with a switch heads up improvements to the Chevrolet and GMC C/K pickups

this year.

Thanks to the tough-guy look of the new Dodge Ram pickup and the rounded

mod-squad shape of the even-newer Ford F-Series pickup, the Chevrolet and

GMC C/K full-size pickups are suddenly looking like the old kids on the

block. Yet, in truck years, the General Motors full-size pickups aren't

really that old. The design was first introduced in 1988 as a completely

new offering inside and out, and even today it looks clean, crisp and contemporary.

Stylistically, it offers truck buyers an alternative to the newer Dodge

and Ford models, an alternative that is traditional without necessarily

being out of fashion. And in a market segment where product cycles are

often measured in decades, eight years tallies up as just getting started.

In 1992, the line was rounded out with the addition of a Crew Cab model

and a 6.5-liter turbodiesel V8. In 1995, the interior was redone, including

the addition of a driver's airbag.

GM's recent introduction of the Vortec engines added a lot more power

under the hood. In horsepower, the 4.3-liter V6 has more than the previous

5.0-liter V8, the 5.0-liter V8 has more than the previous 5.7, and the

5.7 has more than the previous 7.4. The 7.4 is also way up. Across the

board, torque figures are up about 10 to 20 lb.-ft.

This year, GM has improved the power steering and revised the transmissions

for improved operation.

to sit squarely and comfortably in the great middle ground.

As with all full-size pickups, the C/K is available in more combinations

and configurations than most of us can count. There are three cab selections,

regular, extended and the four-door Crew Cab. There are two body styles,

the traditional, straight-sided version and the Sportside, which offers

a narrower cargo bed and fender flares. There are four wheelbases, from

117.5 in. to 168.5 in. and choices of single or dual rear wheels.

There are three of what we can call duty ranges, the lighter duty 1500,

the harder-working 2500, and the heavy-duty 3500. You can take your pick

of the four gasoline engines previously mentioned, or one of two 6.5-liter

turbo-diesels--normal and a heavy duty version matched with a five-speed

manual or four-speed automatic transmission.

All C/K pickups are fitted with four-wheel antilock brakes, a big plus

in the safety department. The optional four-wheel-drive is a shift-on-the-fly

type that allows for easy changes between 2WD and 4WD high-range. Like

all truck systems, it's designed for occasional use rather than full-time,

and engaging low-range 4WD, for really tough going, requires stopping the

vehicle.

The Chevy we sampled was about in the middle of all this, a Silverado

1500 with extended cab, 2WD, 5.7-liter Vortec V8 and a five-speed manual

transmission. It had a gross vehicle weight rating of 6800 lbs. and a maximum

trailer-towing capacity of 7500 lbs.

This certainly isn't the biggest truck you can find, but only a few

owners would likely think it not big enough. For the record, everything

said about the Chevy pickups also applies to the equivalent GMC versions.

Aside from their grillework, the two lines are identical.

The 5.7-liter Vortec V8 makes 250 hp at 4600 rpm and 335 lb.-ft. of

torque at 2800 rpm. That's impressive power given the EPA rating of 14

mpg city/18 highway.

The 5.7-liter V8 gets the job done. It pulls willingly to its 5500 rpm

redline and makes power all the way. More remarkably, our truck, equipped

with the manual transmission, could be lugged down to 1000 rpm in fifth

gear, even on a slight upgrade, and from there would take full throttle

with no bucking or stumbling. If this engine is running, it's making useable

torque, which is what truck engines are all about.

Most buyers will probably choose the automatic transmission, but those

who prefer shifting for themselves will be pleased to know this one shifts

smoothly and easily. And all that torque means you don't have to shift

very much, if that's your preference.

surfaces and square corners, replaced by flowing curves and a significant

increase in function.

The new instruments and controls are well located and easy to see, reach

and operate--not to mention far more attractive. Multi-direction face-level

vents for the heating, ventilation and air conditioning are spread across

the dash. A nifty cupholder pops out of the instrument panel and holds

two drink containers without blocking any control functions. In front of

the passenger seat, the instrument panel includes a recessed top with two

more recesses for drinks, but we found them useful only when the vehicle

was not moving. There are storage spots all around, and three power outlets

for running a radar detector, phone, fax or other accessories.

In the back of the extended cab there's a bench seat with room for three,

but it's really best suited for shorter trips. The seatback is pretty upright

and the bench itself is short.

On the plus side there's lots of versatility. The rear seat easily flips

up and out of the way revealing, on one side, a covered compartment for

tire-changing tools and, on the other, a conveniently flat floor surface

for stowing luggage, a tool box or ice chest. Not all extended cab pickups

have flat floors in the rear, so this is worth taking a look at.

The C/K pickups are also available with an optional third door on the

passenger's side that allows easier access to the rear for piling in people

or cargo.

to ride or drive like a car. Unloaded, the ride is mixed. In most places

it's acceptable, but on concrete freeways with a periodic irregularity

it can become pretty tiresome as it hops in frequency with the pavement.

But that can be said for just about any pickup truck, especially unloaded.

Loaded, however, the ride is better, and even the 1500-series model will

take more than a ton of bricks in its bed.

On balance, the ride is good, particularly for the long haul. The front

seats are comfy and there's plenty of room, and roomy comfort is one of

the big reasons people buy full-size pickup trucks.

There's good steering feel, directional stability is relentless, and

the Chevy goes where it's pointed and stays headed there. The long wheelbase

of the extended cab detracts from nimbleness, and maneuvering in tight

quarters might require some planning. But it's extremely stable on the

highway.

an area where GM's full-size trucks hold a distinct edge over the new Ford

F-Series.

For a long time, truck buyers planning to haul big loads were almost

forced to reckon with the expense--both initially and in fuel consumption--of

a big-block. That's no more. The 5.7-liter Vortec V8 offers a very real

alternative, with plenty of power for all but the most outrageously heavy

work, yet it delivers decent fuel economy for daily driving.

In case you'll be dealing with only medium loads, the 5.0-liter Vortec

V8 offers performance comparable to or better than the 5.7-liter engine

sold two years ago. If your needs dictate you go the other way, the 7.4-liter

V8 churns out 290 hp and 410 lb.-ft. of torque.

For diesel fans, the 6.5-liter turbodiesel offers 190 hp and 385 lb.-ft.

of torque and is smoother and quieter than the Cummins turbodiesel offered

in the Dodge Ram.

While the competition has gone off on stylistic frontier busting, the

Chevy and GMC pickups have retained the high middle ground. They still

look clean and modern and are a proven commodity with hundreds of thousands

of satisfied owners.