Tag: Chevrolet

A modern van-based Volkswagen Crafterambulance in the Czech Republic

An ambulance is a vehicle for transportation, from or between places of treatment, and in some instances will also provide out of hospital medical care to the patient. The word is often associated with road going emergency ambulances which form part of an emergency medical service, administering emergency care to those with acute medical problems.

The term ambulance does, however, extend to a wider range of vehicles other than those with flashing warning lights and sirens. The term also includes a large number of non-urgent ambulances which are for transport of patients without an urgent acute condition (see below: Functional types) and a wide range of urgent and non-urgent vehicles including trucks, vans, bicycles, motorbikes, station wagons, buses, helicopters, fixed-wing aircraft, boats, and even hospital ships (see below: Vehicle types).

The term ambulance comes from the Latin word “ambulare” as meaning “to walk or move about” which is a reference to early medical care where patients were moved by lifting or wheeling. The word originally meant a moving hospital, which follows an army in its movements. Ambulances (Ambulancias in Spanish) were first used for emergency transport in 1487 by the Spanish forces during the siege of Málaga by the Catholic Monarchs against the Emirate of Granada. During the American Civil War vehicles for conveying the wounded off the field of battle were called ambulance wagons. Field hospitals were still called ambulances during the Franco-Prussian War of 1870 and in the Serbo-Turkish war of 1876 even though the wagons were first referred to as ambulances about 1854 during the Crimean War.

There are other types of ambulance, with the most common being the patient transport ambulance (sometimes called an ambulette). These vehicles are not usually (although there are exceptions) equipped with life-support equipment, and are usually crewed by staff with fewer qualifications than the crew of emergency ambulances. Their purpose is simply to transport patients to, from or between places of treatment. In most countries, these are not equipped with flashing lights or sirens. In some jurisdictions there is a modified form of the ambulance used, that only carries one member of ambulance crew to the scene to provide care, but is not used to transport the patient. Such vehicles are called fly-cars. In these cases a patient who requires transportation to hospital will require a patient-carrying ambulance to attend in addition to the first responder.

History

Early car-based ambulances, like this 1948 Cadillac Meteor, were sometimes also used as hearses.

U.S. ambulance in 1949

The history of the ambulance begins in ancient times, with the use of carts to transport incurable patients by force. Ambulances were first used for emergency transport in 1487 by the Spanish, and civilian variants were put into operation during the 1830s. Advances in technology throughout the 19th and 20th centuries led to the modern self-powered ambulances.

Functional types

Ambulances can be grouped into types depending on whether or not they transport patients, and under what conditions. In some cases, ambulances may fulfil more than one function (such as combining emergency ambulance care with patient transport

Emergency ambulance – The most common type of ambulance, which provide care to patients with an acute illness or injury. These can be road-going vans, boats, helicopters, fixed-wing aircraft (known as air ambulances) or even converted vehicles such as golf carts.

Patient transport ambulance – A vehicle, which has the job of transporting patients to, from or between places of medical treatment, such as hospital or dialysiscenter, for non-urgent care. These can be vans, buses or other vehicles.

Response unit – Also known as a fly-car or a [Quick Response Vehicle], which is a vehicle which is used to reach an acutely ill patient quickly, and provide on scene care, but lacks the capacity to transport the patient from the scene. Response units may be backed up by an emergency ambulance which can transport the patient, or may deal with the problem on scene, with no requirement for a transport ambulance. These can be a wide variety of vehicles, from standard cars, to modified vans, motorcycles, pedal cycles, quad bikes or horses. These units can function as a vehicle for officers or supervisors (similar to a fire chief’s vehicle, but for ambulance services). Fire & Rescue services in North America often staff EMTs or Paramedics to their apparatuses to provide medical care without the need to wait for an ambulance.

Charity ambulance – A special type of patient transport ambulance is provided by a charity for the purpose of taking sick children or adults on trips or vacations away from hospitals, hospices or care homes where they are in long term care. Examples include the United Kingdom’s ‘Jumbulance’ project. These are usually based on a bus.

Bariatric ambulance – A special type of patient transport ambulance designed for extremely obese patients equipped with the appropriate tools to move and manage these patients.

Vehicle types

In the US, there are four types of ambulances. There are Type I, Type II, Type III and Type IV. Type I is based upon a heavy truck chassis and is used primarily for Advanced Life Support and rescue work. Type II is a van based ambulance with little modifications except for a raised roof. Its use is for basic life support and transfer of patients. The Type III is a van chassis but with a custom made rear compartment and has the same use as Type I ambulances. Type IV’s are nomenclature for smaller ad hoc patient transfer using smaller utility vehicles where passenger vehicles and trucks would have difficulty in traversing, such as large industrial complexes, commercial venues, and special events with large crowds. These do not, generally, fall under Federal Regulations.

Ambulances can be based on many types of vehicle, although emergency and disaster conditions may lead to other vehicles serving as makeshift ambulances:

A Modern American Ambulance built on the Chassis of a Ford F-450 truck

Van or pickup truck – A typical ambulance is based on either the chassis of a van (vanbulance) or pickup truck. This chassis is then modified to the designs and specifications of the purchaser.

Car/SUV – Used either as a fly-car for rapid response or for patients who can sit, these are standard car models adapted to the requirements of the service using them. Some cars are capable of taking a stretcher with a recumbent patient, but this often requires the removal of the front passenger seat, or the use of a particularly long car. This was often the case with early ambulances, which were converted (or even serving) hearses, as these were some of the few vehicles able to accept a human body in a supine position.

Motorcycle – In developed areas, these are used for rapid response in an emergency as they can travel through heavy traffic much faster than a car or van. Trailers or sidecars can make these patient transporting units. See also motorcycle ambulance.

Mercedes-Benz Sprinter ambulance of the HSE National ambulance service in Ireland. This type of ambulance is typically used in England, Wales, Ireland and Northern Ireland.

Bicycle – Used for response, but usually in pedestrian-only areas where large vehicles find access difficult. Like the motorcycle ambulance, a bicycle may be connected to a trailer for patient transport, most often in the developing world. See also cycle responder.

All-terrain vehicle (ATV) – for example quad bikes; these are used for response off-road, especially at events. ATVs can be modified to carry a stretcher, and are used for tasks such as mountain rescue in inaccessible areas.

Golf cart or Neighborhood Electric Vehicle – Used for rapid response at events or on campuses. These function similarly to ATVs, with less rough terrain capability, but with less noise.

Helicopter – Usually used for emergency care, either in places inaccessible by road, or in areas where speed is of the essence, as they are able to travel significantly faster than a road ambulance. Helicopter and fixed-wing ambulances are discussed in greater detail at air ambulance.

Fixed-wing aircraft – These can be used for either acute emergency care in remote areas (such as in Australia, with the ‘Flying Doctors‘), for patient transport over long distances (e.g. a re-patriation following an illness or injury in a foreign country), or transportation between distant hospitals. Helicopter and fixed-wing ambulances are discussed in greater detail at air ambulance.

Boat – Boats can be used to serve as ambulances, especially in island areas or in areas with a large number of canals, such as the Venetian water ambulances. Some lifeboats or lifeguard vessels may fit the description of an ambulance as they are used to transport a casualty.

Ship – Ships can be used as hospital ships, mostly operated by national military services, although some ships are operated by charities. They can meet the definition of ambulances as they provide transport to the sick and wounded (along with treatment). They are often sent to disaster or war zones to provide care for the casualties of these events.

Bus – In some cases, buses can be used for multiple casualty transport, either for the purposes of taking patients on journeys, in the context of major incidents, or to deal with specific problems such as drunken patients in town centres.Ambulance busses are discussed at greater length in their own article.

Trailer – In some instances a trailer, which can be towed behind a self-propelled vehicle can be used. This permits flexibility in areas with minimal access to vehicles, such as on small islands.

Horse and cart – Especially in developing world areas, more traditional methods of transport include transport such as horse and cart, used in much the same way as motorcycle or bicycle stretcher units to transport to a local clinic.

Hospital train – Early hospital trains functioned to carry large numbers of wounded soldiers. Similar to other ambulance types, as Western medicine developed, hospital trains gained the ability to provide treatment. In some rural locations, hospital trains now function as mobile hospitals, traveling by rail from one location to the next, then parking on a siding to provide hospital services to the local population. Hospital trains also find use in disaster response

Fire Engine – Fire services (especially in North America) often train Firefighters in emergency medicine and most apparatuses carry at least basic medical supplies. By design, apparatuses cannot transport patients.

Vehicle type gallery

Volvo V70 Fly-car in Sweden
A paramedic’s scooter in Israel

In large, congested cities, paramedics may travel by bicycle, such as this one of the London Ambulance Service
An air ambulance in Austria

An air ambulance in Turkey

A water ambulance in the Scilly Isles

A Russian hospital train

Design and construction

Ambulance design must take into account local conditions and infrastructure. Maintained roads are necessary for road going ambulances to arrive on scene and then transport the patient to a hospital, though in rugged areas four-wheel drive or all-terrain vehicles can be used. Fuel must be available and service facilities are necessary to maintain the vehicle.

Car-based ambulance in Sweden

Truck-based ambulance in Columbus, Ohio using a pre-built box system

Methods of summoning (e.g. telephone) and dispatching ambulances usually rely on electronic equipment, which itself often relies on an intact power grid. Similarly, modern ambulances are equipped with two-way radios or cellular telephones to enable them to contact hospitals, either to notify the appropriate hospital of the ambulance’s pending arrival, or, in cases where physicians do not form part of the ambulance’s crew, to confer with a physician for medical oversight.

Ambulances often have two manufacturers. The first is frequently a manufacturer of light trucks or full-size vans (or previously, cars) such as Mercedes-Benz, Nissan, Toyota, or Ford. The second manufacturer (known as second stage manufacturer) purchases the vehicle (which is sometimes purchased incomplete, having no body or interior behind the driver’s seat) and turns it into an ambulance by adding bodywork, emergency vehicle equipment, and interior fittings. This is done by one of two methods – either coachbuilding, where the modifications are started from scratch and built on to the vehicle, or using a modular system, where a pre-built ‘box’ is put on to the empty chassis of the ambulance, and then finished off.

Modern ambulances are typically powered by internal combustion engines, which can be powered by any conventional fuel, including diesel, gasoline or liquefied petroleum gas, depending on the preference of the operator and the availability of different options. Colder regions often use gasoline-powered engines, as diesels can be difficult to start when they are cold. Warmer regions may favor diesel engines, as they are thought to be more efficient and more durable. Diesel power is sometimes chosen due to safety concerns, after a series of fires involving gasoline-powered ambulances during the 1980s. These fires were ultimately attributed in part to gasoline’s higher volatility in comparison to diesel fuel. The type of engine may be determined by the manufacturer: in the past two decades, Ford would only sell vehicles for ambulance conversion if they are diesel-powered. Beginning in 2010, Ford will sell its ambulance chassis with a gasoline engine in order to meet emissions requirements.

Standards

Many regions have prescribed standards which ambulances should, or must, meet in order to be used for their role. These standards may have different levels which reflect the type of patient which the ambulance is expected to transport (for instance specifying a different standard for routine patient transport than high dependency), or may base standards on the size of vehicle.

For instance, in Europe, the European Committee for Standardization publishes the standard CEN 1789, which specifies minimum compliance levels across the build of ambulance, including crash resistance, equipment levels, and exterior marking. In the United States, standards for ambulance design have existed since 1976, where the standard is published by the General Services Administration and known as KKK-1822-A. This standard has been revised several times, and is currently in version ‘F’ change #10, known as KKK-A-1822F, although not all states have adopted this version. The National Fire Protection Association has also published a design standard, NFPA 1917, which some administrations are considering switching to if KKK-A-1822F is withdrawn. The Commission on Accreditation of Ambulance Services (CAAS) has published its Ground Vehicle Standard for Ambulances effective July 2016. This standard is similar to the KKK-A-1822F and NFPA 1917-2016 specifications.

The move towards standardisation is now reaching countries without a history of prescriptive codes, such as India, which approved its first national standard for ambulance construction in 2013.

Safety

A video on ambulance crash testing

Ambulances, like other emergency vehicles, are required to operate in all weather conditions, including those during which civilian drivers often elect to stay off the road. Also, the ambulance crew’s responsibilities to their patient often preclude their use of safety devices such as seat belts. Research has shown that ambulances are more likely to be involved in motor vehicle collisions resulting in injury or death than either fire trucks or police cars. Unrestrained occupants, particularly those riding in the patient-care compartment, are particularly vulnerable. When compared to civilian vehicles of similar size, one study found that on a per-accident basis, ambulance collisions tend to involve more people, and result in more injuries. An 11-year retrospective study concluded in 2001 found that although most fatal ambulance crashes occurred during emergency runs, they typically occurred on improved, straight, dry roads, during clear weather. Furthermore, paramedics are also at risk in ambulances while helping patients, as 27 paramedics died during ambulance trips in the US between 1991 and 2006.

Equipment

Interior of a mobile intensive care unit (MICU) ambulance from Graz, Austria

Four stages of deployment on an inboard ambulance tail lift

In addition to the equipment directly used for the treatment of patients, ambulances may be fitted with a range of additional equipment which is used in order to facilitate patient care. This could include:

Two-way radio – One of the most important pieces of equipment in modern emergency medical services as it allows for the issuing of jobs to the ambulance, and can allow the crew to pass information back to control or to the hospital (for example a priority ASHICE message to alert the hospital of the impending arrival of a critical patient.) More recently many services worldwide have moved from traditional analog UHF/VHF sets, which can be monitored externally, to more secure digital systems, such as those working on a GSM system, such as TETRA.

Mobile data terminal – Some ambulances are fitted with Mobile data terminals (or MDTs), which are connected wirelessly to a central computer, usually at the control center. These terminals can function instead of or alongside the two-way radio and can be used to pass details of jobs to the crew, and can log the time the crew was mobile to a patient, arrived, and left scene, or fulfill any other computer based function.

Evidence gathering CCTV – Some ambulances are now being fitted with video cameras used to record activity either inside or outside the vehicle. They may also be fitted with sound recording facilities. This can be used as a form of protection from violence against ambulance crews, or in some cases (dependent on local laws) to prove or disprove cases where a member of crew stands accused of malpractice.

Tail lift or ramp – Ambulances can be fitted with a tail lift or ramp in order to facilitate loading a patient without having to undertake any lifting. This is especially important where the patient is obese or specialty care transports that require large, bulky equipment such as a neonatal incubator or hospital beds. There may also be equipment linked to this such as winches which are designed to pull heavy patients into the vehicle.

Trauma lighting – In addition to normal working lighting, ambulances can be fitted with special lighting (often blue or red) which is used when the patient becomes photosensitive.

Air conditioning – Ambulances are often fitted with a separate air conditioning system to serve the working area from that which serves the cab. This helps to maintain an appropriate temperature for any patients being treated, but may also feature additional features such as filtering against airborne pathogens.

Data Recorders – These are often placed in ambulances to record such information as speed, braking power and time, activation of active emergency warnings such as lights and sirens, as well as seat belt usage. These are often used in coordination with GPS units.

Intermediate technology

In parts of the world which lack a high level of infrastructure, ambulances are designed to meet local conditions, being built using intermediate technology. Ambulances can also be trailers, which are pulled by bicycles, motorcycles, tractors, or animals. Animal-powered ambulances can be particularly useful in regions that are subject to flooding. Motorcycles fitted with sidecars (or motorcycle ambulances) are also used, though they are subject to some of the same limitations as more traditional over-the-road ambulances. The level of care provided by these ambulances varies between merely providing transport to a medical clinic to providing on-scene and continuing care during transport.

The design of intermediate technology ambulances must take into account not only the operation and maintenance of the ambulance, but its construction as well. The robustness of the design becomes more important, as does the nature of the skills required to properly operate the vehicle. Cost-effectiveness can be a high priority.

Appearance and markings

An ambulance on an oncoming lane in Moscow

Emergency ambulances are highly likely to be involved in hazardous situations, including incidents such as a road traffic collision, as these emergencies create people who are likely to be in need of treatment. They are required to gain access to patients as quickly as possible, and in many countries, are given dispensation from obeying certain traffic laws. For instance, they may be able to treat a red traffic light or stop sign as a yield sign (‘give way’), or be permitted to break the speed limit. Generally, the priority of the response to the call will be assigned by the dispatcher, but the priority of the return will be decided by the ambulance crew based on the severity of the patient’s illness or injury. Patients in significant danger to life and limb (as determined by triage) require urgent treatment by advanced medical personnel, and because of this need, emergency ambulances are often fitted with passive and active visual and/or audible warnings to alert road users.

Passive visual warnings

A North West Ambulance Serviceambulance displays reversed wording and the Star of Life, with flashing blue grille lights and wig-waggingheadlamps

The passive visual warnings are usually part of the design of the vehicle, and involve the use of high contrast patterns. Older ambulances (and those in developing countries) are more likely to have their pattern painted on, whereas modern ambulances generally carry retro-reflective designs, which reflects light from car headlights or torches. Popular patterns include ‘checker board’ (alternate coloured squares, sometimes called ‘Battenburg‘, named after a type of cake), chevrons (arrowheads – often pointed towards the front of the vehicle if on the side, or pointing vertically upwards on the rear) or stripes along the side (these were the first type of retro-reflective device introduced, as the original reflective material, invented by 3M, only came in tape form). In addition to retro-reflective markings, some services now have the vehicles painted in a bright (sometimes fluorescent) yellow or orange for maximum visual impact, though classic white or red are also common. Fire Department-operated Ambulances are often painted similarly to their apparatuses for ease of identification and the fact that bright red is a very striking color appropriate for this type of vehicle.

Another passive marking form is the word ambulance (or local language variant) spelled out in reverse on the front of the vehicle. This enables drivers of other vehicles to more easily identify an approaching ambulance in their rear view mirrors. Ambulances may display the name of their owner or operator, and an emergency telephone number for the ambulance service.

Ambulances may also carry an emblem (either as part of the passive warning markings or not), such as a Red Cross, Red Crescent or Red Crystal (collective known as the Protective Symbols). These are symbols laid down by the Geneva Convention, and all countries signatory to it agree to restrict their use to either (1) Military Ambulances or (2) the national Red Cross or Red Crescent society. Use by any other person, organization or agency is in breach of international law. The protective symbols are designed to indicate to all people (especially combatants in the case of war) that the vehicle is neutral and is not to be fired upon, hence giving protection to the medics and their casualties, although this has not always been adhered to. In Israel, Magen David Adom, the Red Cross member organization use a red Star of David, but this does not have recognition beyond Israeli borders, where they must use the Red Crystal.

The Star of Life represents emergency medical services.

The Star of Life is widely used, and was originally designed and governed by the U.S. National Highway Traffic Safety Administration, because the Red Cross symbol is legally protected by both National and international law. It indicates that the vehicle’s operators can render their given level of care represented on the six pointed star.

Ambulance services that have historical origins such as the Order of St John, the Order of Malta Ambulance Corps and Malteser International often use the Maltese cross to identify their ambulances. This is especially important in countries such as Australia, where St. John Ambulance operate one state and one territory ambulance service, and all of Australia’s other ambulance services use variations on a red Maltese cross.

Fire service operated ambulances may display the Cross of St. Florian (often incorrectly called a Maltese cross) as this cross is frequently used as a fire department logo (St. Florian being the patron saint of firefighters).

Active visual warnings

An ambulance in Denmark with roof-integrated LED lights, plus side-view mirror, grill and front fend-off lights, and fog lamps wig-wags

The active visual warnings are usually in the form of flashing lights. These flash in order to attract the attention of other road users as the ambulance approaches, or to provide warning to motorists approaching a stopped ambulance in a dangerous position on the road. Common colours for ambulance warning beacons are blue, red, amber, and white (clear). However the colours may vary by country and sometimes by operator.

There are several technologies in use to achieve the flashing effect. These include flashing a light bulb or LED, flashing or rotating halogen, and strobe lights, which are usually brighter than incandescent lights. Each of these can be programmed to flash singly or in groups, and can be programmed to flash in patterns (such as a left -> right pattern for use when the ambulance is parked on the left hand side of the road, indicating to other road users that they should move to the right (away from the ambulance)). Incandescent and LED lights may also be programmed to burn steadily, without flashing, which is required in some provinces.

Emergency lights may simply be mounted directly on the body, or may be housed in special fittings, such as in a lightbar or in special flush-mount designs (as seen on the Danish ambulance to the right), or may be hidden in a host light (such as a headlamp) by drilling a hole in the host light’s reflector and inserting the emergency light. These hidden lights may not be apparent until they are activated. Additionally, some of the standard lights fitted to an ambulance (e.g. headlamps, tail lamps) may be programmed to flash. Flashing headlights (typically the high beams, flashed alternately) are known as a wig-wag.

In order to increase safety, it is best practice to have 360° coverage with the active warnings, improving the chance of the vehicle being seen from all sides. In some countries, such as the United States, this may be mandatory. The roof, front grille, sides of the body, and front fenders are common places to mount emergency lights. A certain balance must be made when deciding on the number and location of lights: too few and the ambulance may not be noticed easily, too many and it becomes a massive distraction for other road users more than it is already, increasing the risk of local accidents.

Audible warnings

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A Whelen(R) siren with wail, yelpand phaser tones is a common sound in many cities

In addition to visual warnings, ambulances can be fitted with audible warnings, sometimes known as sirens, which can alert people and vehicles to the presence of an ambulance before they can be seen. The first audible warnings were mechanical bells, mounted to either the front or roof of the ambulance. Most modern ambulances are now fitted with electronic sirens, producing a range of different noises which ambulance operators can use to attract more attention to themselves, particularly when proceeding through an intersection or in heavy traffic.

The speakers for modern sirens can be integral to the lightbar, or they may be hidden in or flush to the grill to reduce noise inside the ambulance that may interfere with patient care and radio communications. Ambulances can additionally be fitted with airhorn audible warnings to augment the effectiveness of the siren system, or may be fitted with extremely loud two-tone airhorns as their primary siren.

A recent development is the use of the RDS system of car radios. The ambulance is fitted with a short range FM transmitter, set to RDS code 31, which interrupts the radio of all cars within range, in the manner of a traffic broadcast, but in such a way that the user of the receiving radio is unable to opt out of the message (as with traffic broadcasts). This feature is built into every RDS radio for use in national emergency broadcast systems, but short range units on emergency vehicles can prove an effective means of alerting traffic to their presence. It is, however, unlikely that this system could replace audible warnings, as it is unable to alert pedestrians, those not using a compatible radio or even have it turned off.

Service providers

An ambulance from St John Ambulance WA in Perth

A volunteer ambulance crew in Modena, Italy

A city fire service ambulance from the Tokyo Fire Department.

Non-acute patient transport ambulance from New Zealand.

Some countries closely regulate the industry (and may require anyone working on an ambulance to be qualified to a set level), whereas others allow quite wide differences between types of operator.

Government Ambulance Service – Operating separately from (although alongside) the fire and police service of the area, these ambulances are funded by local or national government. In some countries, these only tend to be found in big cities, whereas in countries such as the United Kingdom almost all emergency ambulances are part of a nationwide system under the National Health Service. In Canada ambulance services are normally operated by local municipalities or provincial health agencies as a separate entity from fire or police services.

Fire or Police Linked Service – In countries such as the United States, Japan, Hong Kong and France ambulances can be operated by the local fire or police service, more commonly the fire service due to overlapping calls. This is particularly common in rural areas, where maintaining a separate service is not necessarily cost effective, or by service preference such as in Los Angeles where the Los Angeles Fire Department prefers to handle all parts of emergency medicine in-house. In some cases this can lead to an illness or injury being attended by a vehicle other than an ambulance, such as a fire truck, and firefighters must maintain higher standards of medical capability.

Volunteer Ambulance Service – Charities or non-profit companies operate ambulances, both in an emergency and patient transport function. This may be along similar lines to volunteer fire companies, providing the main service for an area, and either community or privately owned. They may be linked to a voluntary fire department, with volunteers providing both services. There are charities who focus on providing ambulances for the community, or for cover at private events (sports etc.). The Red Cross provides this service across the world on a volunteer basis. (and in others as a Private Ambulance Service), as do other organisations such as St John Ambulance and the Order of Malta Ambulance Corps. These volunteer ambulances may be seen providing support to the full-time ambulance crews during times of emergency. In some cases the volunteer charity may employ paid members of staff alongside volunteers to operate a full-time ambulance service, such in some parts of Australia and in Ireland and New Zealand.

Private Ambulance Service – Normal commercial companies with paid employees, but often on contract to the local or national government. Private companies may provide only the patient transport elements of ambulance care (i.e. nonurgent or ambulatory transport), but in some places, they are contracted to provide emergency care, or to form a ‘second tier’ response. In many areas private services cover all emergency transport functions and government agencies do not provide this service. Companies such as Falck, Acadian Ambulance, and American Medical Response are some of the larger companies that provide such services. These organisations may also provide services known as ‘Stand-by’ cover at industrial sites or at special events. From April 2011 all private ambulance services in the UK must be Care Quality Commission (CQC) registered. Private services in Canada operate non-emergency patient transfers or for private functions only.

Combined Emergency Service – these are full service emergency service agencies, which may be found in places such as airports or large colleges and universities. Their key feature is that all personnel are trained not only in ambulance (EMT) care, but as a firefighter and a peace officer (police function). They may be found in smaller towns and cities, where size or budget does not warrant separate services. This multi-functionality allows to make the most of limited resource or budget, but having a single team respond to any emergency.

Hospital Based Service – Hospitals may provide their own ambulance service as a service to the community, or where ambulance care is unreliable or chargeable. Their use would be dependent on using the services of the providing hospital.

Charity Ambulance – This special type of ambulance is provided by a charity for the purpose of taking sick children or adults on trips or vacations away from hospitals, hospices or care homes where they are in long term care. Examples include the UK’s ‘Jumbulance’ project.

Company Ambulance – Many large factories and other industrial centres, such as chemical plants, oil refineries, breweries and distilleries, have ambulance services provided by employers as a means of protecting their interests and the welfare of their staff. These are often used as first response vehicles in the event of a fire or explosion.

Costs

The cost of an ambulance ride may be paid for from several sources, and this will depend on the type of service being provided, by whom, and possibly who to.

Government funded service – The full or the majority of the cost of transport by ambulance is borne by the local, regional, or national government (through their normal taxation).

Privately funded service – Transport by ambulance is paid for by the patient themselves, or through their insurance company. This may be at the point of care (i.e. payment or guarantee must be made before treatment or transport), although this may be an issue with critically injured patients, unable to provide such details, or via a system of billing later on.

Charity funded service – Transport by ambulance may be provided free of charge to patients by a charity, although donations may be sought for services received.

Hospital funded service – Hospitals may provide the ambulance transport free of charge, on the condition that patients use the hospital’s services (which they may have to pay for).

Crewing

Various ambulance crews help to load a patient into an air ambulance in Pretoria

There are differing levels of qualification that the ambulance crew may hold, from holding no formal qualification to having a fully qualified doctor on board. Most ambulance services require at least two crew members to be on every ambulance (one to drive, and one to attend the patient), although response cars may have a sole crew member, possibly backed up by another double-crewed ambulance. It may be the case that only the attendant need be qualified, and the driver might have no medical training. In some locations, an advanced life support ambulance may be crewed by one paramedic and one EMT-Basic.

Common ambulance crew qualifications are:

First responder – A person who arrives first at the scene of an incident, and whose job is to provide early critical care such as cardiopulmonary resuscitation(CPR) or using an automated external defibrillator (AED). First responders may be dispatched by the ambulance service, may be passers-by, or may be dispatched to the scene from other agencies, such as the police or fire departments.
Ambulance Driver – Some services employ staff with no medical qualification (or just a first aid certificate) whose job is to simply drive the patients from place to place. In some emergency ambulance contexts this term is a pejorative toward qualified providers implying that they perform no function but driving, although it may be acceptable for patient transport or community operations. In some areas, these drivers would survey and study the local network of routes for better performance of service, as some road routes may be blocked, and the driver must know another route to the patient or to the hospital. The driver would gather the local weather and traffic status reports before and in-between emergencies. They may also have training in using the radio and knowing where medical supplies are stored in the ambulance.
Ambulance Care Assistant – Have varying levels of training across the world, but these staff are usually only required to perform patient transport duties (which can include stretcher or wheelchaircases), rather than acute care. Dependent on provider, they may be trained in first aid or extended skills such as use of an AED, oxygen therapy and other lifesaving or palliative skills. They may provide emergency cover when other units are not available, or when accompanied by a fully qualified technician or paramedic.
Emergency Care Assistant/Emergency Care Support Workers – Also known as ECA/ECSW are members of a frontline ambulance that drive the vehicles under both emergency and non-emergency conditions to incidents. Their role is to assist the clinician that they are working with, either a Technician or Paramedic, in their duties, whether that be drawing up drugs, setting up fluids (but not attaching), doing basic observations or performing 12 lead ECG assessments.
Emergency medical technician – Also known as Ambulance Technician. Technicians are usually able to perform a wide range of emergency care skills, such as defibrillation, spinal immobilization, bleeding control, splinting of suspected fractures, assisting the patient with certain medications, and oxygen therapy. Some countries split this term into levels (such as in the US, where there is EMT-Basic and EMT-Intermediate).
Registered nurse (RN) – Nurses can be involved in ambulance work dependent on the jurisdiction, and as with doctors, this is mostly as air-medical rescuers often in conjunction with a technician or paramedic. They may bring different skills to the care of the patient, especially those who may be critically ill or injured in locations that do not enjoy close proximity to a high level of definitive care such as trauma, cardiac, or stroke centers.
Paramedic – This is a high level of medical training and usually involves key skills not permissible for technicians, such as cannulation (and with it the ability to administer a range of drugs such as morphine), tracheal intubation and other skills such as performing a cricothyrotomy. Dependent on jurisdiction, the title “paramedic” can be a protected title, and use of it without the relevant qualification may result in criminal prosecution.
Emergency Care Practitioner – This position, sometimes called ‘Super Paramedic’ in the media, is designed to bridge the link between ambulance care and the care of a general practitioner. ECPs are already qualified paramedics who have undergone further training, and are trained to prescribe medicines for longer term care, such as antibiotics, as well as being trained in a range of additional diagnostic techniques.
Doctor – Doctors are present on some ambulances – most notably air ambulances – will employ physicians to attend on the ambulances, bringing a full range of additional skills such as use of prescription medicines.

Military use

An URO VAMTAC ambulance of the Spanish Army emblazoned with the Red Cross

1917 Red Cross ambulance

Military ambulances have historically included vehicles based on civilian designs and at times also included armored, but unarmed, vehicles ambulances based upon armoured personnel carriers (APCs). In the Second World War vehicles such as the Hanomag Sd Kfz 251 halftrack were pressed into service as ad hoc ambulances, and in more recent times purpose built AFVs such as the U.S. M1133 Medical Evacuation Vehicle serve the exclusive purpose of armored medical vehicles. Civilian based designs may be painted in appropriate colours, depending on the operational requirements (i.e. camouflage for field use, white for United Nations peacekeeping, etc.). For example, the British Royal Army Medical Corps has a fleet of white ambulances, based on production trucks. Military helicopters have also served both as ad hoc and purpose-built air ambulances, since they are extremely useful for MEDEVAC. In terms of equipment, military ambulances are barebones, often being nothing more than a box on wheels with racks to place manual stretchers, though for the operational conditions and level of care involved this is usually sufficient.

Since laws of war demand ambulances be marked with one of the Emblems of the Red Cross not to mount offensive weapons, military ambulances are often unarmed. It is a generally accepted practice in most countries to classify the personnel attached to military vehicles marked as ambulances as non-combatants; however, this application does not always exempt medical personnel from catching enemy fire—accidental or deliberate. As a result, medics and other medical personnel attached to military ambulances are usually put through basic military training, on the assumption that they may have to use a weapon. The laws of war do allow non-combatant military personnel to carry individual weapons for protecting themselves and casualties. However, not all militaries exercise this right to their personnel.

USNS Mercy, a U.S. Navy hospital ship

Recently, the Israeli Defense Forces has modified a number of its Merkava main battle tanks with ambulance features in order to allow rescue operations to take place under heavy fire in urban warfare. The modifications were made following a failed rescue attempt in which Palestinian gunmen killed two soldiers who were providing aid for a Palestinian woman in Rafah. Since M-113 armored personnel carriers and regular up-armored ambulances are not sufficiently protected against anti-tankweapons and improvised explosive devices, it was decided to use the heavily armored Merkava tank. Its rear door enables the evacuation of critically wounded soldiers. Israel did not remove the Merkava’s weaponry, claiming that weapons were more effective protection than emblems since Palestinian militants would disregard any symbols of protection and fire at ambulances anyway. For use as ground ambulances and treatment & evacuation vehicles, the United States military currently employs the M113, the M577, the M1133 Stryker Medical Evacuation Vehicle (MEV), and the RG-33 Heavily Armored Ground Ambulance (HAGA) as treatment and evacuation vehicles, with contracts to incorporate the newly designed M2A0 Armored Medical Evacuation Vehicle (AMEV), a variant of the M2 Bradley Fighting Vehicle (formerly known as the ATTV).

Some navies operate ocean-going hospital ships to lend medical assistance in high casualty situations like wars or natural disasters. These hospital ships fulfill the criteria of an ambulance (transporting the sick or injured), although the capabilities of a hospital ship are more on par with a Mobile Army Surgical Hospital. In line with the laws of war, these ships can display a prominent Red Cross or Red Crescent to confer protection under the appropriate Geneva convention. However, this designation has not always protected hospital ships from enemy fire.

Reuse of retired ambulances

Retired ambulances may find reuse in less-demanding emergency services, such as this logistics unit, such as this Ford E-Series ambulance.

When an ambulance is retired, it may be donated or sold to another EMS provider. Alternately, it may be adapted into a storage and transport vehicle for crime scene identification equipment, a command post at community events, or support vehicle, such as a logistics unit. Others are refurbished and resold, or may just have their emergency equipment removed to be sold to private businesses or individuals, who then can use them as small recreational vehicles.

Toronto‘s City Council has begun a “Caravan of Hope” project to provide retired Toronto ambulances a second life by donating them to the people of El Salvador. Since the Province of Ontario requires that ambulances be retired after just four and a half years in service in Ontario, the City of Toronto decommissions and auctions 28 ambulances each year.

Ambulances in the Netherlands:

1905 Belgische Germain 24 H.P

1905-30 Mobil Ambulance Dinas Kesehatan Gemeente Batavia

1909 De Spyker ambulances voor het Roode Kruis

1909 SPIJKER Ambulance amsterdam redcross lehmann trompenburg

1909 spyker ambulance van het rode kruis rode kruisziekenhuis den haag

1909 spyker rodekruis

1909 ziekenauto is een Fiat

1909 ziekenauto red cross

1909 fiat kroeskop meppel

1912 Spijker 16pk, de ziekenauto in die tijd in Rheden

1912-14 Adler betreft met zeer waarschijnlijk een carroserie v d N.V. Fabriek voor luxe rijtuigen en automobielen vh gebroeders H & F Kimman De nieuwe Haarlemsche ziekenauto zijingang

1912-1913 Fiat of Opel Ambulance Groningen-bakker-emmamij-1913-2

1914 Spyker

1915 Leeuwarder ziekenauto (spyker)

1916 ford-t-ambulances-st-vincents-web

1917 Ford Model T Army ambulance

1918 FIAT de eerste ziekenauto van Kroeskop in Meppel

1918 Ford T Ambulance

1920 Dodge Brothers model 30 Ambulance Zuid Holland Wateringen H-31364

1920 Dodge Brothers Ziekenauto

1920 Oudkerkhof Utrecht. De ziekenauto van de GGD rukt uit (HUA)

1920 Spyker and Maybach

1920-25 Gemeentelijke Geneeskundige Dienst bij een drenkeling langs het Merwedekanaal te Utrecht

1926 Ziekenauto Vlaardingen

1927 Gemeentelijke Gezonheidsdienst Ziekenauto te Batavia

1927 ziekenauto gebaseerd op een T Ford vracht auto chassis

1928 chevrolet-ambulance-700

1928 Dodge brothers ziekenauto NL

1928 Morris Commercial T Type Tonner

1928 Studebaker type D5521 carr Jan Karsijns NL

1929 Cadillac serie 353 Kijlstra Drachten NL

1929 Eerste ziekenauto Hilversum 3 nov 1929

1930 Burgemeester Troost Waddinxveen met ziekenauto in 1930 met chauffeur v.Gelder NL

1930 Cadillac Ambulance v Leersum NL

1931 Cadillac B21473 de Vrij Leeuwarden Serie 341B NL

1934 Ambulance Adler Standard 8 B-20341 NL

1934 Lincoln type KB B-21473 W de Vrij Leeuwarden NL

1936 Cadillac series Rust Groningen de Vrij Leeuwarden NL

1936 Chevrolet Matane 1940, première ambulance Leon Sihors NL

1937 Hudson ambulance NL

1938 Het Sint Jozefziekenhuis beschikt over een Vauxhall ambulance NL

1938 Mercedes-Benz L1500E NL ?

1939 Packard Ziekenauto op Storkterrein Hengelo NL

Chevrolet Advance-Design Series

Overview
Manufacturer	Chevrolet (General Motors)
Also called	3100 (½-ton) 3600 (¾-ton) 3800 (1-ton) Thriftmaster Loadmaster
Production	1947–1955
Assembly	Van Nuys Assembly (Van Nuys, California) St. Louis Truck Assembly (Saint Louis, Missouri) Pontiac Assembly Center (Pontiac, Michigan)
Body and chassis
Class	Pickup truck
Body style	2-door truck
Layout	FR layout
Platform	GM A platform
Related	Chevrolet Suburban
Powertrain
Engine	216 cu in (3.5 L) I6 235 cu in (3.9 L) I6 261 cu in (4.3 L) I6
Transmission	3/4-speed manual Hydramatic automatic (1954–1955)
Dimensions
Wheelbase	116 in (2,946 mm) 125.25 in (3,181 mm) 137 in (3,480 mm)
Length	3100-196.6″(1947–1952);191.31″(1953–1955)
Chronology
Predecessor	AK Series Pickup Truck
Successor	Task Force Series

Chevrolet Task Force Series
Camionette Chevrolet, Chevrolet Task Force
Overview
Manufacturer	Chevrolet (General Motors)
Also called	3100 3200 3600 31 50 100 Apache Cameo Carrier Suburban Carrier Viking Spartan
Production	1955–1960
Assembly	Van Nuys Assembly (Van Nuys, California) Flint Truck Assembly, Flint, Michigan St. Louis Truck Assembly (Saint Louis, Missouri) Pontiac Assembly Center (Pontiac, Michigan)
Body and chassis
Class	Pickup truck
Body style	2-door truck
Layout	Front engine, rear-wheel drive /four-wheel drive
Platform	GM A platform
Powertrain
Engine	235 cu in (3.9 L) I6 265 cu in (4.3 L) V8 283 cu in (4.6 L) V8
Transmission	3 or 4 speed manual Hydramatic
Dimensions
Wheelbase	114.0 in (2,896 mm) 123.0 in (3,124 mm)
Chronology
Predecessor	Chevrolet Advance Design
Successor	C/K Series

Chevrolet C/K

Overview
Manufacturer	Chevrolet/GMC (General Motors)
Also called	GMC C/K GMC Sierra
Production	1960–2002 (United States) 1965–2002 (Canada) 1964–2001 (Brazil) 1975–1982 (Chile) 1960–1978/1986–1994 (ArgentinaSevel) 1999-2006 (South Korea, as a renamed Silverado)
Body and chassis
Class	Full-size pickup truck
Body style	2-door regular cab 2-door extended cab 3-door extended cab 4-door crew cab
Layout	Front engine, rear-wheel drive /four-wheel drive
Chronology
Predecessor	Task Force
Successor	Chevrolet Silverado, Chevrolet Avalanche

First generation

Overview
Also called	C10/K10 C15/K15 C20/K20 C30
Production	1960–1966
Body and chassis
Related	Chevrolet Suburban
Powertrain
Engine	230 in³ (3.8 L) I6 236 in³ (3.9 L) I6 250 in³ (4.1 L) I6 261 in³ (4.3 L) I6 292 in³ (4.8 L) I6 305 in³ (5.0 L) V6 283 in³ (4.6 L) V8 327 in³ (5.3 L) V8
Transmission	3-speed synchromesh manual 4-speed synchromesh manual 2-speed Powerglide automatic
Dimensions
Wheelbase	115 in (2,921 mm) (short box) 127 in (3,226 mm) (long box) 133 in (3,378 mm) (1961–63 long box)
Length	186.875 in (4,747 mm) SWB 206 in (5,232 mm) Standard 216.25 in (5,493 mm) LWB
Width	78.75 in (2,000 mm)
Height	71.25 in (1,810 mm)

Second generation

Overview
Production	1967–1972
Assembly	Atlanta, GA Baltimore, MD Pontiac, MI Flint, MI Tarrytown, NY Kansas City, MO St. Louis, MO Janesville, WI Norwood, OH Fremont, CA Oshawa, ON Buenos Aires, Argentina
Body and chassis
Related	Chevrolet Silverado Chevrolet K5 Blazer Chevrolet Suburban
Powertrain
Engine	250 cu in (4.1 L) I6 292 cu in (4.8 L) I6 283 cu in (4.6 L) V8 307 cu in (5.0 L) V8 327 cu in (5.4 L) V8 350 cu in (5.7 L) V8 396 cu in (6.5 L) V8 402 cu in (6.6 L) V8GMC models continued to offer the 305 and 351 c.i. V6s through 1970.
Transmission	3-speed manual 4-speed Muncie SM465 manual 4-speed New Process NP435manual 2-speed Powerglide automatic 3-speed THM-350 automatic 3-speed THM-400 automatic
Dimensions
Wheelbase	115 in (2,921 mm) (short box) 127 in (3,226 mm) (long box) 133 in (3,378 mm) (Longhorn)
Length	188.5 in (4,788 mm) (short box) 207.75 in (5,277 mm) (long box) 213.75 in (5,429 mm) (Longhorn Fleetside) 217.75 in (5,531 mm) (Longhorn Stepside)

Year	1967	1968	1969	1970	1971	1972
Inline 6	250 in³ 292 in³	250 in³ 292 in³	250 in³ 292 in³	250 in³ 292 in³	250 in³ 292 in³	250 in³ 292 in³
V6 (GMC)	305 in³ 351 in³	305 in³ 351 in³	305 in³
V8	283 in³ 327 in³	307 in³ 327 in³ 396 in³	307 in³ 350 in³ 396 in³	307 in³ 350 in³ 396 in³	307 in³ 350 in³ 402 in³	307 in³ 350 in³ 402 in³

Years	Base	Mid-level	Top-line	Special
1967–70	C/10	Custom/10	CST/10
1971	Custom/10	CST/10	Cheyenne/10
late 1971–72	CST/10	Cheyenne/10	Cheyenne Super	Cheyenne Highlander

Years	Base	Mid-level	Top-line	Special
1967–70	1500	Custom 1500	Super Custom 1500
1971	Custom 1500	Super Custom 1500	Sierra 1500
late 1971–72	Super Custom 1500	Sierra 1500	Sierra Grande 1500	Sierra Highlander

Third generation

Overview
Also called	Chevrolet Scottsdale Chevrolet Custom Deluxe Chevrolet Silverado
Production	1973–1991
Assembly	Atlanta, Georgia Baltimore, Maryland Pontiac, Michigan Flint, Michigan Tarrytown, New York Kansas City, Missouri St. Louis, Missouri Janesville, Wisconsin Norwood, Ohio Fremont, California Oshawa, Ontario Córdoba (Argentina) Tehran, Iran (1977–1982) Arica, Chile (1978–1988)
Powertrain
Engine	250 cu in (4.1 L) I6 292 cu in (4.8 L) I6 262 cu in (4.3 L) V6 305 cu in (5.0 L) V8 350 cu in (5.7 L) V8 400 cu in (6.6 L) V8 454 cu in (7.4 L) V8 350 cu in (5.7 L) Oldsmobile DieselV8 379 cu in (6.2 L) Detroit Diesel V8
Transmission	3-speed Turbo Hydra-Matic 350 automatic 3-speed Turbo Hydra-Matic 400automatic 4-speed Turbo Hydra-Matic 700R4automatic 3-speed Saginaw manual 4-speed Saginaw Muncie SM465 manual 4-speed New Process NV833 overdrive manual
Dimensions
Wheelbase	117.5 in (2,984 mm) 135.5 in (3,442 mm) 164.5 in (4,178 mm)
Length	191.5 in (4,864 mm)(1973–75) 191.3 in (4,859 mm)(1987) 211.8 in (5,380 mm)
Height	69.8 in (1,773 mm)

Year	Engine	Power	Torque	Notes
1981–1984	4.1 L GMC 250 I-6	115 hp (86 kW) @ 3600 RPM	200 lb·ft (271 N·m) @ 2000 RPM
1983	4.1 L GMC 250 I-6	120 hp (89 kW) @ 4000 RPM	205 lb·ft (278 N·m) @ 2000 RPM	C1
1985–1986	4.3 L LB1 90º V-6	155 hp (116 kW) @ 4000 RPM	230 lb·ft (312 N·m) @ 2400 RPM
1987-1991	4.3 L LB1 90º V-6	160 hp (119 kW) @ 4000 RPM	235 lb·ft (319 N·m) @ 2400 RPM
1981–1985	4.8 L GMC 292 I-6	115 hp (86 kW) @ 3400 RPM	215 lb·ft (292 N·m) @ 1600 RPM
1986	4.8 L GMC 292 I-6	115 hp (86 kW) @ 4000 RPM	210 lb·ft (285 N·m) @ 800 RPM
1981–1982	5.0 L 305 V-8	130 hp (97 kW) @ 4000 RPM	240 lb·ft (325 N·m) @ 2000 RPM	2-barrel
1981–1982		165 hp (123 kW) @ 4400 RPM	240 lb·ft (325 N·m) @ 2000 RPM	1/2 Ton w/ 4-barrel
1981–1982		160 hp (119 kW) @ 4400 RPM	235 lb·ft (319 N·m) @ 2000 RPM	all others w/ 4-barrel
1983–1986		165 hp (123 kW) @ 4400 RPM	240 lb·ft (325 N·m) @ 2000 RPM	less than 8500# GVWR
1983		160 hp (119 kW) @ 4400 RPM	235 lb·ft (319 N·m) @ 2000 RPM	over 8500# GVWR
1987-1991		170 hp (127 kW) @ 4000 RPM	260 lb·ft (353 N·m) @ 2400 RPM
1981–1986	5.7 L 350 V-8	165 hp (123 kW) @ 3800 RPM	275 lb·ft (373 N·m) @ 1600 RPM	less than 8500# GVWR
1987		210 hp (157 kW) @ 4000 RPM	300 lb·ft (407 N·m) @ 2800 RPM	less than 8500# GVWR
1981–1985		160 hp (119 kW) @ 3800 RPM	250 lb·ft (339 N·m) @ 2800 RPM	over 8500# GVWR
1986		185 hp (138 kW) @ 4000 RPM	285 lb·ft (386 N·m) @ 2400 RPM
1987		185 hp (138 kW) @ 4000 RPM	295 lb·ft (400 N·m) @ 2400 RPM
1981–1982	7.4 L 454 V-8	210 hp (157 kW) @ 3800 RPM	340 lb·ft (461 N·m) @ 2800 RPM
1983–1985		230 hp (172 kW) @ 3800 RPM	360 lb·ft (488 N·m) @ 2800 RPM
1986		240 hp (179 kW) @ 3800 RPM	375 lb·ft (508 N·m) @ 3200 RPM
1987		230 hp (172 kW) @ 3600 RPM	385 lb·ft (522 N·m) @ 1600 RPM
1982–1987	6.2 L Detroit Diesel V-8	130 hp (97 kW) @ 3600 RPM	240 lb·ft (325 N·m) @ 2000 RPM	less than 8500# GVWR
1982–1984		135 hp (101 kW) @ 3600 RPM	240 lb·ft (325 N·m) @ 2000 RPM	over 8500# GVWR
1985–1991		148 hp (110 kW) @ 3600 RPM	246 lb·ft (334 N·m) @ 2000 RPM	over 8500# GVWR

Fourth generation / GMT400

Overview
Also called	Chevrolet Silverado GMC Sierra
Production	1988–2002
Assembly	Oshawa, Ontario Pontiac, Michigan Flint, Michigan Fort Wayne, Indiana Córdoba, Argentina
Body and chassis
Platform	GMT400/480
Powertrain
Engine	250 cu in (4.1 L) I6 (Brazil) 262 cu in (4.3 L) V6 305 cu in (5.0 L) V8 350 cu in (5.7 L) V8 454 cu in (7.4 L) V8 MWM Sprint 6.07T engine (4.2L) I6 diesel 378 cu in (6.2 L) diesel V8 6.5 L turbo diesel V8
Transmission	3-speed THM-400 automatic 4-speed 700R4 automatic 4-speed 4L60 automatic 4-speed 4L60-E automatic 4-speed 4L80-E automatic 4-speed SM465 manual 5-speed NV3500 manual 5-speed ZF 5S-42 manual 5-speed NV4500 manual 5-speed HM290 manual 5-speed 5LM60 manual
Dimensions
Wheelbase	117.5 in (2,984 mm) 131.5 in (3,340 mm) 141.5 in (3,594 mm) 155.5 in (3,950 mm)
Length	194.5 in (4,940 mm) 213.1 in (5,413 mm) 218.5 in (5,550 mm) 237.4 in (6,030 mm)
Width	76.8 in (1,951 mm) 77.1 in (1,958 mm)
Height	73.2 in (1,859 mm) 72.6 in (1,844 mm)

Engine	Years	Power	Torque	Notes
4.3 L V6	1988–1989	160 hp (120 kW) @ 4000 RPM	235 lb·ft (319 N·m) @ 2400 RPM
	1990–1992	160 hp (120 kW) @ 4000 RPM	235 lb·ft (319 N·m) @ 2400 RPM	less than 8500# GVWR
	1993	165 hp (123 kW) @ 4000 RPM	235 lb·ft (319 N·m) @ 2000 RPM	less than 8500# GVWR
	1990	150 hp (110 kW) @ 4000 RPM	230 lb·ft (310 N·m) @ 2400 RPM	over 8500# GVWR
	1991–1993	155 hp (116 kW) @ 4000 RPM	230 lb·ft (310 N·m) @ 2400 RPM	over 8500# GVWR
	1994	165 hp (123 kW) @ 4000 RPM	235 lb·ft (319 N·m) @ 2000 RPM
	1995	160 hp (120 kW) @ 4000 RPM	235 lb·ft (319 N·m) @ 2000 RPM
	1996–1998	200 hp (150 kW) @ 4400 RPM	255 lb·ft (346 N·m) @ 2800 RPM
5.0 L V8	1988–1994	175 hp (130 kW) @ 4000 RPM	270 lb·ft (370 N·m) @ 2400 RPM
	1994–1995	175 hp (130 kW) @ 4200 RPM	265 lb·ft (359 N·m) @ 2800 RPM
	1996–1998	230 hp (170 kW) @ 4600 RPM	285 lb·ft (386 N·m) @ 2800 RPM
5.7 L V8	1988–1994	210 hp (160 kW) @ 4000 RPM	300 lb·ft (410 N·m) @ 2800 RPM	less than 8500# GVWR
	1994–1995	200 hp (150 kW) @ 4000 RPM	310 lb·ft (420 N·m) @ 2400 RPM	less than 8500# GVWR
	1988	185 hp (138 kW) @ 4000 RPM	295 lb·ft (400 N·m) @ 2400 RPM	over 8500# GVWR
	1989–1995	190 hp (140 kW) @ 4000 RPM	300 lb·ft (410 N·m) @ 2400 RPM	over 8500# GVWR
	1996–2000	255 hp (190 kW) @ 4600 RPM	330 lb·ft (450 N·m) @ 2800 RPM
6.2 L V8 N/A Diesel	1988–1989	126 hp (94 kW) @ 3600 RPM	240 lb·ft (330 N·m) @ 2000 RPM	less than 8500# GVWR w/ MTX
	1990	135 hp (101 kW) @ 3600 RPM	240 lb·ft (330 N·m) @ 2000 RPM	less than 8500# GVWR w/ MTX
	1988–1989	140 hp (100 kW) @ 3600 RPM	247 lb·ft (335 N·m) @ 2000 RPM	less than 8500# GVWR w/ ATX
	1990	140 hp (100 kW) @ 3600 RPM	250 lb·ft (340 N·m) @ 2000 RPM	less than 8500# GVWR w/ ATX
	1988–1989	143 hp (107 kW) @ 3600 RPM	257 lb·ft (348 N·m) @ 2000 RPM	over 8500# GVWR
	1990	150 hp (110 kW) @ 3600 RPM	265 lb·ft (359 N·m) @ 2000 RPM	over 8500# GVWR
	1991–1993	140 hp (100 kW) @ 3600 RPM	255 lb·ft (346 N·m) @ 1900 RPM	less than 8500# GVWR
	1991	150 hp (110 kW) @ 3500 RPM	280 lb·ft (380 N·m) @ 2000 RPM	over 8500# GVWR
	1992	148 hp (110 kW) @ 3600 RPM	246 lb·ft (334 N·m) @ 2000 RPM
	1993	150 hp (110 kW) @ 3500 RPM	280 lb·ft (380 N·m) @ 2000 RPM
6.5 L V8 N/A Diesel	1994–1995	155 hp (116 kW) @ 3600 RPM	275 lb·ft (373 N·m) @ 1700 RPM
6.5 L V8 Turbo Diesel	1992	180 hp (130 kW) @ 3500 RPM	380 lb·ft (520 N·m) @ 1700 RPM
	1993	190 hp (140 kW) @ 3400 RPM	380 lb·ft (520 N·m) @ 1700 RPM
	1994–1997	180 hp (130 kW) @ 3400 RPM	360 lb·ft (490 N·m) @ 1700 RPM	less than 8500# GVWR
	1998–1999	180 hp (130 kW) @ 3400 RPM	360 lb·ft (490 N·m) @ 1800 RPM	less than 8500# GVWR
	1994–1997	190 hp (140 kW) @ 3400 RPM	385 lb·ft (522 N·m) @ 1700 RPM	over 8500# GVWR
	1998–1999	195 hp (145 kW) @ 3400 RPM	430 lb·ft (580 N·m) @ 1800 RPM	over 8500# GVWR
	2000–2002	195 hp (145 kW) @ 3400 RPM	420 lb·ft (570 N·m) @ 1800 RPM	w/ MTX
	2000–2002	195 hp (145 kW) @ 3400 RPM	430 lb·ft (580 N·m) @ 1800 RPM	w/ ATX
7.4 L V8	1988–1995	230 hp (170 kW) @ 3600 RPM	385 lb·ft (522 N·m) @ 1600 RPM
	1996–2000	290 hp (220 kW) @ 4000 RPM	410 lb·ft (560 N·m) @ 3200 RPM
	1991–1993	255 hp (190 kW) @ 4000 RPM	405 lb·ft (549 N·m) @ 2400 RPM	454SS
8.1 L V8	2001–2002	340 hp (250 kW) @ 4200 RPM	455 lb·ft (617 N·m) @ 3200 RPM

First generation

Overview
Also called	Chevrolet C/K (South Korea)
Production	1998–2006
Designer	Ken Sohocki (1994)
Body and chassis
Platform	GM GMT800 platform
Powertrain
Engine	Vortec 4300 (4.3 L) V6 Vortec 4800 (4.8 L) V8 Vortec 5300 (5.3 L) V8 Vortec 6000 (6.0 L) V8 Vortec 8100 (8.1 L) V8
Transmission	4-speed 4L60-E automatic 4-speed 4L65-E automatic 4-speed 4L80-E automatic 5-speed NV3500 manual
Dimensions
Wheelbase	119 in (3,023 mm) 133 in (3,378 mm) 143.5 in (3,645 mm)
Length	203 in (5,156 mm) 227 in (5,766 mm) 246 in (6,248 mm) Hybrid: 230.2 in (5,847 mm)
Width	78.5 in (1,994 mm)
Height	74 in (1,880 mm) 77 in (1,956 mm) Hybrid 2WD: 71.2 in (1,808 mm) Hybrid 4WD: 73.9 in (1,877 mm)

GMT800 Heavy Duty

Overview
Production	2000–2007
Body and chassis
Platform	GM GMT880 platform
Powertrain
Engine	6.0 L Vortec 6000 V8 8.1 L Vortec 8100 V8 6.6 L Duramax V8
Transmission	4-speed 4L80-E automatic 5-speed Allison 1000 automatic(2000–2005) 6-speed Allison 1000 automatic(2005–2007) 5-speed NV4500 manual (2000–2007 6.0) 6-speed ZF S6-650 manual (2000–2006 6.6 and 8.1)
Dimensions
Wheelbase	133 in (3,378 mm) 143.5 in (3,645 mm) 157.5 in (4,000 mm) 167 in (4,242 mm) 153 in (3,886 mm)
Length	222.1 in (5,641 mm) 227.7 in (5,784 mm) 246.6 in (6,264 mm) 237.2 in (6,025 mm) 256.1 in (6,505 mm)
Width	SRW: 79.7 in (2,024 mm) DRW: 96.1 in (2,441 mm)
Height	76.0-77.4 in (1,930-1,966 mm)

Model	Year	Engine	Power	Torque
1500	1998–2003	4.3 L Vortec 4300 V6	200 hp (149 kW) @ 4600 RPM	260 lb·ft (353 N·m) @ 2800 RPM
	2004–2006	4.3 L Vortec 4300 V6	195 hp (145 kW) @ 4600 RPM	260 lb·ft (353 N·m) @ 2800 RPM
	1998–2001	4.8 L Vortec 4800 V8	270 hp (201 kW) @ 5200 RPM	285 lb·ft (386 N·m) @ 4000 RPM
	2001–2002		275 hp (205 kW) @ 5200 RPM	285 lb·ft (386 N·m) @ 4000 RPM
	2002–2003		270 hp (201 kW) @ 5200 RPM	285 lb·ft (386 N·m) @ 4000 RPM
	2004–2006		285 hp (213 kW) @ 5200 RPM	295 lb·ft (400 N·m) @ 4000 RPM
	1998–2003	5.3 L Vortec 5300 V8	285 hp (213 kW) @ 5200 RPM	325 lb·ft (441 N·m) @ 4000 RPM
	2003–2004		295 hp (220 kW) @ 5200 RPM	330 lb·ft (447 N·m) @ 4000 RPM
	2004–2006		295 hp (220 kW) @ 5200 RPM	335 lb·ft (454 N·m) @ 4000 RPM
1500HD/2500HD/3500HD	2000-2006	6.0 L Vortec 6000 V8	300 hp (224 kW) @ 4400 RPM	360 lb·ft (488 N·m) @ 4000 RPM
	2000–2004	8.1 L Vortec 8100 V8	340 hp (254 kW) @ 4200 RPM	455 lb·ft (617 N·m) @ 3200 RPM
	2004–2006		330 hp (246 kW) @ 4200 RPM	450 lb·ft (610 N·m) @ 3200 RPM
	2001–2002 w/ LQY		270 hp (201 kW) @ 3600 RPM	400 lb·ft (542 N·m) @ 1600 RPM
	2001–2002 w/ LQQ		210 hp (157 kW) @ 3600 RPM	325 lb·ft (441 N·m) @ 1200 RPM
	2002–2005 w/ LRW		325 hp (242 kW) @ 4000 RPM	450 lb·ft (610 N·m) @ 2800 RPM
	2002–2006 w/ LRZ		295 hp (220 kW) @ 3600 RPM	440 lb·ft (597 N·m) @ 3200 RPM
	2002–2006 w/ LQR		225 hp (168 kW) @ 3600 RPM	350 lb·ft (475 N·m) @ 1200 RPM
	2000–2004	6.6 L DuraMAX (LB7/LLY) V8	300 hp (224 kW) @ 3100 RPM	520 lb·ft (705 N·m) @ 1800 RPM
	2005-2006 w/ MTX		300 hp (224 kW) @ 3000 RPM	520 lb·ft (705 N·m) @ 1800 RPM
	2005-2006 w/ ATX		310 hp (231 kW) @ 3000 RPM	605 lb·ft (820 N·m) @ 1600 RPM
	2005-2006	6.6 L DuraMAX (LBZ) V8	360 hp (268 kW) @ 3200 RPM	650 lb·ft (881 N·m) @ 1600 RPM
GMC Sierra C3	2000-2001	6.0 L Vortec 6000 V8	325 hp (242 kW) @ 5000 RPM	370 lb·ft (502 N·m) @ 4000 RPM
GMC Sierra Denali	2002–2004	6.0 L Vortec 6000 V8	325 hp (242 kW) @ 5000 RPM	370 lb·ft (502 N·m) @ 4000 RPM
GMC Sierra Denali	2004–2006	6.0 L Vortec 6000 V8	345 hp (257 kW) @ 5200 RPM	380 lb·ft (515 N·m) @ 4000 RPM
Chevrolet Silverado SS	2002–2006
Chevrolet Silverado Vortec High Output	2003–2005
Chevrolet Silverado VortecMAX	2005-2006

Calendar Year	Silverado	GMC Sierra	Total
1998	538,254	160,555	698,809
1999	636,150	208,693	844,843
2000	642,119	188,907	831,026
2001	716,051	210,154	926,205
2002	652,646	202,045	854,691
2003	684,302	196,689	880,991
2004	680,768	213,756	894,524
2005	705,982	229,488	935,468
2006	636,069	210,736	846,805
2007	618,259	208,243	826,500
2008	465,065	168,544	633,609
2009	316,554	111,842	428,396
2010	370,135	129,794	499,929
2011	415,130	149,170	564,300
2012	418,312	157,185	575,497
2013	480,414	184,389	664,803
2014	529,755	211,833	741,588

Second generation (GMT900)
OLYMPUS DIGITAL CAMERA
Overview
Production	April 2006–April 2013
Model years	2007–2013
Body and chassis
Platform	GM GMT900 platform (Series GMT940: GMT941)
Related	Cadillac Escalade Chevrolet Tahoe/GMC Yukon Chevrolet Suburban/GMC Yukon XL Chevrolet Silverado/GMC Sierra
Powertrain
Engine	5.3 L LY5 V8 (gasoline) 5.3 L LMG V8 (gasoline/E85) 5.3 L LC9 V8 (gasoline/E85) 6.0 L L76 V8 (gasoline)
Transmission	4-speed GM 4L60-E transmissionautomatic (2007–08) 6-speed 6L80 automatic (2009–2013)
Dimensions
Length	221.3 in (5,621 mm)
Width	79.1 in (2,009 mm)
Height	76.6 in (1,946 mm)

Calendar Year	Total American sales
2001	52,955
2002	89,372
2003	93,482
2004	80,566
2005	63,186
2006	57,076
2007	55,550
2008	35,003
2009	16,432
2010	20,515
2011	20,088
2012	23,995
2013	16,986

First generation

Overview
Also called	GMC S-15 GMC Sonoma
Production	1982–1994
Assembly	United States: Moraine, Ohio(Moraine Assembly) Shreveport, Louisiana (Shreveport Assembly) Pontiac, Michigan
Body and chassis
Platform	GMT325
Related	Chevrolet S-10 Blazer / GMC S15 Jimmy GMC Syclone GMC Typhoon Oldsmobile Bravada
Powertrain
Engine	1.9 L LR1 I4 (gasoline) 2.0 L LQ2 I4 (gasoline) 2.2 L LQ7 I4 (diesel) 2.5 L L38 I4 (gasoline) 2.5 L LN8 I4 (gasoline) 2.8 L LR2 V6 (gasoline) 2.8 L LL2 V6 (gasoline) 4.3 L L35 V6 (gasoline) 4.3 L LB9 V6 (gasoline)
Transmission	3-speed THM-200C automatic 4-speed Isuzu S101 manual 4-speed Borg-Warner T4 manual 4-speed 700R4 automatic 4-speed 4L60 automatic 4-speed 4L60-E automatic 5-speed Getrag 290 manual 5-speed 5LM60 manual 5-speed NV3500 manual 5-speed Borg Warner T5 manual
Dimensions
Wheelbase	108.3 in (2,751 mm) (reg. cab short bed) 117.9 in (2,995 mm) (reg. cab long bed) 122.9 in (3,122 mm) (ext. cab short bed)

Second generation

Overview
Also called	Chevrolet Platform/Shakebody GMC Dump Truck
Production	2006–2013
Body and chassis
Platform	GM GMT900 platform: GMT901 (Chevrolet Silverado) GMT902 (GMC Sierra)
Powertrain
Engine	4.3 L V6 195 hp (145 kW) 4.8 L V8 295 hp (220 kW) 5.3 L V8 315 hp (235 kW) 6.0 L V8 360 hp (268 kW) 6.2 L V8 403 hp (301 kW)
Transmission	4-speed 4L60-E automatic 4-speed “2-Mode Hybrid transmission” CVT (Hybrid) 6-speed 6L80 automatic
Dimensions
Wheelbase	Regular: 119 in (3,023 mm) Extended & Crew: 143.5 in (3,645 mm)
Length	Regular: 205.6 in (5,222 mm) Extended & Crew: 230.2 in (5,847 mm) Hybrid: 229.9 in (5,839 mm)
Width	Regular & Extended: 79.9 in (2,029 mm) Crew: 80 in (2,032 mm)
Height	Regular & Extended: 73.9 in (1,877 mm) Crew: 73.8 in (1,875 mm) Hybrid 4WD: 73.7 in (1,872 mm)

GMT900 Heavy Duty

Overview
Production	2006–2014
Body and chassis
Platform	GM GMT910 platform: GMT911 (Chevrolet Silverado) GMT912 (GMC Sierra)
Powertrain
Engine	6.0 L V8 360 hp (268 kW)6.6 L Duramax diesel V8 397 hp (296 kW)
Transmission	6-speed 6L90 automatic 6-speed Allison 1000 automatic
Dimensions
Wheelbase	Varies greatly
Length	Varies greatly
Width	80 in (2,032 mm) 95.9 in (2,436 mm) (Towing mirrors)
Height	76 in (1,930 mm)

Model	Year	Engine	Power	Torque
1500	2007-2013	4.3 L Vortec 4300 V6	195 hp (145 kW) @ 4600 RPM	260 lb·ft (353 N·m) @ 2800 RPM
	2007-2008	4.8 L Vortec 4800 V8	295 hp (220 kW) @ 5600 RPM	305 lb·ft (414 N·m) @ 4800 RPM
	2009		295 hp (220 kW) @ 5600 RPM	305 lb·ft (414 N·m) @ 4600 RPM
	2010-2013		302 hp (225 kW) @ 5600 RPM	305 lb·ft (414 N·m) @ 4600 RPM
	2007-2009	5.3 L Vortec 5300 V8	315 hp (235 kW) @ 5200 RPM	338 lb·ft (458 N·m) @ 4400 RPM
	2010-2013	5.3 L Vortec 5300 V8	315 hp (235 kW) @ 5300 RPM	335 lb·ft (454 N·m) @ 4400 RPM
	2007-2008	6.0 L Vortec 6000 V8	367 hp (274 kW) @ 5500 RPM	375 lb·ft (508 N·m) @ 4300 RPM
	2009	6.0 L Vortec 6000 V8	367 hp (274 kW) @ 5600 RPM	375 lb·ft (508 N·m) @ 4300 RPM
	2009-2013	6.2 L Vortec 6200 V8	403 hp (301 kW) @ 5700 RPM	417 lb·ft (565 N·m) @ 4300 RPM
2500HD/3500HD	2007-2008	6.0 L Vortec 6000 V8	353 hp (263 kW) @ 5400 RPM	373 lb·ft (506 N·m) @ 4400 RPM
	2009-2013	6.0 L Vortec 6000 V8	360 hp (268 kW) @ 5400 RPM	380 lb·ft (515 N·m) @ 4200 RPM
	2007-2010	6.6 L DuraMAX V8	365 hp (272 kW) @ 3200 RPM	660 lb·ft (895 N·m) @ 1600 RPM
	2011-2013	6.6 L DuraMAX V8	397 hp (296 kW) @ 3000 RPM	765 lb·ft (1,037 N·m) @ 1600 RPM
Silverado XFE	2009	6.0 L Vortec 6000 V8	332 hp (248 kW) @ 5100 RPM	367 lb·ft (498 N·m) @ 4100 RPM
Silverado Hybrid	2009-2013	6.0 L Vortec 6000 V8	332 hp (248 kW) @ 5100 RPM	367 lb·ft (498 N·m) @ 4100 RPM

Third generation

Overview
Also called	GMC Sierra VIA Vtrux Truck
Production	2013–present
Body and chassis
Platform	GMT K2XX
Powertrain
Engine	LV3 EcoTec3 4.3 L V6 285 hp (213 kW) L83 EcoTec3 5.3 L V8 355 hp (265 kW) L86 EcoTec3 6.2 L V8 420 hp (313 kW)LY6 Vortec 6000 6.0 L V8 360 hp (268 kW) LML Duramax 6.6 L V8 397 hp (296 kW)
Transmission	6-speed 6L80 automatic 8-speed 8L90 automatic
Dimensions
Wheelbase	Regular 6’6″: 119 in (3,023 mm) Regular 8′: 133 in (3,378 mm) Double 6’6″ & Crew 5’5″: 143.5 in (3,645 mm) Crew 6’6″: 153 in (3,886 mm)
Length	Regular 6’6″: 205.6 in (5,222 mm) Regular 8′: 224.4 in (5,700 mm) Double & Crew 5’5″: 230 in (5,842 mm) Crew 6’6″: 239.6 in (6,086 mm)
Width	80 in (2,032 mm)
Height	73.5 in (1,867 mm) – 74.2 in (1,885 mm)

Model	Year	Engine	Power	Torque
1500	2014-	4.3 L LV3 GM EcoTec3 4300 V6	285 hp (213 kW) @ 5300 RPM	305 lb·ft (414 N·m) @ 3900 RPM
	2014-	5.3 L L83 GM EcoTec3 5300 V8	355 hp (265 kW) @ 5600 RPM	383 lb·ft (519 N·m) @ 4100 RPM
	2014-	6.2 L L86 GM EcoTec3 6200 V8	420 hp (313 kW) @ 5600 RPM	460 lb·ft (624 N·m) @ 4100 RPM
2500HD/3500HD	2014-	6.0 L LY6 Vortec 6000 V8	360 hp (268 kW) @ 5400 RPM	380 lb·ft (515 N·m) @ 4400 RPM
2500HD/3500HD	2014-	6.6 L LML Duramax V8	397 hp (296 kW) @ 3200 RPM	765 lb·ft (1,037 N·m) @ 1600 RPM

LSSV

Overview
Manufacturer	General Motors, AM General
Model years	2001–
Body and chassis
Body style	2-door SUV 4-door SUV 2-door pickup 4-door pickup
Platform	GM GMT880 platform
Powertrain
Engine	6.6 L Duramax V8
Transmission	4-speed 4L80-E automatic 5-speed Allison 1000 automatic
Dimensions
Width	79.9 in (2.03 m)
Height	74.5 in (1.89 m)

First generation / GMT800

Overview
Production	September 2001 – March 2006
Body and chassis
Platform	GMT805
Related	Cadillac Escalade Chevrolet Tahoe/GMC Yukon Chevrolet Suburban/GMC Yukon XL Chevrolet Silverado/GMC Sierra Hummer H2
Powertrain
Engine	5.3 L LM7 V8 (gasoline) 5.3 L L59 V8 (gasoline/E85) 8.1 L L18 V8 (gasoline)
Transmission	4-speed 4L60-E automatic 4-speed 4L80-E automatic
Dimensions
Length	2002–03: 221.7 in (5,631 mm) 2004–06: 221.6 in (5,629 mm)
Width	79.8 in (2,027 mm)
Height	2002–03: 73.3 in (1,862 mm) 2004–06: 73.6 in (1,869 mm)

Years	Engine	Power	Torque
1982–1985	1.9 L LR1 Isuzu I4, 2-barrel	82 hp (61 kW) @ 4600 RPM	101 lb·ft (137 N·m) @ 3000 RPM
1983–1984	2.0 L LQ2 GM 122 I4, 2-barrel	83 hp (62 kW) @ 4600 RPM	108 lb·ft (146 N·m) @ 2400 RPM
1984–1985	2.2 L LQ7 Isuzu Diesel I4	62 hp (46 kW) @ 4300 RPM	96 lb·ft (130 N·m) @ 2200 RPM
1985–1986	2.5 L LN8 Iron Duke TBI I4,	92 hp (69 kW) @ 4400 RPM	134 lb·ft (182 N·m) @ 2800 RPM
1987-1989		92 hp (69 kW) @ 4400 RPM	130 lb·ft (176 N·m) @ 3200 RPM
1990		94 hp (70 kW) @ 4400 RPM	130 lb·ft (176 N·m) @ 3200 RPM
1991-1994	2.5 L L38 Iron Duke TBI I4,	105 hp (78 kW) @ 4800 RPM	135 lb·ft (183 N·m) @ 3200 RPM
1982	2.8 L LR2 60° V-6, 2-barrel	110 hp (82 kW) @ 4800 RPM	148 lb·ft (201 N·m) @ 2000 RPM
1983-1984		110 hp (82 kW) @ 4800 RPM	145 lb·ft (197 N·m) @ 2100 RPM
1985		115 hp (86 kW) @ 4800 RPM	150 lb·ft (203 N·m) @ 2100 RPM
1986	2.8 L LL2 60° V-6, TBI	125 hp (93 kW) @ 4800 RPM	150 lb·ft (203 N·m) @ 2200 RPM
1987-1994	2.8 L LL2 60° V-6, TBI	125 hp (93 kW) @ 4800 RPM	150 lb·ft (203 N·m) @ 2400 RPM
1988–1992	4.3 L LB4 90º V-6, TBI	160 hp (119 kW) @ 4000 RPM	230 lb·ft (312 N·m) @ 2800 RPM
1993-1994	4.3 L LB4 90º V-6, TBI	165 hp (123 kW) @ 4000 RPM	235 lb·ft (319 N·m) @ 2400 RPM
1992-1994	4.3 L L35 90º V-6, CPI	195 hp (145 kW) @ 4500 RPM	260 lb·ft (353 N·m) @ 3600 RPM

Second generation

Overview
Also called	GMC Sonoma Isuzu Hombre Chevrolet Xtreme
Production	1994–2005 (North America) 1995–2012 (Brazil) 1996–2000 (Isuzu Hombre)
Assembly	Shreveport, Louisiana, United States Linden, New Jersey, United States São José dos Campos, Brazil (GM Brazil)
Body and chassis
Platform	GMT325
Related	Chevrolet S-10 EV Chevrolet Blazer / GMC Jimmy / Opel Blazer Oldsmobile Bravada
Powertrain
Engine	2.2 L I4 4.3 L V6
Transmission	4-speed 4L60-E automatic 5-speed Borg-Warner T-5 manual (1994–95 I4) 5-speed NV1500 manual (1996+ I4) 5-speed NV3500 manual (V6)
Dimensions
Wheelbase	108.3 in (2,751 mm) (reg. cab short bed) 117.9 in (2,995 mm) (reg. cab long bed) 122.9 in (3,122 mm) (ext. cab short bed)
Length	190 in (4,826 mm) (short bed) 203 in (5,156 mm) (ext. cab) 205 in (5,207 mm) (long bed)
Width	67.9 in (1,725 mm)
Height	63.5 in (1,613 mm)

First generation

Overview
Also called	GMC Canyon Isuzu i-Series
Production	2004–2012
Model years	2004–2012
Assembly	United States: Shreveport, Louisiana (Shreveport Assembly)
Body and chassis
Platform	GMT355
Related	Holden Rodeo Isuzu D-Max Hummer H3 Hummer H3T Isuzu MU-7
Powertrain
Engine	2.5 L (153 cu in) 4JK1 2.8 L (171 cu in) LK5 I4 2.9 L (177 cu in) LLV I4 3.0 L (183 cu in) 4JJ1 3.5 L (214 cu in) L52 220hp I5 3.7 L (226 cu in) LLR I5 5.3 L (323 cu in) LH8 V8
Transmission	5-speed manual 4-speed automatic
Dimensions
Wheelbase	Regular cab 111.2 in (2,824 mm) Extended cab 126 in (3,200 mm) Crew cab 120 in (3,048 mm) (Thailand Ver.)
Length	Regular cab 192 in (4,877 mm) Extended cab 207.1 in (5,260 mm) Crew cab 194 in (4,928 mm) (Thailand Ver.)
Width	68 in (1,727 mm) 70.8 in (1,798 mm) (Thailand Ver.)
Height	65 in (1,651 mm) 69.1 in (1,755 mm) (4×4 Thailand Ver.)

Ambulance

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Chevrolet pickup truck

Chevrolet Advance Design 1947-1955

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454 SS

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Chevrolet Silverado

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2001–2006

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2007–2013

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Chevrolet SSR

Years	Engine	Power	Torque
2004–2012	2.5 L (153 cu in) 4JK1-TC I4	116 hp (87 kW)	206 lb·ft (279 N·m)
2004–2012	3.0 L (183 cu in) 4JJ1-TC I4	146 hp (109 kW)	216 lb·ft (293 N·m)
2012	3.0 L (183 cu in) 4JJ1-TCX I4	163 hp (122 kW)	265.5 lb·ft (360 N·m)
2004–2006	2.8 L (173 cu in) LK5 I4	175 hp (130 kW) @ 5600 RPM	185 lb·ft (251 N·m) @ 2800 RPM
2007–2012	2.9 L (178 cu in) LLV I4	185 hp (138 kW) @ 5600 RPM	190 lb·ft (258 N·m) @ 2800 RPM
2004–2006	3.5 L (214 cu in) L52 I5	220 hp (164 kW) @ 5600 RPM	225 lb·ft (305 N·m) @ 2800 RPM
2007–2008	3.7 L (223 cu in) LLR I5	242 hp (180 kW) @ 5600 RPM	242 lb·ft (328 N·m) @ 2800 RPM
2009–2012	3.7 L (223 cu in) LLR I5	242 hp (180 kW) @ 5600 RPM	242 lb·ft (328 N·m) @ 4600 RPM
2009–2012	5.3 L (325 cu in) LH8 V8	300 hp (224 kW) @ 5200 RPM	320 lb·ft (434 N·m) @ 4000 RPM

Second generation

Overview
Also called	Chevrolet S10 (Brazil) GMC Canyon (US) Holden Colorado (Australia) Isuzu D-Max
Production	2012–present
Model years	2012–present 2015– (US)
Assembly	Brazil: São José dos Campos (GM do Brasil) Thailand: Rayong United States: Wentzville, Missouri(Wentzville Assembly)
Body and chassis
Platform	GMT 31XX
Related	Chevrolet TrailBlazer Holden Colorado 7 Isuzu MU-X
Powertrain
Engine	2.4 L Flexpower I4(gasoline/ethanol) 2.5 L Ecotec (LCV) I4 (gasoline) 2.5 L Duramax I4 (turbo diesel) 2.8 L Duramax (LWN) I4(turbodiesel) 3.6 L High Feature engine (LFX)V6 (gasoline)
Transmission	5-speed manual 6-speed manual Eaton N8D 6-speed automatic 6L50
Dimensions
Wheelbase	3,096 mm (121.9 in)
Length	5,347 mm (210.5 in)
Width	1,882 mm (74.1 in)
Height	1,781 mm (70.1 in)

Chevrolet El Camino
1969 Chevrolet El Camino SS
Overview
Manufacturer	Chevrolet (General Motors)
Model years	1959–1960 1964–1987
Body and chassis
Class	Coupé utility
Layout	FR layout

First generation
1959 Chevrolet El Camino
Overview
Production	1959 El Camino Total 22,246 1960 El Camino Total 14,163
Model years	1959–1960
Assembly	Arlington, Texas, United States
Body and chassis
Platform	GM B platform
Related	1959–1960 Chevrolet Biscayne 1959–1960 Chevrolet Bel Air 1959–1960 Chevrolet Impala 1959–1960 Chevrolet Brookwood 1959–1960 Chevrolet Parkwood 1959–1960 Chevrolet Kingswood 1959–1960 Chevrolet Nomad
Powertrain
Engine	235 cu in (3.9 L) I6 283 cu in (4.6 L) V8 348 cu in (5.7 L) V8
Transmission	3-speed manual 4-speed manual 2-speed Powerglide automatic
Dimensions
Wheelbase	119″
Length	210.9″

Second generation
1964 Chevrolet Chevelle El Camino
Overview
Production	1964 El Camino Total 32,548 1965 El Camino Total 34,724 1966 El Camino Total 35,119 1967 El Camino Total 34,830
Model years	1964–1967
Assembly	Atlanta, Georgia Baltimore, Maryland Fremont, California Framingham, Massachusetts Kansas City, Missouri Oshawa, Ontario
Body and chassis
Platform	A-body
Related	1964–1967 Chevrolet Chevelle
Powertrain
Engine	194 cu in (3.2 L) I6 230 cu in (3.8 L) I6 250 cu in (4.1 L) I6 283 cu in (4.6 L) Small-Block V8 327 cu in (5.4 L) Small-Block V8 396 cu in (6.5 L) Big-Block V8
Transmission	3-speed manual 4-speed manual 2-speed Powerglide automatic

Third generation
1972 Chevrolet El Camino
Overview
Production	1968 El Camino SS V8 5,190 1968 El Camino Total 41,791 1969 El Camino Total 48,385 1970 El Camino Total 47,707 1971 El Camino Total 41,606 1972 El Camino Total 57,147
Model years	1968–1972
Assembly	Arlington, United States Atlanta, United States Baltimore, United States Flint, United States Fremont, United States Kansas City, United States Van Nuys, United States Oshawa, Ontario, Canada
Body and chassis
Platform	A-body
Related	1968–1972 Chevrolet Chevelle 1971-1972 GMC Sprint
Powertrain
Engine	230 cu in (3.8 L) I6 250 cu in (4.1 L) I6 307 cu in (5.0 L) V8 350 cu in (5.7 L) V8 396 cu in (6.5 L) V8 454 cu in (7.4 L) V8
Transmission	3-speed manual 4-speed manual 2-speed Powerglide auto. 3-speed Turbo-Hydramatic auto
Dimensions
Wheelbase	116 in (2,946 mm)

Fourth generation
1973 Chevrolet El Camino
Overview
Production	1973 El Camino Total 64,987 1974 El Camino SS 4,543 1974 El Camino Total 51,223 1975 El Camino SS 3,521 1975 El Camino Total 33,620 1976 El Camino SS 5,163 1976 El Camino Total 44,890 1977 El Camino SS 5,226 1977 El Camino Total 54,321
Model years	1973–1977
Assembly	Baltimore, United States Doraville, Georgia, United States Leeds, Missouri, United States Arlington, United States Fremont, United States Oshawa, Ontario, Canada
Body and chassis
Platform	A-body
Related	1973–1977 Chevrolet Chevelle 1973–1977 GMC Sprint
Powertrain
Engine	250 cu in (4.1 L) I6 307 cu in (5.0 L) V8 350 cu in (5.7 L) V8 400 cu in (6.6 L) V8 454 cu in (7.4 L) V8
Transmission	3-speed manual 4-speed manual 3-speed Turbo-Hydramatic auto.

Fifth generation
1978 Chevrolet El Camino
Overview
Also called	Chevrolet Pickup (Iran, 1984-1987)
Production	1978 El Camino SS 12,027 1978 El Camino Total 54,286 1979 El Camino Total 58,008 1980 El Camino Total 40,932 1981 El Camino Total 36,711 1982 El Camino Total 22,732 1983 El Camino Total 24,010 1984 El Camino Total 22,997 1985 El Camino Total 21,816 1986 El Camino Total 21,508 1987 El Camino Total 13,743 1988 El Camino Total 420
Model years	1978–1987
Assembly	Baltimore, United States Doraville, Georgia, United States Leeds, Missouri, United States Arlington, United States Fremont, United States Oshawa, Ontario, Canada Ramos Arizpe, Mexico Tehran, Iran (CKD, Pars Khodro)
Body and chassis
Platform	A-body (1978-1981) G-body (1982-1987)
Related	1978-1983 Chevrolet Malibu 1978-1988 GMC Caballero
Powertrain
Engine	3.3 L (200 cu in) Chevrolet V6 3.8 L (229 cu in) Chevrolet V6 3.8 L (231 cu in) Buick V6 4.3 L (262 cu in) Chevrolet V6 4.4 L (267 cu in) Small-Block V8 5.0 L (305 cu in) Small-Block V8 5.7 L (350 cu in) Small-Block V8 5.7 L (350 cu in) Diesel V8
Transmission	3-speed manual 4-speed manual 3-speed Turbo-Hydramaticautomatic.
Dimensions
Wheelbase	117 in (2,972 mm)