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Used Chevy trucks ?.....
Im looking to buy me a Chevy soon and seems like everything Ive seen so far has been a auto trans....been looking at the models 97-2002s....
The standard trans, is it still available or is it a thing of the past ?.... |
It's available, just not as common unless you're looking at a bare bones base model pickup. Anymore, with constantly sitting in traffic, people not wanting to lose floorspace and the fact so many can't drive a stick, they're not as common.
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....also, unless you're looking for a heavy duty truck, manual transmissions only came with the 4.8L V8 in half ton trucks from 99 on.
Just curious, why do you want a manual trans? Mr. Dragon is correct in the fact that most people don't know how to drive a stick, and that included a majority of those who own them. Everyone want's to be the boy racer, if you get my drift. Today's automatics will actually give most people better gas mileage than sticks, and as mentioned above, are much better for city driving, and offer more floor space on long trips. ...and if you do want to be "speed racer" it's pretty hard to miss a gear with an automatic. Plus, with the right converter and valve body, they can shift faster than you can. lol |
Personally, I love a manual transmission... just not in a truck. I used to plow with my boss's 98 Ram 2500 V10 5spd and after awhile I just got annoyed with trying to park it and back the damn thing up and all that jazz. Hooking up a trailer was a pain in the ass too cuz his clutch was out of adjustment.
As I said though, if you see me in a small car or anything like that, It's probably got a manual transmission to keep me from being bored while driving |
They are out there, but fairly rare. I saw a 99 -> body with an 8.1 stick shift at the auction the other day. I had an 1994 5.7 stick shift many years ago man was that a fast stock truck. Good luck!
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Originally Posted by GMCSierraFan
(Post 70481)
Personally, I love a manual transmission... just not in a truck. I used to plow with my boss's 98 Ram 2500 V10 5spd and after awhile I just got annoyed with trying to park it and back the damn thing up and all that jazz. Hooking up a trailer was a pain in the ass too cuz his clutch was out of adjustment.
As I said though, if you see me in a small car or anything like that, It's probably got a manual transmission to keep me from being bored while driving Even my trucks changed. Back in the day, my truck were sort of spartan. Now, they're very cushy. Power everything, and as far as I'm concerned, it MUST have AC. If it doesn't have AC it doesn't need tires either, because I won't drive it. lol Another nice thing about being older is that I don't drive small cars any longer. I don't like Front wheel drive anything, and I don't like sitting with my butt lower than my knees! LMAO.... Anyway, everything I own now is a V8 or a diesel, everything is automatic, and everything is, at least a half ton! No need to stir the trans, 'cause I ain't racin' anybody. |
Used Chevy trucks...
Reason I mentioned a standard trans, thats what Ive had for the last 10 years or so and have gotten good gas mileage with them....and seems like the stick trans holds you back better going down a mountain....and I do have a nasty mountain to cross going to and from work....
But I do agree with you guys Im 50 now and having a little pain in my legs... Just a little concerned about the auto trans due to the cost of maybe someday having a trans replaced in it...a guy I used to work with had a 99 chevy and had the auto trans replaced in it and it cost me 3500.00 for it... Let me ask you all something, how well does the auto trans hold you back going down a steep hill ?..... And while going down the steep hill wouldnt the speed allow the truck to speed up and shift into a higher gear and cause the truck to go into a slide or skid if you are on a slick road like snow or icey roads ?... |
I don't know about going down a big mountain, as I've never done this in my truck before, but I know people do it all the time in regular automatic transmission cars. It's doable. I personally don't think it's anything to worry about, other than you're not as used to driving an auto versus a good ol' standard transmission.
If you ask me, Just grab what ever good deal comes along that suits your needs. |
used truck
I don't know who rebuilt your transmission but they ripped you off. We just had ours rebuilt a couple of months ago and it's a 4x4 and it was $800.00.
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By shifting the PRNDL down into a lower gear it locks them into a certain gear and is great for descending steep grades and is an awesome brake booster. I recently drove through Colorado in a 2004 Ford F250 Diesel and never had a problem when shifting into 3rd or 2nd to keep it at speed. The only thing was that after 100 miles or so I got annoyed and just threw it into towhaul so I wouldnt have to keep shifting up and down.
Towhaul, when unloaded is great because by tapping the brakes on a descent, it will automatically shift down. If you tap the brakes again, it will shift again and eventually run in the lowest gear possible. I'm not sure how well this works in the mountains in a gas truck, but in the diesel i was able to descend a 5% grade at a constant speed without touching the brakes... which is hard to do |
Using an automatic to control your speed going down a hill is very easy. First thing to remember is to take it out of over drive. By not allowing the trans to shift into OD, you will get a slight braking effect from the engine. You can also go down to 2nd gear if necessary, but unless you're pulling a pretty big load, it won't be necessary.
A few months ago, I pulled my 2000 Silverado 1500 back from the west coast, and I use my '08 GMC to do it, but that's not recommended. I should have use one of my heavier trucks to do this, but I was out there with the GMC, and my son asked if I could take the Checy back with me. We rented a trailer from U-haul (had to lie about what we were towing), and I brought both trucks back to Georgia. Going through the Rockies was an experience! But, the 1/2 ton GMC handled it OK. I was able to maintain speed going up the steeper grades, and coming down I dropped the truck out of OD. I was able to maintain speed, and not fly down the mountains. Even with the weight of another truck and a trailer behind my 1/2 ton, 5.3L GNC, I only used the "Tow/Haul" feature when starting from a full stop. Once I was on the interstate (or even just rolling above 25 mph) it was no longer necessary. I spent 3 nights on the road, and drove 12 to 16 hours a day. I experienced no issues other than the tire webs on the trailer, that go around the front tires, kept coming loose. I'd check them and tighten them every time I stopped for gas. When I got to Tucomcari, New Mexico, I pulled over at a truck stop, and bought 2 more ratcheting load straps. I wrapped them around the rear axle, and brought them forward to the front of the trailer, and ratcheted them down tightly. From then on, it was no longer an issue, though I still checked them at every stop. The only other issue is that the Chevy was a little long for the U-haul trailer. It a 2000 regular cab, log bed. With the front tires against the trailers front stops, the rear tires were less than 3" from the rear of the trailer bed. In fact, about 30% of the rear tires overhung the rear of the trailer, as did the rest of the pick up bed!!! Luckily, for me, I had no problems with the drive that was about 3100 miles, one way, through hills, mountains (the Rockies), deserts, plains, and whatever else. To me it was a testiment to the new GM light duty trucks, though if given the opportunity to plan that adventure I would have taken my Cummins crew cab, dually 3500, and my own goose neck flat bed!!! lol |
Me and the wife was talking last night and we came up with all the trucks Ive owned, all of them was a standard trans....and ive had 7 trucks...been driving since I was 18.....
Thats some good info guys, thanks.... Maybe its time I did go with a auto trans... I know the wife tells me all the time I need to get me a automatic this time due to all the pain ive been having out of my legs and feet... The trans that i mentioned been replaced, that wasnt me, it was a guy I used to work with, I too think he got took.. |
I prefer automatic in a truck myself, especially if towing, my concern, and I think oatmeal256s probably as well, is that on a manual you can just replace a worn clutch pretty cheap but an auto trans can be very much more expensive to the point of doubling the cost of a used truck in the 1996 to 2002 range.
Are chevy automatics in this year range pretty dependable and capable of hitting 200k with reasonable expectation? |
As I've stated in another thread. My 2000 Silverado 4.8L with an auto trans has 223,000 miles on it, and the only repair I've done to it so far is to replace the a/c compressor. Everything else is still working as good as new.
I have and continue to follow the recommended service intervals for the truck, including scheduled trans service. |
Went and looked at 2 Chevys today..
The first one was a 99 ext cab, has 152*** miles on it, a 5.3 eng, auto trans, 4wd, was a beauty there asking 7000.00 for this one... 2nd one was a 2002, reg cab, has 100900 miles on it, 5.3 eng, auto trans, 4wd, short bed truck, for 8000.00...nice truck also....cash only for these... |
Both Great trucks with that setup. They probably both have a great gear range (3.42 or 3.73) and the 5.3 engine with that tranny is bulletproof IF MAINTAINED CORRECTLY!!!!!!! I'm not even going to begin going on my rant about maintenance or lack thereof really ****ing up a vehicle and making a used car buyer very upset.
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I have to admit that I was really surprised when GM started using the 5.3. Being that it translates to a 327 and being an awesome engine, was never much of a truck motor until niw. They did their homework and got it right.
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Maintance, is the key right there..
I know each truck Ive bought used has had over or right at 100000 miles on it and Ive got 5 years out of each of them and when I sold them they still had life left in them... Ive heard the guys I work with talking about the 5.3 eng, in which they said its the 327 and its a good eng..... Wonder what kind a mpg it gets been its a auto trans ?... Is it true, that a V8 will get better gas mileage than a V6 will ?.. |
Actually the 5.3L engine is a 325 cubic inches. 5.3 L (5328 cc (325.1 cu in))
And it a much better engine than the old 327 was. Just saying.... :) Here ya go... 5300 (5.3L) Generation III The Vortec 5300, or LM7/L59/LM4/L33, is a V8 truck engine. It is a stroked (by 9 mm) version of the Vortec 4800 and replaced the 5700 L31. L59 denoted a flexible fuel version of the standard fuel LM7 engine. Power output is 270-305 hp (213-220 kW) and torque is 315 lbf·ft (427 N·m) to 335 lbf·ft (454 N·m). Displacement is 5.3 L (5,328 cc (325.1 cu in)) from 96.01 mm 3.78 inch bore and 92.00 mm stroke 3.622 inch stroke . Vortec 5300s are built in St. Catharines, Ontario, Romulus, Michigan, and Silao, Mexico. LM7 The LM7 (VIN code "T") Vortec 5300 was introduced in 1999, and can be considered the "garden variety" version of the Generation III 5.3 liter V8's. The LM7 has an iron block and aluminum heads. LM7 applications:
The L59 (VIN code "Z") Vortec 5300 is a flexible fuel version of the LM7. L59 applications:
The LM4 (VIN code "P") Vortec 5300 is an aluminum block version of the LM7, and had a short production life. It should not be confused with the L33 described below. LM4 applications:
The L33 (VIN code "B") is an aluminum block version of the LM7, and was referred to as the Vortec 5300 HO in marketing materials. Power increased by 35 hp (26 kW), to 330 hp (250 kW), over the LM7, and torque was unchanged. It was only available on extended cab 4WD pickup trucks. Only 25% of trucks made in 2005 had the L33 engine. L33 applications:
First introduced in 2005, the Generation IV Vortec 5300 engines share all the improvements and refinements found in other Generation IV engines. At present, four versions of the 5300 are in production: 2 iron block versions (LY5 and LMG) and 2 aluminum block versions (LH6 and LC9). All versions feature the Active Fuel Management system. LH6 The LH6 with Active Fuel Management replaced the LM4 for 2005, and was the first of the Generation IV small block V8 truck engines to go into production. It is the aluminum block counterpart to the LY5. LH6 applications:
Introduced in 2007, the LY5 Vortec 5300 is the replacement for the LM7 Generation III engine. For SUV applications, it is rated at 320 hp (239 kW) and 340 ft•lbf (461 N•m) of torque; for pickup truck applications, it is rated at 315 hp and 338 ft•lbf of torque. LY5 applications:
The LMG Vortec 5300 is the flexible-fuel version of the LY5. Power and torque ratings for SUV and pickup truck applications are the same as each application's LY5 rating. LMG applications:
The LC9 Vortec 5300 is the Flex-Fuel version of the LH6, and is found in 4WD models. SUV applications are rated at 310 hp (231 kW) and 335 ft•lbf (454 N•m) of torque. LC9 applications:
The LH8 Vortec 5300 is a variant of the 5.3 L Gen IV small block V8 modified to fit in the engine bay of the GMT 345 SUV and GMT 355 trucks. It produces 300 hp (220 kW) at 5200 rpm and 320 lbf·ft (430 N·m) at 4000 rpm. It has a displacement of 5,328 cc (325.1 cu in).[23] LH8 applications:
Also, when GM first introduced the 4.8L, many people, even to this day referred to it as a 283. It isn't. It's actualy 291 Cubes. Here's some skinny on it.... 4800 (4.8L) LR4 The Vortec 4800 LR4 is a Generation III small block V8 truck engine. Displacement is 4.8 L (290 cu in) with a 96.01 mm3.78 inch bore and 83 mm 3.27 inch stroke. It is the smallest of the Generation III Vortec truck engines and was the replacement for the 5.0 L 5000 L30. The LR4 produces 270 horsepower (200 kW) to 290 horsepower (220 kW) and 285 lbf·ft (386 N·m) to 305 lbf·ft (414 N·m), depending on the model year and application. LR4s are manufactured at St. Catharines, Ontario and Romulus, Michigan. LR4 applications:
The Vortec 4800 LY2 is a Generation IV small block V8 truck engine. Like its LR4 predecessor, it gets its displacement from a 96.01 mm bore and 83 mm stroke. The smallest member of the Generation IV Vortec engine family, it is unique in that it is the only member of that family that does not feature either variable valve timing or Active Fuel Management. It is rated at 295-302 hp (220-225 kW) and 305 ft•lbf (414 N•m) of torque for all applications. LY2 applications:
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