We like
Highway and gravel road stability, spacious cabin, generous towing capacity and tech, easy-to-use equipment, acres of torque, smooth and quiet driveline

Room for improvement
Grainy steering, appreciable size in urban settings, braking action could use more assistance, annoying off-kilter head-up display, AdBlue adds to fuelling costs

Overview

CHEVROLET’S recently updated Silverado 2500 HD range entered the Aussie market in March priced from $163,000 plus on-road costs.

 

Refreshed inside and out, the Chevrolet Silverado 2500 Heavy Duty (HD) scores a mild power increase and a range of new technologies aimed at keeping it competitive with its American-built rivals.

 

From the front, the model scores a new-look fascia with updated LED headlights and grille, behind which is a 6.6-litre turbocharged V8 diesel producing 350kW of power (+18kW) and 1322Nm (+98Nm) of torque. Power is distributed via an Allison-sourced 10-speed automatic transmission.

 

No official fuel economy figure is provided, though US figures point to around 18.8 litres per 100km. The fuel tank capacity is listed at 136 litres.

 

Braked towing is listed at 4500kg (5142kg with a truck licence) and payload 733kg (1386kg with a truck licence) on a spray-in bed liner with 12 tie-down points. The model tips the scale at 3762kg.

 

Chevrolet’s Z71 4x4 off-road suspension package with 20-inch wheels, hill descent control, locking (rear) differential, advanced towing assistants, exhaust brake, powered tailgate, and adaptive cruise control is offered as standard.

 

The Silverado 2500 HD further receives a refreshed interior with new 13.4-inch infotainment array and 12.3-inch digital instrumentation display.

 

Keyless entry and ignition are included, as are leather-appointed seats, head-up display, rear-view mirror with camera function, wireless Apple CarPlay and Android Auto, seven-speaker Bose sound, dual-zone climate control, 10-way power adjustable front seats, a power sliding rear window, heated front seats, and a powered sunroof.

 

Safety kit includes AEB (low speed) with pedestrian detection, forward collision alert, blind spot detection, lane departure warning, rear cross-traffic alert, six airbags, front and rear acoustic parking sensors, and a 360-degree camera system.

 

Four paint colours are offered: Black, Red Hot, Slate Grey, and Summit White.

 

The locally converted Chevrolet Silverado 2500 HD range is backed by a three-year/100,000km warranty with breakdown assistance. However, there is no capped-price servicing plan included.

 

Driving Impressions

 

Twelve yards long, two lanes wide… Simpsons fans will get it; and so it seems does a growing number of Aussie buyers. Like it or not, naysayers, large American ‘utes’ have their place here – especially if you need to tow with confidence or haul a load with room for your colleagues up back.

 

We took the Silverado 2500 HD off-road to see how well the now-standard Z71 package handles the rough stuff, and the answer is rather well. It’s not the sort of vehicle to get in and out of places a Ranger or HiLux would, obviously, but it does a terrific job of getting power to the ground, easily switching between modes on the fly.

 

Clearance is plentiful – even when you consider the distance between the axles – and traction remarkable. Even rutted, red clay tracks proved no match for the Silverado, the willingness to crawl through challenging terrain impressive considering the vehicle’s weight and size.

 

While we didn’t get to tow on the occasion, a flick through the various settings shows how well setup for ‘trailering’ the Silverado 2500 HD is.

 

A hitch guidance camera, standard trailer brake controller, towing mode (with exhaust brake), trailer theft alert, jack-knife alert, and even the option of trailer tyre-pressure monitoring… we’d be very keen to see how well the Silverado performs with the full 5142kg behind.

 

Our wager is that the Silverado 2500 HD wouldn’t flinch. Judging by the acres of torque on offer from pretty much idle, GM’s 6.6-litre V8 diesel will deliver pulling power in abundance. The unit is impressively strong on the open road, climbing steep grades without a murmur and overtaking cleanly with plenty in reserve.

 

The driveline is remarkably smooth and quiet, not just for a full-size pick-up, either. This is a driveline that would put quite a few family SUVs to shame on the NVH front. Transmission calibration is brilliant, the need to override decisions only ever necessary in descending long grades – assuming you wish to keep your licence.

 

Which brings us to another interesting point about the Silverado 2500 HD… A long trip on the open road without the use of cruise control shows just where the vehicle is geared to travel – and our 100km/h speed limit isn’t it.

 

This is a vehicle that feels right at home ticking away at an American 75mph (120km/h), meaning you’ll need to keep an eye on the speedo. Just don’t look at the off-kilter head-up display. If you’re as OCD as I am it’ll do your head in.

 

The ride comfort of the Silverado 2500 HD is better than you’d expect, thanks in no small part to its longer wheelbase and independent front-end. However, the larger alloy wheels and (relatively) lower tyre profile can exaggerate corrugations and bumps, suggesting quite rightly that the vehicle is designed to travel loaded, and not just with a couple of passengers on board.

 

Handling is a surprise, the Silverado 2500 HD is remarkably well composed on all but the tightest of bends, the big body well supported by firmer springs and shocks in most scenarios. Yes, the tail can be a little loose on unpaved roads, but it holds tight to its line in the wet – even without electronic intervention. A pity, then, the steering feel is gritty and disconnected.

 

The Silverado 2500 HD’s 14.1m turning circle is sharper than you might expect (considering a Ranger’s is 12.9m) and allows a level of manoeuvrability that helps when squeezing into too-tight Aussie parking bays.

 

We appreciated the dual lens mirrors on each door, and the extendable towing feature offered as standard. Couple this with the 360-degree camera and you’ll be surprised at how easy the Silverado is to park.

 

Brining the Silverado 2500 HD to a halt takes a little work, and not only because it tips the scale at close to four tonnes. No, it’s the action of the pedal that’s a little dauting here, the brake requiring more muscle than expected during even the most regular of stops.

 

It’s a point we feel could deter some who want to hitch up the horse float or caravan and is something we’d like to see GM address. Having driven the F-250 Super Duty and Ram 2500 previously we feel the comparisons is noticeable – and think buyers will too.

 

Of course, the Silverado 2500 HD is a larger vehicle than regular dual-cab utes and has a thirst for fuel to match. Relative to its rivals, the Chevrolet is quite efficient, and on test returned an average of 17.8 litres per 100km. Bear in mind, however, this will climb significantly when towing and/or hauling at capacity, with an additional 50 per cent usage to be expected.

 

It’s still a great effort considering just how much work the vehicle will manage. Just remember that you’ll need to fill a 136-litre tank and a 26.5-litre AdBlue bottle every time the needle points to ‘E’. Based on today’s prices, that means you’ll be handing over $320 each time you visit the servo.