Rear Disc Conversion Kit

Chevrolet Silverado 2500HD review

Bruce McMahon road tests and reviews the Chevrolet Silverado 2500HD.

Faith based on fear is never complete faith.

So fear not this Chevrolet beast. Have faith that it will go, turn and stop with all the balance and road etiquette needed for a six-metre long, two-metre wide, five-seater ute with huge tub out back.

TECHNOLOGY

A 6.6 litre, turbocharged V8 diesel — with better than 1000Nm of torque plus 296kW of power — is a good start for the 2011 Silverado. A six-speed Allison transmission to help deliver all this is just right. And, once sitting high at the wheel and on down the road a bit, the steering feels right. Initially it seems a touch light at the straight ahead but it's understood this 2.6 tonne ute — what we'd call a full-size, big-boned pick-up — will not be thrown around quite like a Holden Colorado.

There's four-wheel disc brakes with ABS (plus exhaust brake), stability control and switchable four-wheel drive to keep the Silverado safe and sure.

PRICE AND FIT-OUT

It needs to be big and tough for this is a $115,000, four-wheel drive, dual cab machine able to carry three tonne and tow close on ten tonne.

It is an American utility vehicle, converted to right-hand drive by Queensland-based Performax International; a long-established crowd adept at swapping steering wheels on Corvettes, Camaros, Mustangs, Chev and GMC trucks — with others soon on the menu. Customers for big utes range from intrepid travellers to mining executives to equine lovers.

The Silverado here was the 2500HD in LTZ trim, leather and lashings of wood grain panelling, dual control air conditioning, trip computer plus big stereo, Blue Tooth and USB plugs. Of pluses in this huge cabin is the excellent fit and finish of the Queensland-made, right-hand drive dashboard which, of course, retains driver and passenger airbags. On the downside, the dial for the lights could be confused with the nearby dial for four-wheel drive high and low.

DRIVING

The Duramax diesel V8 fires with a low growl. (It can be started with the key fob from up to 50 metres, allowing the engine to warm up and air conditioning to kick in.) Snick the steering column-mounted gear shift into D and move off in a gentle, don't-argue manner.

Down the highway there is faith in this big Chev to sit sweet and secure on its optional 20-inch wheels. It has the ride comfort and power (unladen here) to more than match it with highway traffic, has the bulk to see further on up the road and the road manners, plus ever-smooth transmission, to slot into traffic gaps (often helped here by others allowing respectable amounts of space).

1968 FJ45 rear Disc Brake Conversion Kit (JTO) oberservations needed

First, I would not install discs on the rear unless you are also going to install them on the front. Think tail wagging the dog when you stop with a disc rear and drum front. To answer your questions. Yes, you will need to swap out the brake master and you will need to change out the flares on the rear hard lines to install the later larger flare fittings. I would either sell the JTO kit and keep what you have, or make the investment and source all that parts you will need to make the front disc also. I would personally swap out your single circuit system for a dual for safety reasons alone. People have used spacer / adapters and GM non boosted masters instead of cutting the rib for a booster with good results from what I have read here.

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