18 Reasons Why Buying A GM Pickup Is A Bad Idea | Fuel Injection/Nozzle

It’s also worth noting that the Chevrolet Colorado isn’t the only vehicle that has had such an issue. Nissan truck owners have been complaining about airbags deploying off-road for years (here’s a video showing it happen on an Xterra).

With an attention-getting base price of $30,875 and a lineup that offers additional trim levels such as: L, LS, LT, and Premier, as well as the all-new sporty RS edition, a race-inspired Redline, or top-of-the line High Country, there is a Traverse for every kind of person and driving habit.

Together with its twin, this truck has once been recalled so that their power steering defect could be fixed. This light duty truck comes with a faulty electric power steering assist that could lead to temporary loss and sudden return of the system.

Not only this, but the damned rimless Gentex electrochromic inside mirrors with a shape like the facial expression of a demonic, demented clown are smaller than the “normal” ones from a couple years back, and they’re finding their way into everything save for some HyundKia products. If anything, the mirror should be longer on the bottom than the top, or a simple rectangle, kind of like the non-autodimmers in VAG products, also from a few years back.

Oh, and the backup camera in my Mustang already needs replaced after 2 and a half years. Luckily the car is still under warranty, but I don’t want to image what all these systems would cost to repair out of warranty.

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Hope this software fix takes care of it. Sure beats the heck out of burning Ford trucks and death wobbling Ram trucks, though.

In addition to the two new engines, 4.3-liter V6 and 5.3-liter and 6.2-liter V8s carry over from the previous-generation Silverado. The V6 is rated at 285 hp and 305 lb-ft of torque, while the 5.3-liter V8 is rated at 355 hp and 383 lb-ft. Both get six-speed automatic transmissions. The 6.2-liter V8 produces 420 hp and 460 lb-ft, and comes with a 10-speed automatic.

Airmon describes GM’s alleged conclusion below, which is that they’ll fix it just this once as a courtesy:

1. Clutch. This is less of a clutch and more of a throw-out bearing.2. Cornering. The Suzuki has a reputation as the sharpest-turning bike on the track; however, Suzuki messed with success and tried to make it turn even sharper in 2018 and 2019. No bueno! The softer rear spring makes the 2019 RM-Z feel more like the 2017 model than the 2018. Last year, the RM-Z450 oversteered in, understeered out and needed to be corrected to go straight. Those traits are a little less noticeable for 2019.3. Straight-line stability. This is a turn-at-all-costs chassis. It is much better overall this year, as more weight is towards the rear of the bike, but we still put on a St. Christopher medal before going down a fast and rough straight.4. Horsepower. At 54.39 horsepower, the RM-Z450 makes the least power of any 450. It is almost 6 horses less than the 2019 Honda CRF450.5. Kickstarter. It doesn’t have electric start, which is a shame because the kickstarter is mounted very high on the engine cases and requires a full throw to light up the engine.6. BFRC shock. This rear shock isn’t ready for prime time, and we doubt that it ever will be (and we doubt that Suzuki will replace it with a traditional shock). We ran a WP aftermarket rear shock.

So while the number of collisions will be marginally less, the resultant costs of those collisions is substantially more.

When it comes to rear brakes, there are big losers. Suzuki and Kawasaki have very finicky rear pedal adjustments. If you get them wrong, the rear brake will overheat, squeal and lock up. Worse yet, Kawasaki decided that the 2019 KX450 needed a more powerful rear brake. This is seriously flawed logic, because most rear brakes are already too easy to lock up. What they needed was a more progressive feel, not more clamping pressure. Kawasaki’s all-new, jumbo-sized, 250mm rear rotor is the same size as many front rotors were a few years ago (and 30mm larger than the 2019 KTM 450SXF’s 220mm rear rotor). The result is a disaster. The rear of the Kawasaki cannot be modulated. It grabbed, locked up and skidded in every hard-pack corner. It got hot from locking up and began chirping. It is a terrible rear brake. Our backyard fix was to grind the brake pads down on their ends so that the pads could contact the spinning rotors with a less harsh interface.