MVI 0532 - KFI AM 640

In contrast to its American counterpart, the 20-series was offered nearly exclusively with 2-wheel drive; a 4x4 version was offered for 1989 and was withdrawn before the end of the model year, following poor reliability of its drivetrain.[7] For 1988, the Veraneio wagon/SUV was redesigned for the first time since its introduction, adopting the 20-series body structure; the four-door was joined by the two-door Chevrolet Bonanza. With the exception of its taillamps and front fascia, the Veraneio adopted an appearance close to the Chevrolet/GMC Suburban; the Bonanza was proportioned similar to the Chevrolet K5 Blazer (though fitted with two-wheel drive and a permanent roof).[8] For 1992, the 20-series underwent a minor exterior revision, again sharing its headlights with the Opala (higher-trim vehicles shared wheels with GMT400 pickup trucks); the interior underwent a redesign, adopting a redesigned instrument panel.[9] For 1996, the model line adopted the fuel-injected 4.1L six from the Chevrolet Omega, ending its use of carbureted engines.[10] For 1997, the 20-series (based on the 1973 "Rounded Line" pickups) was retired, with GM Brazil introducing the Argentine-produced Chevrolet Silverado. In contrast to the previous two generations of Brazilian Chevrolet trucks, the Chevrolet Silverado was no longer a market-exclusive design; the Silverado was identical to the American-market GMT400 pickup. Offered only as a two-door C2500 with a standard-length bed, the Silverado was fitted with locally-sourced powertrains, including a 138 hp 4.1L inline-6 (from the previous C-20/A-20 and the Chevrolet Omega) and a MWM-produced 168 hp 4.2L turbodiesel inline-6.[3] The locally-designed Veraneio and Bonanza were discontinued; in 1998, GM Brazil began production of the Chevrolet Grand Blazer, a renamed Chevrolet Tahoe. For 2000 production, production of the Silverado shifted from Argentina to Brazil.[3][10] Alongside the withdrawal of the Grand Blazer (in favor of the smaller S-10 Blazer), the Silverado adopted a D-20 suffix (from the popularity of its predecessor[10]). During 2001, Chevrolet withdrew the 4.1L gasoline six from the Silverado D-20 (the final vehicle to use the engine). After many years of declining market share in the truck segment, GM Brazil produced the final Silverado D-20 in January 2002.[3] Chevrolet Silverado / GMC Sierra The scandal of punitive damages. Titled: "The Most Dangerous Vehicle On the Road", Wall Street Journal, February 9, 1993, By Walter Olson The first generation of the C/K series is a range of trucks that was manufactured by General Motors from the 1960 to 1966 model years. Marketed by both the Chevrolet and GMC divisions, the C/K trucks replaced the Task Force generation of trucks. The first General Motors pickup trucks developed on a dedicated truck platform (no longer a derivative of the GM A platform), the C/K series included pickup trucks, chassis-cab trucks, and medium/heavy commercial trucks. Breaking from GM tradition, the 1960 truck line was not given a generational name by the company.[4] As part of a new model nomenclature introduced by GMC,[5] C denoted two-wheel drive vehicles and K is used for 4x4 drive layout. Replacing second-party conversions, 4x4 drive was offered as a factory-supplied option for the first time.[6] Alongside pickup trucks, the C/K light truck line served as the basis of the fifth generation of the Chevrolet Suburban/GMC Carryall, which was marketed as either a truck-based wagon (SUV) or a panel van. Produced by multiple sites across the United States and Canada, the model line was also produced in South America. For the 1967 model year, GM introduced a second generation of the C/K, naming it the Action-Line series. The first-generation C/K trucks were produced from the 1960 to 1966 model years. For 1963, the model line underwent a mechanical revision, with a more substantial update to the body for the 1964 model year.[7] The first-generation C/K trucks are built using body-on-frame construction. Diverging from light truck design precedent, the C/K ended its use of straight frame rails, adopting a drop-center design; 1⁄2-ton and 3⁄4-ton trucks used a hybrid of an X-frame and perimeter-frame layout, while 1-ton trucks used a drop-center ladder frame.[8][9] While more complex in design, the drop-center frame was stronger (necessitated by the upgraded suspension);[8] the all-new layout also accommodated many upgrades, including mounting the cab seven inches lower; coinciding with easier entry, the redesign allowed for a lower center of gravity and improved stability.[7][8][9] Pickup trucks were offered in three wheelbases: 115 in (2,921 mm) for 1⁄2-ton trucks with 6.5 ft (2.0 m) beds, 127 in (3,226 mm) for 1⁄2- and 3⁄4-ton trucks with 8 ft (2.4 m) beds, and 133 in (3,378 mm) for 1-ton trucks with 9 ft (2.7 m) beds.[10] Huh is this?!