2016 Jeep Grand Cherokee Srt Top Speed

2016 Jeep Grand Cherokee Srt Top Speed

How to Find the Best Deal on a 2020 Jeep Grand Cherokee

Photo Courtesy: Jeep

The 2020 Jeep Grand Cherokee has plenty to offer, including a sleek design, over 70 standard and available safety features, a luxurious interior and plenty of techy extras to satisfy those of us who love staying connected. Throughout its history, the Jeep Grand Cherokee has earned quite a reputation for itself, racking up more awards in its lifetime than any other SUV.

But while deciding to buy one may be the easy part, finding the best deal can be a bit trickier and take a bit more time. That's why we've pulled together a list of ways to find the best 2020 Jeep Grand Cherokee sales, deals and specials.

Choose Your Model — and Your Budget

The 2020 Jeep Grand Cherokee is available in an impressive 12 different models, all of which vary considerably in price depending on the features you're interested in. Models like the 2020 Grand Cherokee Laredo E 4x2 have an MSRP of $34,000, while higher-end models like the 2020 Grand Cherokee Trackhawk 4x4 start out at more than $87,000.

Photo Courtesy: Jeep

Before beginning your hunt for the best sale, make sure you choose the model that's right for your needs. While some of the higher-end models come with much larger towing capacities and more powerful engines, they can also come with the trade-off of lower fuel economy. That's going to cost you more money not only up front but also in the long run. Speaking of money, it's vital to set a reasonable, affordable budget for yourself that incorporates not only the down payment and monthly payments you'll make, but also the costs of things like insurance premiums, routine maintenance and even fuel.

If you're looking for a solid everyday vehicle, don't be afraid to go for a less expensive model. The good news is that there's no longer any need to pay thousands of dollars more just because you'd like a few extra features included. Now you can build your own 2020 Jeep Grand Cherokee online and select the features you want while excluding the ones you don't. This in itself can be a great way to cut down on unnecessary expenses. Think about how often you'll use it, too. If you're not planning to commute in your Jeep, for example, you might decide you don't need as many extras for keeping yourself comfortable since you won't be spending long periods of time in it.

Research Current Sales and Incentives to Discover Discounts

If you plan to buy a new 2020 Jeep Grand Cherokee, then make sure you do your research on current deals offered by both the automaker and local dealerships. Now that it's 2021, many dealerships are working to move "leftovers" — meaning the previous model year's vehicles — off their lots to make room for this year's updated Jeeps. Dealers may be offering incentives to sell off 2020's models, and it's possible you'll be able to get a great deal. Although you might not find a promotion on 2020 Jeeps specifically, it's worth checking with local dealerships to find out about price reductions on these earlier vehicles.

Photo Courtesy: Jeep

Jeep itself also offers periodic promotions that can make a new car more affordable, depending on your situation. For example, the company has offered up to 100% tax deductions on select models for small business owners for the first year. While such sales are bound to change, it's definitely worth checking them out to see if any of them apply to you at the time you plan to make your purchase.

Websites such as TrueCar can also be helpful when you're setting out to buy a new vehicle. Just enter the 2020 Jeep Grand Cherokee model and features that you're interested in, and the site will tell you how much others paid for the same vehicle at different dealerships in your area. This can give you a bargaining tool when you go to negotiate at a dealership — or even with a private seller. The site can also connect you with personalized offers and help you find active military and veteran discounts.

Consider Buying Used for Big Savings

Perhaps the quickest way to save the most money is to consider buying a used vehicle. Keep in mind that "used" doesn't necessarily mean "overused." The truth is that the moment you drive a new car off the lot, it becomes a used vehicle and depreciates in value. So why not take advantage of this fact as a buyer?

Photo Courtesy: Jeep

A great way to find a deal on a used 2020 Jeep Grand Cherokee is to head over to Edmunds.com. Edmunds first began as a paperback booklet back in its pre-internet days and has become a trusted name in the used-auto industry. Now that its services are available online, it's more thorough than ever before and allows you to narrow your search by model, owner history, price, mileage and more.

The site is not only a great way to find the best price on a 2020 Jeep Grand Cherokee, but it also offers a wealth of articles that can give you advice on buying used cars in general. By giving you access to not only a car's specs but also its history, you'll be able to shop with more confidence knowing you won't run into any — or at least fewer — surprises.

Remember That a Little Preparation Can Go a Long Way

Keep in mind that even if you manage to get a great deal on your 2020 Jeep Grand Cherokee, the price of financing can drive up the amount of money you spend in the long run. Consider getting a pre-approved financing offer from your bank or credit union before you head out to the car lot.

Photo Courtesy: Peter Cade/Getty Images

Even if you don't end up using your bank or credit union's offer, it may help you negotiate with the dealership. You'll have a tool for bargaining, and the dealership's in-house financing department might agree to similar terms as your pre-approved loan or give you a better deal if they want you to take out financing through them. Rather than assuming that a dealer's offer is the best or only one available to you, showing up prepared can save you from high interest rates and longer-lasting loans.

Also, be sure to familiarize yourself with your auto insurance company's policies before you start shopping. You'll want to know exactly what your policy (or an updated one) does and doesn't cover. Many dealers will try to tack on gap insurance, for example, which in itself is not a bad idea. Just make sure that you can't find a better deal on it elsewhere before signing up through your dealer. Buying gap insurance from a company instead of a dealership often costs less. Plus, you can purchase gap insurance after you buy your Jeep Grand Cherokee if you want to do more research.

Use These Online Tools to Start Searching

In the age of the internet, finding the best deal on a new or used car has become easier than ever. There are now many great websites out there that can help you find the best deal on your 2020 Jeep Grand Cherokee, whether you're looking to buy new or used. Get started by visiting the following websites:

Photo Courtesy: d3sign/Getty Images

• Car Max: This online car dealership can help you find the perfect pre-owned Jeep Grand Cherokee for you, with search options that allow you to factor in everything from make and model to your desired upfront and monthly payments.
• Car Gurus: Log on and submit a pre-qualification request to find financing options with no impact on your credit score.
• AutoTrader: Compare prices on new and used 2020 Jeep Grand Cherokees in minutes and find out the value of your trade-in if you have one.

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2016 Jeep Grand Cherokee Srt Top Speed

Source: https://www.questionsanswered.net/autos/2020-jeep-grand-cherokee-deals?utm_content=params%3Ao%3D740012%26ad%3DdirN%26qo%3DserpIndex

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Ducati Panigale V4 2018 Top Speed

Ducati Panigale V4 2018 Top Speed

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Photos by: Milagro

2018 Ducati Panigale V4

Editor Score: 93.5%

Engine	20/20
Suspension/Handling	15/15
Transmission/Clutch	9.5/10
Brakes	10/10
Instruments/Controls	5.0/5
Ergonomics/Comfort	8.0/10
Appearance/Quality	9.0/10
Desirability	9.5/10
Value	7.5/10
Overall Score	93.5/100

We just returned from the launch of Ducati's all-new Panigale V4, and it's no exaggeration to describe it as one of the best sportbikes ever made, perhaps even the best. Its new four-cylinder engine is melodious and powerful, it handles with agility akin to a much smaller bike, its electronics are leading-edge and fully customizable, and it looks sensational in person.

All Things Ducati on Motorcycle.com

Ducati says the Panigale V4 is the biggest investment the company has ever made in a single product, four years in development, and that claim is perfectly believable after riding the bike at the Ricardo Tormo circuit in Spain. Here, in bite-sized chunks, is why its technology and performance will take the superbike class by storm. Don't be surprised if it takes top honors in sportbike shootouts around the world in 2018.

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2017 Superbike Shootout

The rakish Ducati Panigale V4, setting new sportbike standards.

1. Ultra Performance

Perhaps you might think I'm just a victim of drinking Ducati Kool-aid after a fun trip to Spain, but doubting Thomases should be persuaded by lap times. The fastest race lap aboard a Ducati MotoGP racebike during the 2017 Valencia GP was Andrea Dovizioso clocking a 1:31.78. Alessandro Valia, Ducati's development rider, lapped 5 scant seconds slower (1:36.84) aboard the Panigale V4 streetbike!

Keep in mind that Valia, although rippin' fast, isn't in the same league, literally, as GP-winner Dovi. Also, this is on a production bike with headlights and other street equipment, even if it was fitted with the accessory Akrapovic exhaust and Pirelli SC1 Superbike slicks.

Valia tearing around the track, enjoying the grip from a taller and improved 200/60-17 Pirelli Supercorsa SP and Ducati Wheelie Control EVO with "higher-precision" to allow wheelies with less abrupt intervention. Loft heights near this are available in DWC 3, which proved to be slightly quicker around the track than DWC 2, that sometimes required closing the throttle to keep the front tire down and steering.

To illustrate how fast the Panigale V4 can burn up a GP track, take a look at the video below. Also take note of how frequently the amber light on the top-left portion of the instruments illuminates to indicate traction-control interventions. Then tell us again how you believe a rider can go quicker without "nannying" electronic aids.

2. Engine-eering

Ducati pushed its engineering and marketing efforts to the limits with this new Stradale V4 motor. It required considerable cojones to abandon its legacy of V-Twin engines in favor of a MotoGP-inspired V-4 powerplant. Common to both Ducatis (GP and Stradale) is the 90-degree V-4 engine arrangement and "Twin Pulse" firing order, in which the two left-side cylinders and two right-side ones fire closely together. Even seasoned ears can be fooled into thinking the Stradale V4 sounds at idle like a typical Duc Twin. But letting the potent motor climb up to its 14,500-rpm redline reveals a roaring howl that is a near duplicate of Ducati's MotoGP machine, supplanting the signature V-Twin boom that has been a hallmark of the Italian brand since superbike racing was created.

The compact nature of the Stradale V4 in the foreground is evident next to the the MotoGP mill behind it. The V-4 is smaller and easier to package than the former 1199/1299 Superquadro V-Twin, even if it weighs about 5 pounds extra, at 143 pounds. Grams are saved by using lightweight magnesium for engine covers and the sump.

3. Engine Room

Also shared is the engines' 81mm bore size, but the Stradale V4 uses a longer stroke (53.5mm) that yields a total displacement of 1103cc. Yes, it's a cheater motor in the literbike class. (A 999cc R version is on deck for the 2019 season to fit Superbike racing regulations.)

So, it should be no surprise that Ducati's claim of 214 crankshaft horsepower is greater than any of the class' 1000cc competitors, including the 199-hp stated by BMW for the S1000RR and the 1299's 197 ponies. The big motor's 91.1 lb-ft of torque at 10,000 rpm claim also vanquishes any literbike. Trackday enthusiasts will want to opt for the titanium Akrapovic accessory exhaust system, which sounds awesome and boosts power by 12 horses to a mad 226.

With three riding modes and individual adjustments for electronic rider aids, the Panigale V4 offers a power delivery to suit any rider, from docile and smooth to hairy and fierce.

The S-V4 tore around the Valencia circuit with a ferocious vigor, piling on speed at a pace similar to the lightweight carbon-framed BMW HP4 Race I rode a few months ago, which claimed a similar peak hp figure of 215 ponies. The Duc perhaps has a smoother powerband, thanks to its extra displacement and employment of variable-length throttle body intakes. Despite the high output, valve-inspection intervals are suggested at a reasonable 15,000 miles.

More Panigale V4 Details In MO's Preview

4. Going Backward To Move Forward

The new engine also employs the relatively novel trick of the MotoGP Desmosedici's reverse-rotating crankshaft, which offsets some of an engine's negative gyroscopic effect on steering responses. This is an arrangement used in Ducati's GP bikes since 2010, and its effectiveness of providing beneficial agility is veritable because all other MotoGP teams use it – despite sapping 1% of power. That's because a jackshaft is required for reversing rotation again to the countershaft sprocket.

The effectiveness of this arrangement was readily apparent when riding around Valencia, as the Panigale V4 tipped into corners with the ease of a much smaller-engined sportbike. It exhibits a friendly neutral balance and is easier to ride than the more finicky 1299. It's both willing and cooperative.

The Panigale V4 has sharp turn-in responses yet feels planted at deep lean angles. Agility on the S version we tested is aided by new forged aluminum wheels that are lighter than the old 1299's forged hoops. The regular Panigale uses cast wheels. The standard-equipment Pirelli Supercorsa SPs supply plenty of stick; check out the short distance from the clutch lever to the track seen here.

5. Weight-less

Losing weight isn't just difficult for humans, but Ducati has pared ounces wherever possible. Its monocoque frame design uses the engine as a stressed member in accompaniment with an aluminum front section that incorporates the steering head. It's said to scale in at just 9.2 lbs, which is 8 lbs lighter than the exotic carbon-fiber full frame on the HP4 Race. Its single-sided aluminum swingarm is 76mm longer than the 1299's for better traction, but weighs the same 11.2 lbs. To gain perspective on the relative weights of these structural pieces, consider the Panigale V4's exhaust system: at 21.4 lbs, it weighs more than the frame and swingarm combined.

Lightweight magnesium is sprinkled around the Panigale V4. In addition to the aforementioned engine covers, the casting seen here weighs just 1.5 lbs and does triple duty as the bracket for the headlamp, mirrors and instrument panel.

Aluminum, rather than heavier steel, is used for the Panigale's fuel tank, a portion of which is positioned below the rider MotoGP style. Its total capacity is 4.23 gallons. The curb weight for the V4 S is stated at 430 lbs, 6 lbs lighter than the standard Panigale V4 because of its lighter wheels and lithium-ion battery.

6. Hi, Tech!

The Panigale V4's electronics are state of the art, employing a new six-axis Bosch IMU to provide a host of aids that keep riders safer while helping them go faster. Most are evolutions of existing aids, but there are a few new ones like slide control, drift braking and lean-angle sensitive quickshifting (up and down) and engine-brake control. All are independently adjustable via intuitive left-side switchgear and visible on the brilliant TFT instrument panel.

• ABS Cornering Bosch EVO
• Ducati Traction Control EVO (with "spin on demand" when set to levels 1 or 2)
• Ducati Slide Control (DSC)
• Ducati Wheelie Control EVO
• Ducati Power Launch (DPL)
• Ducati Quick Shift up/down EVO
• Engine Brake Control EVO
• Ducati Electronic Suspension EVO (on V4 S and Speciale models)

After fettling with various settings, I preferred ABS 1 (ABS on front wheel only), DTC 3 (allowing controllable sliding), and DWC 2 (because I like wheelies). I didn't have time to experiment with EBC. The quickshifter swapped cogs up and down as seamlessly as any gearbox I've toggled.

Grateful for electronic rider aids and happy they are individually adjustable and can be set to non-intrusive levels. Check out how the tail-light wraps around the rear bodywork; I never imagined a see-through ass could look so good.

7. Suspenders

The standard Panigale V4 uses a fully adjustable Showa Big Piston fork and Sachs shock, while the V4 S we tested employs the latest generation of Öhlins semi-active suspension in an NIX-30 fork and TTX36 shock. Manual mode allows compression, rebound, and steering damper settings to be manually set, while the dynamic mode automatically adjusts damping depending on various parameters received from the IMU.

I wasn't a big proponent of the first-gen Öhlins electronic suspension on the 1299 Panigale, so I'm happy to report that the Öhlins Smart EC 2.0 system proved faultless under my butt at Valencia. Its dynamic mode features Objective Based Tuning Interface (OBTi), which provided well-chosen damping rates at all points around the track. Ride modes affect the tuning, providing a plusher stroke in Street mode than the stiffer setups in and Sport and Race modes. After the first session, I switched to Race mode and didn't have a suspension complaint the rest of the day.

Wires atop the fork tubes send electronic signals to the damping circuits based on data gathered by the six-axis IMU.

8. Braking Benchmarks

We've professed our love for Brembo's wonderfully powerful M50 brake calipers since they were first introduced on Ducati's 1199 we reviewed in 2012, and they've been our fave front binders on many subsequently introduced bikes. Now, with Ducati's close relationship with Brembo, we see new Brembo Stylema monoblock calipers that are thus far offered exclusively on the Panigale V4. They're slightly smaller and 70 grams lighter than the M50s, and each employs four 30mm pistons squeezing 330mm discs.

At Valencia, I was initially disappointed with the Stylemas' softer bite, but after a few laps I dug into their deep well of power, and found they actually delivered superior modulation thanks to a longer lever pull. There ain't nothing wrong with M50s, but these new calipers are at least as good and combine for a loss of 140 grams from the front wheel. At the rear, a two-piston clamper squeezes a 245mm rotor.

9. Don't Worry, Be IP

Traditionalists are often scornful of electronic instrument panels, but there's lot to love about the Panigale V4's 5-inch high-brightness TFT display, which might be the best one we've ever seen. Old-school riders will appreciate the analog tachometer whose needle changes from white to orange to red as the engine approaches its rev limit. The panel also includes a trip computer, air temp gauge, lap timer, clock and Ducati Multimedia System information. Its electronics even boasts self-canceling turnsignals, although I hope you'll forgive me for not testing them at Valencia.

The Panigale V4's TFT display is the slickest we've seen on a motorcycle, with vibrantly clear graphics, seen here in low-light setting with a black background. Note the bottom-right corner of the screen that displays toggle-able settings for the electronic rider aids.

Importantly, a rider doesn't need to memorize the owner's manual to be able to navigate the various controls and setting. Ducati tells us it worked closely with parent company Audi to simplify the instrument's controls and menu settings to make the IP intuitive, and those efforts have paid off. It requires just a few minutes of poking around the switchgear (borrowed from the Multistrada) to execute and adjust various settings.

10. Price-y

You didn't think all this technology and Italian craftsmanship would be cheap, did you? The Panigale V4 S we tested retails for a healthy $27,495. That's a lot, but it's a whole lotta sport motorcycle. Riders on a budget might prefer the base model, which rings in $6,300 cheaper at a more palatable $21,195.

The depth of your Ducati love might depend on the depth of your wallet.

In case it's not yet obvious, let me state unequivocally that the Panigale V4 S is the best sportbike you can buy for less than $28,000. It's packed with performance and technology that shames anything else in its price range, and the fact that its lovely Italian styling adds a certain panache is the cherry on top. It simply sets a new standard for sportbikes.

2018 Ducati Panigale V4
+ Highs Incredibly high performance The agility of a 750 Class-leading instruments and rider aids	– Sighs Some cars are cheaper Sidestand nearly impossible to deploy with race boots Ambitious muffler tuning dulls MotoGP soundtrack

2018 Ducati Panigale V4 Specifications
	Panigale V4	Ducati Panigale V4 S	Ducati Panigale V4 Speciale
Engine Type	Desmosedici Stradale 90° V4, rearward-rotating crankshaft, 4 Desmodromically actuated valves per cylinder, liquid cooled
Displacement	1,103 cc
Bore x Stroke	81 mm x 53.5 mm
Compression ratio	14.0:1
Power	157.5 kW (214 hp) @ 13,000 rpm (claimed)
Torque	124.0 Nm (91.5 lb-ft) @ 10,000 rpm (claimed)
Fuel injection	Electronic fuel injection system. Twin injectors per cylinder. Full ride-by-wire elliptical throttle bodies. Variable length intake system
Exhaust	4-2-1-2 system, with 2 catalytic converters and 2 lambda probes
Gearbox	6 speed with Ducati Quick Shift (DQS) up/down EVO
Primary Drive	Straight cut gears; Ratio 1.80:1
Gear Ratios	1=38/14 2=36/17 3=33/19 4=32/21 5=30/22 6=30/24
Final drive	Chain; Front sprocket 16; Rear sprocket 41
Clutch	Hydraulically controlled slipper and self-servo wet multiplate clutch
Frame	Aluminum alloy "Front Frame"
Front Suspension	Fully adjustable Showa BPF fork. 43 mm chromed inner tubes	Öhlins NIX30 43 mm fully adjustable fork with TiN treatment. Electronic compression and rebound damping adjustment with Öhlins Smart EC 2.0 event-based mode	Öhlins NIX30 43 mm fully adjustable fork with TiN treatment. Electronic compression and rebound damping adjustment with Öhlins Smart EC 2.0 event-based mode
Front Wheel	5-spokes light alloy 3.50″ x 17″	3-spokes forged aluminum alloy 3.50″ x 17″	3-spokes forged aluminum alloy 3.50″ x 17″
Front Tire	Pirelli Diablo Supercorsa SP 120/70 ZR17
Rear Suspension	Fully adjustable Sachs unit. Aluminum single-sided swingarm	Fully adjustable Ohlins TTX36 unit. Electronic compression and rebound damping adjustment with Öhlins Smart EC 2.0 event-based mode. Aluminum single-sided swingarm	Fully adjustable Ohlins TTX36 unit. Electronic compression and rebound damping adjustment with Öhlins Smart EC 2.0 event-based mode. Aluminum single-sided swingarm
Rear Wheel	5-spokes light alloy 6.00" x 17"	3-spokes forged aluminum alloy 6.00″ x 17″	3-spokes forged aluminum alloy 6.00″ x 17″
Rear Tire	Pirelli Diablo Supercorsa SP 200/60 ZR17
Wheel travel (front/rear)	120 mm (4.7 in) – 130 mm (5.1 in)
Front brake	2 x 330 mm semi-floating discs, radially mounted Brembo Monobloc Stylema (M4.30) 4-piston callipers with Bosch Cornering ABS EVO
Rear brake	245 mm disc, 2-piston calliper with Bosch Cornering ABS EVO
Instrumentation	5″ TFT colour display
Dry weight	386 lb (claimed)	384 lb (claimed)	384 lb (claimed)
Kerb weight	436 lb (claimed)	430 lb (claimed)	430 lb (claimed)
Seat height	830 mm (32.48 in)
Wheelbase	1.469 mm (57,8 in)
Rake	24.5°
Front Wheel trail	100 mm (4 in)
Fuel tank capacity	16 l – 4.23 gallon
Number of seats	Dual seats	Dual seats	Single seat
Electronics	Riding Modes, Power Modes, Bosch Cornering ABS EVO, Ducati Traction Control (DTC) EVO, Ducati Wheelie Control (DWC) EVO, Ducati Slide Control (DSC), Engine Brake Control (EBC) EVO, Auto Tire calibration
Standard Equipment	Ducati Power Launch (DPL), Ducati Quick Shift (DQS) up/down EVO, Full LED lighting with Daytime Running Light (DRL), Sachs steering damper, Quick adjustment buttons, Auto-off indicators	Ducati Power Launch (DPL), Ducati Quick Shift (DQS) up/down EVO, Full LED lighting with Daytime Running Light (DRL), Ducati Electronic Suspension (DES) EVO with Ohlins suspension and steering damper, Quick adjustment buttons, Lithium-ion battery, Auto-off indicators, Marchesini aluminum forged Wheels	Ducati Power Launch (DPL), Ducati Quick Shift (DQS) up/down EVO, Full LED lighting with Daytime Running Light (DRL), Ducati Electronic Suspension (DES) EVO with Ohlins suspension and steering damper, Quick adjustment buttons, Lithium-ion battery, Auto-off indicators, Marchesini aluminum forged Wheels, Carbon fibre front/rear mudguards, Machined-from-solid top yoke with identification number, Alcantara seat, Dedicated handle grips, Adjustable foot pegs, Carbon fiber heel guard, Carbon fiber cover swinging arm, Racing articulated levers, Racing fuel tank cap, Brake level protection
Additional Equipment	Passenger seat and footpegs kit	Passenger seat and footpegs kit	Ducati Performance by Akrapovic Titanium full-racing exhaust system, Racing windshield, Machined mirror block-off plates, License plate mount removal plug, Ducati Data Analyser+ (DDA+) with GPS module, Paddock bike cover

Ducati Panigale V4 2018 Top Speed

Source: https://www.motorcycle.com/manufacturer/ducati/2018-ducati-panigale-v4-first-ride-review-10-things-you-need-to-know.html

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2017 Chevy Silverado Z71 Midnight Edition Price

2017 Chevy Silverado Z71 Midnight Edition Price

Video Overview

Exterior

• Midnight Edition brings blacked-out look, upgraded tires
• Goodyear Wrangler DuraTrac tires
• Bumper steps
• Spray-in bed liner
• Towing Package
• Skid plates

Midnight Edition brings blacked-out look, upgraded tires

Looks are subjective, so everybody will have their own opinion.

The 2017 Chevy Silverado is a handsome truck that's been around since 2014. The grille, headlights, front bumper, and hood were refreshed in 2016 with a more aggressive design, but otherwise, the truck remains unchanged. Looks are subjective, so everybody will have their own opinion. For me, I like the Chevy's squared-off appearance.

As for the Midnight Edition, the special edition package brings black door trim, a black front skid plate, black Chevy bowties, and that chrome Z71 badge on the front doors. Equally important to the tuck's murderous tone are the black 18-inch wheels and Goodyear Wrangler DuraTrac tires. Interestingly, the Midnight Edition also brings Front and Rear Park Assist that works via bumper-mounted sonar sensors.

Bumper steps

The rear bumper features those awesomely handy steps for getting into the bed

When it comes to utility, the Silverado has it in spades. The cargo bed has a spray-in bedliner, which came standard as the LTZ trim package. The rear bumper features those awesomely handy steps for getting into the bed. In conjunction, the rear stake pockets have larger openings for handles when climbing up. The tailgate has an easy-lower and lift feature. The towing package, which is standard on the LTZ trim, not only includes the two-inch receiver hitch, but both seven- and four-pin wiring connectors. Having 4WD makes the front tow hooks standard. Other niceties include LED projector-beam headlights, LED fog lights,

All told, the Silverado fulfills its utilitarian role as a pickup, but also does a great job of being family transportation. Compile that with the sinister looks of the Midnight Edition, and it's a solid package.

Interior

• Seating for five
• 8.0-inch MyLink Infotainment
• Handy center console
• Fold-up rear bench seats

This Silverado is meant to haul people and stuff within the comforts of an air-conditioned space

Being a Crew Cab, this Silverado is meant to haul people and stuff within the comforts of an air-conditioned space. Naturally, the Silverado does this well. My LTZ tester comes with leather seats and has the $510 front bucket seat option that includes the full-length center console. Though it takes away the middle seat, reducing the seating capacity form six to five, the console offers tons of storage space, a rack for hanging file folders, a wireless phone charger, and a rubberized spot for holding cell phones. Best of all, the console adds an array of charge ports that includes two USB ports, two 12-volt power outlets, and a three-pronged, 110-volt plug.

The LTZ package makes a handful of electronic gadgetry standard, too. There's the 8.0-inch MyLink infotainment system with navigation and the 4.2-inch driver information screen in the gauge cluster. Both are moderately customizable and allow for different information to be displayed. The MyLink system rivals Fiat Chrysler's 8.4-inch Uconnect system for simplistic perfection while offering Apple CarPlay and Android Auto. The home screen's icons can be rearranged to suit the driver's preference.

Seating for five

The heated and vented front seats work exceptionally well at keeping backsides happy

Another lovely feature is the heated and vented front seats. They both work exceptionally well at keeping backsides happy. The dual-zone climate controls keep front sides happy, too. Unfortunately for those in back, the Silverado does not have rear air vents, meaning they'll have to rely on front occupants sharing their vents in the game of "move it a bit to the left. No, too much." Adding insult to injury, the Silverado (and its corporate twin, the GMC Sierra) is the only full-size truck without rear air vents.

One thing the Silverado Crew Cab has plenty of is storage space. Not only does the center console have a ton of room, but all four door pockets have two shelves and room for big-gulp cups. The glove compartment has two tiers, making it easier to organize things. The rear bench seat has space underneath for stuff, as well. Chevy actually sells a storage organizer for this area, should you not need the mostly flat load floor. And yes, the bench seat folds up neatly, allowing larger items to slide in.

Other interesting features include a sunroof, a power-sliding rear window, memory settings for the driver's seat, and power-adjustable pedals. Those things help make up for the Silverado's lack of push-button starting.

Drivetrain

• 5.3-liter V-8
• 355 horsepower and 383 pound-feet of torque
• Eight-speed automatic transmission
• 4WD with Auto mode
• Automatic locking rear differential
• 15 mpg city / 20 hwy / 17 Comb
• 0 to 60 mph in 7.2 seconds

3-liter V-8

The small-block Chevy kicks out 355 horsepower at 5,600 rpm and 383 pound-feet of torque at 4,100 rpm

The Chevy Silverado 1500 is available with three engines: the base 4.3-liter V-6, the volume-leading 5.3-liter V-8, and the premium choice, the 6.2-liter V-8. All three engines are from General Motors' EcoTec3 engine family and share the same basic architecture and technology. The three main features (and why its called EcoTec3) are variable valve timing, direct fuel injection, and Active Fuel Management, otherwise known as cylinder deactivation.

Like most consumer-grade Silverados, my tester came with the 5.3-liter V-8. The small-block Chevy kicks out 355 horsepower at 5,600 rpm and 383 pound-feet of torque at 4,100 rpm. That's enough grunt to move this 5,300-pound truck to 60 mph in only 7.2 seconds. Chevy limits the truck's top speed to a measly 99 mph, so don't expect to run the German Autobahn.

4WD with Auto mode

The 4WD system offers five modes: 2WD mode, an Auto mode, 4WD high, 4WD low, and neutral

Behind the V-8 is GM's eight-speed automatic transmission and two-speed transfer case with auto mode. The eight-speed isn't as smooth as FCA's ZF eight-speed gearbox, but it's plenty fine for pickup duty. The 4WD system offers five modes. There's a 2WD mode, an Auto mode, 4WD high, 4WD low, and neutral. Auto mode is the set-it-and-forget-it setting that only sends power to the front wheels when traction is an issue. For serious stuff, the Silverado is equipped with the G80 automatic locking rear differential. It mechanically senses a difference in wheel speeds between the rear tires and automatically locks to send equal power to both wheels.

The EPA rates my tester at 15 mpg city, 20 mpg highway, and 17 mpg combined.

Behind the Wheel

• Impressive handling for a truck
• Feels more powerful than horsepower suggests
• Easy to drive but hard to park
• Comfy interior makes long drives fun

15 mpg city / 20 hwy / 17 Comb

The Silverado is no sports car

The Chevy Silverado is a big truck, but it somehow drives smaller than it looks – at least until it comes time to park. The steering is decently weighted but does require several turns from lock to lock. Throttle and braking inputs are smooth and linear. Visibility is actually pretty good, too, thanks to an airy cab and large side mirrors.

When the pedal hits the metal, the 5.3-liter feels way more stout than its 355-horsepower rating would suggest. Throaty intake and exhaust sounds accompany a heavy right foot, as does plenty of tire squealing if pushed too far. Keeping the transfer case in Auto mode is definitely advisable.

Of course, the Silverado is no sports car. Body roll is present, though not outlandish, as is brake dive and squirm from the knobby Goodyear DuraTrac tires. Still, the Silverado feels stable during quick maneuvers. On the highway, things settle down nicely. The cabin is quiet and free of wind and road noise. The meaty tires do give off more noise than the average all-season, but it's not bad.

Pricing

Perhaps the biggest downside to modern pickups is the price. The 2017 Silverado 1500 starts at $29,080, but that's for the bare-bones WT trim in the single-cab, short bed configuration with the base V-6 and 2WD. Opting for something more upscale requires a fat wallet.

My Crew Cab LTZ Z71 Midnight Edition carries a starting price of $48,890 but quickly escalates with options. There's the $770 LTZ Plus Package, the $1,050 Midnight Edition package, the $995 sunroof, the $945 Enhanced Driver Alert Package, the $650 heated and vented front seats, the $510 bucket seat option, and the $495 addition of navigation to the 8.0-inch MyLink infotainment system. All told, my tester carries a final price of $55,600. While expensive, that actually represents a decent deal relative to what Ford, Ram, Nissan, and Toyota are charging for an equivalent truck.

Competition

2018 Ford F-150

The Ford F-150 has undergone a mid-cycle refresh for the 2018 model year. The changes include mild exterior changes like a new grille, front bumper, and revised tailgate skin. Inside, the F-150 carries on unchanged, though that's just fine since the cab is still fresh form 2015. The F-150 offers the widest array of cab and seating, configuration and options combinations of any vehicle in the industry. Customers can nearly build a one-off truck despite Ford building nearly a million F-Series truck each year.

The big changes for 2018 are found under the hood. The base V-6 is new, displacing 3.3 liters. It's more fuel-efficient than the outgoing 3.5-liter while producing nearly identical power numbers. The 2.7-liter EcoBoost moves into its second generation with updated technology and 25 more pound-feet of torque at 400 pound-feet of torque. Horsepower remains at 325. The 3.5-liter EcoBoost carries over unchanged from its major updates in 2017. The 5.0-liter V-8 gets love, too, with direct injection and other tech for an increase in power to 395 horses and 400 pound-feet of torque. All but the base 3.3-liter V-6 come with Ford's new 10-speed automatic transmission. The 3.3 keeps the six-speed automatic used before.

Pricing for the 2018 F-150 swings wildly thanks to the trucks numerous configurations and trim levels. The base XL regular-cab truck with zero options starts at $27,380. Check every box on the range-topping Limited trim and you're looking at nearly $70,000.

Read more about the 2018 Ford F-150.

2017 Ram 1500

The Ram 1500 is the oldest pickup of this trio, but that will change for 2019 when the next generation hits showrooms. Until then, the 2017 and 2018 Ram 1500 continues to offer all three cab sizes, multiple bed lengths, a slew of trim lines, and nearly as many options as the F-150. And like the competition, the Ram can vary from stripped-down work truck to glammed-up and loaded out luxury machine. Niceties include the lovely 8.4-inch Uconnect infotainment system, a four-corner air ride suspension, and real wood and aluminum interior accents.

Three engines are available: the 3.6-liter Pentastar V-6, the 5.7-liter Hemi V-8, and the 3.0-liter EcoDiesel V-6. All three have their place and target audience. The 3.6 caters to the fleet and budget-conscious with 305 horsepower and 269 pound-feet of torque. The Hemi is the one with muscle car ties. It kicks out 395 horsepower and 410 pound-feet of torque, matching the 2018 F-150's updated 5.0-liter V-8. The EcoDiesel is for those who enjoy sipping diesel at a slow pace. With 240 horsepower and 420 pound-feet of torque, the turbocharged V-6 can get upwards of 29 mpg on the highway when paired with the right truck configuration. That's impressive.

Like any half-ton truck, prices vary greatly depending on trim, drivetrain, and cab choices. The base Tradesman trim on a regular cab truck with no options starts at $26,495. Interestingly, the Ram 1500's max price peaks far lower than the Ford's at roughly $58,000.

Read our full review on the 2017 Ram 1500.

Conclusion

Impressive handling for a truck

Despite strong competition from Ford and Ram, not to mention the hungry Nissan and Toyota, the Chevrolet Silverado continues to sell extremely well, consistently ranking right behind the F-Series. It's no wonder since the Silverado has a cab size, trim level, and engine choice for just about any job and budget. Choice is what Chevy delivers. Sprinkle on some special edition seasoning and boom, customers who crave something different with their truck can have it.

The Z71 Midnight Edition Silverado adds flair to an otherwise conventional truck. What's more, the package adds functionality thanks to the more aggressive Goodyear Wrangler DuraTrac tires.

• Love it

  • Bold appearance
  • Functional inside and out
  • V-8 power and off-road prowess

• Leave it

  • Blacked-out theme is almost too common now
  • Fuel economy
  • Gets expensive with options

References

0 to 60 mph in 7.2 seconds

2017 Chevrolet Silverado 1500 Z71: An Overview

Feels more powerful than horsepower suggests

2017 Chevrolet Silverado 1500 Z71 Midnight Edition: Dissecting The Name

Seating for five

The Handiest Feature On The 2017 Chevrolet Silverado

15 mpg city / 20 hwy / 17 Comb

The Top 4 Things Chevy Needs to Fix For The 2019 Silverado

Chevrolet Silverado

Read our full review on the 2017 Chevrolet Silverado.

Read our full review on the Chevrolet Silverado Midnight Edition.

2017 Chevy Silverado Z71 Midnight Edition Price

Source: https://www.topspeed.com/cars/chevrolet/2017-chevrolet-silverado-1500-z71-midnight-edition-driven-ar178309.html#:~:text=The%202017%20Silverado%201500%20starts,but%20quickly%20escalates%20with%20options.

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