GM Introduces Chevy Silverado Steel Driveshaft Accessory
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The Chevy Silverado 1500 has the right stuff to handle a stint off-road, but for those customers that want to take their game to the next level, Chevrolet Performance is now offering this all-new steel driveshaft accessory.
The new Chevy Silverado steel driveshaft accessory is resistant to impact damage from off-road debris, and also provides enhanced clearance over obstacles when tackling rock crawling or extreme off-road events thanks to its compact 3.5-inch diameter. The new steel driveshaft accessory incorporates a steel tube construction and 1350 series U-Joints for added strength, and has a maximum rotational speed of 4,391 rpm. The official Chevrolet Accessories kit includes both the driveshaft and all required fasteners for installation.
The new steel driveshaft accessory is designed to fit current Chevy Silverado 1500 short-wheelbase models, including Double Cab and Crew Cab / Short Bed body configurations, and will work with either the naturally aspirated 5.3L V8 L84 gasoline engine, or the naturally aspirated 6.2L V8 L87 gasoline engine. GM recommends that customers bring their pickup to an authorized dealer for installation.
Pricing for the new steel driveshaft accessory is set at $775, per the Chevrolet Accessories website. The part is covered with a warranty that’s the greater of either the balance of the vehicle’s bumper-to-bumper warranty, or 12 months / 12,000 miles.
As a reminder, the light-duty Chevy Silverado 1500 is offered with four engines total, including the atmospheric 5.3L V8 L84 gasoline engine, rated at 355 horsepower and 383 pound-feet of torque, the atmospheric 6.2L V8 L87 gasoline engine, rated at 420 horsepower and 460 pound-feet of torque, the turbocharged 2.7L I4 L3B gasoline engine, rated at 310 horsepower and 430 pound-feet of torque, and finally, the 3.0L I6 LM2 turbodiesel Duramax, rated at 277 horsepower and 460 pound-feet of torque. The 2023 Chevy Silverado 1500 is offered with the new 3.0L I6 LZ0 diesel engine, rather than the LM2.
Under the body panels is the GM T1 platform, while production takes place at the GM Fort Wayne plant in Indiana, the GM Silao plant in Mexico, and the GM Oshawa plant in Canada.
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With how weak the stock one is this should be stock. At least it’s an oem option for replacing the tinfoil one.
Lol, this isn’t new or high tech, driveshafts we’re always steel for a hundred years until mileage and weight became issues. Going to aluminum allowed for one-piece driveshafts and elimination of carrier bearing assemblies and an extra set of u- joints in some applications. It’s a bit funny that this is being touted as a high-tech innovation.
no
Where do they say high tech?
they don’t, but the word “new” was used several times. A steel driveshaft is not a new idea.
The New 2.7L is rated now at 430 Ft Lbs of torque, not 348.
Thanks for calling that out, Rick. Post has been updated.
It is awesome that GM is making a amazing, new steel driveshaft accessory!
GM 4 life!!!!!!!
Double cabs and short boxes are available now? Good luck trying to get one, I have not noticed many new doubles at all. shorter the better for me.
Lol. What? Drive shafts were always steel, until someone decided to sacrifice quality for weight.
Side note. Seeing how much space is in front of that tiny 24 gallon fuel tank can anyone provide a good…err even acceptable reason why-
It’s not either bigger than 24 gallons or doesn’t have a larger option?
Ford is 26 or 36. Ram is either 26 or 33. GM is just 24. (Crew cabs).
Fire the person who had the authority to approve that decision. Or make them do what they should do, sweep and mop in the cafeteria.
Some folks here need to take in the reality of this.
The Aluminum shafts are there for MPG and nothing more. They themselves are not cheap either.
The reality is most of these trucks will never need a steel shaft. Many will never off road either. The shaft is there for those who really need it and that is a small percentage of owners.
This is an example of how tight things are on MPG. Like the the mid size FWD AWD based SUVs they have added a lock out on the rear drive shaft that will free up the drive line only to pick up a percentage of a MPG. There are a number of things being done just for a percentage of a MPG to add them all up. This drive shaft is another one.
At the new rate of 14 bucks per tenth of an mpg per vehicle, CAFE drives everything. Tesla laughs all the way to the bank when they sell credits.
I’m confused at the dislike of aluminum shafts.
They have long been a popular modification in vehicles with steel shafts for weight savings.
Less rotational mass = more power at the ground.
99% of driveshaft failures are U-joint failures.
Unless I was using my truck as a teeter totter on boulders, I see no benefits.
Those of you who really want a steel drive shaft do know there are places that make drive shafts unless of course you would rather cry about constraints and not really want a steel drive shaft.
At max rotation of under 5000 rpm you can not use a final drive ratio more than one to one so forget overdrive transmission much less revving the engine past 4,500 RPM
Driveshaft RPM = Engine RPM / Transmission Gear Ratio.
I love the input, but please. Be informed.
I stand by my comment that is what an overdrive gear is It turns to drive shaft faster than the engine RPM.
So you think you’ll be in top gear with engine rpm over 2700?
Based on a stock truck, that’s about 130mph.
Considering these trucks are limited to 98, I wouldn’t concern yourself.
I stand by mine. Be informed.