1988 Gmc 1500 Sle Stepside Short Box on 2040-cars
Chevy and GMC trucks get CNG option pricingFri, 18 Apr 2014 08:01:00 EST
Chevrolet and GMC have clued us in to pricing of the bi-fuel option for the 2015 Silverado and Sierra 2500HD CNG and 3500HD CNG pickups: it starts at $9,500; we're still missing the rest of the pricing inferred by the word "starts," however. If you remember from the Chicago Auto Show introduction, the 6.0-liter V8 puts out 360 horsepower and 380 pound-feet of torque when drinking gas, 301 hp and 333 lb-ft when inhaling CNG.
Chevrolet figures that a bi-fuel Silverado HD is worth $2,000 in savings if driven 19,500 miles on CNG and 7,500 miles on gasoline in the span of a year, a recoup rate easily attainable to high-mileage fleet owners. It can be specced on double- and crew-cab pickups with single rear wheels, not on dualies.
The 2015 Chevrolet Express and GMC Savana short-wheelbase passenger and cargo vans also get CNG options, starting at $10,825 for the three-tank system, and $12,090 for the four-tank system that can only be had on the cargo hauler. You'll find a bit more info on all of the permutations in the press release below.
GM pushing back on proposed pickup and SUV brake recall [w/poll]Tue, 08 Jul 2014 08:30:00 EST
Through the first six months of 2014, General Motors has recalled 29 million cars and trucks in 54 different actions. If your author's notoriously sketchy math is correct, that'd work out to one recall every 3.5 days (as of this writing). GM is actively fighting to make sure there isn't a 55th recall, though.
Safety critics, including perennial nemesis Clarence Ditlow of the Center for Auto Safety, are calling on GM to recall a further six million pickup trucks and SUVs in northerly climes due to corroding brake lines caused by the use of road salt. There is a catch, here, though - the vehicles in question are over 10 years old, and include the 1999 to 2003 Chevrolet Silverado, Suburban and GMC Sierra, as well as the 2000 to 2003 Tahoe and Yukon (shown above).
GM issued the following statement on the matter, obtained by CNN Money:
GM's fullsize SUVs boost highway mileage by nearly 10 percentWed, 26 Feb 2014 10:39:00 EST
We met the redesigned 2015 versions of the Chevrolet Suburban and Tahoe, and the GMC Yukon and Yukon XL at the 2013 LA Auto Show. Improved gas mileage numbers have been announced to go along with the improved exteriors and interiors, with city mileage improving by seven percent and highway mileage going up by nearly ten percent; you'll now get 16 miles per gallon in the city and 23 on the highway.
The only applies to models with the 5.3-liter engine, though, not the premium Yukon Denali and Yukon XL Denali SUVs with the 6.2-liter motor. Still, the 5.3 gets you more power than previously, with 355 horsepower and 383 pound-feet of torque underfoot, on top of the improved fuel economy numbers. The 6.2-liter sticks with official mpg ratings of 15 highway, 21 city. There's a brief press release below with words straight from the horse's mouth.
Like a Rock: Why the '88-98 Chevy & GMC Pickups Are Becoming True Classics
When a vehicle becomes a classic, it usually falls into one of two categories. Rare, exclusive, unusual or popular and iconic. A Ferrari F40 will fall into that first category while a 1964 1/2 Ford Mustang will fall into the second. And, as the years go on and vehicles age, we will be welcoming new classics that represent all categories. As we head into the 2020s, the 1988-98 Chevy C/K pickup truck is on its way to becoming a classic in the popular and iconic category. Here are some reasons why.
The Sweet Spot of Pickup Trucks
The '88-'98 Chevy truck along with its GMC twin represent a perfect blend of the classic and the modern. From its just-right size to its subtle styling, the GMT400 rucks have earned a lot of fans over the decades.
Mechanically, with the classic small block Chevy (and occasionally the classic big block) under the hood these trucks are quite simple mechanically and have held up to a lots of abuse.
And, at the same time, they are modern enough to serve as daily drivers if you choose, with proven and inexpensive drivetrain components with near endless aftermarket potential.
An American Cultural Icon
One of the things that makes these trucks special is that they arrived at a time when the pickup began its rise to the top of American vehicle market.
If you grew up in the United States during this time, it's highly likely you knew someone who had a Chevy or GMC pickup. They were everywhere—and their simple styling has stood the test of time.
Let's not forget those memorable TV ads with Bob Seger's "Like a Rock" playing over various scenes of people working and playing with their Chevys.
A Style For Everyone
Another thing that made this generation of pickup popular both then and now was the variety of configurations you could get one in. While the large four-door truck has come to dominate today's market, back in the '90s a two-door, short bed truck was the go-to for many.
You could go 2WD or 4x4. Flareside or stepside. Long bed or short bed. Extended cab or regular. And then there were the duallies—which not only delivered serious towing capacity, but also became a style statement when dropped down on some nice wheels.
Last, but certainly not least, is the SS 454 pickup—which has remained highly desirable among enthusiasts and collectors. While its performance may be unimpressive by today's standards, the big-block powered SS is a true classic.
Plentiful & Affordable
Being a blue-collar pickup truck, not too many Silverados and Sierras were babied by their owners, but fortunately their high production numbers mean plenty of relatively clean examples can still be found.
My classified-browsing experiences show project-worthy trucks priced well below $5,000 while super-clean examples are still well under $10,000.
In other words, they may be right at that sweet spot after they are done "aging," but before values begin to noticeably appreciate.
Being anywhere between 22 and 32 years old, chances are any of these trucks you buy today is going to need some refreshing. Fortunately, there's no shortage of options when it comes to restoring or upgrading.
An LS swap is an easy job on any of these trucks and once you go that route the performance potential is undeniable. Whether you into off-roading, drag racing or even handling-upgrades it's still one of the best project platforms out there.
Or maybe you just want to keep one original and enjoy it for what it is?
Whatever the case, as more vehicles from the late '80s and '90s continue to be considered legitimate classics, it's only a matter of time before the massively popular GM pickups of the era take their rightful place next to the classic trucks of earlier decades.
Considering an LS Swap? Click here to see what you need to know before you start.
Chevrolet C/K (fourth generation)
American truck series
|Fourth generation (GMT400)|
Chevrolet K1500 Sportside extended cab
GMC Truck (GM)
|Also called||GMC Sierra|
Chevrolet Silverado (1999-2000 and Brazil)
Chevrolet Cheyenne (Mexico)
|Production||December 8, 1986–1999 (US, two-door and extended cab)|
October 1991–1999 (US, four-door)
1990–2002 (US, C3500HD)
1991–2001 (Mexico and Venezuela)
1997–2001 (Argentina and Brazil)
|Model years||1988–2000 (standard/extended cab)|
1992–2000 (crew cab)
1991–2002 (C3500HD chassis cab)
|Assembly||Arlington, Texas (Arlington Assembly)|
Roanoke, Indiana (Fort Wayne Assembly)
Flint, Michigan (Flint Truck Assembly)
Janesville, Wisconsin (Janesville Assembly)
Pontiac, Michigan (GMC Truck & Coach Plant 6)
Oshawa, Ontario (Oshawa Truck Assembly)
Silao, Mexico (Silao Assembly)
|Designer||Donald Wood (1983)|
|Body style||2-door pickup truck|
2/3-door extended cab pickup truck
4-door crew cab pickup truck
2-door/4-door chassis cab
|Platform||GM GMT400 platform|
|Related||Chevrolet K5 Blazer/Chevrolet Tahoe|
|Engine||250 cu in (4.1 L)I6 (Argentinian-made versions only) |
292 cu in (4.8 L)I6 (Mexico only)
262 cu in (4.3 L)V6
305 cu in (5.0 L)V8
350 cu in (5.7 L) V8
454 cu in (7.4 L) V8
4.2 L MWM Sprint 6.07T I6 diesel (Argentina and Brazil)
379 cu in (6.2 L)diesel V8
395 cu in 6.5 L turbo diesel V8
|Wheelbase||117.5 in (2,984 mm) (regular cab/6.5' bed)|
131.5 in (3,340 mm) (regular cab/8' bed)
141.5 in (3,594 mm) (extended cab/6.5' bed)
154.5 in (3,924 mm) (crew cab/6.5' bed)
155.5 in (3,950 mm) (extended cab/8' bed)
168.5 in (4,280 mm) (crew cab/8' bed)
|Length||194.5 in (4,940 mm) (regular cab/6.5' bed)|
213.1 in (5,413 mm) (regular cab/8' bed)
218.5 in (5,550 mm) (extended cab/6.5' bed)
231.5 in (5,880 mm) (crew cab/6.5' bed)
237.4 in (6,030 mm) (extended cab/8' bed)
250.1 in (6,353 mm) (crew cab/8' bed)
|Width||76.8 in (1,951 mm) (Fleetside) |
77.1 in (1,958 mm) (Sportside)
94.3 in (2,395 mm) (DRW)
|Height||73.2 in (1,859 mm) |
72.6 in (1,844 mm)
|Predecessor||Chevrolet C/K (third generation) (Rounded Line)|
|Successor||Chevrolet Silverado (GMT800)|
The fourth generation of the C/K series is a range of trucks that was manufactured by General Motors. Marketed by the Chevrolet and GMC brands from the 1988 to the 2002 model years, this generation is the final version of the C/K model line. The C/K nomenclature itself became exclusive to Chevrolet, with the GMC division applying the GMC Sierra nameplate across its entire full-size pickup truck line. Internally codenamed the GMT400 platform, the fourth generation C/K was not given a word moniker (i.e., "Rounded-Line series"). After its production, the model line would informally become known by the public as the "OBS" (Old Body Style), in reference to its GMT800 successor.
Introduced in early 1987 for the 1988 model year, the fourth-generation C/K was initially produced as full-size pickup trucks and chassis cabs, later expanding to full-size SUVs. The model line would overlap production with both its predecessor and its successor. As with its predecessor, the fourth-generation C/K shared body commonality with GM medium-duty commercial trucks.
After the 2000 model year, the fourth-generation C/K was discontinued and was replaced by the GMT800 platform (introduced for 1999); heavy-duty chassis cabs remained in production through 2002. In line with the GMC Sierra, Chevrolet adopted a singular Chevrolet Silverado nameplate for its full-size truck line (which remains in use).
Over nearly a 14-year production run, the fourth-generation C/K was assembled by GM in multiple facilities in the United States, Canada, and Mexico.
The development of the fourth-generation C/K began in the early 1980s, with design operations headed by General Motors Truck and Bus Group. In comparison to its predecessor, computers took on a greater role in the development of the fourth-generation C/K, with GM using computer data to develop both components and tooling for the vehicle. The second vehicle to adapt the GMT platform nomenclature, GM assigned the model line the GMT400 internal codename, replacing the tradition of monikers for its full-size trucks (i.e., Rounded Line, Action Line, Task Force, Advance Design). During the development of the GMT400 platform GM designers based their prototypes on the compact GMT325 S-series (S10 and S15/Sonoma)
As a truck, the C/K was styled with straight lines to maximize space and function, but was designed to optimize its aerodynamics, improving fuel economy. Along with a flush, curved grille and front bumper, the adopted many upgrades over the Rounded-Line generation, including sedan-style doors and flush window glass. Nearly 20 years after removing them from its car lines, GM removed vent windows from the C/K trucks (the first full-size trucks to delete them).
Under the redesign, K-Series four-wheel drive trucks underwent a major upgrade, as the front axle received independent front suspension for the first time. In another change, a shift-on-the-fly system was standardized. To enhance durability, the chassis was redesigned with a fully welded frame with a boxed front section for strength and rigidity; to better resist corrosion, additional galvanized steel was added to the body.
R/V series (1987–1991)
As the fourth-generation C/K model line was introduced during the 1987 calendar year, GM expanded its full-size truck line for the 1987 model year by redesignating the third-generation C/K as the R/V series. Alongside selling two full-size truck lines besides one another, the product change allowed GM to transition buyers into the new model line. In a more subtle change, trim levels were revised (to match the fourth-generation C/K).
For the traditional beginning of the 1988 model year, GM ended sales of 1⁄2-ton R/V trucks;3⁄4-ton trucks were discontinued after 1989. For 1990 and 1991, the series was offered by Chevrolet and GMC as R/V 3500 crew-cab pickups and chassis cabs, along with full-size SUVs.
For 1992, GM launched production of crew cabs on the fourth-generation C/K body (along with full-size SUVs), marking the end of the Rounded-Line series after 18 model years.
The fourth-generation GMT400 C/K model line was introduced in April 1987 for the 1988 model year. Produced for nearly 14 years, the fourth-generation C/K underwent multiple minor revisions through its production, including a mid-cycle revision for the 1995 model year.
From 1988 to 1991, the model line was sold alongside its predecessor (the "Rounded-Line" C/K) and was sold alongside its successor (the GMT800 Silverado/Sierra) from 1999 to 2000. For 2001 and 2002, pickup trucks were discontinued, with the model line sold only as a C3500HD heavy-duty chassis cab.
For 1988, the fourth-generation C/K was introduced, including (nominal) 1⁄2-ton, 3⁄4-ton, and 1-ton pickup trucks and chassis cabs. In a nomenclature revision, GM adopted the 1500/2500/3500 payload series (previously used by GMC) for all full-size trucks (the Rounded-Line R/V series would do so for 1989).
For 1990, Chevrolet and GMC pickup trucks underwent a minor exterior revision, with upper trims (Chevrolet Scottsdale/Silverado, and GMC SLX/SLE) replacing four sealed-beam headlamps with white-lens composite headlamps; base trims (Cheyenne and GMC SL) continued the use of two sealed-beam headlamps. Two new versions (exclusive to Chevrolet) were introduced: the W/T 1500 and the 454SS. The W/T 1500 (W/T= Work Truck) was a de-contented version of the Cheyenne marketed primarily for work use; the 454SS combined elements of the Sport appearance package and the Silverado with the 7.4 L V8 of 3500-series trucks.
For the 1992 model year, the Rounded Line (R/V series) was retired (after 18 years), with GM moving the crew-cab pickups and full-size SUVs to the GMT400 model line (nearly 5 years after its introduction). As its design had effectively been overtaken by that of the extended cab, the single-seat "Bonus cab" was not carried over (all crew cabs were now fitted with rear seats). In another change, trim levels were reduced to two, with the mid-level Chevrolet Scottsdale and GMC SLX withdrawn.
For 1993, the body of the GMT400 saw few changes, introducing front bucket seats for extended-cab pickups. For 1994, the body was largely carryover.
1992 Chevrolet C1500 Scottsdale
1993 Chevrolet C1500 Silverado
1992-1994 GMC Sierra C3500 SL crew cab
For the 1995 model year, all GMT400 trucks underwent a mid-cycle revision, distinguished by a revision of the front fascia (for both Chevrolet and GMC). The sideview mirrors were redesigned and enlarged (adopted from the Suburban SUV); on extended cabs, opening rear side windows became standard equipment. Several updates coincided with safety mandates, adding a driver-side airbag to all 1500-series (and most 2500-series) vehicles, 4-wheel ABS, a center brake light (CHMSL), and a brake-shift interlock for the transmission.
For 1996, as a running change through the model year, extended-cab models received a passenger-side third door. Introduced at nearly the same time as Ford (though a model year before), the feature was an option for all 1500-series extended-cab trucks. The bench seat of Silverado/SLE-trim vehicles underwent a revision, with the center seatback converted to a fold-down armrest/console. In another change, the GMT400 platform received daytime running lights as standard equipment.
For 1997, the dashboard underwent a minor revision to accommodate a passenger-side airbag (only vehicles with a GVWR under 8500 pounds were equipped, including 1500-series and non-HD 2500s).
For 1998, GM revised the tailgate badging for pickup trucks. To reflect the 1996 divisional merger of GMC and Pontiac, "GMC Truck" became "GMC" on all Sierras; Chevrolet introduced a tailgate badge for Silverado-trim pickups matching Suburban and Tahoe SUVs.
1998 Chevrolet K1500 Silverado Z71 Sportside Extended Cab
1997-2000 C3500 Silverado "Big Dooley" Extended Cab
1997 GMC Sierra SLE Crew Cab "Big Dooley"
In August 1998, General Motors released the GMT800 generation of full-size pickups for the 1999 model year as the replacement for the fourth-generation C/K trucks introduced for 1988. The long-running C/K nomenclature was retired by Chevrolet in favor of a singular Chevrolet Silverado nameplate (as GMC had done in 1988 with the GMC Sierra).
For the 1999 model year, GM continued sales of the fourth-generation C/K alongside its GMT800 successor, intending to use up leftover parts stock. Newly rebranded the Chevrolet Silverado Classic and GMC Sierra Classic (dropping the Chevrolet Cheyenne), GM continued sales of the Classic in all three payload series. Largely aimed towards fleet sales, to minimize production costs, the 1500-series Classic was offered only with the 5.0 L and 5.7 L V8 and an automatic transmission and much of the previous Silverado interior trim (in an effort to steer potential base-trim or W/T 1500 buyers towards the all-new Silverado).
For 2000, the Classic was pared down to the 2500 and 3500 series, with the model line reduced solely to the C3500HD chassis cab for 2001 and 2002.
The fourth-generation C/K pickup trucks were marketed by the Chevrolet and GMC divisions of General Motors. Offered in 1500 (1⁄2-ton), 2500 (3⁄4-ton), and 3500 (1-ton) payload series, the C/K pickup trucks were sold in two-door standard cab, two or three-door extended cab, and four-door crew cab configurations. In total, six wheelbases for pickup trucks were offered. The C/K product line also included General Motors full-size SUVs (again derived from the body of the crew cab).
While again using perimeter-frame layout as the Rounded-Line C/K trucks, the fourth-generation chassis was an all-new design, adopting fully-boxed frame rails forward of the cab. In a first for the model line, power steering became standard on all C/K trucks for 1988. For 1997, the system was revised to a variable-ratio assist system.
Evolved from the previous generation, the front suspension for the GMT400 chassis is fully independent with unequal-length control arms. C-series trucks used front coil springs, with front torsion bars for K-series trucks (the first American 4x4 pickups with unequal-length control arm front suspension). The rear suspension configuration was largely unchanged, with rear leaf springs supporting the live rear axle, changing to a two-stage setup to improve load capability while improving ride characteristics while unloaded.
On all pickup trucks, the model line was fitted with front disc brakes and rear drum brakes (4-wheel disc brakes were exclusive to the C3500HD). Anti-lock brakes (ABS) was introduced as part of the redesign. From 1988 to 1994, ABS was used on the rear wheels (on K-Series trucks, only when in two-wheel drive). From 1995 to 2000, pickups were equipped with four-wheel ABS.
The GMT400 model line was produced in three wheelbases in its first year: the regular cab carrying over the 117.5 in (2,984 mm) and 131.5 in (3,340 mm) wheelbase lengths from the previous generation, and the new extended cab with a 155.5 in (3,950 mm) wheelbase. A short bed extended cab model on a 141.5 in (3,594 mm) wheelbase was introduced for 1989. In 1992, the crew cab was introduced in a 168.5 in (4,280 mm) wheelbase (four inches longer than the R/V series) on 3500 models only, with a short bed model on a 154.5 in (3,924 mm) wheelbase appearing for 1999, for both 2500 (SRW) and 3500 (DRW) models.
At its 1988 launch, the fourth-generation C/K pickup trucks shared its five-engine powertrain offering with the R/V series. On 1500 series vehicles, a 4.3 L Vortec V6 was standard, with the options of a 5.0 L V8, 5.7 L V8 and a 6.2 L diesel V8. On 2500-series and 3500-series vehicles, a 5.7 L V8 was standard, with a 7.4 L V8 and 6.2 L diesel V8 as options. The 4-speed manual of the previous generation was carried over (for 3500-series trucks), with GM introducing a 5-speed overdrive manual (for 1500 and 2500-series vehicles). A 4-speed overdrive automatic was an option on all engines (for 1500 and 2500-series vehicles); a 3-speed automatic was also offered (and was the sole automatic for 3500-series trucks).
For 1991, the THM400 gained a 4th gear and electronic controls, becoming the 4L80E; designed for over-8,600 lb GVWR, the transmission was paired with the 7.4 L and 6.2 L engines.
For 1992, GM introduced its first turbodiesel V8, expanded to 6.5 L displacement; the 180 hp (134 kW) engine was not offered in 1500-series trucks. In another change, 4-speed manual transmissions (largely carried over from the R/V series) were discontinued (replaced by a NP4500 5-speed); along with overdrive, the heavy-duty transmission again offered a low-ratio first gear.
For 1993, the lighter-duty 700R4 (paired with engines up to the 5.7 L V8) was upgraded with electronic controls, becoming the 4L60E.
For 1994, naturally-aspirated versions of the 6.5 L diesel were introduced (replacing the 6.2 L engine entirely); both versions of the 6.5 L engine were offered in all three payload series of the GMT400.
For 1996, the three gasoline V8 engines underwent a series of design upgrades, becoming the Vortec 5000, 5700, and 7400, respectively. To meet OBD-II compliance, the Vortec engines replaced throttle-body fuel injection with sequential fuel injection, redesigned engine camshaft and cylinder heads, along with longer-life engine coolant and spark plugs. The naturally-aspirated 6.5 L engine was discontinued (the turbodiesel remained offered for all C/K trucks).
From 1997 onward, few major changes were made to the powertrain. For 2002, the C3500HD chassis cab replaced the 7.4 L V8 with an 8.1 L Vortec 8100 V8, becoming the only GMT400 vehicle to use the engine.
|Engine design||Engine family||Production||Code |
|Output (SAE Net)||Notes|
|4.3 L (262 cu in) V6||Chevrolet 90° V6 engine |
|1988–1989||LB4||160 hp (119 kW) @ 4000 RPM||235 lb⋅ft (319 N⋅m) @ 2400 RPM||less than 8500 lbs GVWR|
|1990–1992||160 hp (119 kW) @ 4000 RPM||235 lb⋅ft (319 N⋅m) @ 2400 RPM||less than 8500 lbs GVWR|
|1993||165 hp (123 kW) @ 4000 RPM||235 lb⋅ft (319 N⋅m) @ 2000 RPM|
|1990||150 hp (112 kW) @ 4000 RPM||230 lb⋅ft (312 N⋅m) @ 2400 RPM||up to 8600 lbs GVWR|
|1991–1993||155 hp (116 kW) @ 4000 RPM||230 lb⋅ft (312 N⋅m) @ 2400 RPM|
|1994||165 hp (123 kW) @ 4000 RPM||235 lb⋅ft (319 N⋅m) @ 2000 RPM||less than 8500 lbs GVWR|
|1995||160 hp (119 kW) @ 4000 RPM||235 lb⋅ft (319 N⋅m) @ 2000 RPM|
|Chevrolet 90° V6 engine |
(Vortec 4300 V6)
|1996–1998||L35||200 hp (149 kW) @ 4400 RPM||255 lb⋅ft (346 N⋅m) @ 2800 RPM|
|5.0 L (305 cu in) V8||Chevrolet small-block engine |
(Gen 1: 4-inch bore family)
|1988–1993||L03||175 hp (130 kW) @ 4000 RPM||270 lb⋅ft (370 N⋅m) @ 2400 RPM||less than 8500 lbs GVWR|
|1994–1995||175 hp (130 kW) @ 4200 RPM||265 lb⋅ft (359 N⋅m) @ 2800 RPM||less than 7200 lbs GVWR|
|Chevrolet small-block engine |
|1996–1998||L30||230 hp (172 kW) @ 4600 RPM||285 lb⋅ft (386 N⋅m) @ 2800 RPM|
|5.7 L (350 cu in) V8||Chevrolet small-block engine |
(Gen 1: 4-inch bore family)
|1988–1993||L05||210 hp (157 kW) @ 4000 RPM||300 lb⋅ft (407 N⋅m) @ 2800 RPM||less than 8500 lbs GVWR|
|1994–1995||200 hp (149 kW) @ 4000 RPM||310 lb⋅ft (420 N⋅m) @ 2400 RPM|
|1988||L05||185 hp (138 kW) @ 4000 RPM||295 lb⋅ft (400 N⋅m) @ 2400 RPM||over 8500 lbs GVWR|
|1989–1995||190 hp (142 kW) @ 4000 RPM||300 lb⋅ft (407 N⋅m) @ 2400 RPM|
|Chevrolet small-block engine |
|1996–2000||L31||255 hp (190 kW) @ 4600 RPM||330 lb⋅ft (447 N⋅m) @ 2800 RPM|
|7.4 L (454 cu in) V8||Chevrolet big-block V8 |
|1988–1990||L19||230 hp (172 kW) @ 3600 RPM||385 lb⋅ft (522 N⋅m) @ 1600 RPM||over 8500 lbs GVWR|
|Chevrolet big-block V8 |
|1991-1995||over 8500 lbs GVWR|
|1991–1993||255 hp (190 kW) @ 4000 RPM||405 lb⋅ft (549 N⋅m) @ 2400 RPM||454SS (only 7.4 L V8 for 1500)|
|Chevrolet big-block V8 |
|1996–2000||L29||290 hp (216 kW) @ 4000 RPM||410 lb⋅ft (556 N⋅m) @ 3200 RPM||over 8500 lbs GVWR|
|8.1 L (496 cu in) V8||Chevrolet big-block V8 |
|6.2 L (379 cu in) V8 |
|Detroit Diesel V8||1988–1989||LH6||126 hp (94 kW) @ 3600 RPM||240 lb⋅ft (325 N⋅m) @ 2000 RPM||less than 8500 lbs GVWR w/ MT|
|1990||135 hp (101 kW) @ 3600 RPM||240 lb⋅ft (325 N⋅m) @ 2000 RPM|
|1988–1989||LH6||140 hp (104 kW) @ 3600 RPM||247 lb⋅ft (335 N⋅m) @ 2000 RPM||less than 8500 lbs GVWR w/ AT|
|1990||140 hp (104 kW) @ 3600 RPM||250 lb⋅ft (339 N⋅m) @ 2000 RPM|
|1988–1989||LL4||143 hp (107 kW) @ 3600 RPM||257 lb⋅ft (348 N⋅m) @ 2000 RPM||over 8500 lbs GVWR|
|1990||150 hp (112 kW) @ 3600 RPM||265 lb⋅ft (359 N⋅m) @ 2000 RPM|
|1991–1993||LH6||140 hp (104 kW) @ 3600 RPM||255 lb⋅ft (346 N⋅m) @ 1900 RPM||less than 8500 lbs GVWR|
|1991||LL4||150 hp (112 kW) @ 3500 RPM||280 lb⋅ft (380 N⋅m) @ 2000 RPM||over 8500 lbs GVWR|
|1992||148 hp (110 kW) @ 3600 RPM||246 lb⋅ft (334 N⋅m) @ 2000 RPM|
|1993||150 hp (112 kW) @ 3500 RPM||280 lb⋅ft (380 N⋅m) @ 2000 RPM|
|6.5 L (395 cu in) V8 |
|Detroit Diesel V8||1994–1995||L49||155 hp (116 kW) @ 3600 RPM||275 lb⋅ft (373 N⋅m) @ 1700 RPM||less than 8500 lbs GVWR|
|6.5 L (395 cu in) V8 |
|Detroit Diesel V8||1992||L65||180 hp (134 kW) @ 3500 RPM||380 lb⋅ft (515 N⋅m) @ 1700 RPM||over 8500 lbs GVWR|
|1993||190 hp (142 kW) @ 3400 RPM||380 lb⋅ft (515 N⋅m) @ 1700 RPM|
|1994–1997||L49||180 hp (134 kW) @ 3400 RPM||360 lb⋅ft (488 N⋅m) @ 1700 RPM||less than 8500 lbs GVWR|
|1998–1999||180 hp (134 kW) @ 3400 RPM||360 lb⋅ft (488 N⋅m) @ 1800 RPM|
|1994–1997||L56||190 hp (142 kW) @ 3400 RPM||385 lb⋅ft (522 N⋅m) @ 1700 RPM||over 8500 lbs GVWR|
|1998–2000||195 hp (145 kW) @ 3400 RPM||430 lb⋅ft (583 N⋅m) @ 1800 RPM|
|2000–2002||L65||195 hp (145 kW) @ 3400 RPM||420 lb⋅ft (569 N⋅m) @ 1800 RPM||w/ MT|
|2000–2002||195 hp (145 kW) @ 3400 RPM||440 lb⋅ft (597 N⋅m) @ 1800 RPM||w/ AT|
Introduced for 1988, the fourth-generation C/K marked the addition of the extended-cab body to the pickup truck line (trailing Dodge and Ford by nearly 15 years). Offered with an optional rear bench seat, versions without one effectively replaced the single-seat "Bonus Cab" (previously derived from the crew cab). For 1992 (nearly five years after the two-door pickups were released), a four-door crew cab was introduced. As with the previous generation, the crew cab shared its body design with the Suburban SUV.
For pickup trucks, three different bed designs were offered in 61⁄2 and 8-foot lengths. The fenderless Chevrolet Fleetside/GMC Wideside was again offered in both lengths; the dual rear-wheel "Big Dooley" bed was sold only in an 8-foot bed. The long-running Chevrolet Stepside/GMC Fenderside was replaced by an all-new Sportside design. Offered solely in a 61⁄2-foot length, the Sportside bed was a more modern design (sharing the bed sides, taillamps, and a revised tailgate), fitting the rounded fiberglass fenders of the Big Dooley bed with a narrower single rear-wheel axle and bodied with functional pickup bed steps.
For 2500 and 3500-series trucks, chassis cabs were also offered. Assembled as C/K trucks with no pickup truck bed, the incomplete vehicles were fitted with aftermarket components by second-party manufacturers to complete fabrication of the vehicle. For 1991, the heavier-duty C3500HD was introduced (developed specifically for commercial use).
While losing nearly 4 inches of exterior width over its Rounded-Line predecessor, the fourth-generation C/K underwent an increase in interior size, gaining both legroom and seat travel. While carrying over little more than the steering column, the model line evolved the driver-centered dashboard layout from its predecessor. In an effort to modernize the interior, the model line shed all chrome trim from the cab interior (regardless of trim level), with hard plastic replacing many soft-touch surfaces. The dashboard introduced a hybrid of digital and analog instruments, with digital scales replacing analog gauge needles. In a functional change, all manual transmissions became floor-shifted (retiring the column-mounted shifter). For 1991, the instrument panel replaced electronic gauges with analog counterparts, adding a tachometer as an option (for the first time since 1980)
Coinciding with the 1995 model revision, the interior underwent a substantial redesign, with the dashboard and door panels undergoing a redesign for the first time since 1988. Along with the standardization of a tachometer, a double-DIN radio (integrating the cassette/CD player) was introduced, alongside a complete redesign of the climate controls. The seats underwent a redesign; leather-trimmed seats became an option for the first time on a factory-produced GM pickup truck.
The 1995 interior design remained in use through the discontinuation of the fourth-generation model line, revised for the addition of a passenger-side airbag during the 1997 model year (for 1500-series and non-HD 2500-series vehicles). For 1998, the steering wheel was redesigned (with a repackaged driver-side airbag); dual airbags became standard on all C/K vehicles (below 8500 lbs GWVR).
On Chevrolet vehicles, the C/K nomenclature returned from the previous generation; "C" denoted two-wheel drive trucks while "K" denoted four-wheel drive vehicles. While all GMC pickup trucks were now badged under a singular Sierra nameplate, GM still used C and K as internal model codes for both divisions.
In a marketing change, GM adopted the 1500/2500/3500 series previously used by GMC for both divisions (denoting 1⁄2-ton, 3⁄4-ton, and 1-ton nominal payload).
Carrying over the trim lines from the previous generation, Chevrolet marketed its C/K pickup trucks under three trim levels for 1988. The Cheyenne made its return as the standard trim (replacing the Custom Deluxe), with the Scottsdale and Silverado serving as the top two trims. Externally, the Cheyenne was distinguished by its two sealed-beam headlights; the Scottsdale and Silverado were fitted with four headlamps (replaced by rectangular composite headlamps for 1990). The trim levels had less distinguished badges as previous models, having miniature nameplates behind the cab on the B pillar before the bed; the Cheyenne name was in white on a black square above one gold line, Scottsdale in between two gold lines, and Silverado above three gold lines.
Intended primarily for fleet sales and work use, the Cheyenne was a spartan vehicle with most features offered as optional equipment. Marketed more widely for retail sale, the Scottsdale standardized many optional features of the Cheyenne and added additional interior trim, cloth seating (bucket seats were an option). Serving as the flagship, the Silverado featured the most chrome trim and a fully carpeted interior.
For 1992, the Scottsdale trim was dropped; the Cheyenne and Silverado trims were offered through 1998, with the Cheyenne badging updated to be similar to the previous Scottsdale badge. For 1999, to accommodate the introduction of its successor, the C/K was renamed the Silverado Classic. The Silverado Classic adopted the trim nomenclature of its successor, with an unnamed base trim (replacing the W/T), LS (Cheyenne), and LS Premium (Silverado).
In contrast to Chevrolet, the GMC division marketed the fourth-division C/K pickup trucks under the GMC Sierra nameplate. For 1988, GMC replaced the Sierra Grande, High Sierra, and Sierra Classic of the previous generation with the SL (counterpart of the Cheyenne), SLX (Scottsdale), and SLE (Silverado).
Through production of the model line, GMC offered a counterpart of the Z71 and Sport option packages offered by Chevrolet, but would not market a version of the W/T 1500 or the 454SS pickup trucks.
For 1990 production, GM introduced an all-new medium-duty truck series (codenamed GMT530). While no longer part of the C/K series, the Chevrolet Kodiak and GMC TopKick shared design commonality with their predecessors in adopting the cab design of C/K pickup trucks. Following the 1987 exit of GM from heavy-truck production, the Kodiak/TopKick became the largest vehicles produced by the company.
Offered as both a Class 6-7 truck and as a cowled bus chassis, the GMT530 chassis was offered with 6.0 L and 7.4 L gasoline V8s (developed for commercial use); these were replaced by an 8.1 L V8. As an option, Caterpillar inline-6 diesel engines were offered.
After 2002 production, the GMT530 chassis was discontinued and replaced by the GMT560 (which adopted its cab from GM full-size vans).
For 1991 production, GM introduced a C3500HD variant of the C/K for both Chevrolet and GMC. Developed exclusively as a chassis cab vehicle, the C3500HD was intended to bridge the gap between the 2500/3500-series chassis cab trucks and the medium-duty Kodiak/TopKick. Intended nearly exclusively for commercial use, the C3500HD was not sold for retail sale.
To raise its GVWR to 15,000 lbs, the C3500HD underwent multiple design modifications. In place of the drop-center frame rails that C/K chassis cabs shared with the pickup trucks, the C3500HD received a heavier-duty straight frame. The heavier-duty frame design led to several visible exterior design changes to the model line; as the cab was raised several inches, a filler panel was placed below the grille and bumper. While factory-produced as a C-series truck, the front fenders were fitted with the plastic fender flares typically fitted to K2500 trucks to accommodate a wider front axle and larger (19.5-inch) tires. The model line was offered in 135.5, 159.5, and 183.5-inch wheelbases, distinct from pickups and C/K chassis cabs.
The standard engine for the C3500HD was the 5.7 L V8 with the 7.4 L V8 as an option; the 6.5 L turbodiesel was introduced as an option for 1992. The engines were paired to the 4L80E 4-speed OD automatic and the NV4500 5-speed manual transmissions. Both front and rear axles were leaf-sprung solid axles. In line with commercial trucks, the front axle was a solid I-beam drop axle; the rear drive axle was a Dana 80 full-floating axle (11-inch ring gear). While sharing the same ABS capability as the pickup trucks, the C3500HD was fitted with 4-wheel disc brakes.
Intended primarily for commercial and fleet use, the cab was fitted with marker lights and either "camper-style" or "west-coast" sideview mirrors. Initially offered in only a standard cab with Cheyenne trim, the C3500HD was expanded to a Silverado trim for 1994; a crew cab became an option for 1996. During its production, the C3500HD was not offered with an extended-cab body.
While GM produced the K2500 and K3500 as chassis-cab trucks, no K3500HD was ever produced from the factory by General Motors; several equivalent vehicles were fabricated through aftermarket conversions (including a Dana 60 or Dana 70 front axle).
The final C/K vehicle produced, the C3500HD, was discontinued after the 2002 model year and was not directly replaced. Currently, the closest functional equivalent is the Chevrolet Silverado 4500HD (produced by Navistar).
For the 1992 model year, GM full-size SUVs underwent their first redesign since 1973, becoming part of the fourth-generation C/K model family. Nearly five years after pickup trucks made their debut, the Suburban (marketed by both Chevrolet and GMC) was released, again derived from the crew-cab pickup truck body (itself debuting for 1992). Alongside the Suburban, the Chevrolet K5 Blazer also adopted the fourth-generation C/K chassis, with GMC renaming the Jimmy as GMC Yukon (to eliminate nameplate confusion with the compact Jimmy). In a substantial change to its body configuration, the Blazer/Yukon abandoned its lift-off hardtop for a permanent roof (effectively becoming a three-door version of the Suburban).
The Suburban was offered in both 1500 and 2500 payload series (the Blazer/Yukon, 1500-series, only); both vehicles were offered in both rear-wheel and four-wheel drive. For 1995, Chevrolet retired the K5 Blazer name (following suit with GMC) with the Chevrolet Tahoe. The same year, a five-door version of the Tahoe/Yukon was introduced (a short-wheelbase version of the Suburban with two rows of seats).
Following a decline in demand for large three-door SUVs (which led to the withdrawal of the Ford Bronco and Dodge Ramcharger), the three-door version of the Tahoe/Yukon was discontinued without a replacement. To produce a full-size luxury SUV slotted above the Oldsmobile Bravada in both size and content, GM introduced the GMC Yukon Denali and the Cadillac Escalade. Derived from the five-door Chevrolet Tahoe/GMC Yukon, the Yukon Denali and Escalade shared a nearly identical exterior (differing primarily in grilles and divisional badging).
1997-1999 Chevrolet Suburban (K2500)
1999-2000 Cadillac Escalade (GMC Yukon Denali)
W/T 1500 (1990–1998)
For 1990, Chevrolet introduced the W/T 1500 (Work Truck) as the lowest-price version of the 1500-series. Marketed towards vocational users, the W/T 1500 was a de-contented of the Cheyenne trim offered solely as a long-bed Fleetside truck. Distinguished by its black plastic grille, steel wheels, and monochromatic paint, the W/T was offered with the 4.3 L V6 and a manual transmission as standard equipment.
One of the most spartan vehicles marketed by General Motors, the W/T 1500 lacked features such as air conditioning, an AM/FM radio, carpeting, or a full-length headliner; the former two were introduced (as options) through its production. To streamline manufacturing costs, the W/T retained the ABS and dual airbags phased in during production.
For 1989, the Z71 (Off-Road Chassis Package) option was introduced for both Chevrolet and GMC. Exclusive to K1500s, the option package included skid plates for the engine, front axle, and transfer case along with heavy-duty Bilstein shock absorbers. Distinguished by "Z71" bedside graphics and standard aluminum-alloy wheels
Offered on the Cheyenne (except W/T 1500), Scottsdale, and Silverado trims, the Z71 could also be combined with the Sport Equipment Package. Following the withdrawal of the C/K 1500 for 2000, the Z71 option package ended production on the GMT400 generation, but Chevrolet and GMC have continued the use of the Z71 RPO code for off-road chassis packages for each successive generation of full-size pickups (to current production).
Sport Equipment Package (1989–1997)
For 1989, Chevrolet introduced a Sport Equipment Package as an appearance package for the C/K1500. Paired with the 61⁄2-foot Fleetside truck bed and Silverado interior trim, the option package was offered in monochrome black, red, or white paint; the exterior was given a black grille and side mirrors, body-color bumpers, and "Sport" bedside and tailgate decals.
On two-wheel drive examples, the front bumper included a black air dam (with fog lamps); the 15-inch styled steel wheels were chrome-plated. 4x4 versions of the Sport Equipment Package were able to be combined with the Z71 package, and were painted exclusively in white; the "Sport" graphics were replaced by "4x4"; in line with 2500/3500-series trucks, the fenders received black wheel flares.
In contrast to the higher-performance 454SS, the Sport Equipment Package was offered with the 4.3 L V6 and 5.0 L V8 engines; a 5.7 L V8 replaced the 5.0 L for 1994. Two-wheel drive versions were offered with an upgraded ZQ8 heavy-duty suspension option, including heavy-duty shocks and high-ratio steering.
From 1989 to 1992, the package was paired solely with the Fleetside bed; for 1993, Chevrolet shifted the option to the Sportside stepside bed. In another change, the chromed steel wheels (shared with the 454SS) were replaced by cast-aluminum wheels for both two and four-wheel drive example. The grille of the Sport package was revised, adopting a body-color version of the W/T 1500 grille. Previously exclusive to Chevrolet, the option package became available for GMC Sierra 1500s. For 1994, Teal Green replaced Summit White as a third exterior color (the latter returned for 1996).
After the 1997 model year, the Sport Equipment Package was dropped from the C/K model line.
For 1990, Chevrolet debuted the 454SS as a high-performance variant of the C1500. The first American high-performance pickup truck since the 1979 Dodge Li'l Red Express, the 454SS was a 1⁄2-ton C1500 powered by a 230 hp (172 kW) 7.4 L V8.
Deriving much of its design from the Sport Equipment Package, the 454SS was distinguished by a nearly monochromatic black exterior, gloss-black grille (with red-trim badging), and body-color bumpers and mirrors (borrowing the latter from the Cheyenne). Externally identified by "454SS" bed-side decals, the vehicle received Silverado interior trim, with model-specific bucket seats and interior colors.
To improve the road manners of the vehicle, the 454SS received an upgraded suspension, including 32 mm (1.3 in) Bilstein gas-filled shock absorbers, a 32 mm (1.3 in) front stabilizer bar, and 12.7:1 fast-ratio steering gear assembly
Borrowed directly from the R/V and C/K 3500-series trucks, the 230 hp (172 kW) 7.4 L V8 was mated to a 3-speed THM400 for 1990. For 1991, the 454SS underwent a series of upgrades, centered around an increase of engine output to 255 hp (190 kW) and the introduction of the 4-speed 4L80E overdrive transmission To improve its handling, the 454SS received an upgraded suspension, including 32 mm (1.3 in) Bilstein gas-filled shock absorbers, a 32 mm (1.3 in) front stabilizer bar, and 12.7:1 fast-ratio steering gear assembly; a locking differential was changed to a numerically-higher 4.10:1 axle ratio.
Initially offered solely in black paint and a red interior, Chevrolet introduced a choice of paint colors for the 454SS for 1992, adding red and white monochrome exteriors, along with blue, beige, and gray interiors.
Competing with the similar Ford SVT Lightning, the 454SS was produced through the 1993 model year. In total, 16,953 examples were produced (13,748 were sold for the 1990 model year).
Export and foreign production
Australia and New Zealand
In 1992, GM began imports of GMC trucks into Australia through its Holden division, exclusively for conversion to ambulances. The trucks were GMC K2500s, powered by 6.5L turbodiesel V8 engines. In contrast to the subsequent Holden Suburban, the vehicles were not sold to the general public and retained GMC divisional badging.
The ambulance conversion was done by Jakab Industries of Tamworth, New South Wales, who fitted a fiberglass hatchback body to the GMC chassis cab; the firm also converted the vehicles to right-hand drive. The vehicles were developed as a successor for ambulances based on Ford F-series chassis (Ford of Australia ended importation of the F-Series for 1992).
While imported in highly limited numbers due to their specific use, Australian importation of the C/K chassis lasted through 1999 production.
In New Zealand, the national Ambulance Advisory Transport Board selected on the fourth-generation C/K in 1988 to replace vehicles based on Bedford and International Harvester chassis. Beginning in 1989, the C2500 chassis cab was imported by General Motors New Zealand and locally converted to right-hand drive. While exported from the United States with Chevrolet badging, GM New Zealand branded the vehicles with the Sierra nameplate (used by GMC in North America); conversely, GM Australia imported GMC-branded trucks.
Through the 1990s, "Chevrolet Sierras" served in the fleet of the St John Ambulance Service; as the C/K was replaced by the Chevrolet Silverado for 1999, subsequent imports to New Zealand were badged in line with its North American counterpart, serving as ambulances into the 2000s.
For 1997, General Motors do Brazil replaced the 10/20 series (a locally engineered derivative of the Rounded-Line generation introduced in 1985) with the GMT400-based Silverado. The Silverado was offered with three engines: a Maxion 4.0 L inline-4 diesel, a 4.2 L MWM inline-6 turbodiesel, and a GM-sourced 4.1 L gasoline inline-6. All three engines were paired to a five-speed manual transmission. The final vehicle line to use the Chevrolet inline six, the Brazilian-produced Silverado was retired in 2001, with GM shifting production to the mid-size S10.
In Brazil, the C3500HD was offered as a GMC and was exported to Argentina and Uruguay as a Chevrolet. Sharing diesel engines with the locally produced Silverado, the C3500HD was badged differently than its US-produced namesake. Adopting the 6-100 and 6-150 nameplates, the series was named after its approximate GVWR in metric tonnes (approximately over 6 tonnes) and a rounded number for the PS horsepower rating for each engines (approximately 100 PS for the Maxion diesel and 150 PS for the MWM turbodiesel).
In Brazil, GM renamed a version of the short-bed C2500 pickup truck as the GMC 3500HD for 2000 and 2001. The model saw its GVWR increased to 3,500 kg (7,716 lb) for the vehicle to be classified as a truck, allowing for lower taxes and licensing fees. The GMC C3500HD pickup was produced only with the MWM diesel engine.
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Male voices could be heard from the first door on the right. They went on. This is the goal.
Stepside 1988 1500 gmc sierra
All men with bare cocks. There are even women, also naked. He took me to the old man. -Leader, I found myself a wife, bless us. He bowed to him, I did the same.Restored 1988 Step Side 4x4
Peeping, I imagined myself in her place. And now the idea came to me to seduce Faiz. "If I show my panties, what in return?" "And what do you want.
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But he missed. The second attempt was also unsuccessful. Without uttering a word, Irina stretched out her hand between her legs, grabbed the trembling flesh with her palm and brought it inside the. Tummy, feeling that the pussy languishing with desire makes you forget whose foreign flesh fills the heated womb.
Sergey made a short pause, enjoying the complaisance of his mother's vagina.