Chevrolet Usa Ck Truck Gmt400 Fourth Generation 1988–2000
| Fourth generation / GMT400 | |
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| Overview | |
| Also called | Chevrolet Silverado GMC Sierra |
| Production | 1988–2000 |
| Assembly | Oshawa, Ontario Pontiac, Michigan Flint, Michigan Fort Wayne, Indiana Córdoba, Argentina ('97-'99 for the short-bed C2500 Silverado, '99 for the regional equivalent to the Tahoe) São Caetano do Sul, Brazil ('95-2001 for the regional equivalent to the 3500HD badged as GMC 6-100 or 6-150 according to the engine selection and badged as a Chevrolet for regional exports to Argentina and Uruguay, late-'99 to 2001 for the short-bed C1500 badged as Chevrolet Silverado and GMC 3500HD according to the GVWR (in kilograms) even though it was still just a 1500 short-bed) Seoul, South Korea Shanghai, China Montreal, Quebec, Canada |
| Designer | Donald Wood (1985) |
| Body and chassis | |
| Platform | GMT400/480 |
| Powertrain | |
| Engine | 250 cu in (4.1 L) I6 (Argentinian-made versions 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 MWM Sprint 6.07T engine (4.2L) I6 diesel (both Argentinian and Brazilian versions) 378 cu in (6.2 L) diesel V8 396 cu in 6.5 L turbo diesel V8 |
| Transmission | 3-speed THM-400 automatic 4-speed 700R4 automatic 4-speed 4L60 automatic 4-speed 4L60-E automatic 4-speed 4L80-E automatic 4-speed SM465 manual 5-speed NV3500 manual 5-speed ZF 5S-42 manual 5-speed NV4500 manual 5-speed HM290 manual 5-speed 5LM60 manual |
| Dimensions | |
| Wheelbase | 117.5 in (2,984 mm) 131.5 in (3,340 mm) 141.5 in (3,594 mm) 155.5 in (3,950 mm) |
| Length | 194.5 in (4,940 mm) 213.1 in (5,413 mm) 218.5 in (5,550 mm) 237.4 in (6,030 mm) |
| Width | 76.8 in (1,951 mm) 77.1 in (1,958 mm) |
| Height | 73.2 in (1,859 mm) 72.6 in (1,844 mm) |
Development of these trucks began around 1984 and were introduced in April 1987 as 1988 models (known as the GMT400 platform, and also known by the nickname OBS (Old Body Style) Chevy or GMC).
There were eight different versions of the C/K line for 1988: Fleetside Single Cab, Fleetside Extended Cab, Fleetside Crew Cab, and Stepside Single Cab, each in either 2WD (C) or 4WD (K) drivelines. All C/K models would ride on independent front suspension. Three trim levels were available: Cheyenne, Scottsdale, and Silverado. Engines were a 160 hp (119 kW) 4.3 L V6, a 175 hp (130 kW) 5.0 L V8, a 210 hp (157 kW) 5.7 L V8 and a 6.2 L diesel V8. A 230 hp (172 kW) 7.4 L V8 was available in the 3/4-ton and one-ton trucks. Most of the powertrain were a carryover from the 1987 R/V with fuel injection. To enhance durability the trucks featured extensive use of galvanized steel for corrosion resistance and a fully welded frame with a boxed front section for strength and rigidity. During the development of the GMT400 platform GM designers based their prototypes on the compact GMT325 S-series (S10 and S15/Sonoma) - upon the official release the GMT400 were the first GM vehicles to use an electronic speedometer, and a serpentine accessory drive. Some consider the GMT400 as a scaled up version of the S10/Sonoma with rounded off contours - later incorporated into the second generation S-series.
4x4 front suspension
A drastic difference between the third-generation and fourth-generation GM trucks was the suspension; the fourth-generation GM trucks used all independent front suspensions (IFS).
In 1989, a half-ton 2WD fleetside Sport appearance package was available with black and red bumper and body trim, and a black grille with red outlined Chevrolet emblem, chrome wheels with custom center caps, and fog lights. The 89 was a limited production run set to determine how well the "sport" package would be received by consumers in the years to follow. The Sport package was more of a trim and towing package edition as well as a few engine enhancements that weren't available on other Chevrolet trucks of the time.
Also in 1989, the 4x4 sport appearance package included black bumper and body trim, wheel flares, mirrors, sport grille, 16–inch cast-aluminum wheels and special "4x4" badging on the box and "SPORT" badged on the tailgate. The box and tailgate decals were flanked by red-outlined Chevy bow ties. The sport package was only offered from 1989 until 1992 as some insurance companies[who?] began to express concerns with the idea of a high-performance truck. RPO code was BYP. This model was only available with the standard cab and regular fleet-side box. Colors included white, black, and red. The Work Truck (W/T) was also introduced in 1990, which featured a single-cab long bed with Cheyenne trim and new grille with black bumpers. Also in 1988 the GMC 3500 EFI with a 454 (7.4 L) was available. The 454 EFI produced 230 hp (172 kW) and 385 lb·ft (522 N·m). In 1991, the 4L80-E automatic transmission was available for the 3/4-ton and one-ton trucks. In 1992, the four-speed manual transmission was dropped and the stepside trucks were available with extended cabs. The 6.5-liter diesel V8 was also made available with a turbocharger. In 1989, a Sport package was available for the fleet side short-bed Chevrolet trucks, featuring body-colored, striped molding, body-colored bumpers, and a blacked-out grille with chrome-plated steel wheels and specialized chromed plastic center caps. The Sport package also included a standard Chevrolet Receiver hitch and stiffer rear suspension, as well as oil and transmission cooling lines and heftier brake package. Of the first 1989 Silverado sport trucks there were only 5,400 produced. The Sport was re-introduced in 1990, this time with composite headlights and different sport emblems on the bedsides. This is one of the most frequently faked looks for the Chevrolet trucks but VIN decoding will reveal if it is a true "sport" or not. 1994 models received a new front fascia, federally mandated CHMSL, many new exterior colors including a new two-tone option on the rocker panels, and new tire and wheel combinations. In 1993 all 1500 series and 2500 series two-wheel drive trucks were assembled with the newer 4L60E transmission and the 700 R4 was no longer used at this point. Exterior changes this year included a special two-tone paint job, available in many different varieties new gloss black folding exterior mirrors, and the door handles were changed from a smooth gloss black finish to a textured, satin finish. All 1995 models received a new interior that included a new steering wheel containing a driver's-side airbag, a new dashboard containing a more central-mounted radio, dial-operated HVAC system and an improved gauge cluster. New front door panels, and new seating were also included. In 1996, a passenger-side-mounted third door was optional on extended cab models. A new range of engines was included. The "Vortec" engines meant HP increases across gasoline V6 and V8 small-block engines. The 6.2 diesel V8 was dropped.
1997 saw a passenger-side airbag on 1500 models in order to comply with new federal regulations for light trucks. 2500 and 3500 models are exempt. This meant a slight dashboard redesign to incorporate these airbags. On models where passenger airbags weren't included, the space was occupied by a storage compartment. Also, 1997 was to be the last year the C/K Silverado would display CHEVROLET on the tailgate.
1998 meant minor trim and badge updates as GM readied the end of the GMT-400 platform. There was some overlap in 1999–2002 model years. In response to continued fleet sales, the GMT400 trucks were produced as the Sierra Classic/Silverado Classic until the GMT400 ended production at the end of the 2002 model year. A Brazilian version of the GMT400 was produced in Brazil powered with a Chevrolet inline six, a 4.2-liter I6 MWM Sprint Turbodiesel and a 4.0L I4 NA Maxion Diesel.
The GMT400 and G-Van were the last two platforms to utilize the traditional small-block Chevrolet V8 in the 2002 model year.
The GMT800 platform was introduced in 1999 as the Silverado/Sierra.
C/K in Oceania
Holden imported the GMC C/K beginning in 1996, exclusively for ambulance use. They were not sold to the general public.
Engines
| Engine | Years | Power | Torque | Notes |
|---|---|---|---|---|
| 4.3 L V6 | 1988–1989 | 160 hp (120 kW) @ 4000 RPM | 235 lb·ft (319 N·m) @ 2400 RPM | |
| 1990–1992 | 160 hp (120 kW) @ 4000 RPM | 235 lb·ft (319 N·m) @ 2400 RPM | less than 8500# GVWR | |
| 1993 | 165 hp (123 kW) @ 4000 RPM | 235 lb·ft (319 N·m) @ 2000 RPM | ||
| 1990 | 150 hp (110 kW) @ 4000 RPM | 230 lb·ft (310 N·m) @ 2400 RPM | over 8500# GVWR | |
| 1991–1993 | 155 hp (116 kW) @ 4000 RPM | 230 lb·ft (310 N·m) @ 2400 RPM | ||
| 1994 | 165 hp (123 kW) @ 4000 RPM | 235 lb·ft (319 N·m) @ 2000 RPM | ||
| 1995 | 160 hp (120 kW) @ 4000 RPM | 235 lb·ft (319 N·m) @ 2000 RPM | ||
| 1996–1998 | 200 hp (150 kW) @ 4400 RPM | 255 lb·ft (346 N·m) @ 2800 RPM | ||
| 5.0 L V8 | 1988–1993 | 175 hp (130 kW) @ 4000 RPM | 270 lb·ft (370 N·m) @ 2400 RPM | |
| 1994–1995 | 175 hp (130 kW) @ 4200 RPM | 265 lb·ft (359 N·m) @ 2800 RPM | ||
| 1996–1998 | 230 hp (170 kW) @ 4600 RPM | 285 lb·ft (386 N·m) @ 2800 RPM | ||
| 5.7 L V8 | 1988–1993 | 210 hp (160 kW) @ 4000 RPM | 300 lb·ft (410 N·m) @ 2800 RPM | less than 8500# GVWR |
| 1994–1995 | 200 hp (150 kW) @ 4000 RPM | 310 lb·ft (420 N·m) @ 2400 RPM | ||
| 1988 | 185 hp (138 kW) @ 4000 RPM | 295 lb·ft (400 N·m) @ 2400 RPM | over 8500# GVWR | |
| 1989–1995 | 190 hp (140 kW) @ 4000 RPM | 300 lb·ft (410 N·m) @ 2400 RPM | ||
| 1996–2000 | 255 hp (190 kW) @ 4600 RPM | 330 lb·ft (450 N·m) @ 2800 RPM | ||
| 6.2 L V8 N/A Diesel | 1988–1989 | 126 hp (94 kW) @ 3600 RPM | 240 lb·ft (330 N·m) @ 2000 RPM | less than 8500# GVWR w/ MTX |
| 1990 | 135 hp (101 kW) @ 3600 RPM | 240 lb·ft (330 N·m) @ 2000 RPM | ||
| 1988–1989 | 140 hp (100 kW) @ 3600 RPM | 247 lb·ft (335 N·m) @ 2000 RPM | less than 8500# GVWR w/ ATX | |
| 1990 | 140 hp (100 kW) @ 3600 RPM | 250 lb·ft (340 N·m) @ 2000 RPM | ||
| 1988–1989 | 143 hp (107 kW) @ 3600 RPM | 257 lb·ft (348 N·m) @ 2000 RPM | over 8500# GVWR | |
| 1990 | 150 hp (110 kW) @ 3600 RPM | 265 lb·ft (359 N·m) @ 2000 RPM | ||
| 1991–1993 | 140 hp (100 kW) @ 3600 RPM | 255 lb·ft (346 N·m) @ 1900 RPM | less than 8500# GVWR | |
| 1991 | 150 hp (110 kW) @ 3500 RPM | 280 lb·ft (380 N·m) @ 2000 RPM | over 8500# GVWR | |
| 1992 | 148 hp (110 kW) @ 3600 RPM | 246 lb·ft (334 N·m) @ 2000 RPM | ||
| 1993 | 150 hp (110 kW) @ 3500 RPM | 280 lb·ft (380 N·m) @ 2000 RPM | ||
| 6.5 L V8 N/A Diesel | 1994–1995 | 155 hp (116 kW) @ 3600 RPM | 275 lb·ft (373 N·m) @ 1700 RPM | |
| 6.5 L V8 Turbo Diesel | 1992 | 180 hp (130 kW) @ 3500 RPM | 380 lb·ft (520 N·m) @ 1700 RPM | |
| 1993 | 190 hp (140 kW) @ 3400 RPM | 380 lb·ft (520 N·m) @ 1700 RPM | ||
| 1994–1997 | 180 hp (130 kW) @ 3400 RPM | 360 lb·ft (490 N·m) @ 1700 RPM | less than 8500# GVWR | |
| 1998–1999 | 180 hp (130 kW) @ 3400 RPM | 360 lb·ft (490 N·m) @ 1800 RPM | ||
| 1994–1997 | 190 hp (140 kW) @ 3400 RPM | 385 lb·ft (522 N·m) @ 1700 RPM | over 8500# GVWR | |
| 1998–1999 | 195 hp (145 kW) @ 3400 RPM | 430 lb·ft (580 N·m) @ 1800 RPM | ||
| 2000–2002 | 195 hp (145 kW) @ 3400 RPM | 420 lb·ft (570 N·m) @ 1800 RPM | w/ MTX | |
| 2000–2002 | 195 hp (145 kW) @ 3400 RPM | 430 lb·ft (580 N·m) @ 1800 RPM | w/ ATX | |
| 7.4 L V8 | 1988–1995 | 230 hp (170 kW) @ 3600 RPM | 385 lb·ft (522 N·m) @ 1600 RPM | |
| 1996–2000 | 290 hp (220 kW) @ 4000 RPM | 410 lb·ft (560 N·m) @ 3200 RPM | ||
| 1991–1993 | 255 hp (190 kW) @ 4000 RPM | 405 lb·ft (549 N·m) @ 2400 RPM | 454SS | |
| 8.1 L V8 | 2001–2002 | 340 hp (250 kW) @ 4200 RPM | 455 lb·ft (617 N·m) @ 3200 RPM |
454 SS
In 1990, Chevrolet introduced a high-performance variant of the GMT400 under the Super Sport emblem called the 454SS. It was available only as a 2WD half-ton regular cab short box in Onyx Black only with a garnet red interior. The 454SS was powered by a 454 cu in (7.4 L) V8 producing 230 hp (172 kW) and 385 lb·ft (522 N·m). A 3-speed automatic transmission (Turbo Hydra-Matic 400) and 3.73 rear axle ratio added to the truck's performance. The axle itself is unique, being a 14-bolt semi-floating unit which uses standard Chevrolet 5 on 5-inch wheels—the only factory-produced 14-bolt axle with such a wheel bolt pattern. The suspension was also upgraded with 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.
Unique exterior features included a front air dam with fog lights, special rims, decals displaying "454SS" on the bed sides, red trim emblems, and black painted grille, bumpers, and mirrors. The interior was also unique with a special plush Garnet Red cloth with black trim, high-back reclining sport bucket seats, and center console.
For 1991, a four-speed electronic automatic transmission (known as the 4L80E), 25 more horsepower, and even higher torque (405 lbs/ft at 2400 rpm) were added to the 454SS. The rear-axle ratio was also lowered to 4.10:1 for extra jolt off the line. On the dash was a tachometer, oddly omitted from 1990 models. Dual exhaust was also added during the '91-'93 model years.
The MSRP of the 1990 model was US$18,295 with a $550 destination charge. A total of 16,953 units were sold over the 4 years the 454SS was in production, with 1990, the first year of production, selling 13,748 units alone. The 454SS was discontinued after the 1993 model year.
In 1992–1993 other color options included Summit White and Victory Red, with multiple interior colour options. The rear quarter panel and tailgate decals also changed in 1992 to a more 'stylized' 'SS' and the Chevrolet sticker on the tailgate became much smaller and located on the corner area.
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Chevrolet 454SS
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1988–1989 Chevrolet C/K 1500 regular cab
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1988–1989 Chevrolet C/K conversion
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c. 1997–1999 K-Series brush truck near Tallahassee, Florida
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1988–1989 Chevrolet C/K regular cab
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1993 Chevrolet C/K Extended Bed
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1995 Chevrolet C/K Extended Cab
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1995-1996 Chevrolet C/K Extended Cab
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GMC C/K Sierra regular cab
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1998 Chevrolet K2500 6.5 TurboDiesel with NV4500 Transmission
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Chevy K3500 Crew Cab "Dually"
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1994 GMC Sierra 1500
C3500 HD
In 1991 GM introduced a 15,000 pound GVWR truck C3500 HD under the Chevrolet and GMC nameplates that was replaced by the 4500. It was marketed as a truck to bridge the gap between light duty trucks "pickup trucks" and medium duty trucks. The C3500 HD was only offered as a standard chassis cab until 1996 when a crew chassis cab was also offered. It is not clear if the crew cab was for fleet orders only, or if anyone could order it. An extended cab was never offered on the C3500 HD, though several have been custom made by the registered owners. All paint colors and most options were offered in the C3500 HD. Upper cab marker/clearance lights were not optional equipment on the C 3500HD. The two mirror options are the camper style and west coast style mirrors.
The common drive axle used on the C3500 HD was the Dana 80, an 85.8-inch-wide full floating axle with an 11-inch ring gear fitted with 19.5–inch x 6.0 tires. The front axle was a solid I-beam drop axle, similar to the axles of medium and heavy duty trucks. Both front and rear leaf sprung axles had disc brakes.
Available wheelbases were; 135.5 inches, 159.5 inches, and 183.5 inches. The C3500 HD frames are very different from the C/K3500 cab and chassis. The C/K3500 cab and chassis and C3500 HD rear frame rails are spaced at industry standard 34 inches for easy fitment of bodies but that is where the similarity ends. The HD frame is much heavier and exits straight out behind the high mounted cab necessitating the unmistakable HD filler panel between the bumper and grille. The front fenders were also equipped with the same flares used on 4x4 models of the lighter trucks to cover the increased track width and larger tires.
Two transmissions were offered in the C3500 HD; the 4L80E 4-speed OD automatic, and the NV4500 5-speed manual.
There were also Brazilian versions of the C3500 HD, offered in the domestic market only as a GMC and in regional export markets (basically Argentina and Uruguay) as Chevrolet. These versions were badged in a different way than its American counterparts, as 6-100 and 6-150 according to their approximated GVWR in metric tonnes (a little above 6 tonnes) and the power in PS (100PS for the 4-cylinder version fitted with a Maxion S4 engine and 150PS fitted with the MWM Sprint 6.07TC), always bolted to a 5-speed manual. A version of the short-bed C2500 used the GMC 3500 HD nameplate only between 2000 and 2001 and fitted with the MWM engine, as it had the GVWR increased to 3500 kilograms in order to be classified as a truck in Brazil to attract lower taxes and annual licensing fees.
GM never offered a four-wheel-drive counterpart of the C3500 HD, so there was no K3500 HD. Several aftermarket conversion companies offered a 4x4 version with either a Dana 60 or Dana 70 front axle. At least one company, Monroe Truck, was offered by GM dealers as a ship-through 4WD upfit using the RPO code VCB. Tulsa is another company that did 4x4 conversions for utility companies. Quigley conversions were mostly for fire/ambulance applications.
Engines 1991–2000
Engine offerings for the C3500 HD included three gasoline engines; from 1991 to 1995 5.7L 350 Small Block and 7.4L GEN V Big Block. In 1996 both the 5.7 and GEN V 7.4 were replaced by the new Gen VI 7.4L Vortec Big Block.
One of the main additions to the 1991–2000 years is that it introduced the 305 cu in a traditional 5.0L V8 and also in a 5.7L V8 which was most common in the SLE packages.
The RPO L65 6.5L Turbo Diesel debuted in the C3500 HD in 1992, the year of the engine's release. The 6.5 was the only diesel engine offered for the entire production run of the T400 C3500 HD. No diesel was available for 1991, the first C3500 HD production year.
Engines 2001–2002
While all other C/K pickup models were dropped by 2000, the C3500 HD was produced until 2002 due to fleet demand. In the brochures it is referred to as Sierra Classic/Silverado Classic. There were two engine choices; The 8.1L Vortec Big Block replaced the Gen VI 7.4L Vortec Big Block and the venerable 6.5L Turbo Diesel.
Brazilian versions
A variant of the C/K family was introduced in Brazil during the 1960s. These used the instrument cluster from the 1960–66 US Chevrolet C/K series although the exterior sheet metal layout is exclusive to Brazil. The models built included a light truck, named C-10, and a SUV named Veraneio (initially known simply as Chevrolet C-1416), introduced in 1964. They were initially powered with a Chevrolet 4.2 l (260 cu in) inline six based on the pre-1962 "Stovebolt" engines. Later they used the 4.1 l (250 cu in) engine from the Chevrolet Opala. In later years a four-cylinder diesel (Perkins Q20B) was also offered labeled as D-10 (light truck only). An ethanol-powered version of the C-10 was offered beginning in the 1981, dubbed the A-10.
After 1985, a redesigned pickup with the same cabin structure of the U.S. 1973–87 C/K truck but with a different front clip bearing more resemblance to the Opel-based Brazilian Chevrolets of that time was introduced as the C-20, powered with the 4.1 l (250 cu in) inline six of the U.S. Chevy II/Nova. Diesel and ethanol versions were also sold, labeled as D-20 and A-20 respectively (later models of the D-20 replaced the Perkins Q20B with a Maxion S4). The original version of the Veraneio was kept in production until 1988 (model year 1989), but it was eventually replaced with an updated version based on the C-20 family.
In 1997 GM introduced officially in Brazil and Argentina the then-current Silverado pickup, but only in C2500 with a regular-cab short-bed bodystyle, which lasted until 2001, and in late-1998 came the Tahoe, which in Argentina and Brazil was badged Grand Blazer. In late-1999 the production of the Silverado was switched from Argentina to Brazil, and the Grand Blazer was simply phased out. The 4.1 L (250 cu in) inline six engine with 138 hp (103 kW) was offered on both models with option for a MWM 4.2 L (260 cu in) turbo diesel engine producing 168 hp (125 kW). But the model earned a reputation for being a less capable work vehicle than its predecessor. After the Silverado was discontinued in Brazil, GM ceased offering any full-size truck in Brazil.
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1974 Chevrolet Veraneio
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1974 Chevrolet Veraneio rearview
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green Chevrolet Veraneio
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Civil Police of Sao Paulo Chevrolet Veraneio in the museum of the São Paulo Polícia Civil.
