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Should they? Yes. I think the question is "will they" rather than should they.
 

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What is their motivation? They sell more in ONE MONTH than the ANNUAL combination of Volts+Bolts. Crazy numbers.

I had high hopes with VIA and thinking that would force GMs hand ... that was a few years ago. VIA went no where fast.
I hope one of the big boys makes one and gets the ball rolling.

A Silverado PHEV would also provide clear differentiation and a significant competitive advantage over direct competitors such as the Ford F-Series, FCA’s Ram Pickup, Toyota Tundra and Nissan Titan – neither of which offer a plug-in variant of their pickup trucks. And, it would also help General Motors leverage the Voltec powertrain, which isn’t living up to its fullest potential in slow-selling, but fine cars like the Chevy Volt and Cadillac CT6 PHEV.
Read more: http://gmauthority.com/blog/2017/12...ado-offer-plug-in-hybrid-model/#ixzz51x97nMoh
 

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WOT worked for VIA.

I'm all set for it, but I don't know about this.



Someone hit that with an ugly stick. I think I'll keep my 10-year-old Silverado and wait for the next iteration.
 

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Unless I missed something, the author doesn't have a good grasp of how close GM is to meeting their 200,000 EV threshold, thus not many potential 2019 Silverado PHEV's would even be eligible. I think the last InsideEV's count put them at 2018 Q2 or Q3 at the latest. I guess it just depends on when it actually goes into production.

But it would be great for growing EV exposure to people who wouldn't give it the time of day right now.

Joe
 

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Should they? absolutely. Will they? i’m not holding my breath. Heck, I even called Via to see if they’d sell me a Trux and they wouldn’t because I’m not a fleet owner.

Voltec Subyukonade!!!! Oh wait, now that I’m an empty nester Voltec Vette!!! If GM doesn’t hurry I might end up with a German, British, Japanese, or Japanese exotic supercar.
 

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Someone hit that with an ugly stick. I think I'll keep my 10-year-old Silverado and wait for the next iteration.
I really don't like the 2016-18 front end either unless it has a solid color front end and dark paint. Mine is black and I think it looks elegant rather than aggressive or "too busy".
Hybrid - next generation or 2022-2023. The gas mileage on trucks isn't bad at all these days. $2-3 gas isn't an incentive to spend the extra $ up front.
 

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I really don't like the 2016-18 front end either unless it has a solid color front end and dark paint. Mine is black and I think it looks elegant rather than aggressive or "too busy".
Hybrid - next generation or 2022-2023. The gas mileage on trucks isn't bad at all these days. $2-3 gas isn't an incentive to spend the extra $ up front.
Agreed. I prefer the body colored fronts over the humongous wall of chrome. The other issue will be the perception that the truck needs the have rumbling dual exhaust or be a coal roller. Imagine a good ol’ boy pulling up in silence with an electric whirrrr and all his buddies laughing their asses off at his expense. Everyone loves the sound of a Ford Raptor.
 

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Like the eAssist Silverado.....

chevrolet.com said:
Initially, Chevrolet will offer approximately 500 Silverado eAssist trucks for the 2016 model year, exclusively through California dealers. Based on feedback from these initial customers, Chevrolet will adjust production for 2017 model year.
....expect this type of rollout if any.
 

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I guess I'm with a lot of the longer time membership here. I absolutely think they should, and don't really expect them to.

Unlike most of the other players, GM can pretty much throw together a parts bin car and get a pretty impressive PHEV with minimal new engineering effort or new parts. Unlike the poster mentioned in the article, I wouldn't start from the CT6 PHEV, though.

I'd take a page from Volvo's book, and start with the guts of a Bolt and a Malibu Hybrid (or a Volt but with the Malibu's bigger engine.) Since GM has been using independent front suspension forever, it isn't really any loss of capacity to drop the Malibu transverse package into the front - and by doing that it creates a lot of space between the frame rails to tuck the Bolt battery pack into. The Bolt's 200 HP drive axle will require some changes to support the rear of the truck, which I believe is still solid axle and certainly rated for heavier loads than the Bolt, but it's shouldn't need a lot of modification.

That gives about 350 electric horsepower (assuming the pack can take it, but GM's past packs have had much higher C rates than this,) and around 400 horsepower with the engine on. Even with a big heavy truck, it probably gives close to 100 miles of EPA electric range, and makes the truck far more efficient on gas by better matching the engine size to the load. The only place it might come up short is mountain grades while towing in extended range (122 engine horsepower...) - but the pack is certainly big enough that a version of Mountain Mode or GPS route based management of the battery reserve should see it through without slowing.

One obvious benefit (as pointed out by Via) is that you can easily add a battery driven inverter as a factory option (or standard?) and run power tools or a house from it - 15 or 20 kW will cover most anything people are likely to want, and won't make the truck sweat at all - and between the inherent efficiencies of the powertrain and being able to cycle the engine only when needed, it'll be by far the most efficient generator you can buy.

You can buy both complete cars for about $65k without any rebates, so unless the Silverado sheet metal and interior fittings are somehow much more expensive (and, mind you, the two cars combined have far more weight (~7k vs ~5k) and volume of such things,) GM should be able to make a profit selling it in the $55-60k range before any rebates - pricey, but not that far out of line with what folks are paying for some of those trucks already.
 

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I would sooner expect Honda to put their plug-in powertrain from the Accord into the Ridgeline. GM is demonstrably not in the biggest hurry for electrification and has missed many opportunities. All their announcements for the future really hinge on China, and China is not buying full-size pickup trucks.
 

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WOT worked for VIA.

I'm all set for it, but I don't know about this.



Someone hit that with an ugly stick. I think I'll keep my 10-year-old Silverado and wait for the next iteration.
Keep in mind this is the Trail Boss version (which would normally have aggressive looks).

It will be interesting to see what the other trim options will look like when more details are released at NAIAS in Detroit.
 

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Keep in mind this is the Trail Boss version (which would normally have aggressive looks).

It will be interesting to see what the other trim options will look like when more details are released at NAIAS in Detroit.
I may have over-reacted, but there's some funkiness going on around those turn signals and the top of the bumper. Some of the grille is okay. I like the 2018 better (especially in body color) so this is a bit of a shock.
 

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Discussion Starter #14
I guess I'm with a lot of the longer time membership here. I absolutely think they should, and don't really expect them to.

Unlike most of the other players, GM can pretty much throw together a parts bin car and get a pretty impressive PHEV with minimal new engineering effort or new parts. Unlike the poster mentioned in the article, I wouldn't start from the CT6 PHEV, though.

I'd take a page from Volvo's book, and start with the guts of a Bolt and a Malibu Hybrid (or a Volt but with the Malibu's bigger engine.) Since GM has been using independent front suspension forever, it isn't really any loss of capacity to drop the Malibu transverse package into the front - and by doing that it creates a lot of space between the frame rails to tuck the Bolt battery pack into. The Bolt's 200 HP drive axle will require some changes to support the rear of the truck, which I believe is still solid axle and certainly rated for heavier loads than the Bolt, but it's shouldn't need a lot of modification.

That gives about 350 electric horsepower (assuming the pack can take it, but GM's past packs have had much higher C rates than this,) and around 400 horsepower with the engine on. Even with a big heavy truck, it probably gives close to 100 miles of EPA electric range, and makes the truck far more efficient on gas by better matching the engine size to the load. The only place it might come up short is mountain grades while towing in extended range (122 engine horsepower...) - but the pack is certainly big enough that a version of Mountain Mode or GPS route based management of the battery reserve should see it through without slowing.

One obvious benefit (as pointed out by Via) is that you can easily add a battery driven inverter as a factory option (or standard?) and run power tools or a house from it - 15 or 20 kW will cover most anything people are likely to want, and won't make the truck sweat at all - and between the inherent efficiencies of the powertrain and being able to cycle the engine only when needed, it'll be by far the most efficient generator you can buy.

You can buy both complete cars for about $65k without any rebates, so unless the Silverado sheet metal and interior fittings are somehow much more expensive (and, mind you, the two cars combined have far more weight (~7k vs ~5k) and volume of such things,) GM should be able to make a profit selling it in the $55-60k range before any rebates - pricey, but not that far out of line with what folks are paying for some of those trucks already.
I agree, the mixture of Volt bits in the front and Bolt bits in the rear may work really well. Since the Gen 2 Voltec can operate in parallel hybrid modes (ICE power can be blended with electric power to drive the wheels) I think it would be possible to use a more powerful ICE, perhaps the new 4.3 V6 or the turbo 2 liter I4. This would still deliver up to 350 HP in electric only drive, but the larger ICE could result in a lot more power in CS mode. This additional power wouldn't be an ideal way to power a truck due to traction issues, but these issues could be resolved by temporarily using the big Bolt motor in the rear to add a lot of grunt to get you moving. If it were up to me, I would reduce the size of the battery to get an AER about the same as the Volt. This would reduce cost and weight but still give enough range to handle 80-90% of the owner's driving needs and it is small enough to be charged at home. One big advantage that you didn't mention is this arrangement is 4WD. As to cost, remember VIA buys the basic truck from GM, so this adds cost. Workhorse plans to build their extended range plugin trucks from scratch and projects a price in the low $50K range. If GM were to build a plug-in truck, I think they could do it even cheaper. Oh, and if GM plans to sell a plug-in truck, 2018 is the time to do so because they will hit their 200,000 unit breakpoint during that year, after that they can sell as many plugins they want for the full tax credit, but this credit dwindles away to nothing over the following quarters.

If they built it I would absolutely buy one. My current Silverado is 15 years old and needs to be replaced. It's not bad, on long trips it gives me around 17 MPG carrying around 6,000 pounds, but around town the mileage is dreadful, even empty it's only 14-15 MPG. A plug-in pickup would really be helpful to me because that's what I use it for the most, and I've already paid for the electricity as it would be powered from the sun via my home solar array.
 

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I really like the look and features of the VTRUX. I didn't see anything though about towing capacity or charge time. With the engine being a v6, I don't think this would be a good pair with my 29foot travel trailer, but things look to be getting closer. Maybe I can convert one of Elon's semis.... ;-)
 

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The eAssist Silverado's are available at the local Austin Chevy dealers. GM seems to be promoting them for improved fuel efficiency, but I have to wonder if it would better to pitch the torque angle instead. Not sure how much power (or torque) the current setup offers, but moving forward, the next step could be a larger battery and motor in a conventional parallel hybrid mode, to offer low end torque (like a diesel), and extra power assist for towing loads up a grade. Current eAssist already does regen.
 

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