these days, with overlaid guidelines to put you within a few inches, front-to-back, of the ball. Chevy goes further with a selectable view that looks own over the ball. Even those who haven’t set a hitch in years—or never—can get within a quarter-inch of perfect. And an APB or automatic parking brake engages automatically so that when you lift off the brake pedal you don’t roll off the ball. Sticking with the non-pros and semi-pro haulers, there’s a checklist for your trailer, the ability to check the lights after connecting the trailer’s electrical system, a tow-haul reminder and VIN-specific labels for the trailer itself. If you option the smart trailer integration, which is designed to work with ASA Electronics iN∙Command® control system, you have control over trailer features like heat and air conditioning through the infotainment system or the myChevrolet mobile app. And nobody should turn down the ability to monitor trailer tire pressure and temperature. Blowouts are never convenient and most often low-pressure and highly temperature related, according to Michelin Tire Company. We found the 15-view system difficult to get used to during the first five minutes, particularly when backing; our mirror habits are embedded. Yet, simulating tight turns where we could see along both the tight and far side, pulling forward into a tight box, or backing (after a few tries), we really came to appreciate what the system could do. Then, on the highway with an 18,000-pound box trailer behind us, mirrors just didn’t cut it compared to the high-tech camera system. We were driving on twisting two-lane blacktop in mountain foothills. Using the entire camera tech set, particularly the ability to look out the back of the trailer, we could easily pick places to pull aside to let faster cars pass us. It took less than an hour to become a must-have feature. Later we towed a smaller skid-steer on a flatbed without the system and truly missed it despite using our slide-out mirrors fully extended. This naturally leads to the two engines offered in the 2020 Heavy Duty, first the 6.6-liter V-8 purpose-built gas engine that delivers 22-percent more torque than its predecessor. Now it delivers 401 horsepower and 464 lb-ft of torque. It’s mated to a six-speed automatic transmission. The 6.6L isn’t a just a 6-mm stroked 6.0L, rather it takes advantage of the Gen5 small block architecture and has a unique cast iron block with forged powdered-metal connecting rods and forged crankshaft. The most significant change is the addition of Direct Injection. It’s all new, an industry first for the heavy-duty market and new to GM trucks. Direct Injection allows a compression ratio of 10.8:1 Quoting Mike Kociba, a GM engineer and part of the Small Block team, “Our suite of changes allows us to hit class-leading gasoline engine torque, at 464 foot-pounds at a lower engine speed than the outgoing six-liter was optimized for. I'm proud of its 401 horsepower, which is SAE Certified; no games, it’s legitimate. Customers can have confidence they're going to tow whatever trailer they need.” Don’t forget the larger cooling fan and newly designed water pump. The pump drives the fan through a one-inch shaft with unique bearing design to handle greatly increased thrust loads. Plus, the oil pump is now has variable output, so there’s less parasitic losses. The 6.6L engine features an aluminum oil pan, nylon 6-6 air intake, and stainless steel exhaust manifolds unique for the Heavy Duty market. Like related light duty Gen 5 motors, this motor has variable dual-equal valve actuation, massive Gen5 valves and uses an actuator that’s mounted to the front cover to control intake and exhaust valves. The new block features inter-bore cooling, that is, coolant flows through Siamesed bores, notably in the upper bores where there’s a tendency to generate higher temperatures. “Small engines with turbochargers allow them peak torque off idle,” Mike told us, “but for heavy duty we don't want that complexity. For the Heavy Duty segment we (General Motors) have durability requirements—Global Engine Durability—that are unique stringent. We know our customers and why we focus on durability. If they can't use their truck today, they might not get paid.” When towing a heavy load, we loved the diesel’s engine braking capability. What about the gas engine? In Tow-Haul, up-speeds caused by downhill driving—together with intelligence based on throttle position—the powertrain produced seamless downshifts. It’s not quite the same as engine braking, but the trailer was “only” 12,000 pounds. Regardless, it was a comforting addition to stress-free towing. The six-speed transmission used for 2020 Heavy Duty GM trucks is an updated 6L90 with an uprated torque converter and clutch pack. According to GM engineer Rich Mardeusz those changes were simple. When it came to the torque converter, things changed. “We looked at the components from a heavy-duty diesel torque converter and a high-output gas torque converter and then took the torque-carrying components from the diesel and married them to the spring and damping components from the gasoline torque converter. That’s what was needed to accommodate the approximate 22 percent across-the-board torque increase.” Those changes also damp out firing frequencies from the gasoline V-8 engine, making the powertrain smoother. Since a majority of buyers opt for the diesel engine, let’s look at that. Also displacing 6.6-liters, the Duramax turbo-diesel makes 445 horsepower and 910 lb-ft of torque. It’s coupled to a 10-speed Allison transmission. There were minimal changes to the engine for 2020. They include a 28-inch fan for cooling; upgraded oil cooler—now 19 plates instead of 14 and the cylinder head gasket was improved. Engine brake capacity is greater by 14-percent and while there’s a button for manual activation, while in Tow-Haul mode engine braking is automatically activated at certain RPMs. It’s Chevrolet keeping you safe. Thus, under the new control system the powertrain will recognize any need for the engine brake and activate automatically. For instance in driving down hill and forgetting to shift, the higher RPM means automatic activation. We did experience this with the18,000 pound box trailer and it is amazingly transparent and surprisingly quiet. You don’t have to downshift on modest hills, as the system will totally keep you at, or near your desired speed. Of course you may have to use a bit of smooth brake application if the grade is longer, or steeper. For really steep downhilling Plus-Minus buttons on the column-mounted shifter initiate gear changes. We’re not huge fans of the buttons as the steering wheel obscures their location and make it a bit fumbly to slide your thumb into position. A really important feature for 2020, diesel models add an engine after-run feature. Should you tow up a grade and park for dinner without a cool-down, the truck will do it for you. Run time is limited by temperature and shutdown is equally automatic. Because of the Allison/GM 10-speed transmission used for 2020, the powertrain required a complete recalibration. There are several positive results, according to David Ames, GM assistant chief engineer and Allison liaison. “Emissions have been improved and fine-tuned to maintain the best efficiency the transmission can offer to our customers.” It also has a fully warranted chain-driven engine-speed PTO available from the factory. The new 10-speed’s torque converter has a lock-up clutch that is unique as it will lock up in first gear, even under max loads. So, if you're pulling 35,500 pounds, you can do a first gear launch and lock up right away, which helps get rid of heat. We asked David why this is important. “Normally in first gear you're under high torque and generating a lot of heat, which puts a lot of demand on the cooling system. Locking up gets rid of that heat. Also, the new transmission has a lower 4.5:1 first gear with four planetary gear sets and six clutches. We noticed the low gear and ten speeds on launches and while pulling the box trailer on the highway. Often in hilly driving you're downshifting to save brakes; with ten gears we held the right speed and best RPM, particularly with automatic engine braking. We did drive a Silverado 3500HD dually at max capacity; 35,500 pounds on a closed course: our US Army CDL permit has lapsed. The claim of off-the-line torque is spot on. What was most interesting was the 3500’s ability to resist being pushed about on turns and we did several random serpentine loops to see if we could find any significant push? Nope. Later, with “only” 17,000 pounds behind us we finally found a bit of trailer push, which required a deeply rutted dirt road and an off camber turn. Nothing the truck couldn’t handle, even with a journalist behind the wheel. Many of us wondered why the different transmissions for Heavy Duty trucks, why not just the Allison ten? We asked and, while suspecting that plant capacity utilization and raw costs have something to do with it, were told by Vincenzo Verino, the 3.0L Duramax global chief engineer “It’s really about what the transmission brings to the engine itself. With a wider torque band, the gas engine is well-matched to a six-speed, while the narrower torque band of the Duramax is better suited to a 10-speed.” In the battle for Heavy Duty supremacy, big numbers are thrown around to convince potential buyers of worth and value. We found these slides from Chevrolet’s presentation compelling, showing Chevrolet doesn’t always have the biggest power numbers, yet can deliver more real world competency than competitors. Faster to 60 with better towing capability, we’ll take that over a bigger number any day. And Chevrolet says every diesel dually will tow more than 30,000 pounds the 2500HD with 6.6L gas engine has a tow capacity of 17,400 pounds, up 18-percent, that’s good regardless altitude. There is much, much more to tell in future stories, like the no-cut removable fascia for winter snow plow installation and the covered fender-mounted engine heater outlet, use reports of the up-down power tailgate and the bed’s 12 fixed and 9 moveable tie-downs. There’s details on improved axles, locking rear differential, beefed-up prop shaft and 12-inch ring gear, stronger U-joints, class-exclusive SLA front suspension (“mandating a solid front axle for HD trucks isn’t a thing” according to the chief engineer Tim Herrick) and the list goes on. We expect to write several more stories about the new trucks, each specific to how you’d use the truck and with even more details. We have only scratched the surface.
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I have a 2015 GMC 3500 that won't start without spraying ether. It will turn over, but unless we spray ether it won't start completely. Took it to Chevy, and they said they fixed it by fixing the fuel switch, and it continues. Plugged it in and no codes show up. Truck has 160,000 on it... HELP! ASAP. TIA. -
Wat's Up Gents and Ladies. Just picked up my Brownstone metallic AT4 over the weekend. Fully loaded. Couple of questions hoping to find out if I can get any answers as it seems the salesman and dealer are conflicted. Here they are if you guys can answer: 1. Does the AT4 come with Adaptive Cruise Control (ACC)? The manual says available in LD model???? I have the AT4 Premium add on, the technology and safety add ons i.e; lane departure, blind spot detection, forward collision and emergency braking, etc. It does not appear that I do have it, as the symbol for activating it (ACC) does not appear as I click thru instrument panel. 2. The emergency braking forward collision assist. How do I test this without rear ending someone....LOL 3. Also, they gave me at dealer looks like battery cables for a second battery? I would assume that it is for that, but it appears that I already have 2 batteries installed, one o the right side facing into engine from front and one on left looks like it is under fuse box? If not where would the other battery go? Other than that, I love this truck the best. I got loads of compliments on the truck as well as color. Hope someone could answer these questions I have. Thank you
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Posting my aftermarket tail lights from my used 2016 Silverado. bought LTZ tails from a member here, took these off as they were installed when i bought the truck last year. no damage, have had 0 issues with water or condensation. actually love these tails but id rather have the LTZ factory lights installed. light output is great. had them on a LTZ truck so im guessing these are the models for the LED trucks and im not sure if they will be 100 percent compatible with a 2014or 15 application. In any case there are threads here to make your own resistors or people who make harnesses if you run into problems, but i never did. willing to ship at buyers expense, but send a PM with a zip code so i can figure out cost of shipping to you. otherwise we could probably meet if nearby to DENVER, GOLDEN, or LITTLETON COLORADO. I'm posting this on the forum, local craigslist and other apps/sites just to move these quickly, but if they are sold elsewhere ill update the post as soon as possible. Would like to get 300 out of em but I'm also realistic so send me an offer and we can go from there. Thanks for taking a look at the ad, have a good day!
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So, I want to know what it would take or if it can be done, switching some heated/ac seats out of a Cadillac Escalade Platinum model into my 2007 GMC Sierra 3500HD SLT. Then also switching the control panel in the center console for it also. I just want to know if anyone has done this and if it can be added and done???
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The picture that shows 2500 and 3500 both they look better
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hey everyone, I know I'm probably out of luck on this, but I am wondering just how different the rear frame is between a 2014 1500 and 2500. I am looking at the Ultimate Air Ride kit for the back, but they only have it available for 2500 and 3500. I know the frame is taller, but haven't been able to find how much so. and if there is any difference in the axle tube size of the rear diff. I know there will definitely some modifications to the brackets required, but I'm trying to see if it is feasible to try to adapt their kit or if it isn't worth it. or if anyone knows of something similar, not like the Air Lift load leveling kits, for the 1500's. I love having my truck lifted, but it would be nice to make loading my bikes and toys easier as well as the load leveling with a trailer.
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Hi, I have 2 questions. One, I want to do the HD Front end conversion on my 2007 NNBS Silverado1500. I know what I need, and I have decided on the 2011-2013 HD grill and bumper. I have gone on line and seen some people go with the 2007-2010 HD hood and some people go with the 2011-2013 HD hood. Would any one know the difference or if one fits better onto the 1500 truck? And does anyone know how to install the bumper? And the second question was, How can I convert the truck into full electric mode? I have manual windows and no power locks. My truck is extended cab and I would wish for the back windows to work as well. Or does anyone have a really good video on what parts I need and how to do it step by step? I am by no means a mechanic but i do work on my trucks here and there on small things. Thanks in advanced! -
Hey all, we're a local Chevy dealer with a strong ecommerce presence. We have the lowest prices on the Kicker subwoofer package for the 2014+ Silverado & Sierra Crew & Double/Extended Cab sizes. Installation does not require dealer install. it is a plug and play package. We have guaranteed low prices that shouldn't be beat! GM offers a few versions of these units: -Double Cab and Crew Cab models have different parts numbers -GM offers just a sub upgrade, or the sub upgrade plus amplifier on the door speakers. *The standard Sub upgrade works with the Bose system. *The kit including Sub plus Amp on the door speakers will NOT work with Bose systems. For a price, please send us a message with your body style truck, and which kit you would be interested in plus your Zip Code for shipping. Everything is in stock ready to ship. Forum members will find that our prices on all GM accessories will be hard to beat. Please message me with any questions on this or any other accessory you may need for your truck. *** Currently running a little bit of a deeper discount on the crew cab models, with just the sub upgrade. Buy cheap, sell cheap is the name of the game ***
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Assigned GM RPO code PDB and priced at $395, the Dark Essentials Package for the 2020 Silverado HD gives the heavy duty pickup truck black badges, including: Black front Bow Tie logo (SFZ) Black Silverado nameplate (RIK) Black 2500HD/3500HD model plate (RIK) Black trim nameplates (RIK) Black tailgate decal lettering (SB7) The package is an LPO / dealer-installed option available on the 2020 Silverado 2500HD and 3500HD models, but not on the Silverado 3500HD Chassis Cab (Chassis Cab) variant.
