Five Common Towing Mistakes to Avoid

As the weather changes, Spring hunters and fishermen begin preparing their campers, four-wheelers and boats.  Before hooking up your trailers, all drivers are invited to read the tips below to learn how to avoid the five most common towing mistakes, and increase their confidence behind the wheel.

According to Robert Krouse, Chevrolet’s lead trailering engineer and overall expert in all things-towing, “There are several common mistakes that people often make when towing and these mistakes can not only damage their trailer, but also their tow vehicle.”

“The new Silverado heavy-duty pickup is designed for towing, and provides drivers with the ability to tow 21,700 pounds and carry 6,635 pounds”, Mark Kostboth, Sale Manager

Mistake 1: Not knowing the actual weight of the trailer

“I often see that customers have incorrect trailer weights and they will then underestimate the weight of the items they are putting on the trailer,” said Krouse. For example, many people will misjudge the weight of the gear or supplies, such as building materials that are actually much heavier than people may think.

Mistake 2:  Not knowing the actual capacity of the tow vehicle as equipped

Far too often, an individual will mismatch the vehicle to the trailer load, which must always be properly matched for optimal efficiency. Many websites provide only maximum trailer weight ratings (TWR), which means consumers would need additional equipment to achieve the greatest performance for a vehicle that is not equipped with the maximum TWR.

Mistake 3:  Overloading the trailer or tow vehicle

Consumers often make the mistake of overloading and exceeding the TWR and GCWR as discussed in mistakes one and two, but it is also vital not to overload the trailer tongue weight, tow vehicle and trailer gross vehicle weight ratings (GVWRs), individual tow vehicle and trailer gross axle weight ratings (GAWRs) and individual tire ratings. “By putting too much weight on a trailer it can not only damage the trailer, but also the tow vehicle. Results can range from broken axles to bearing damage and excessive tire wear,” Krouse said.

Mistake 4:  Improper combination setup – including weight distribution hitch

After you have confirmed TWR and GCWR, it is important to make sure that the hitch ball, brake controller, sway controls and weight-distributing spring bars (if used) are properly installed and adjusted. “Too often I see that the hitch ball is too high or too low, the sway controls or weight-distributing spring bars are improperly adjusted and the brake controller may not be properly set up,” said Krouse. “It is common to see trailers with spring bars that are visibly curved upward and applying large amounts of torque to the hitch. “

Mistake 5:  General driving practices

One of the easiest ways to avoid mistakes while towing is to always practice safe driving techniques. The tow vehicle and trailer combination is often considerably heavier, longer and higher than the vehicle that is doing the towing. This combination makes it more difficult to maneuver, drive and stop the vehicle doing the towing.

Finally, Krouse notes that consumers need to pay close attention to vehicle and trailer maintenance. When trailering, it is important to remember that the tow vehicle is working harder than it does alone, generally operating under higher loads and higher temperatures that require additional attention. Also, trailers often sit for long periods of time and require maintenance due to long periods of inactivity. “Either way, stay on top of maintenance, particularly paying attention to fluids, tires and brakes in the tow vehicle and brakes, bearings, tires and electrical systems in the trailer,” said Krouse.

2011 Chevrolet Silverado HD Towing Features:

The Silverado HD was engineered from the ground up to offer drivers more capability, including:

  • The maximum conventional (ball hitch) towing rating is now a segment-best 17,000 pounds (7,727 kg)
  • The maximum fifth-wheel hitch rating is now 21,700 pounds (9,843 kg) for the Silverado 3500HD crew cab/long box
  • The maximum payload for the Silverado 3500HD is 6,635 pounds (3,009 kg)

In addition, the new Silverado HD is available with confidence- and control-related features specifically for towing, including:

  • Electronic trailer sway control senses conditions of trailer sway and automatically intervenes with braking and or reduced engine power to bring the trailer under control
  • Hill start assist helps prevent rollbacks on steep grades by holding the brakes for about 1.5 seconds, giving the driver time to switch from the brake pedal to the gas pedal without rolling
  • Automatic grade braking and intelligent brake assist uses the compression of the engine to slow the vehicle without applying the brakes, prolonging brake life and helping maintain control over long, downhill grades
  • The rear backup camera helps make connecting the Silverado HD to a trailer quicker and easier



Popular Mechanics Review

By Kevin A. Wilson

June 15, 2010

Rocky Gap, Md.—Sure, the bottom dropped out of the personal-use commuter truck market, but that won’t happen in the heavy-duty segment of pickups weighing in at over 6000 pounds. These vehicles are tools of the construction and agricultural trades, and they get used for hard towing and hauling massive cargos, demanding periodic replacement despite being built to sturdy standards. There’s no import competition, and the Detroit Three have customarily introduced their new 3/4 and one-ton trucks on a staggered schedule, such that one company or another always had bragging rights as the “newest.”

However, revised federal emissions rules for diesel engines, favored by about 40 percent of the market, pushed the reset button so all three manufacturers have fresh entries in the dealerships now. The Silverado and Sierra, sisters under the skin targeted at different buyers, boast segment-leading diesel power output and, in most trim levels, the industry’s top ratings for towing and cargo capacity. We drove both models, in both gasoline- and diesel-fueled configurations, hauling simulated loads and real trailers over the challenging mountain roads of western Maryland, Pennsylvania and West Virginia.

The Specs

Chevy revealed its Silverado 2500 and 3500 HD trucks at the Chicago Auto Show and we told you about the hardware at that time. Final power figures on the 6.6-liter Duramax V8 diesel came in at 397 hp at 3000 rpm and a massive 765 lb-ft at 1500 rpm. That’s 50 hp and 115 lb-ft more than advertised for the 2010 Dodge Ram with its 6.7-liter Cummins inline six-cylinder, first of the new breed to arrive. It’s also 7 hp/30 lb-ft over Ford’s claims for its all-new 6.7-liter Power Stroke V8 as used in the recently introduced F250 and F350 Super Duty models. Although GM marketers wanted to round their figure up to 400 hp, GM has committed to publishing the actual SAE measurements. “It came in at 397, and that’s what we’re using,” says Duramax chief engineer Gary Arvan.

GM says its revamped Duramax is not only more powerful than last year’s 365-hp model and cleaner-burning (with DEF injection), but 11 percent more fuel efficient and up to 50 percent quieter at the most common operating speed of 1500 to 1600 rpm. The claim of 680 miles range on a 36-gallon tank of diesel equates to 18.8 mpg. The engine also will run on B20 biodiesel with a slight decrease in range. GM couples its diesel to a six-speed Allison automatic transmission. (Bare chassis and box-delete models use a version of the diesel that meets certification standards for “incomplete vehicles,” incorporating an EGR system. Output is rated at 335 hp at 3100 rpm and 685 lb-ft of torque at 1600 rpm). It also boasts an exhaust-brake system that creates added backpressure using the variable vanes in the turbocharger, to help manage heavy loads on steep grades.

While attention centers on the redesigned diesel, the standard 6-liter small-block V8 hasn’t been ignored, with its power output up to 360 hp and 380 lb-ft (322 hp and 380 lb-ft in box-delete models or in chassis rated for GVWR over 10,000 lbs)—strong enough to demand that engineers beef up the six-speed Hydramatic 6L90 to take the extra strain.

There’s a lot more than powertrain upgrades going on for 2011, despite the shortage of evidence on the outside. While the HD models share most sheetmetal aside from hood and grille with the light-duty 1500s, and those exterior stampings are unchanged from a year ago, there’s a whole new truck underneath, starting with a fully boxed frame that’s five times stiffer, in terms of torsion, than before. This allowed chassis engineers to improve ride quality even as they upgrade hauling capacity. Unique to the segment is GM’s decision to stay with a fully independent front suspension, albeit a really beefy setup, rather than the solid axle found on competitive trucks. Axle rating on the front end is up 25 percent, and, unlike in previous years, all of GM’s 4×4 HD pickups can now carry a snowplow. Torsion-bar adjustments allow quick changes in the ride height for plow on/off uses.

On the creature-comfort side, GMC has added the upscale Denali trim level to the HD range for the first time. GMC product marketing director Lisa Hutchinson says the Denali version will match up against Ford’s King Ranch models to compete for the handful of personal-use buyers who use such trucks to pull horse trailers or the like. As with King Ranch, a working Denali is likely to be driven by the owner of a construction or agricultural operation. With HD ability, now the boss’s truck can be pressed into duty moving equipment to and from the worksite. Many such trucks are also used as mobile offices, and you don’t need to step up to Denali’s plush accoutrements to opt for the rolling WiFi hotspot abilities offered through GM partner Autonet Mobile.

Heavy-Duty Pickups Test Drive Gallery

The Drive

Specs, shmecs—what are these beasts like on the road? For one, they’re surprisingly civilized, especially for anyone with experience in similar rough-and-ready trucks as recent as two generations ago. Jumping in on the cushy end, we started in a GMC Denali with the gas V8, 4WD and the 2500HD rating (3/4-ton in trucker parlance). Sharing driving and navigating duties on the two-plus-hour drive from the airport in Baltimore to Rocky Gap State Park in mountainous western Maryland—mostly on interstate freeways—we found the ride compliant despite lacking any load in the bed (there were four people in the cab and a couple roll-aboard bags out back under the tonneau, but nothing serious).

“An improved sense of control was a top priority for our customers,” said Rick Spina, a GM vehicle line executive, and the truck delivered that loud and clear on our first drive.

Even rough pavement didn’t jostle the occupants, and when at the wheel, we found the feel of the steering a marked improvement over every HD pickup we’ve ever driven. Later, in back-to-back comparisons with the latest Ford and Dodge competitors, both the GMC Sierra and Chevy Silverado HD trucks provided the best sense of full control of steering and also brake modulation on winding roads through the mountains. During our stints in the back seat both from and, a couple days later, back to the airport, we employed the mobile hotspot to handle email and even Facebook while on the roll. On our return trip, we were in a Silverado pulling a fifth-wheel travel trailer, no less comfortably. Simply managing a laptop keyboard in the backseat of earlier heavy-duty trucks while in motion would be unimaginable—too much banging around to do more than cursory typing, let alone negotiating a touchpad to browse the web. In the 2011 models, however, we were connected and productive on all but the roughest roads.

On the day between airport journeys we went to work in a couple of Silverados, a 2500 and a 3500, the first with ballast representing a near full-capacity load in the bed, and then in the dually with a ton of ballast in the bed and a trailer—a flatbed carrying a compact skid-steer loader that together weighed over 12,500 lbs. Aside from the seriously quiet-running diesel and the relatively soft ride compared to our earlier experiences in heavy-duty trucks, the real revelation was the sense of control offered.

Especially on downgrades, the integration of the exhaust braking effect, the tow/haul mode in the Allison transmission and the engine ECU and—in some circumstances—even the cruise control, we never broke a sweat. This despite navigating roads better suited to lightweight sports cars and on 13 percent grades. The scariest bit came when towing down a steep grade on a slight curve: A semi-tractor with an empty flatbed pulled into our path without so much as a wave of thanks. A single tap on the brake elicited a double downshift from the transmission and a lot of help from the engine (revved up to 3500 rpm, it was plenty audible but not annoyingly loud) to slow the vehicle. The trailer sway control didn’t even step in—to our knowledge, anyway.

A rookie could tow a heavy load in this rig and—if he paid attention to the road and let the phone take messages—arrive safely most anywhere. What’s more, he wouldn’t be worn out from the drive and could get to work right away. Which is really the point of making such trucks easier and more comfortable to drive: a less-fatigued driver is a safer driver and a more useful employee.

The Bottom Line

GM’s weakest link is styling, at least for those customers who put priority on freshness. These are handsome trucks, but if you really want folks to notice you have the latest and greatest, the modest grille/hood changes aren’t likely to do that job (though the louvered GMC hood certainly makes the occupants know it’s there all the time). The Denali is particularly good-looking while avoiding gaudiness, but some folks would want more glitz for the outlay. More significantly, the interiors are essentially the same as those introduced on GM’s trucks four years ago. While functionality is roughly equal, the other guys—most notably Ford—have moved ahead on the cabin environment. The previously unavailable Denali trim helps, but only at the top price.

Still, GM is putting up some strong numbers on the functional side of the game, including 17,000 pounds of conventional towing capacity, 21,700 pounds with a fifth-wheel rig and 6635 pounds payload in a 3500HD or 4192 pounds in a 2500HD. All those are best-in-class.

Note, however, that cargo and towing capacity figures aren’t standardized or regulated—manufacturers set their limits based on internal standards for durability and performance, with the marketing side’s drive to inflate the figures offset by the need to satisfy the customer and maintain reasonable costs on warranty claims. Tow ratings, at least, will be standardized to an SAE-established regime by agreement of the makers beginning in 2014. For today, though, variations of 100 pounds or so in payload or tow rating probably aren’t very meaningful—the margins GM will advertise heavily are mostly bigger than that.

As for the bottom, bottom line, the gas-engine GMC Denali 4×4 crew cab 2500HD we drove had an MSRP of $51,855, with a starting base price at $45,865. The $5000 in options included $2250 for a navigation package, $850 for the 20-inch wheels, $650 for heated and cooled seats, another $150 for a heated steering wheel, $395 for side-impact airbags in the front seating positions and $250 for a power sliding rear window. A base rear-drive Silverado 2500HD with the 6-liter gas-burning V8 and six-speed automatic starts at just under $29,000, including the $995 destination fee. The diesel engine and the required Allison transmission upgrade together cost $8395, an option cost unchanged from 2010. We saw a dually diesel 3500HD with many options that pushed the sticker to just under $60,000. That’s a pretty expensive tool, but when you need it to get the job done, you need it.

So who needs it? Not your mortgage banker anymore, not even if he’s commuting to that office in Dallas, though such folks used to style at the wheel of such trucks as often as they wore cowboy boots and big hats. Genuine oil rig, farming and construction workers all keep America moving from behind the wheel of trucks like these though, and they’ll want new ones long after the profilers have disappeared. Hutchinson and Spina both told us today’s market for new heavy-duty trucks is still soft but rebounding with the economy. As the housing and construction segments recover, pent-up demand for replacements and the improved abilities of the new model will drive sales. “We’re poised to pick up market share as the economy rebounds,” Hutchinson says. As GM emerges from bankruptcy and cash flow loosens up, expect it to invest in some fresh exterior sheetmetal and updated interiors in the years ahead—Chevy and GMC have the hardware underneath handled.

American Hunter Magazine Review

2011 Chevy Silverado HD 4X4 Duramax Diesel

The 2011 Chevrolet Silverado 2500 HD wins the war on power, torque and towing capability.

By Nick Hromiak


If high-capacity towing and the ability to carry a heavy payload are necessities, a diesel-powered pickup is the way to go for hunters. And the 2011 Chevrolet Silverado 2500 HD wins the war on power, torque and towing capability. The new 6.6-liter Duramax V8 diesel under its hood tops the competition with 397 hp and a whopping 765 lb.-ft. of torque at a low 1,600 rpm (up from 365 hp and 660 lb.-ft. on 2010 models).

Combined with an Allison six-speed automatic transmission, the 2500 has enough gusto, it seems, to pull a mobile home off its foundation. This power spike translates into a 17,000-pound towing capacity (up from 13,000 in 2010). Need even more towing capacity? Chevy’s fifth-wheel version is rated for 21,700 pounds, an industry high at the moment. Silverado HD 2500’s payload also has increased and is now rated for up to 4,192 pounds, more than Ford F-250 or Ram 2500, says Chevy. Its GVW garners a 10,000-pound rating.

A host of other improvements and upgrades have been made, too. The new Duramax gets 11 percent better fuel economy over its predecessor, for a range of 680 highway miles. It can run on B20 biodiesel fuel, too, and runs cleaner with a 60 percent reduction in emissions. All this is done without sacrificing performance; the diesel Silverado can do 0-60 in less than nine seconds.

The upgraded front suspension is rated for 6,000 pounds (a consideration when attaching a snow plow), and its independent setup allows each wheel to react individually over rough terrain while keeping each one planted on the road. The rear suspension now has 3-inch-wide leaf springs.

There’s more. A standard new exhaust brake system creates backpressure to slow the vehicle, which reduces brake fade and prolongs brake life. And additional “Auto” grade braking automatically downshifts the transmission to help slow the truck when you apply the brakes while descending long, steep grades which is especially important when towing a heavy trailer.

The 2500 HD is surprisingly smooth for a ¾-ton truck. Shod with LT-285/70R18 Wrangler SR/A tires, the truck rides better than my Explorer Sport. Load the cargo bed with an ATV or hay bales and it rides even better. It’s planted and quiet with only a tad of exterior diesel rattle. With the cab windows closed, it’s hush quiet.

Handling is impressive; however, the long four-door Crew Cab I tested made parking in a tight spot tough. If there’s one option that was missing, it was the rear-view camera system that would ease aligning a trailer coupling. A locking tailgate is needed, too, as they get stolen for resale.
I liked the four chromed tie-down hooks on the top of the bed rails. They fit flush when not needed and pop up for use. There are also four fixed ones on the bottom corners of the fender walls protected with vinyl bed-liner lids.

The sedan-like cabin requires a high, 25.5-inch step-in, but the cloth seats are soft and comfy with decent lateral support. With the huge center console flipped up, there’s room for a third passenger up front. Rear seats, too, are comfortable, set as they are at a comfortable angle. Six occupants can sit comfortably. Flip the 60/40 rear seat bottoms up against the bulkhead and there’s ample room for guns and gear.

The 2500 is available in Regular, Extended and Crew Cab models, and in WT, LT and LTZ trim levels. The base price on my LT was $38,860, which included lots of standard features. The options list included an interior package costing $745; HD trailering package for $780; On-The-Job package (bed liner, protectors, hooks), $495; Duramax diesel, $7,195; six-speed automatic trans, $1,200; 18-inch forged aluminum wheels, $545; and rear window defogger, $175. All told, the sticker price was $50,990, including delivery. With that comes a three-year/36,000-mile warranty, five-year/100,000-mile powertrain warranty, five-year/100,000-mile roadside assistance, five-year/100,000-mile courtesy transportation and six-year/100,000-mile corrosion coverage.

Diesel Engine Comparison

Model Engine
HP Torque
2011 Silverado 6.6L Duramax V8 397 hp 765 lb.-ft. torque @ 1,600 rpm
2011 Ford 6.7L Power Stroke V8 390 hp 735 lb.-ft. torque @ 1,600 rpm
2010 Ram 6.7L Cummins I6 350 hp 650 lb.-ft. torque @ 1,500 rpm

Edmonds Review of the 2011 Silverado HD

Current Chevrolet Silverado 2500HD – Edmunds

The Silverado 2500HD is available in regular-, extended- or crew cab designs, with a long or short wheelbase and with rear- or four-wheel drive. The extended and crew-cab body styles are offered in three trim levels: Work Truck, LT and the top-line LTZ. The regular cabin can only be had in Work Truck and LT trims.

Standard on all Chevrolet Silverado 2500HD pickups is a 6.0-liter V8 that makes 360 horsepower and 380 pound-feet of torque, paired to a six-speed automatic transmission. The burly Duramax 6.6-liter turbodiesel V8 that puts out 365 hp and 660 lb-ft of torque is optional. Its standard Allison six-speed automatic is well-suited for towing and hauling large loads.

We placed the last-generation Silverado heavy-duty on top of its Ford and Dodge competitors in a comparison test and have no reason to doubt a similar outcome today. In our experience, the Silverado is now more competent, refined and easier to drive. Although multigenerational brand loyalty may dictate what heavy-duty pickup you take home, sticking with (or switching to) the Silverado 2500HD is a solid decision.

Car and Driver – 2011 Silverado Heavy Duty Reviews

2011 Chevrolet Silverado HD / GMC Sierra HD – First Drive Review

Same skin, new bones. GM completely reworks its workhorses everywhere you can’t see.

June 2010

Decades ago, passenger cars were redesigned or retouched every year or two, and trucks evolved at a glacial pace. Nowadays, trucks—both pickups and SUVs—have picked up their evolutionary pace, and this includes pickups earmarked for heavy-duty use. Case in point: Three years ago, GM introduced its current Chevrolet Silverado and GMC Sierra HDs, and they’re already being massively upgraded for 2011.It’s interesting, then, that they don’t look any different. GM developed a new, fully boxed ladder frame; beefed-up front and rear suspension components; bigger and better brakes; and a new Duramax diesel engine that offers stratospheric torque and better fuel efficiency. But other than a full-width chrome bumper and the relocation of the fake hood louvers, there is little you can see inside or out that broadcasts to the world that there’s anything new about these trucks.

Is That Some Torque in Your Pocket, or…?

The fact that there’s so little to brag about on the outside is curious because, under the hood, GM is winning the old game of “mine’s bigger” against Ford and Dodge. Although we provided a thorough rundown of what’s new on the 2011 Silverado and Sierra HD back in February, what GM didn’t release then were the all-important horsepower and torque ratings for its slightly revised 6.0-liter Vortec gas V-8 and heavily reworked 6.6-liter Duramax diesel V-8. Only after Ford announced the output figures for its Super Duty pickups in March did GM toss out its own figures: 360 hp and 380 lb-ft of torque for the gasoline V-8 and 397 hp and a monstrous 765 lb-ft for the Duramax turbo-diesel, which comes with a bespoke Allison six-speed automatic transmission. (The gas engine’s peak figures are unchanged from 2010, but the torque curve is broader and efficiency is said to be improved.)

The gas figures place the Vortec V-8 behind the 385 hp and 405 lb-ft of the Super Duty’s new 6.2-liter V-8, as well as the 383 hp and 400 lb-ft of the Ram 2500’s 5.7-liter Hemi. But the Duramax vaults way out in front of the 350 hp and 650 lb-ft of torque of the Ram’s 6.7-liter Cummins inline-six turbo-diesel and even the mighty 390 hp and 735 lb-ft for the Super Duty’s Power Stroke turbo-diesel V-8. So although it’s not an across-the-board smackdown, it can be argued that in the HD world, where diesels are the keys to the kingdom, the Duramax wears the crown.

Additionally, the Silverado 3500 is rated to tow up to 21,700 pounds with a fifth-wheel hitch, whereas the Dodge is rated for 17,600 pounds max. The Ford can pull up to 24,400, albeit only in even burlier 1.5-ton F-450 form. The F-350 tops out at 20,300 pounds. Still, there are few purposes for which 10 tons of towing ability (or the Dodge’s eight tons, for that matter) aren’t enough. The Silverado’s 6635 pounds of bed capacity is equally impressive, although we’re not sure what exactly weighs about as much as a Hummer H2 and can fit in the bed of a pickup.

In reality, disparities of 7 hp and 30 lb-ft among trucks weighing nearly four tons are minute. Unladen, the Ram, the Super Duty, and the GM HDs are equally overqualified for the task of basic transportation. Indeed, lighting up the rear tires in the 2011 Silverado or Sierra is absolutely no problem—GM claims a 0-to-60 time of fewer than nine seconds for the Duramax-powered 2500 and a quarter-mile time of fewer than 16 seconds. Accelerator travel is long, a deliberate decision to allow better management of all that torque, and the engine is amazingly quiet and smooth for such a humongous and powerful oil burner.

Stops and Turns, Too

The adjacent pedal controls a significantly updated system. Much was done for 2011 not only to upgrade the brake hardware but also to enhance the pedal feel. As with the steering, the effort makes the truck feel far more comfortable and, dare we say, more carlike. Diesel models now come standard with a button-actuated exhaust brake, which uses the engine’s compression to slow the vehicle. This is done seamlessly and quite effectively. Even with heavy loads in the bed, the HDs we drove thus equipped required little use of the brake pedal even on some of the steep Appalachian grades we descended on our drive. With the cruise control on, it was a set-it-and-forget-it affair.

The roads we drove were generally silky smooth. We encountered only a few rough patches, which we found to be managed heroically well for such a strong and sturdily sprung truck. Credit the independent front suspension—still a GM exclusive in the HD segment—the asymmetrical leaf springs, and the rock-solid, fully boxed chassis. The steering isn’t too light but rather nicely weighted for a big truck. It’s quite precise, too, with a semblance of life on center—something of a rarity in the HD-truck segment.


VEHICLE TYPE: front-engine, rear- or 4-wheel-drive, 2–6-passenger, 2-, 2+2-, or 4-door pickup

BASE PRICE: $28,460

ENGINE TYPES: pushrod 16-valve V-8, iron block and aluminum heads, port fuel injection; turbocharged and intercooled pushrod 32-valve diesel V-8, iron block and aluminum heads, direct fuel injection

Displacement: 364 cu in, 5967 cc (gas)/403 cu in, 6599 cc (diesel)
Power (SAE net): 360 bhp @ 5400 rpm (gas)/397 hp @ 3000 rpm (diesel)
Torque (SAE net): 380 lb-ft @ 4200 rpm (gas)/765 lb-ft @ 1600 rpm (diesel)

TRANSMISSION: 6-speed automatic with manumatic shifting

Wheelbase: 133.6–167.7 in
225.0–259.0 in
Width: 80.0–95.9 in Height: 77.2–78.3 in
Curb weight (mfr’s est): 5800–7900 lb

Zero to 60 mph: 7.8–8.4 sec
Standing ¼-mile: 15.8–16.2 sec

EPA city/highway driving: not available