Would you like a new 2019 Chevy Silverado 1500 Trail Boss off-road truck with a straight-six turbo-diesel? Let us know your thoughts below.

Just to be clear, GM has not confirmed the availability of the new 3.0L Duramax diesel in either the Chevy Trail Boss or GMC AT4 half-ton trucks.

We think it’s a great idea for people who like to go off the beaten path and have a long driving range. It’s also possible that GMC may offer the Sierra 1500 AT4 with the diesel, but it would be great to see a more budget-minded diesel off-roader.

Side note: a Ram 1500 Rebel Diesel prototype was recently caught testing in Moab, UT. Ford offers an F-150 Diesel with a FX4 off-road package.

We continue to look ahead to the introduction of the long-awaited 3.0-liter Duramax turbo-diesel I6 engine. The engine certification may have been delayed somewhat due to the EPA government shutdown, but GM says the engine is still on its way.

We still do not have official output specs or fuel economy ratings for the engine, but it is rumored at 282 hp and 450 lb-ft of torque. The straight-six diesel will be mated to a 10-speed automatic transmission. The rumored highway fuel economy stands at 28 MPG.

Once again, the power and fuel economy numbers are not yet confirmed.

We have been patiently waiting to find out how much power the 3.0-liter straight six diesel in the Chevy Silverado and GMC Sierra will make, and now the answer is upon us.

The new 3.0-liter Duramax in both the Chevy Silverado and GMC Sierra will produce 277 horsepower at 3750 rpm and 460 lb-ft of torque at 1500 rpm. The power will be sent through a 10-speed automatic transmission.

This information was first sent to us by a reader (thanks Patrick!), who found it on the GMC build and price tool (screenshot above). We quickly reached out to a GM representative and he confirmed to TFLTruck that the power numbers shown here are the real deal.

This means that the GM 3.0-liter is the most powerful diesel in a half-ton on the market. The Ford F-150 uses a 3.0-liter diesel as well producing 250 hp and 440 lb-ft of torque, though its a V6 rather than inline cylinders.

The 2019 Ram 1500 still isn’t available with the updated EcoDiesel, though when it is made available again, it will likely produce the same 260 horsepower and 442 lb-ft of torque that was announced for the engine by the Jeep brand.

Orders for the new Duramax diesel in the Silverado and Sierra will be taken soon and GM says that the first customer deliveries will begin this summer.

The new 3.0-liter Duramax diesel coming to the Chevy Silverado and GMC Sierra has been delayed, but when it finally does arrive, it will do so with a new diesel off-road package.

Found on the brand’s Dealership Employee Discount website’s build and price tool, there is a “Diesel Off-Road Package” listed for the Silverado 1500.

Choosing the package brings along a 3.73 rear end, Goodyear Wrangler Duratrac tires, a tri-fold hard tonneau cover and 6-inch Chrome steps on Crew Cab models. “Additional equipment may be required” is also listed as part of the package.

It makes sense to us that the Z71 off-road package would be that additional equipment, including things like a skid plate and off-road tuned suspension, though that is just a guess.

The diesel is slated to arrived now in 2020, and will offer 277 horsepower and 460 lb-ft of torque. It is mated to a 10-speed automatic transmission and costs $2,495 over the 5.3-liter V8.

The Duramax will be available on LT, RST, LTZ and High Country trims of the 2020 Chevrolet Silverado 1500. On the GMC Sierra 1500, the Duramax will be available on Elevation, SLE, SLT, AT4 and Denali trims.

Reaction to Chevy's redesigned half-ton Silverado has been muted at best. Though certainly more than capable, the new 1500 just doesn't go far enough to fully compete against its Ram and Ford competitors. The 2020 Chevrolet Silverado HD models are an inherently different story, however, as they are intended for inherently different purposes.

Many folks buy a 1500 simply because they want a truck — for style or because they occasionally could use one. By contrast, buyers of heavy-duty models need a truck. According to Chevrolet, 90% of HD buyers use it for trailering.

And by "trailering" we don't mean a dirt bike or a small bass boat. We're talking big things, such as one of the roughly 100,000 fifth-wheel RV trailers that were sold in the United States last year. In fact, 2018 was the third-largest sales year for RVs in general, pointing to their increased popularity and therefore the increased importance of heavy-duty trucks like the Silverado 2500 and 3500.

This difference in use can be seen in the sales mix of Silverado models. If you were to plot it on a graph, the 1500's sales mix would look like a bell, with the mid-grade LT and RST being the volume sellers. The HD models are the exact opposite, with a graph resembling a bowl. Basically, businesses buy the Work Truck and Custom, whereas recreational buyers go with the range-topping LTZ and High Country. As such, during our first drive of the 2020 Silverado HD, we tested a Custom with the new 6.6-liter gasoline V8 and a High Country in the HD's volume-selling combination: a Crew Cab with the optional diesel engine.

Now, as you've definitely noticed, every version of the 2020 Silverado HD gets all-new styling that's controversial at best, ghastly at worst and different depending on trim. In any event, know that every body panel apart from the roof is now unique to the HD. The interior is pretty much shared, but more on that later, because as we've already noted, it's capability that matters here.

To that end, the 2020 Silverado HD gets an enhanced version of Chevy's boxed rail frame design, which has been beefed up to handle greater loads. It's also been stretched in crew cab models an extra 5.2 inches for greater interior space. There are also larger and more robust front axles, while the prop shaft is 30% larger. The fifth wheel connection can also now be ordered directly from the factory, as opposed to relying on dealers to effectively dismantle the rear end of the truck, attach the fifth-wheel connection to the frame, and cut holes in the bed.

Within the frame is now the diesel DEF (diesel exhaust fluid) tank, relocated from underneath the hood, and now attached to a filler adjacent to the diesel one. An electronic DEF gauge has also been added to the instrument panel. Diesel owners should also appreciate the standard engine block heater and its outlet neatly integrated into the lower left bumper. You won't see a 2020 Silverado HD with a plug hanging out of the grille.

The Silverado is also the first heavy-duty truck to offer an automatic mode for 4x4 models — much like an all-wheel drive system, it'll send power to the front axle when the system detects rear wheel slippage. We found it works exactly as advertised.

As for the diesel engine itself, the 6.6-liter V8 returns, producing the same 445 horsepower at 2,800 rpm and 910 pound-feet of torque at 1,600 rpm as before. Cooling has been improved thanks to a bigger fan and hood scoop, plus a new "after run" feature that automatically keeps the engine running (and eventually shuts itself off) after you've left the truck to properly cool it down after a particularly grueling job.

Crucially, the diesel also gets a new, standard 10-speed automatic transmission. Having so many gears reduces the gap between them, which is hugely beneficial for towing in terms of capability, efficiency and interior tranquility. There's a reason big rigs can have 18-speed transmissions. By contrast, both the Ford and Ram heavy-duty pickups use six-speed transmissions. The exhaust brake function included on upper trims is another invaluable towing feature.

For further comparisons, the Chevy Duramax diesel largely aligns with Ford's 6.7-liter V8 that produces 450 hp at 2,800 rpm and 935 lb-ft at 1,800 rpm. The Ram is a different story, as it offers two 6.7-liter inline-six engines. The Ram 2500 can only be had with the version good for 370 hp at 2,800 rpm and 850 lb-ft at 1,700 rpm, giving the Silverado 2500 and F-250 a clear performance advantage despite their diesel options carrying similar price tags. The Ram 3500 is available with both the 850 lb-ft diesel, as well as the headline-grabbing "High Output" version good for 400 hp at 2,800 and 1,000 lb-ft at 1,800. It costs about $2,700 more than the lesser diesels, so know that Ram's torque bragging rights come at a literal cost.

And really, this is just one example where Ram, and to a lesser degree Ford, requires you to check options boxes to achieve their maximum capacities. Chevrolet, on the other hand, is much closer to being one (big) size fits all. It's possible the Ford or Ram may have a slightly higher maximum payload or towing capacity in certain model/cab/engine/axle/option combinations, but Chevy typically starts at a higher baseline of capability with a smaller range between minimum and maximum.

This is ultimately the most important takeaway in terms of payload and towing figures. That a regular cab Silverado 3500 dually delivers a best-in-class 35,500-pound maximum towing capacity is basically irrelevant. Choosing the right truck with the right combination depends on personal need, probably requires a spreadsheet, and usually comes down to only a few hundred pounds any way.

Now, should you really not need maximum capacity, the standard Silverado HD gasoline engine has been seriously upgraded. It's an all-new 6.6-liter V8 with an iron block and aluminum heads featuring direct injection, variable valve timing and a higher compression ratio. It produces 401 hp and a whopping 464 lb-ft of torque thanks to a longer stroke. The old 6.0-liter managed only 360 hp and 380 lb-ft, which made it seriously outgunned by the gas Ford (6.2-liter V8, 385 hp, 430 lb-ft) and gas Ram (6.4-liter V8, 410 hp, 429 lb-ft). Basically, Chevy has gone from worst to first. It's still attached to a six-speed automatic, though. So is Ford, but Ram counters with an eight-speed.

During our test drive in central Oregon around Mount Bachelor and the town of Bend, we found the gas engine to be merely capable. You just don't get the genuinely quick acceleration when unladen as you'd find in a less powerful but substantially lighter 1500. That's pretty much the heavy-duty norm, even if we suspect that a comparison drive with the Ram and Ford would indeed show a Chevy advantage.

Similarly, when hitched to a 12,000-pound combination of trailer and earth mover (pictured above), it capably got the job done, but there's just no substitution for the diesel engine that produces nearly double the torque. We had so much more confidence driving a diesel-equipped High Country despite towing a trailer that was 2,000 pounds heavier. It's therefore not surprising that the majority of HD buyers opt for the diesel engine despite a price tag that tops $9,000.

There's more to consider than just the engine choice, however. The steering system depends on trim level, with the LTZ and High Country featuring an electro-mechanical system that keeps weighting consistent regardless of driving situation. Specifically, more effort is added in Tow/Haul mode, resulting in noticeably more precise and reassuring steering while towing. The Custom's purely hydraulic steering, by contrast, becomes nebulous on center while towing and requires constant correction. Count this as a serious reason to consider an upper-trim Silverado — the Ram is purely hydraulic, while Ford offers a $1,000 adaptive steering ratio system on its upper trims.

Every Silverado HD has an independent front suspension (Ford does too, but Ram has a solid front axle) with a solid axle and leaf springs at the rear (same as every Ford and the Ram 3500, but the Ram 2500 has coil springs). The resulting ride is impressively well-damped and had us forgetting we were in a heavy duty truck when driving without a trailer (it was quite good with one as well). Maybe the Ram 2500 is better, but we'd need a real comparison drive to know for sure.

We would not need such a test to know that the interior has the same noncompetitive design and quality as the Silverado 1500. Yet, let's reiterate who most frequently buys heavy-duty trucks and why. For businesses that buy a Work Truck or Custom, an ugly dash won't matter a lick. Instead, they're likely to notice faults that are shared with competitors: the steering wheel doesn't telescope and there's no driver seat height adjustment for shorter drivers who will struggle to see over the vast hood. Both are added on upper trim levels, but if they're standard on a Chevy Cruze, they should be on a Silverado.

On the other end of the HD volume-selling spectrum, remember that even buyers of an LTZ or High Country are most concerned with capability. They're likely towing something that costs far more than the truck itself, so why not throw down a few extra thousand for all the bells and whistles? That their High Country has only some extra "wood" and bronze plastic trim over an LT doesn't really matter, nor will they care that the cab of a Ram 2500 Limited can be accurately described as luxurious. That said, if you find that a comparable Ram or Ford meets your needs, why would you want the high-dollar truck with the chintzy interior?

Well, there can actually be 15 reasons, as in the 15 different trailering camera views shown above that are available on the upper trim levels. With cameras mounted at the front, sides and tailgate, plus an auxiliary camera attached to the trailer and hardwired to the truck through a hitch-adjacent port, this is tech that makes a genuine difference for towing novices and experts alike. Digital lines make it easy to hitch up by yourself, and that integrated trailer cam allows you to actually see what's going on behind the trailer. You can even see inside the trailer with a second remote camera. We found the old-fashioned convex tow mirrors to be just as effective as the side tow camera view, but nevertheless, more visibility is better while towing, period.

There's other helpful trailering tech as well. A customizable checklist helps all those new RVers make sure everything is set up the way it should be. Another feature runs through all the various trailer lights while you're standing outside watching to confirm they work. There's also an ASA trailering app that allows you to monitor or control various functions inside the trailer such as the air conditioning or tank levels.

While the Ford and Ram offer some of these features, Chevrolet has more and it truly makes a difference — certainly more so than plastics quality. These are trucks intended for doing a job, and in this way, the Silverado HD makes it easier to do those jobs while also making it easier to buy and actually find the truck with the right capability. While a full comparison with a serious tow test would be needed to declare which truck is best for the most buyers, it is certainly clear that the Silverado HD is far more competitive than its 1500 sibling.

Diesel engines have a lot of appeal for buyers of full-size trucks and for good reason. They're usually much torquier than their gasoline-powered kin, and that makes them great for towing. One of their other significant advantages has historically been superior fuel economy.

Now, that fuel mileage gap has narrowed over the years as gasoline engines have added forced-induction and diesel-like direct fuel injection, among other things. Chevrolet has just proved that diesel is still king when it comes to gas mileage in full-size trucks though, with the 3.0-liter Duramax-equipped 2020 Silverado 1500 that managed a staggering 33 mpg on the highway, according to an announcement made by the company on Thursday.

Just to put that in perspective, the much smaller, lighter and more aerodynamic Mazda CX-5 Diesel can't do better than 31 mpg on the highway, and for an even wilder comparison, the 2019 Ford Fiesta ST -- a hot hatchback that weighs under 3,000 pounds and has an engine half the size of the trucks -- can only manage 32 mpg on the highway, according to FuelEconomy.gov.

Of course, the highway is the ideal situation for a diesel thanks to relatively low engine speeds and minimal turbocharger use, but things don't totally fall apart in the city either for the diesel Chevy, with it returning a highly respectable 23 mpg. For some comparison, the Ford F-150 diesel offers just 22 mpg in town.

We're still waiting on the EPA fuel economy ratings for Ram's new small diesel engine, also a 3.0-liter unit, but it's anyone's guess at this point whether that company's long history as a leader in diesel trucks will be enough to edge out Chevrolet's surprising accomplishment.

The American full-size pickup market is puzzling at present, with customer demand swaying from the workhorse end of the spectrum to more premium, upscale models. The humble bench seat pickup is a dying species outside of fleets—but according to a new report, GM is considering bringing back higher-end versions of the two-door, single-cab 2020 Chevrolet Silverado due to buyer interest.Currently, General Motors only sells its two-door pickups in long-bed configurations meant more for hauling equipment than hitting the town or trail. That could soon change, however, as Chevrolet Silverado Marketing Director Hugh Milne explained in an interview with Muscle Cars and Trucks.

“There were some decisions made to only do a regular cab long box Silverado… it’s only a work truck,” Milne said.

For reference, Silverado pricing starts at $29,895 with a 4.3-liter V-6 as standard. A more powerful 5.3-liter V-8 is available for $1,395 more, pushing the Work Truck (WT) trim Chevy past the $30,000 threshold.

“We had customers that were disappointed that we didn’t do a reg cab short box, and we’re seeing whether or not (offering one) makes sense,” added Milne. “We’re always evaluating opportunities, but a lot of that is based on greenhouse gas and how that is formulated… good players, bad players, footprints… we’re always trying to balance the portfolio.”

Milne is referring to fuel economy and emissions standards that keep full-size pickups in check, often calling for automakers to build eco-conscious variants that improve their lineup's overall average in terms of miles per gallon and carbon pollution. Chevrolet recently unveiled its 33 MPG highway Silverado 1500 Duramax to help with that, although it isn't available in single-cab models for the 2020 model year; neither is the 2.7-liter turbo four-cylinder.

If Chevrolet can figure out how to pinpoint a proper setup for a regular cab, short box pickup, then we could see off-road-specialized variants like the Silverado Trail Boss in such a configuration. Right now, those are only available in the Middle East. This could be a boon to customers who want a relatively compact half-ton truck for hitting tight backwoods routes.

The question remains, though: Could it actually be a profitable venture for GM? Time will tell, but rest assured that if Chevrolet can find a way to edge out their rivals at Ford and Ram by offering a class-exclusive model while still making money, it'll do so in a hurry.

Currently, the 2021 Chevy Silverado 1500 and 2021 GMC Sierra 1500 offer six different powerplants. However, looking ahead to the 2022 model year, two of those powerplants will be dropped.

According to a recent GM presentation during the 2021 Work Truck Show, the naturally aspirated 4.3L V6 LV3gasoline engine and naturally aspirated 5.3L V8 L82 gasoline engine will be dropped from the Chevy Silverado 1500 and GMC Sierra 1500 lineup for the 2022 model year.

GM Authority was the first to question the longterm prospects for the 4.3L V6 LV3. Back in December, we compared the LV3 to the turbocharged 2.7L I4 L3B gasoline engine, illustrating how the four-cylinder L3B bests the V6 LV3 in a variety of metrics, including power, torque, fuel efficiency, max trailering, payload, and 0-to-60 mph acceleration. While the transmissions used with each powerplant (eight-speed automatic for the L3B and six-speed automatic for the LV3) play a role here, there’s no question that the turbocharged engine and high-tech valvetrain are the defining factor.

As a reminder, the naturally aspirated 4.3L V6 LV3 is rated at 285 horsepower at 5,300 rpm and 305 pound-feet of torque at 3,900 rpm, while the naturally aspirated 5.3L V8 L82 is rated at 355 horsepower at 5,600 rpm and 383 pound-feet of torque at 4,100 rpm.

Meanwhile, the turbocharged 2.7L I4 L3B is rated at 310 horsepower and 348 pound-feet of torque. Other options include the naturally aspirated 5.3L V8 L84, which, like the L82, produces 355 horsepower and 383 pound-feet of torque. However, the L84 features Dynamic Fuel Management, as opposed to the L82’s Active Fuel Management.

The rest of the Chevy Silverado 1500 and GMC Sierra 1500 powerplant lineup includes the naturally aspirated 6.2L V8 L87, which is rated at 420 horsepower and 460 pound-feet of torque, and the 3.0L I6 LM2 turbodiesel Duramax, which is rated at 277 horsepower and 460 pound-feet of torque.

Production of the 2021 Chevy Silverado and 2021 GMC Sierra is continuing, but the global semiconductor chip shortage is resulting in a mid-year change. Or rather, an omission.

Basically, the availability of cylinder deactivation for the 5.3-liter V8 will be significantly reduced, resulting in a reduction of 1 mpg combined for affected models. This applies whether that engine has the six- or eight-speed automatic, as well as to both the regular Active Fuel Management and the more advanced Dynamic Fuel Management cylinder deactivation systems. DFM does remain with the pairing of 5.3-liter V8 and 10-speed automatic that comes standard on the LT Trail Boss and High Country.

"Due to the micro controller shortage, the components that control AFM/DFM in the engine control module (ECM) have been removed," GM spokesperson Michelle Malcho told Autoblog. She also indicated that the engines will still have the AFM/DFM hardware in place, but that GM will not allow activation of the systems in the future with an ECM change.

Malcho also confirmed to Autoblog that the Silverado and Sierra's other engines will continue to have AFM and DFM, including the 2.7-liter turbo inline-four, 4.3-liter V6 and 6.2-liter V8. In an earlier statement to Reuters, she declined to say the volume of vehicles affected.

"By taking this measure, we are better able to meet the strong customer and dealer demand for our full-size trucks as the industry continues to rebound and strengthen," Malcho wrote Reuters in an email.

The change runs through the 2021 model year, she said.

Malcho told Reuters it would not have a major impact on the Detroit automaker's U.S. corporate average fuel economy (CAFE) numbers.

"We routinely monitor our fleet for compliance in the U.S. and Canada, and we balance our portfolio in a way that enables us to manage unforeseeable circumstances like this without compromising our overall (greenhouse gas) and fuel economy compliance," she said.

GM's fleetwide fuel economy in the 2018 model year was 22.5 miles per gallon and was projected to rise to 22.8 mpg for 2019, according to a report by the Environmental Protection Agency.

To meet federal CAFE requirements, automakers like GM often use credits from either earlier years where they faced less stringent rules and performed better than the requirements or buy credits from other automakers.

GM said last month the chip shortage could shave up to $2 billion from this year's earnings. It subsequently said it expected global chip supplies to return to normal rates by the second half of the year.

The shortage, which has hit automakers globally, stems from a confluence of factors as carmakers, which shut plants for two months during the COVID-19 pandemic last year, compete with the sprawling consumer electronics industry for chip supplies.

Single-cab, short-bed pickup trucks are rare sights nowadays. With trucks evolving more and more into lifestyle vehicles and statement pieces, these totally utilitarian trucks have just about disappeared from the streets, sans a few single-cab models with long beds mostly sold for fleet purposes. Recently, this lack of choice has people clamoring for an equivalent Chevrolet Silverado, the likes of which is built in North America but then shipped to the Middle East where they're still sold. With demand growing Stateside, however, Chevy's director of truck marketing is now claiming that the Bowtie hasn't ruled out such a Silverado for the Americas.

"I would just tell you that because of the limitations that we've been dealing with in terms of the virus and all the things that the virus is causing, including limitations within the supply chain, it's something that we're going to work on," commented GM's Bob Kapes, when asked by GM Authority whether a shortie Silverado was in the cards. "Nothing to announce today, but we certainly do care about it."

Perhaps the lack of inventory caused by the pandemic could force GM to supplement availability with products destined for other markets? It's certainly a stretch, but judging by the comment above, not exactly impossible. We've also reached out to GM to find out more, and we will update this story when we hear back.

Part of why the stubby Silverado available to Middle Easterners appeals to Americans too is its healthy range of options; it isn't just some spartan, bargain-bin base model with steel wheels. Their single-cab, short-bed Silverados can be bought with the off-road Trail Boss and tech-forward RST packages, which are advertised as exclusives for the region. The release of these along with lesser trims in the States might be a good way to corner an evidently under-acknowledged segment of the truck market, whose existence GM has known of since at least 2019.

Clearly, the only way to force GM's hand will be to make more noise, and direct it where it might echo on up to a boardroom. Your local Chevrolet dealer wouldn't be a bad place to start.

The upcoming Chevrolet Silverado ZR2 off-road-focused pickup will be based on the LT Trail Boss, according to sources speaking to GM Authority. The info hints the truck could go by the moniker ZR2 Trail Boss.

If this is the case, then we can expect the ZR2 to have the equipment from the Trail Boss as a starting point for this more rugged model. This would include hill descent control, skid plates, and a heavy-duty air filter.

Chevy's teaser for the Silverado ZR2 suggests the truck has a raised suspension and chunky tires for getting around off-road. There are also rumors about the truck getting Multimatic Dynamic Suspensions Spool Valve (DSSV) dampers and locking differentials at both ends.

Spy shots point to the body having revised front and rear bumpers. They would improve the truck's approach and departure angles.

All signs so far suggest the Silverado ZR2 gets the 6.2-liter V8. The engine makes 420 horsepower (313 kilowatts) and 460 pound-feet (624 Newton-meters) and hooks up to a 10-speed automatic.

It doesn't seem like Chevy is preparing the Silverado ZR2 to be as speed-focused as the Ford F-150 Raptor. Instead, what we're seeing hints that it's more of a truck for crawling around trails at more moderate speeds.

Chevy is only saying that the Silverado ZR2 debuts this fall. The timing suggests that it would arrive at the same time as the refresh for the truck's entire lineup. The changes reportedly include an overhauled interior with tech upgrades like what's in the new Suburban

Spy shots of the Silverado ZR2's development show it testing with a Colorado ZR2 Bison. It's not clear whether Chevy intends to build a more hardcore Bison version of the Silverado ZR2, too.

Similar to its chief rival, the Ford F-150, the 2022 Chevy Silverado is not a ground-up redesign. Rather, it's a substantial refresh that tackles some of the full-size truck's weak points, and expands the line-up a bit. And among the things improved are powertrain capability, interior design and the addition of an even more impressive off-road model.

Of course, the most noteworthy addition is the new 2022 Chevrolet Silverado ZR2. Like its little Colorado sibling, it features Multimatic DSSV spool-valve shocks and matched springs. The truck has 2 inches of lift compared to a standard Silverado, just like the Trail Boss, but Chevy says the ZR2 has more suspension travel. And based on our experience with the Colorado, the Silverado ZR2 will likely be more comfortable on- and off-road than the Trail Boss.

Other off-road-ready equipment includes front and rear locking differentials, skid plates and 33-inch tires, slightly larger than the Trail Boss' 32s, that help give the ZR2 the best ground clearance of the Silverado range of 11.2 inches. The front bumper has been redesigned, too, for better approach angles, and the exhaust tips have been moved forward to prevent damage off-road. The ZR2 comes in only one configuration for now: crew cab with the short bed and the 6.2-liter V8 with a 10-speed automatic. That engine makes 420 horsepower and 460 pound-feet of torque. Finally, people will know the ZR2 by its Flow Tie badge, additional grille lighting, black hood insert and unique wheels. You can see how the ZR2 stacks up against the Raptor and TRX in our comparison post.

The most important update for the 2022 Silverado, though, is the completely revamped interior. The whole lumpen dashboard from before is gone starting with the LT trim. There's a crisp, tight-fitting dash with huge, well-integrated screens and stylish knobs and buttons. In fact, the 13.4-inch infotainment screen and 12.3-inch instrument display come standard in trims with this interior. A console-mounted electronic shifter is also introduced for trucks with five-passenger seating; six-passenger models maintain the column shifter. The High Country gets additional flair in the form of real open-pore wood trim, perforated leather and contrast stitching and embroidery.

What about trims below the LT? The Work Truck, Custom and Custom Trail Boss stick with the old lumpen dashboard and smaller infotainment system.

GM also didn't provide info or pictures of those lower trim levels, so I do not know if they too get the styling update applied to the LT and above trims. Those have new grilles that move the badge up and change the bars. I'm not so sure it works with the headlight design that's been relatively unchanged. The only tweak in that area is reworked running lights that have an illumination animation on start-up. Fog lights now have angular slotted covers over them.
There are also big capability improvements. The turbocharged 2.7-liter four-cylinder gets a stiffer crankshaft and reinforced engine block that have enabled Chevy to get more torque out of it. It now makes 420 pound-feet, which means it makes even more torque than the 5.3-liter V8. It's actually only 40 pound-feet away from the 3.0-liter diesel and the 6.2-liter V8. The eight-speed automatic it's paired to has also been tweaked for quicker downshifts and smoother shifting in general.

The diesel-powered Silverado is also updated. While the engine itself is unchanged, chassis changes allowed for the fitment of the Max Tow package. That allows a diesel Silverado to handle 13,300 pounds, a massive improvement over the 9,500 of the previous version. That also puts it tied with the 6.2-liter V8 for best-towing Silverado 1500 model.

There have been a few additional tech updates to the Silverado, too. All 2022 Silverados now come standard with automatic emergency braking with pedestrian detection, lane-keep assist and automatic high-beams. The High Country is available with Super Cruise, and is the only trim on which it's offered. It also operates with a trailer, and it can execute lane changes. You can read about our experience with the system in our prototype review. And of course, previous Silverado options such as its various trailering assist systems and multifunction tailgate will still be available.

The 2022 Silverado goes on sale next spring. Pricing and fuel economy numbers haven't been revealed, yet. We expect that information to become available closer to the spring.

As part of GM’s reveal of the refreshed 2022 Chevy Silverado 1500, the automaker announced that its best-selling vehicle will get a new, high-output version of the turbocharged 2.7L L3B I4. In some respects, this could make the naturally aspirated 5.3L L84 EcoTec3 V8 irrelevant.

While the new, high-output 2.7L maintains the same 310 horsepower as the current L3B, the automaker touted a 20-percent increase in torque, amounting to 420 pound-feet at 3,000 RPM compared to the L3B engine’s current 348 pound-feet torque peak. By contrast, the 5.3L L84 produces 355 horsepower and 383 pound-feet.

As a result, GM said that the high-output 2.7L in the 2022 Chevy Silverado “leads with more torque than any base engine in its class and has a maximum trailering rating of 9,600 pounds in a two-wheel drive configuration.”

“The engine maintains its fully forged bottom end as well as technology used in diesel engines to deliver on truck durability,” GM added. “These enhancements enabled engineers to reduce noise and tune the engine for greater torque production, particularly in the usable low-mid RPM range.”The improved output of the new 2.7L powerplant is also aided by a new, more rigid cylinder block casting as the foundation and a 30 percent stiffer crankshaft.

GM also said it applied shift scheduling revisions to the 8-speed automatic transmission currently mated to the L3B “to offer smoother shifting, along with quicker downshifts, for a greater feeling of refinement and power on demand.”

That may remedy what has been a problematic and unrefined 8-speed, since GM unfortunately did not pair the new 2.7L to its proven 10-speed automatic in the 2022 Chevy Silverado.

With the numbers of the new, high-output 2.7L supplanting at least the torque rating of the L84, GM could drop that 5.3L V8 and still keep the 6.2L L87 EcoTec3 V8, which tops out its gasoline offerings with 420 horsepower and 460 pound-feet of torque.

Turns out that complaining can make a difference. It also turns out that Chevy customers are just as astute at identifying a half-hearted, uncompetitive attempt at creating a truck interior as we car reviewers are. After only three years, GM went to the very unusual step of going back to the drawing board and giving the 2022 Chevrolet Silverado an all-new interior design. Not stopping there, it applied cutting-edge new technology to nearly every trim level including one of the industry's first applications of Google's Android Automotive operating system. The end result is a truck that is immediately more competitive against the Ram 1500 and Ford F-150, especially on the upper end of its model lineup where its cabins were laughable when put up against the Longhorns and King Ranches of the world.

There are some significant caveats here. First, we have not seen the new Silverado in person, let alone driven it, so right now we're just looking at the same pretty pictures you are. Second, the Work Truck, Custom and Custom Trail Boss trims keep the old interior design and technology – given their lower price points, that's probably OK.

Finally, and most importantly, there are in fact two different 2022 Silverados. The massively updated one shown here is officially the 2022 Chevy Silverado, but it won't actually be available until the spring of 2022. In the meantime, Chevy is selling the 2022 Silverado LTD, which is basically last year's truck but with the 2022 model year applied. There are many reasons for this, but suffice to say, if you see a 2022 High Country with the crummy old cabin, that's why. It's an LTD.

What's new for 2022?

The interior! It was quite bad before; now it appears to be wildly improved in terms of aesthetics, materials quality and technology. You can see the difference above as both belong to a Silverado LT. The new tech includes a 13.4-inch widescreen infotainment display that runs an Android Automotive operating system. Another key change is a console-mounted shifter for five-passenger models instead of the column-mounted one that remains for six-passenger cabs. There are visual changes outside as well (the grille bowtie has migrated upward); GM's Super Cruise handsfree driving system is now offered on the High Country; the 2.7-liter turbo engine now produces 420 pound-feet of torque (more than the 5.3-liter V8); the base 4.3-liter V6 is dead; and the 3.0-liter diesel can be fitted with a Max Tow package that allows it to tow 13,300 pounds versus last year's meager 9,500 sum.

There's also an addition to the family: the Silverado ZR2. This off-road model features Multimatic DSSV spool-valve shocks, the same 2-inch lift as the Trail Boss but with more suspension travel, locking diffs, skid plates, 33-inch tires and an overall ground clearance of 11.2 inches. The front bumper has been redesigned and the exhaust tips relocated to improve approach and departure angles, respectively. It includes the 6.2-liter V8, so it shouldn't be considered a true Raptor or TRX competitor.

What are the Silverado interior and in-car technology like?

The 2022 Silverado gets a completely new layout with updated materials starting with the LT trim (those lower retain the ugly old interior design) and it's a massive improvement. Besides aesthetics, the overhaul includes a new 13.4-inch infotainment screen and 12.3-inch instrument display found in all trims, albeit with different skins and software suites to account for differing options. Besides the new, bigger screen, the infotainment system is among the first in the industry to run on the Android Automotive operating system. We have only briefly experienced this system in the GMC Hummer EV, but it's certainly promising.

The upper trim levels see the greatest interior improvement, because frankly, they needed it. For instance, instead of a few bits of unconvincing wood trim slapped randomly to the side of the High Country's center console, the new version gets the real deal. Heck, the new LT interior has a far more premium vibe than the old High Country did.

Now, we have yet to get into the new Silverado in person, so there's only so much to say. Still, pictures are more than enough to tell that the overhaul is a gamechanger.

How big is the Silverado?

It’s huge. But so are all full-size pickups today. There are three cab configurations: a two-door Regular Cab with an 8-foot bed, a Double Cab with four doors and a 6.5-foot bed, and the larger Crew Cab four-door with either a 6.5-foot or a 5.8-foot bed. The Regular Cab measures 229.5 inches from stem to stern, while the Double Cab and the Crew Cab short box are just two inches longer, and the Crew Cab long box tacks on another 10 inches.

The Silverado features higher bed sides than most competitors, allowing Chevy to claim greater cargo volume. You can also get it with GM's Multi-Flex tailgate shown above left. Payload ranges from 2,130 pounds for the 4x4 Crew Cab to 2,280 for the 4x2 Regular Cab. Buyers who would routinely max out the payload, however, should look instead at the Silverado HD.

The vast majority of Silverados sold are the four-door Crew Cab configuration, which has sprawl-out space in the rear seat. The rear seat cushion also can flip up to help when carrying cargo inside. Access is easy through huge doors, although it’s a climb up to get inside (more so on the off-road-themed variants with their raised suspensions). The Double Cab is less spacious, and its rear seatback is more upright (pictured below left). The Double Cab’s narrow rear doors are a clue that its back seat is meant for occasional use, but at least they’re front-hinged rather than Ford's awkward clamshell design. You can also see the Silverado's six-passenger configuration below left, which includes a front middle seat.

What are the Silverado fuel economy and performance specs?

The Silverado has a sprawling powertrain lineup with four engines, three transmissions and of course 2WD and 4WD. As a result, performance and fuel economy vary widely.

The base engine is now the unique 2.7-liter turbocharged inline-four, which produces 310 hp and 348 lb-ft of torque. That's a massive, 72-lb-ft upgrade over last year and considerably better than the 5.3-liter V8. Paired with an eight-speed automatic, it’s the standard powerplant in most of the mid-range trims and an optional upgrade for the base WT and the Custom. Fuel economy is an EPA-estimated 20 mpg combined for 2WD models and 18 mpg combined with 4WD.

The most economical setup, though, is the 3.0-liter turbodiesel, which carries exceptional EPA estimates of 26 mpg combined with 2WD and 24 mpg combined with 4WD. The diesel produces 277 horsepower and 460 lb-ft of torque — the latter figure matching that of the largest V8.

Nearly every Silverado trim level is available with a 5.3-liter V8 good for 355 hp and 383 lb-ft of torque. Fuel economy varies widely, however, as the engine can be paired with six-, eight- or 10-speed automatic transmissions. Unlike last year, it is only available with GM's more advanced Dynamic Fuel Management system (DFM). The result is fuel economy that ranges from 15 mpg combined for a Trail Boss with the six-speed automatic to 18 mpg combined with the 2WD/8-speed combo. That's a significant spread.

The 6.2-liter V8 is the top-dog offering with 420 horsepower and 460 lb-ft. It’s paired exclusively with the 10-speed automatic, 4WD and DFM. EPA estimates range from 14 mpg combined for those with mud terrain tires to 17 mpg for a more road-going version.

What's the Silverado like to drive?

We have not yet driven the 2022 Chevy Silverado, so we cannot answer this question definitively. Apart from the new ZR2, however, as well as the significant improvement in the turbo-four's torque, GM did not announce changes that should fundamentally alter the way the Silverado drives. At least in theory.

As such, here's what we've previously found with this Silverado generation. We spent some time in a 5.3-liter Trail Boss, and found the engine paired well with the eight-speed automatic. An off-road stint in the Trail Boss showcased its mud-slogging capabilities, although those come at a cost to on-road comfort. We also towed a heavy load with a different Silverado powered by the big 6.2-liter and found that it did feel stronger than the 5.3-liter truck, but that you don't strictly need it. The 5.3 is more than capable. As for that turbo-four, we were already impressed with its ability to punch above its weight class before its notable improvement. Ultimately, though, we'd probably opt for the Duramax diesel engine that's strong, impressively quiet and well-suited to truck duty.

Regardless of engine, we've been impressed with the Silverado's road holding and steering. Despite its size, the Silverado is not ponderous to drive. Handling is actually fairly responsive, and it feels more nimble than its rival trucks. The ride quality is a sore spot, however. The LT Double Cab we tested bounded nautically over bumps, while other trims with bigger wheels produce tiresome impact harshness, and there’s some rear axle hop when the bed is unloaded. The top-spec High Country now comes with adaptive dampers that should smooth out the ride at least somewhat, but expect the Ram and F-150 to ride better regardless of version. Again, unless Chevy altered the suspension in some way and just didn't mention it. Stay tuned.

The base engine is now the unique 2.7-liter turbocharged inline-four, which produces 310 hp and 348 lb-ft of torque. That's a massive, 72-lb-ft upgrade over last year and considerably better than the 5.3-liter V8. Paired with an eight-speed automatic, it’s the standard powerplant in most of the mid-range trims and an optional upgrade for the base WT and the Custom. Fuel economy is an EPA-estimated 20 mpg combined for 2WD models and 18 mpg combined with 4WD.

The most economical setup, though, is the 3.0-liter turbodiesel, which carries exceptional EPA estimates of 26 mpg combined with 2WD and 24 mpg combined with 4WD. The diesel produces 277 horsepower and 460 lb-ft of torque — the latter figure matching that of the largest V8.

Nearly every Silverado trim level is available with a 5.3-liter V8 good for 355 hp and 383 lb-ft of torque. Fuel economy varies widely, however, as the engine can be paired with six-, eight- or 10-speed automatic transmissions. Unlike last year, it is only available with GM's more advanced Dynamic Fuel Management system (DFM). The result is fuel economy that ranges from 15 mpg combined for a Trail Boss with the six-speed automatic to 18 mpg combined with the 2WD/8-speed combo. That's a significant spread.

Hopes of a single cab, short bed Chevy Silverado pickup have been simmering since April when the automaker gave its first inclination that the body style could return. It’s not like Chevy doesn’t already make it – it does, but for other markets. That could change with the 2022 model as rumors continue to suggest that the body style will return with the truck’s design refresh, though its return might not please everyone.

A new GM Authority report, citing anonymous sources, says that when the body style does return, Chevy will restrict its availability to the base-model work truck (WT) trim. There’s excitement at its return, though it is a bit disappointing that it will only be in the WT trim, which will keep the truck’s nicer features and better aesthetics relegated to other body styles and higher trims. Better-appointed short bed, single cab Silverados are available elsewhere, like the Middle East, where Chevy offers the Trail Boss in this configuration.

Chevy gave the Silverado a substantial refresh for the 2022 model year, including the interior, which saw big improvements over the outgoing one. There are large 12.3- and 13.4-inch screens in the dash, though you shouldn’t expect those on the WT trim. The new interior is for LT trucks and up. Chevy also tweaked the truck’s powertrain lineup, gaining more torque from the turbo four-cylinder and more towing capacity out of the available inline-six turbo-diesel. The four-cylinder and the 5.-3-liter V8 should be available in the new single cab, short bed Silverado WT.

It would seem that such a pickup would be a staple for the brand’s lineup, but trucks have tiptoed toward becoming luxury products, which means catering to on-the-go families and others who might not use a truck to its full capability. A two-door pickup limits its appeal, and Chevy has offered such a setup with a standard bed. If Chevy does offer it, the aftermarket scene could help transform the truck into something a bit more special.

Developed specifically to counter the Ford F-150 Lightning, the Chevrolet Silverado EV reimagines the Golden Bowtie’s full-size pickup truck.
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Developed from the ground up on the BT1 battery-electric truck platform of the GMC Hummer EV, the ‘Rado will be initially available in WT specification. The Work Truck is a fleet-oriented trim level that offers 510 horsepower, 615 pound-feet (834 Nm), 1,200 pounds (544 kilograms) of payload, as well as a standard towing capacity of 8,000 pounds (3,629 kilograms).

According to General Motors, the peeps in Detroit are currently developing “a fleet model with up to 20,000 pounds (9,072 kilograms) max trailering with the max tow package.” That’s a tremendously good figure for a pickup, let alone an EV. For comparison, the 2021 Ford F-150 with the 3.5-liter EcoBoost V6 engine is good for up to 14,000 pounds (6,350 kilograms).

RST is how Chevrolet refers to the better-equipped trim level, the retail-oriented configuration you’ll be able to purchase from your local dealer. Up to 10,000 pounds (4,536 kilograms) of maximum trailering with up to 1,300 pounds (590 kilograms) of payload are available on the RST.

In the first instance, prospective buyers can opt for the RST First Edition that flaunts plenty of standard features. The list kicks off with four-wheel steering and automatic adaptive air suspension. Other highlights include the Multi-Flex Midgate that expands the pickup’s cargo capability while maintaining enough room for a second-row passenger. Even though it’s the flagship, the RST First Edition is available with options such as the Multi-Flex Tailgate we already know from the combustion-engined Silverado 1500 and GMC Sierra 1500.

Next spring, Chevrolet intends to launch the long-range WT with an estimated range of more than 400 miles (644 kilometers) on a full charge. As for the most performance-oriented Silverado EV out there, Chevrolet quotes 664 horsepower and more than 780 pound-feet (1,058 Nm) in Wide Open Watts Mode on the RST, enabling a 60-mph acceleration of less than 4.5 seconds.

Every single configuration will be assembled at the Detroit-Hamtramck Assembly Center in Michigan, a facility that’s been renamed Factory ZERO to emphasize the ongoing transition to all-electric products.

The 2024 Chevy Silverado EV is now here, and the electric pickup truck wars can truly get under way. It should be an interesting battle, since Chevy has gone a very different route than its archrival Ford did with the F-150 Lightning. Instead of heavily modifying the internal-combustion truck's platform, the Silverado EV is built on the same platform as the GMC Hummer EV, which has resulted in a vehicle that is completely different from its namesake.

Obviously the styling is the first thing that's noticeably different. While the wheelbase and overall length are similar to the four-door gas- and diesel-powered Silverados, the proportions are significantly altered. Without a powertrain up front, engineers were able to move the cowl forward and significantly increase interior space. The cab has Hummer-like rear pillars, too, so the whole middle section looks, and actually is, much bigger than the traditional truck. The changes up front don't end with the forward-shifted cab. There's of course no obvious grille because the EV doesn't need the airflow, and the resulting design is far more subtle and refined than the gas truck's. The hood has been lowered, too, both for improved forward visibility and aerodynamics.

The new shape provides some interesting new cargo and interior benefits. Like many electric vehicles, the Silverado EV features a front trunk with an available power-opening lid. Exact dimensions haven't been given, but Chevy says it fits three suitcases. The cabin is enormous, and it features a unique design separate from the internal-combustion models. Two kinds of infotainment screen will be offered. On the RST for regular customers, it has a special 17-inch touchscreen that's shaped to fit its enclosure. On the fleet-only Work Truck (or WT for short), it's a conventional rectangular screen. The bed length is 71 inches, just a bit longer than the short bed on the quad-cab Silverado. It's the only bed length available, but if you need additional length, Chevy has revived the Midgate from the old Avalanche. It's improved, too, as not only does the rear glass and body section fold down, but the lower section behind the seats is split 60/40. That means you can retain a bit of passenger-carrying capability while also loading up long items. It's not included on the initial WT models. Furthermore, Chevy will offer the Multi-Flex tailgate with integrated step.



Underneath this fresh bod are a couple of powertrains. Chevy will offer only two variants to begin with, with more trims and powertrain combinations to come in the following 2025 model year. The Silverado EV WT will have dual electric motors and four-wheel drive. Power is 510 horsepower and 615 pound-feet of torque. The sole option for private customers for the 2024 model year will be the RST, which also gets two motors, but makes 664 horsepower and 780 pound-feet of torque when put into the the sport mode called Wide Open Watts (WOW). Chevy says this version should be able to reach 60 mph in less than 4.5 seconds.

Both models will have the same size battery pack, offering an estimated 400 miles of range. The battery pack supports up to 350-kW DC fast charging, and Chevy has added plenty of outlets to extract that electricity. Maximum outlet power is 10.2 kW (optionally available), and a 240-volt outlet is available for high-power tools and appliances. Towing capacity is rated at 8,000 pounds and payload at 1,200 pounds on the WT, and the RST can be rated for 10,000 pounds and 1,300 pounds respectively. Chevy intends to eventually offer a model with 20,000 pounds of towing.

For comparison, the F-150 Lightning is rated at 10,000 pounds for towing and payload between 1,800 and 2,000 pounds depending on battery. But no Lightning variant can offer 400 miles of range. The Lightning's maximum fast charging is 150 kW, and maximum outlet power is 9.6 kW.









The Silverado EV will also have some other interesting mechanical features. Like the Hummer EV, it has fully independent coil-spring suspension standard, with adaptive air suspension available. The air suspension will be standard on the first-year RST, and it has 2 inches of ride height adjustment. Four-wheel steering is included on both introductory models, too. Super Cruise with automatic lane-changing and towing ability is on offer, and the Silverado EV doesn't have a start button. Simply have your phone set as your key or bring the keycard, and the truck automatically turns on and is ready to drive.

So what does the Silverado EV cost? Well, that's the complicated part. Chevy doesn't share pricing for its fleet vehicles, so there's no price on the WT for now. As for the RST, well, it's a fully-loaded trim for 2024 and the only one for the year. It comes with a similarly fully-loaded price of $105,000 not including destination. Now, before that scares you away, note that there are far more trims and powertrain options coming for 2025. Chevy says that the base private customer-spec WT will start at $39,900, not including destination. That will also come with a smaller battery pack that will become available for 2025. So, yes, the Silverado EV will be seriously pricey to start, but affordable versions are on the way, even a Trail Boss variant.

Trucks for the first model year will go into production in spring 2023. Those will be the WT fleet trucks. In fall 2023, the RST models will start production. And look for the 2025 models sometime in 2024. Reservations for the first trucks will open at 1 p.m. Eastern today.

It comes with a similarly fully-loaded price of $105,000 not including destination.

As if it's not enough trying to tell if that Ford Explorer in your mirror is a cop, now you've gotta keep an eye out for the 2023 Chevy Silverado PPV. It's a lot like the regular civilian truck, all the way down to its two-inch lift, as Chevy has leaned heavily on its production parts bin for the first-ever Silverado pursuit vehicle. Even still, it's got some upgrades that your Average Joe or Jim won't get from the factory to set it apart.

The powertrain is pretty standard fare—all Silverado PPV units get a 355-horsepower, 5.3-liter V8 that directs output to a 10-speed automatic transmission. What stops the truck, though, is really worth noting as it's got six-piston Brembo front calipers that are more Camaro than Canyonero. That's crucial when you're running at high speeds and have to turn in a hurry, which is something pursuit vehicles have to do on occasion.

When it's not chasing down other cars, the Silverado PPV can go off-road like you'd expect any good truck to. It's got the goodies from Chevy's Z71 package, which means it has Rancho shocks, a big front skid plate, and a locking rear differential for better traction on loose surfaces. Apparently, it even has best-in-class ground clearance at 11.35 inches—for reference, that's more than a stock Silverado Trail Boss.

Handily, Chevy made sure this pickup can still tow. Each one touts a max trailering capacity of 9,300 pounds, which isn't too shabby considering all the extra weight these haul around by way of accessories. The automaker specifically mentions marine and mounted operations as practical uses for the Silverado PPV's towing capabilities, which sounds about right. Then again, you never know what you'll need a truck for.

Since every department's needs are different, this cop truck can be sent to upfitters for whatever equipment necessary. It comes standard with auxiliary wiring circuits and five blank switches that can be tapped into for commonly used accessories, like floodlights. The front-middle seat can even be deleted in case that space is better served hosting something else. These are all the features you'd expect from a pursuit vehicle, but the Silverado PPV doesn't overlook the fundamentals.

As for pricing, I couldn't even begin to tell you how much they cost because Chevy isn't saying—at least, not upfront. Just know they likely aren't cheap and you probably can't get one anyway unless you're actively serving in the police force.

I also wouldn't advise driving through a tornado to get one for free. Chevy can only gift so many.

Building off the success of the Silverado ZR2 launch, Chevrolet introduced the first-ever special edition Silverado ZR2 Bison in collaboration with American Expedition Vehicles (AEV), a premium off-road aftermarket manufacturer. This truck was uniquely tuned to unlock new heights in off-road capability for customers seeking overlanding adventures.

"Our most recent collaboration with AEV resulted in the much-acclaimed Colorado ZR2 Bison. We're thrilled to team up again to bring customers Chevrolet's next chapter of off-road dominance, this time on Silverado," said Scott Bell, Chevrolet vice president. "The 2023 Silverado ZR2 Bison unlocks the pinnacle of the nameplate's off-road capability."

AEV has a strong track record for providing accessories that excel in overland expedition environments. The 2019 Colorado ZR2 Bison quickly became the most popular special edition package offered with the Colorado ZR2. Similar to the Colorado ZR2 Bison development, AEV and GM engineers and designers collaborated on the tooling and design to bring forth the Silverado ZR2 Bison with unique overlanding componentry.

"The Chevrolet Silverado ZR2 Bison is the ultimate half-ton truck for backcountry adventures," said AEV CEO and Founder Dave Harriton. "The Silverado ZR2 Bison checks all the boxes - robust stamped steel bumpers, complete underbody protection, a factory-tuned off-road suspension, and locking differentials front and rear. We are confident off-road enthusiasts are going to love this truck."

When compared to the 2022 Silverado ZR2, the Bison special edition is expected to feature improved stats for overlanding adventure. The front approach angle increases to an estimated 32.5 degrees (compared to 31.8 degrees). The departure angle improves to an estimated 23.4 degrees (compared to 23.3 degrees). The trucks are expected to share the same ground clearance at 11.2 inches.

This truck reaches new levels of off-road confidence also in part due to the high-quality steel integrated in the AEV bumpers and underbody protection. The AEV-stamped steel front and rear bumpers are constructed of 3-millimeter-thick steel and are powder and e-coated. The press-hardened steel used for the underbody skid plates is three-and-a-half times stronger than an equivalent cold-stamped high-strength steel plate and provides incredible resistance to underbody damage.

Bolstering the truck's resume for off-road strength, the Silverado ZR2 Bison comes standard with:

• AEV stamped steel front and rear bumpers with heavy duty recovery points and integrated step pads. The front bumper is compatible with an available winch accessory
• Five unique hot-stamped boron steel skid plates providing protection for the front, rear differential, transfer case and fuel tank
• Steel rocker panel protection
• A three-piece durable steel front bumper with integrated black, vertical front tow hooks
• Exclusive gloss black 18-inch AEV wheels paired with 33-inch Goodyear Wrangler Territory MT tires

Bison customers will continue to enjoy ZR2's standard features:

• Standard 6.2L V-8 engine with 10-speed automatic transmission delivers 420 horsepower and 460 lb-ft of torque to power through tough terrains
• Multimatic 40-millimeter DSSV spool-valve dampers, which feature:
  • Three separate spool valves to control damping
  • Three connected chambers for fluid flow
• Uniquely tuned springs that, with the Multimatic dampers, increase maximum front and rear suspension travel, compared to the Silverado Trail Boss
• Front and rear e-lockers
• Specific off-road chassis and suspension calibrations, including Terrain Mode, which allows one-pedal rock crawling

The Chevrolet Silverado ZR2 Bison exclusive body-color grille bar provides contrast to the black grille design and prominently features the signature ZR2 badge on the front of the truck to the right of the iconic Chevy "flow-tie." On the rear, the bold black matte finish on the standard Multi-Flex tailgate is unique to the Bison design and allows the centered Chevrolet bowtie to stand out.

Tastefully integrated into the design, Silverado ZR2 Bison customers will enjoy discovering nods to the AEV collaboration throughout the interior and exterior of the truck, including the Bison decal on the side outer box and the AEV badge featured on the front headrests and all-weather floor liners.

The Silverado ZR2 Bison is expected to start production in early 2023 with an MRSP of $78,490 with dealer freight charge included.

2023 Silverado 3.0L Diesel Duramax Delivers More Power, Capability

Also new for the 2023 model year, the refined second-generation 3.0L inline-six turbo-diesel Duramax is expected to deliver additional power and torque.

This engine is primed to deliver a sizable increase in power and torque for diesel customers. The max power is 305 hp, a 10% increase (277 hp in 22MY), and max torque 495 lb-ft, a 7.6% increase (460 lb-ft in MY22), thanks to several key component upgrades for optimum performance, including:

• New steel pistons with a revised combustion bowl
• Retuned turbo compressor
• New fuel injectors
• Improved temperature control features

"These improvements to the popular 3.0L Diesel Duramax build on the already advanced design of the first-generation engine," said John Barta, assistant chief engineer of diesels engines. "We often hear customers express their satisfaction with the outstanding fuel economy and smooth quiet power of the current diesel engine, so we can't wait for them to experience this advanced engine made possible by the continued design evolution and advances in engine technologies."

This refined diesel engine will be available on Custom Trail Boss, LT, RST, LT Trail Boss, LTZ and High Country, and will continue to be exclusively paired with a 10-speed automatic transmission for retail customers.

The Duramax engine will continue to be assembled at GM's Flint Engine Operations in Michigan. and will be available on select trims of the 2023 Silverado 1500 by the end of 2022.

Chevrolet brings everything heavy-duty truck customers want and need with the 2024 Silverado HD - with no compromises in capability and comfort. The 2024 Silverado HD arrives with powertrain upgrades, a more commanding presence paired with an overhauled interior, enhancements to its revolutionary trailering technology, and infotainment and active safety technology upgrades.

"We've designed the Silverado HD to be our customers' favored choice for true truck capability," said Scott Bell, vice president of Chevrolet. "The enhancements to the 2024 model build on its core strengths to provide an even stronger balance of the design, strength and confidence that makes tackling the hard jobs, including trailering, easier and more convenient than ever."

The lineup includes 2500HD and 3500HD models in Regular Cab, Double Cab and Crew Cab configurations. Dual-rear-wheel models are available on 3500HD and they support the lineup's highest trailering capacity: 36,000 pounds. The 2024 Silverado HD is available in Work Truck, Custom, LT, LTZ, and High Country trims. ZR2 will join the HD trim lineup later in the model year for the first time.

Allison 10-speed transmission enhances gas-engine trailering capability

For the first time, the proven Allison 10-speed automatic transmission is now standard equipment for both the Silverado HD's powertrains: the standard 6.6L V-8 gas engine and the available Duramax turbo-diesel. It replaces the gas engine's previous six-speed automatic, offering smaller "steps" between the gears, which enables the 6.6L gas engine to hold closer to its peak power for longer periods.

The improvements translate to a more confident feeling of on-demand power, regardless of whether the truck is towing a trailer. When it comes time to tow, the 10-speed configuration helps channel every single pound-foot of torque to the tires in every gear. In turn, the 2024 Silverado HD's Gross Combined Weight Rating with the 6.6L gas engine increases to 26,000 pounds, up from 24,000 pounds previously.

Additionally, the Allison transmission's 10-speed design optimizes grade braking with the gas engine, with the closer gear ratios enabling greater engine-braking control. That, in addition to precise tuning for smooth shifts and quicker downshifts, complements the enhanced feeling of on-demand power, greater control, precision and refinement.

More power, more torque and greater refinement for the Duramax turbo-diesel

Silverado engineers continue to further push the renowned Duramax 6.6L turbo-diesel V-8 engine, and with the 2024 Silverado HD, they've issued their latest upgrades.

Overall, the horsepower and torque numbers increase to 470 hp and 975 lb-ft of torque, per SAE J1349. Additional changes and upgrades were designed to produce a more efficient combustion, which enhances overall performance. Further, engineers enhanced low-end torque production by up to 25% for improved performance at low speeds or climbing grades, and particularly when trailering.

Commanding presence

The 2024 Silverado HD has a commanding presence, driven by a freshened front-end appearance that features a new fascia, new headlights, new grille and more. The truck's chiseled appearance combines with timeless design that not only looks, but is, prepared for anything.

C-shaped LED graphic lamps frame the new fascia, inspired by the signature design of the Silverado 1500, while bold, new headlights on LTZ, ZR2 and High Country models feature dual-projector technology. The main and high beams of these new lights are now split into dual functions, and as owners approach or depart their 2024 Silverado HD, an animated lighting sequence welcomes or bids them farewell from the truck.

Additional exterior updates include standard tow hooks, and "CHEVROLET" lettering featured on the hood scoop. Six new exterior colors have been added as well: Sterling Gray, Dark Ash, Radiant Red, Auburn Metallic, Lakeshore Blue Metallic (late availability) and Meteorite Metallic (late availability).

Atop numerous updates, Silverado HD's design continues to boast the breakthrough features and technologies that contribute to its true truck capability. They include the Durabed cargo box that optimizes every square inch for maximum cargo capability - including up to 83.5 cubic feet with the long box - as well as the CornerStep rear bumper, BedSteps, available six-position Multi-Flex tailgate, available 120-volt power outlet, available power tailgate and more.

The lineup also retains the popular Z71 Sport Edition, Z71 Chrome Sport Edition and Midnight Special Edition appearance packages, as well as the Alaskan Snow Plow Special Edition.

New wheel and tire options for the Silverado HD include:

• 20-inch bright chrome wheels available on LTZ
• 18-inch polished aluminum dually wheel and all-terrain tires optional on 3500HD LTZ and standard on 3500HD High Country
• 20-inch off-road tires available on Z71 Sport Edition, Midnight Special Edition, Alaskan Snow Plow Special Edition and Z71 Off-Road package

Redesigned, more refined interior

In addition to the exterior styling updates, all models receive a new interior designed for greater work-ready functionality and next-level technology integration.

LT, LTZ and High Country models introduce a dramatically redesigned passenger space centered around an all-new instrument panel that houses an expansive infotainment screen: a 13.4-inch-diagonal infotainment display. A 12.3-inch-diagonal configurable driver information center complements the new infotainment display. The infotainment screen and other controls are also canted toward the driver, giving the driver more of a "command center" perspective. This ethos pulls directly from the simple and iconic looks the C/K Series trucks set in the 1970s and 1980s.

This smarter command center also includes a redesigned wireless phone charger area to reduce distractions and a flow-under console. The latter design provides the spaciousness of a bench seat while retaining the functionality of a center console. Ahead of the driver is an available and configurable head-up display.

"It's a more open-feeling and contemporary interior that passengers will find inviting," said Phil Zak, executive director of Global Chevrolet Design. "It's an environment that intentionally puts more at the driver's fingertips, for a greater feeling of confidence and connection with the vehicle."

Additional interior updates and upgrades include:

• Fresh screen displays and graphics inspired by the recently refreshed Silverado 1500
• Authentic leather-wrapped surfaces and real wood accents available on certain models
• New center console on LT, LTZ and High Country models that incorporates an available wireless charger
• More space for side-by-side cupholders in the console: There is a total of 10 total cupholders available, depending on the model and configuration
• New audio control knobs that help strike an ideal balance between physical and digital controls, along with similar buttons recently introduced in the refreshed Silverado 1500 that allow some popular features to be accessed with a single push
• Climate vents and controls for second-row passengers
• Enhanced hidden storage, including in the console, upper and lower gloveboxes and even a sunglasses holder behind the infotainment screen

New and improved trailering technologies

Chevrolet's suite of customer-focused trailering technologies is designed to improve the experience with optimal visibility, easier hitching and greater driving comfort when towing a trailer. It's improved with the 2024 Silverado HD, with a number of enhanced and new features:

• Adaptive Cruise Control with Trailer is an all-new technology for Silverado HD. It allows the Silverado HD's available Adaptive Cruise Control to account for additional drag and increased braking distances when towing a trailer.
• Enhanced Transparent Trailer expands the current Transparent Trailer technology by allowing it to work with fifth-wheel and gooseneck trailers
• Trailer Side Blind Zone Alert extends the blind zone area of interest to help enhance safety and situational awareness when trailering
• GCW Alert warns the driver if the vehicle and trailer weight exceed the vehicle's Gross Combined Weight Rating

The Silverado HD makes trailering easier with established available features, including up to 14 unique camera views such as HD Surround Vision and Bed View, an in-vehicle Trailering App. Chevy optimized this suite of available camera views to ensure the 2024 Silverado HD provides the right view in any moment. Every Silverado HD includes a vehicle-specific Trailering Information Label, which lists its unique trailering metrics including the trailering ratings to the max tongue weight, max payload and more.

Additionally, the max tow package is now available across all Silverado 2500 trims, bolstering the maximum towing capability for the 2500HD series equipped with the 6.6L turbo-diesel V-8 engine to 22,500 pounds.

Enhanced infotainment and driver awareness technologies

The Silverado HD is designed to make the drive more enjoyable, with new, more intuitive infotainment technologies and an expanded roster of driver awareness technologies.

On the infotainment side, Google built-in compatibility enables customers to connect virtually every aspect of their daily lives through Google Assistant, which is available through the infotainment system touchscreen or voice command. With the Google Assistant, it's easy to send texts, play music, receive directions with Google Maps, adjust vehicle settings and even control smart home devices all hands free.

When it comes to safety and driver assistance technologies, Adaptive Cruise Control is a newly available feature. It complements and bolsters the suite of standard active safety and driver assistance features that includes:

• Front Pedestrian Braking
• Forward Collision Alert
• Automatic Emergency Braking
• Lane Departure Warning
• Following Distance Indicator

Welcome to High Country

High Country is the most expressive and meticulously crafted trim in Chevrolet's lineup - the 2024 Silverado HD elevates it further. Topping the updates are a new and exclusive Nightshift Blue interior, which includes Jet Black and Umber elements. The cabin also wears new metal "High Country" badges on the center console and "High Country" embroidering on the head restraints, upholstered with unique Ares leather seating surfaces that feature a wingtip pattern. The seats also feature premium fabric piping, while the door panels include fabric piping and trim with authentic open-pore wood. The wood additionally serves as a decorative trim on the upper glovebox. On the exterior, a new High Country exclusive 20-inch bright chrome wheel design is standard.

Additional High Country details and standard features include power-adjustable heated and ventilated front seats with memory and haptic sensors, acid-etched stainless steel speaker grilles for the standard Bose seven-speaker audio system, rain-sensing wipers and wireless charging located in the center console.

The 2024 Silverado HD High Country trim will also be available with a new Midnight Edition. Available for the first time on the High Country trim, the Midnight Edition darkens the exterior with black chrome accents in the grille and grille bar and swaps in black badging. Black power assist steps complete the look. The Silverado HD High Country Midnight Edition also includes 20-inch, high-gloss black painted wheels as standard, with 22-inch wheels in the same finish available.

The 2024 Chevrolet Silverado HD High Country Midnight Edition package includes:

• Black Hood Vent
• Black Lower Skid
• Black Bowtie/Badging (except Allison Duramax)
• Black 20-inch High Gloss Wheels
• Black Door Handles
• Black Grille
• Black Mirror Skull Caps
• Black Body-Side Molding/Inserts
• Black DLO
• Black Assist Steps

The 2024 Chevrolet Silverado EV is currently slated to begin production next year, and today we bring you spy shots of the RST model with its fancy-pants 24-inch wheels.

Previously, Chevy provided its own spy photo of a WT (Work Truck) prototype. That model wears much smaller wheels and doesn’t feature the full-width light bar in front seen in photos of the RST above. The differences between the initially revealed truck and the one in spy photos are minimal. However, the lower grille/lower front bumper design is slightly different on the truck in spy photos. The trim’s shape and finish are altered in the test truck between the two lower grilles, but it may not be worth reading too much into with this being a prototype tester.

Seeing the truck in white paint instead of the vibrant blue on the RST it was launched in provides another perspective and perhaps ideas for alternative paint color options if you’d rather a monotone look over blue. The 24-inch wheels still look utterly enormous in those wheel wells, filling up every last inch of space available.

In the rear, we’ll note that this truck doesn’t have its production LED rear taillights installed, so disregard those. Another oddity is that instead of the Silverado EV’s Multi-Flex Tailgate, this tester is rocking the GMC Sierra EV’s Multi-Pro Tailgate. They may look similar at first glance, but side-by-side shots show that the tailgate’s design is similar to the GMC electric truck, not the one seen on the truck Chevy initially revealed. This could mean nothing in the grand scheme of testing, but we’ll point it out nonetheless.

We expect the Silverado EV WT to launch in spring of 2023, and the RST pictured here is scheduled to follow in the fall.

The off-road capability synonymous with Chevrolet's ZR2 badge debuts for the Silverado HD with the introduction of the 2024 Silverado HD ZR2 - the brand's flagship heavy-duty off-roader. Elevating the Silverado HD's off-road credentials to even further heights, the 2024 Silverado HD ZR2 Bison debuts as part of the Chevy trucks family as well.

Chevrolet will soon offer a trio of flagship, off-road performance pickup trucks for anyone ready to explore the trails in Colorado ZR2, Silverado 1500 ZR2 and the first-ever Silverado HD ZR2.

Both the HD ZR2 and HD ZR2 Bison bring race-proven technologies and enhanced off-road capability to the refreshed 2024 Silverado HD lineup, with the specialized ZR2 Bison featuring unique equipment from premium off-road aftermarket manufacturer American Expedition Vehicles, for those seeking the ultimate capability in their adventures.

"The all-new Silverado HD ZR2 and HD ZR2 Bison provide the off-road performance our customers have come to expect from a ZR2, with the towing and payload capabilities our HD customers demand," said Michael MacPhee, director of Chevrolet Trucks Marketing. "They also expand the Silverado HD lineup, offering more choices for customers to find the perfect truck for work and off-road adventure."

Offered exclusively in the 2500 Crew Cab configuration - with the standard 6.6L gasoline engine or available 6.6L Duramax Turbo-Diesel - the Silverado HD ZR2 and HD ZR2 Bison leverage Chevrolet's off-road racing success with a defined set of upgrades built from proven off-road prowess. Whether that's crawling trails, tackling tough terrain or towing adventure toys on the weekend, the Silverado HD ZR2 and HD ZR2 Bison can handle it all.

The Silverado HD ZR2 does this without sacrificing on-road comfort or heavy-duty truck capability, embracing the same hallmarks that make the Silverado 1500 ZR2 a winning combination.

As for capability, the max payload for the Chevrolet Silverado HD ZR2 is 3,397 pounds (gas engine), while the max trailering rating is an impressive 18,500 pounds, when equipped with the available Duramax Turbo-Diesel to ensure owners don't have to leave behind any part of their adventure - big or small - when hitting the trail.

"The Silverado HD ZR2 is for those who want it all: For when you need to haul equipment to the jobsite during the week, then the camper and family off the beaten path on the weekend," said Sahar Nasif, program engineering manager, Silverado HD ZR2. "It's for those who want their tow rig to be just as cool as the toys it's hauling."

The HD ZR2 is instantly recognizable with the ZR2 family's front grille, which represents the expressive styling the ZR2 family of trucks values. Unique wheel opening moldings featuring integrated mud guards, ZR2 badging on the grille bar and a higher stance further strengthen HD ZR2's image. Both trucks also wear the "flow-tie" emblem. The suspension is raised approximately 1.5 inches (38 mm), front and rear, compared to other Silverado HD 4WD models.

Its off-road-capable features and content also include:

• Specific front upper and lower control arms and specific steering knuckles
• Multimatic DSSV Dampers
• Larger steel transfer case skid plate and front aluminum skid plate
• Rear e-locker
• 35-inch Goodyear Wrangler Territory MT tires mounted on 18 x 9-inch aluminum wheels.

HD ZR2 also includes a new Off-Road Mode, which incorporates learnings from the Colorado ZR2 and Silverado 1500 ZR2. When engaged, it adjusts various vehicle calibrations, such as the anti-lock brakes, traction control and stability control, to optimize their performance for off-road driving. In addition, Off-Road Mode alters throttle progression and transmission shifts, and the locking rear axle does not have a speed limitation.

HD ZR2 Bison: AEV collaboration raises the off-road bar

The Chevrolet Silverado HD ZR2 Bison was developed in collaboration with AEV to provide a factory package for the most avid off-roaders. It builds on the HD ZR2's standard features, adding:

• Exclusive gloss black, 18-inch AEV wheels
• Distinctive cut high-approach, stamped-steel front bumper with integrated recovery points and winch provisions
• Unique stamped-steel cut rear bumper with recovery points
• Tough, stamped steel underbody skid plates for the front of the vehicle, steering rack, exhaust and transfer case

Bison models also receive unique exterior badging and other identifying cues, including the AEV logo on the front-seat head restraints.

Additionally, both the HD ZR2 and HD ZR2 Bison benefit from the functional features shared across the Silverado HD range, including the DuraBed cargo box that optimizes every square inch for maximum cargo capability, the corner step rear bumper, BedSteps, power tailgate, a 120-volt power outlet, available six-position Multi-Flex tailgate and more.

IN FOCUS: Race-Proven Multimatic DSSV dampers

The Chevrolet Silverado HD ZR2's racing-derived Multimatic spool-valve dampers are designed to blend maximum off-road capability with on-road comfort. Pioneered on the Colorado ZR2 racing program and torture-tested with the help of Chad Hall Racing in the Best in The Desert off-road racing series, their unique spool-valve design (with three separate spools), compared to conventional shim-type dampers, offers unlimited tuning variability to control damping. That translates into more precise damping performance, for a greater feeling of control on and off the road.

Redesigned interior with ZR2 flair

The HD ZR2 and ZR2 Bison also feature the 2024 Silverado HD lineup's redesigned interior. Built for excellent work-ready functionality and next-level technology integration, the cabin boasts features HD truck buyers expect with a blend of premium materials and off-road prowess, as found in the Silverado 1500 ZR2.

The interior's dark trim accents complement the Jet Black and Graystone leather-appointed surfaces. Care also went into selecting materials that are simple to wipe clean after a day in the dirt.

The instrument panel houses a best-in-class 13.4-inch-diagonal infotainment screen and expansive 12.3-inch-diagonal configurable driver information center that become the focal points of the driver's command center. The infotainment screen and other controls are also canted toward the driver, strengthening the command center perspective. Smart, off-road technology includes an available 15-inch Head-Up Display with an off-road inclinometer and HD Surround Vision7 for the Silverado HD ZR2 and HD ZR2 Bison.

A redesigned wireless phone charger area as well as a flow-under console, which offers the spaciousness of a bench seat while retaining the functionality of a center console, round out HD ZR2's efficient use of interior space.

ANN ARBOR, Mich. — To coincide with our first go of it in the driver’s seat of the 2024 Chevrolet Silverado EV WT, Chevy dropped some good news in our laps. Just like its range figure took a leap from 400 to 450 miles last month, now its max towing and payload capacities have ameliorated. Instead of the previous 8,000 pounds of towing, the Silverado EV WT is now good for an even 10,000 pounds, while payload is up from 1,200 to 1,440 pounds.

Consequently, this Silverado EV WT offers far more range than any other electric pickup out there (not to mention almost every other available EV regardless of body style). The Rivian R1T comes in third at 328 miles (its 400-mile “Max Pack” battery is still AWOL), just behind the Hummer EV’s 329, while the Silverado’s most direct competitor, the Ford F-150 Lightning, gets up to 320 miles with the big battery option. That towing figure matches a Lightning equipped with the Extended Range Battery and Max Trailer Tow package. Ford still bests the Chevy in payload, at 2,235 pounds (or 1,952 pounds with the bigger battery).

But then there’s another figure that might come as a surprise, especially to early Silverado EV reservation-holders. This first version of the WT will start at $77,905, before destination. That’s considerably more than the $39,900 estimated starting price that was listed on Chevy's reservation site until this week. But considering the price hikes to the F-150 Lightning, perhaps we shouldn’t be shocked (sorry). It’s still about $18,000 more than the Lightning Pro’s starting price, but that price includes just 230 miles of range and 5,000 pounds of towing (and the Pro is sold out for 2023). To get closer to Silverado capabilities, the Lightning XLT with the bigger battery and 10,000-pound towing options is in the Silverado EV’s ballpark, at $78,874 before destination. It’s a step up from Ford’s work truck trim, but it still falls 130 miles short of the Chevy’s range. You give and you take.

Chevy plans to launch a 350-mile version for about $5,000 less sometime this fall, with lower-priced models coming at some point in the future. Whether there’ll ever be that $40,000 version remains to be seen, but we’re not holding our breath.

But enough with the mental gymnastics. Let’s talk about this actual electric work truck. The EV isn’t at all a carbon copy of the internal-combustion Silverado. In fact, it’s a clean-sheet development, complete with its own look. While Ford’s Lightning is unmistakably an F-150, the Silverado EV looks a bit more like the Chevy Avalanche than its actual namesake. It’s not body-on-frame, (though Chevy won’t quite call it unibody, either) with its rigid Ultium battery pack structurally incorporated into its “body-frame-integral” construction. The cab and front seats are pushed forward toward the front axle, which opens up room for the second row of seating and makes it easier to see over the cowl. In its quest for ultimate driving range, Chevy paid close attention to aerodynamics. Hence the solid grille, as the EV only needs minimal airflow for thermal management. The sail panels (or “flying buttresses” as Chevy exterior design director Ryan Vaughn referred to them) do a lot to give this truck its unique look, but also reduce drag. A soft tonneau cover — standard equipment — also improves aero.

While the Silverado EV RST, which arrives later in the year, is shiny all over, the WT uses harder-wearing materials more suitable to rugged work environments. It’s also only available in white — great for government duty — though we imagine many fleets will add their own wraps, decals and color schemes. The glossy black wheels are a nice contrast, and complement the black plastic cladding and accents throughout the exterior. Oh, and there’s no midgate in the WT, as useful as that might be for hauling big cargo. The bed comes in one size — 5 feet, 11 inches — and there’s also extra storage space in the front trunk (with a 120-volt socket inside), though it’s a few cubic feet smaller than the Lightning’s.

There is one 240-volt and multiple 120-volt outlets in the bed that can draw power from the battery at a work site (or campsite, or tailgate party). The truck comes standard with 7 outlets and 7.2 kilowatts of offboard power, but you can opt for with the PowerBase power bar accessory, which plugs into the truck’s charging port for a total of 10 outlets and 10.2 kW of available power. If you’re worried about drawing too much power from the battery while powering other items in the field, you can set an amount, in miles or state-of-charge-percentage, for the truck to save for your drive home.

While Chevy hasn’t disclosed all the details about the Silverado WT’s battery pack, we think we’ve got it figured out. It’s 24 modules, just like the 205-kilowatt-hour unit powering the GMC Hummer EV. It’s capable of 350-kW DC charging (again, like the Hummer), allowing the Silverado EV to recoup 100 miles of range in 10 minutes. Chevy’s also been coy about weight, but the sticker inside the door lists a curb weight of 8,568 pounds (which is not quite as much as the larger Hummer, but indicates a big battery). Throughout our unladen driving loops, the vehicle’s efficiency screen indicated an average of about 2.2 miles per kWh. Draw your own conclusions.

Just start driving

The WT’s interior isn’t flashy or luxurious, instead focusing on utility and durability. There’s copious storage space inside, with deep bins in the center console that are unimpeded by any transmission tunnel. There are small pockets on either side of the center console that could serve to hold paperwork or the like. A small storage space — just the tight size for a phone — is carved out or the dash in front of the passenger. The rear seats fold up and out of the way, and customers can opt for an accessory bin that lives below them.

In addition to the cargo cubbies, all the passengers, front and rear, enjoy plenty of personal space. The floor is a little high thanks to that battery pack below, the Silverado EV makes up for that by giving plenty of room to stretch out your legs. There’s also considerable headroom throughout, and no pesky moonroof to encroach upon it. We wouldn’t hesitate to put tall adults in the back seat behind a tall driver and passenger for extended periods of time.

Even this work truck, though, lives in the digital world. In front of the driver is an 8-inch screen serving as an instrument cluster, while an 11-inch touchscreen serves as the central infotainment display. Yes, many functions require diving into menus, but there are physical climate control buttons below the screen, and an actual volume know right next to it. The navigation system is powered by Google, as is the voice assistant, which makes for an easy and familiar experience. We particularly enjoyed the energy information menu, which keeps track of your energy usage (and how much you’ve regenerated through braking), graphs your driving efficiency in real-time throughout your trip. This page, along with other information, can be sent to the instrument cluster by tapping the “Add to Driver Display” prompt.

The brake pedal serves as the vehicle’s ignition switch, so long as it detects the key fob inside. Similarly, you don’t need to shut the truck off; just exit. You can turn it off manually via an icon on the infotainment screen if you wish, and you can also set the cabin power to stay on while you exit — a bit like a pet mode, ŕ la Tesla.

Heavy hustle

With 510 horsepower and 615 pound-feet of torque from its dual electric motors, the WT isn’t quite as powerful as the upcoming RST trim (754 hp and 785 lb-ft) with its Wide Open Watts mode, but do you really need to win drag races in your work truck? With that instant torque delivery, it’s still plenty of output to get four-plus tons of Silverado EV hustling down the road in short order. And, yeah, you can feel that there’s a significant amount of mass low in the truck, but the WT’s passive coil suspension works hard to keep that weight in check. It’s not the fine-tuned ride we can expect from later, fancier versions of the Silverado EV, but with its unibody-ish structure and independent rear suspension, it’s not the jouncy ride you’d get from a body-on-frame setup with a solid rear axle and leaf springs. The low center of gravity further helped control motions in the rare corners we met along our route. Steering is quite numb and artificial in its feel, but at least there’s no slop on center, and weight builds helpfully as you turn the tiller.

Of course, regenerative braking is part of the experience. The Silverado WT doesn’t have shift-style paddles on the steering wheel to adjust regen strength, nor does it have a “Regen on Demand” lever. It does, however, have two levels of one-pedal driving, kind of like the Cadillac Lyriq. In normal mode, the Silverado EV drives similarly to an internal combustion vehicle, with natural-feeling off-throttle deceleration, and even low-speed creep. You activate one-pedal driving via an icon on the infotainment screen, and there are two settings: “On” and “High.” The regular “On” setting is fairly typical for one-pedal driving. You rarely need to touch the brake pedal, but you might find yourself using it from time to time depending on the traffic around you. The “High” setting, on the other hand, is truly aggressive. Lift completely off the throttle, and your passengers will lean forward with a jolt, and you’ll stop quickly. To use it smoothly, you’ll be applying the accelerator more often than not, even when approaching a stop. It’s fun.

Later, we’d get a chance to tow with the WT, pulling a trailer loaded to close to the truck’s 10,000-pound capacity, on rural roads with 55-mph speed limits. It was an easy task, quite similar to our experience towing with the Lightning. The Silverado still accelerates with ease, and maneuvers without strain. We did see, unsurprisingly, our efficiency drop from our previous 2.2 miles/kWh to 1.4 miles/kWh. By our calculations, that would still give us about 287 miles of range, assuming we could maintain that efficiency beyond the 11 miles of our towing test route.

Before I arrived onsite to drive the 2024 Chevy Silverado EV WT, I had a different picture in my head of what this truck is than I do now. Not in terms of looks but in terms of capability … and price. In production form, the Silverado EV makes a good first impression. It might not look like a Silverado, it can still do truck stuff with ease and seems worthy of the name. Just as we appreciate Ford’s approach to the Lightning — take an F-150, just make it electric — we also like Chevy’s ground-up approach to electrifying its pickup space.

The market as a whole needs both tacks. But while this new Silverado EV is capable, comfortable and enjoyable to drive, even in its basic work truck form, that 450-mile EPA rating is its ace in the hole. It gives a lot of wiggle room for range-compromisers like cold weather, heavy payloads, aggressive driving and serving as a mobile power source for hours on end. Even if chargers are few and far between, this truck has the power to get the job done and get you home.