We like
Comprehensive towing technology, impressive interior tech and storage solutions, characterful V8

Room for improvement
Firm ride and overly stiff steering, seats lack support and comfort, bulk makes city driving cumbersome

Overview

 

The Chevrolet Silverado 1500 aims to dominate the Australian full-size pickup market with its powerful 6.2-litre V8 engine, robust towing capabilities, and head-turning American styling.

 

It’s a formula that seems to be working as sales are up by almost a third in 2024 while Ram 1500 deliveries are down by more than half and the Ford F-150 is soaking up some of the Ram’s market leadership.

 

As Chevy’s most affordable Silverado sold Down Under, the LTZ Premium variant tested here is $130,500 (plus on-road costs), General Motors Specialty Vehicles (GMSV) clearly not intending to mess with the relatively spartan F-150 XLT ($106,950 + ORC) or even Ram’s entry level Big Horn trim ($119,950 + ORC).

 

It’s more aligned with Ford’s Lariat trim level or Ram’s Laramie spec.

 

Standard equipment includes bright silver 20-inch alloys with 275/60 Bridgestone Dueler tyres, an all-black leather-appointed interior, adaptive cruise control, glass sunroof, colour 15.0-inch head-up display, a rear camera mirror and a raft of cameras including tray-view with vision delivered via a crisp 13.4-inch centre touchscreen, beside the similarly hi-res 12.3-inch digital instrument cluster.

 

Chevy brings a lot to the table with this model, particularly for those who need serious towing power and appreciate the latest tech features. However, it faces stiff competition from other full-size pickups, and in day-to-day driving, its firm ride and lack of seat comfort proved to be noticeable drawbacks.

 

 

Our opinion

 

All these American pick-ups are extrovert and quite brutal in the looks department but of the three 1500-class models currently offered it is the Silverado’s bold exterior that most demands attention.

 

Its aggressive front grille and broad, chiselled bodywork project power and capability, not to mention being rather intimidating.

 

However, while the Silverado looks impressive on the road, its size can be a double-edged sword.

 

I couldn’t help but feel how big this vehicle was, especially when compared to the relatively easygoing Ford F-150 – in tight urban spaces, the sheer bulk of the Silverado can be as intimidating as its looks and more than a little difficult to manage, worsened by heavy steering that makes it feel like more of a workout than a pleasure to drive in the confines of Australian suburbia.

 

This is the kind of vehicle that feels much more at home on long, open highways and rugged terrain, where its brawny presence and advanced tech can shine. More on that later.

 

Inside the Silverado is a heady mix of luxury and practicality. The cabin looks properly plush, featuring heated and ventilated front seats, as well as heated rear outboard seats, which have storage both beneath them and ingeniously integrated within the backrests.

 

The second row is also limousine-like in its provision of passenger space. Getting my kids in and out was a breeze compared with the cramped mainstream dual-cab one-tonner and they remarked on being able to see so much more from their elevated positions through the big windows than in pretty much any other vehicle they've ridden in.

 

However, I found the front seats to be firm and unsupportive, bordering on uncomfortable.

 

The right-hand drive conversion has been handled with remarkable precision, ensuring the Silverado maintains its cohesive design and functionality, quite a feat given the dashboard’s complex layout and multiple intersecting surfaces each with contrasting trims and textures.

 

Chevrolet has packed the Silverado with advanced tech, including a high-resolution infotainment system that stretches across the central touchscreen and digital instrument cluster. It’s an impressive setup that enhances the overall feel of the vehicle, putting on a stunning light show at night.

 

Numerous innovative storage solutions, such as those under-seat compartments and in-seat storage are practical touches make the Silverado as versatile a vehicle that lives up to the promise of providing for both passengers and cargo in a way one-tonne utes rarely do.

 

On the road, the 6.2-litre V8 engine is a beast. It provides plenty of power and torque – 313kW and 624Nm in fact – making the Silverado feel capable and responsive during highway driving and towing.

 

However, while the engine delivers effortless performance, ride quality is another story. The Silverado feels firm and jiggly over uneven surfaces, and the steering is heavy at lower speeds, making it hard work around town.

 

In Sport mode, the steering becomes even firmer and while the bi-modal exhaust delivers additional pleasing V8 grumble, the extra effort conspires with the Silverado’s stiff ride and hard seating making it even harder to tolerate.

 

This mode is best saved for highway blasts or towing, as the additional weight in the steering makes everyday driving unnecessarily difficult.

 

Brakes are another area of concern. During my time with the truck, they felt wooden at times and mushy at others, providing little feedback or confidence, especially given the Silverado’s size, making it feel even less wieldy in urban environments, especially my hilly neighbourhood.

 

Compared with the slick, effortless nature of a Ford F-150, the Blue Oval’s dated interior and dangerously poor headlights notwithstanding, the Silverado feels like many Chinese vehicles in that its interior and tech look great on the showroom floor but the real-world comfort and driving experience leaves much to be desired. At this price point, that’s a highly questionable trade-off.

 

Where the Silverado shines is in its towing technology, not to mention a capacity for up to 4500kg of braked trailer.

 

With a built-in trailer brake controller, multiple camera angles, and customisable towing profiles and checklists, Australian buyers who frequently lug caravans, boats, horse floats or large worksite equipment are well catered for.

 

Only the Ford Ranger and VW Amarok come close for trailer-friendly tech. But while the Silverado excels in towing, its 748kg payload capacity is lower than the tonne or so you get from a smaller ute such as a HiLux, Ranger, D-Max, Triton, Amarok or Navara.

 

While this might be a trade-off for some, the Silverado compensates with a more refined and comfortable towing experience.

 

Considering its size and power, the Silverado’s fuel economy is respectable. During my test, the truck averaged 14.4 litres per 100 kilometres, but this figure can fluctuate depending on driving conditions and load.

 

On the highway and unladen it settled down to a more reasonable 11.6L/100km, which is impressive for a vehicle of this size and compares favourably with other big petrol V8 vehicles such as a Nissan Patrol.

 

Still, Ford’s turbocharged V6 returned even more impressive numbers – sevens on the motorway for example – while being whisper quiet and far smoother, albeit without the visceral appeal of a V8.

 

One small but noticeable annoyance during our time with the Silverado was its quiet indicator sound and the lack of tactile feedback from the indicator stalk. It often felt uncertain whether the indicator had been properly engaged, which became a distraction.

 

That, and its firm ride, lack of seat comfort, and heavy steering make it less than ideal for daily use in urban environments. A more refined everyday experience comes in the shape of a Ford F-150, which, although feeling relatively dated and a lot less technologically advanced, offers a more comfortable ride and easier manoeuvrability.

 

For those willing to accept a few compromises in comfort, the Silverado remains a valid option with its muscular styling, tech features, and robust towing capabilities, which combine workhorse with touches of luxury.

 

Just be prepared for the extra size, heft and responsibility that comes with such a dominant road presence.