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    Chevrolet Silverado 2024 review: 2500 HD LTZ Premium

    David Morley
    David Morley
    Contributing Journalist
    14 Mar 2024 • 19 min read

    Daily driver score

    3/5

    Tradies score

    4.3/5

    Maybe you've seen the TV and magazine adverts suggesting that only an American-made, full-size pick-up is the real deal, and that the rest of the dual-cab ute offerings are mere toys. Well, maybe this is the vehicle that makes even those other US pick-ups look a bit, um, underdone; a bit light on, as it were.

    You see, where the full-sized pick-ups like the RAM 1500, Ford F-150 and even this vehicle's stablemate, the Silverado 1500, pay at least some regard to the urban realities out there, this one, the Silverado 2500 Heavy Duty looks and feels like it couldn't care less about that mamby-pamby stuff.

    Nope, it's here to do a job, and that job is hauling huge things over rough ground. And you'd probably be well advised not to get in its way during that process. And now that it's been facelifted, the Silverado Heavy Duty is even more focussed. And more muscular.

    It's also involved in a bit of a torque arms-race in the US right now as the big pick-up makers try to out Newton-metre each other. In Chevrolet's case, it's led to this facelift of the 2500 Heavy Duty for even more performance (and torque, of course). But it seems to be working with about 60 per cent of US Heavy Duty buyers now opting for the diesel variant over the V8 petrol model. And this from a country where, previously, if it didn't have at last 18 wheels, it ran on petrol.

    Read more about Chevrolet Silverado

    Price and features – Does it represent good value for the price? What features does it come with? – 7/10

    We could start this with a price-per-kilo formula which would see the Silverado 2500 stack up pretty well. Of course, that's not how the world works, but it's also true that these big, imported pick-ups have never been cheap. So, no surprise to learn that the RRP for the Heavy Duty is a hefty $163,000, before on-road costs. On the flip-side, that means GM has held the price static compared with the version this facelifted model replaces, so it's not all bad news.

    There's only one specification offered (dubbed Silverado 2500 HD LTZ Premium) and you'll pick the updated version by the new interior and redesigned front and rear fascias and headlights. Inside, there's now jet-black leather, a pair of large info-screens (a 13.4 inch and a 12.3 inch) and a colour head-up display.

    It’s also worth noting this is a US-built truck that is shipped to Australia, pulled apart and converted to right-hand drive. It’s also worth noting this is a US-built truck that is shipped to Australia, pulled apart and converted to right-hand drive.

    All five seats are now heated while the front pair are ventilated and feature 10-way electrical adjustment. There's now also wireless phone charging, full connectivity, front and rear USB ports, and dual-zone climate-control. The stereo has been upgraded to a Bose system and a powered sunroof and powered rear window are also part of the deal.

    Carried over from the previous model are the side-steps, tow hooks, a power tailgate, integrated tie-down points and a tub-liner and the truck rides on 20-inch alloy wheels with all-terrain tyres.

    We really like the option of the column-shifted transmission and while you can opt for a central T-bar for a sportier look and feel, the column-stalk strikes us as the best version. We really like the option of the column-shifted transmission and while you can opt for a central T-bar for a sportier look and feel, the column-stalk strikes us as the best version.

    On the accessories front, the main choices regard the tonneau cover which is available in soft, hard-rolling, tri-fold and electrically retractable versions.

    The up-spec LTZ Premium trim level is aimed pretty high for a reason; as a means of justifying the expense of the local conversion to right-hand-drive and the effect that has on the retail sticker.

    Design – Is there anything interesting about its design? –  8/10

    The big changes in this nip-and-tuck amount to a new interior, some different exterior bits and pieces and, of course, the diesel engine's power-up. But it's also worth noting this is a US-built truck that is shipped to Australia, pulled apart and converted to right-hand drive. That's a big statement of intent from GMSV.

    Meantime, you can see where General Motors is aiming the Heavy Duty generally, just by looking at the attention to detail that's gone into the towing ability of the thing. Part of that is the fact the adaptive cruise-control can be used while towing and actually has the brain-power to modify its own protocols for safety.

    For instance, once the vehicle 'knows' it's towing a load, it automatically increases the following distance to the vehicle in front as per the adaptive cruise. The same set of algorithms also inform the driveline to work harder at low speeds and when moving away from rest.

    The Silverado 2500 Heavy Duty looks and feels like it couldn’t care less about that mamby-pamby stuff. The Silverado 2500 Heavy Duty looks and feels like it couldn’t care less about that mamby-pamby stuff.

    Even the blind-spot monitoring system is tweaked when a load is hitched up, to extend the monitored zones when a trailer is attached, and there's all manner of clever electronics designed to make hitching up and manoeuvring a trailer simpler, faster and safer.

    And just so you're in no doubt whatsoever that you're driving a slice of American trucking lifestyle, the Silverado Heavy Duty gets an exhaust brake which, to be fair, it probably needs anyway.

    Over and above the Silverado 1500, the ladder-framed 2500 differs mainly in its rear axle rating and tougher suspension that includes an independent front suspension and a leaf-sprung rear end with progressive springs.

    The Silverado Heavy Duty gets an exhaust brake which, to be fair, it probably needs anyway. The Silverado Heavy Duty gets an exhaust brake which, to be fair, it probably needs anyway.

    Thanks to Australia's licensing laws, the 2500 is rated to tow the same 4500kg as the 1500, but it is payload potential that is the debatable point. Potential that can be unlocked if you have a heavy vehicle license (but check the details in your state before committing) when the payload increases from a car-license friendly 733kg, to 1386kg.

    The towing limit of 4.5 tonnes remains in either case and there are no mechanical or other differences in either version of the vehicle. It's all down to legislation and paperwork, but it does open the door for unpleasant roadside chats with highway patrol officers who aren't entirely across this.

    Practicality – How practical is its space and tech inside? – 8/10

    Aside from a much nicer, better quality interior than most US-made trucks before it, the HD also has plenty of connectivity and usefulness built in. It's a proper five-seater and the rear seat split-folds 60/40. There's also a good sized storage bin under the rear seat and a huge centre console between the front chairs.

    We really like the column-shifted transmission and while you can opt for a central T-bar for a sportier look and feel in other markets outside Australia, the standard column-stalk strikes us as the best version for Aussie drivers. On the downside, the left-hand drive origins mean the shifter is on the 'wrong' side of the column and the starter button can kind of get lost amid the dozens of other buttons and switches dotting the interior.

    Aside from a much nicer, better quality interior than most US-made trucks before it, the HD also has plenty of connectivity and usefulness built in. Aside from a much nicer, better quality interior than most US-made trucks before it, the HD also has plenty of connectivity and usefulness built in.

    The head-up display is also standard and works well, but there seems to be an awful lot of switches, similarly sized and coloured, scattered across the width of the dashboard. Finding the exhaust-brake button, for instance, took a couple of experienced ute drivers a full five minutes.

    Out back, the tray offers 1814mm of interior width, 2089mm of length and has a calculated capacity of 1968 litres. The automatic tailgate (operated from the driver's seat) is a nice touch since the panel itself weighs about the same as a small Kia. There's also a standard sprayed-on tub liner and plenty of tie-down hooks and points. There's also an LED light in the tray, operated from inside and the huge variety of camera angles let you keep an eye on the load as you hitch-up, tie-down or hit the road.

    Despite having a dual-cab body, the tray of the Silverado is still huge. Despite having a dual-cab body, the tray of the Silverado is still huge.

    Under the bonnet – What are the key stats for its engine and transmission? – 8/10

    Forget the V8 and turbocharged V6 petrol power units of the Heavy Duty's competition. This time around, it's all no-nonsense. As in a whopping great turbo-diesel V8 engine measuring 6.6 litres of capacity and making a hearty 350kW of power. But, of course, the turbo-diesel is all about torque, and in that sense, the HD doesn't disappoint. In fact, there's 1332Nm of torque on tap, up 98NM on the pre-facelift model and a full 708Nm – more than double – more than the petrol-engined Silverado gets.

    Backing that up is a 10-speed auto transmission which seems close to overkill given the torque available, but there are also revised final-drive ratios to give the big fella a bit more giddy-up from a standing start.

    Naturally, the Silverado is also off-road capable with a set of low-ratios in the transfer-case and a standard locking rear differential. High-end twin-tube dampers are fitted and the push-button transfer-case also allows for switching from two-wheel drive to four-wheel drive (high ratio) on the move.

    Once you’re moving, the highlight quickly becomes the combination of that brutal engine and the syrupy, 10-speed Allison transmission. Once you’re moving, the highlight quickly becomes the combination of that brutal engine and the syrupy, 10-speed Allison transmission.

    Changing to low-range four-wheel drive still requires the vehicle to be stationary, but there's also hill decent control built into the system. Even with all that hardware, you get the feeling four-wheel drive will used more often on boggy work sites, than bush trails like the Old Telegraph Track.

    The towing assistance systems are quite amazing really, and, again, underscore the Heavy Duty's place in the world. They start with hitch-guidance with a camera view, an integrated brake controller, trailer-theft alert, trailer lighting diagnostics, the option of trailer tyre-pressure monitoring, tow-haul drive mode, auto-grade braking, jack-knife alert, a bed view camera and transparent trailer view which is an augmented reality view of what's going on.

    Interestingly, the Heavy Duty Silverado isn't actually rated to tow more than its petrol-engined stablemates. That remains at 4500kg with a 70mm tow-ball. The difference is ease with which the HD will do that same job. That and the potential fuel savings of towing heavy loads with a diesel, rather than a petrol, engine.

    Efficiency – What is its fuel consumption? What is its driving range? – 6/10

    Being a commercial vehicle, GMSV is under no obligation to quote an official fuel economy figure for the HD. So it doesn't. Instead, we used the trip computer on a combination of slower winding roads and a section oof freeway to record an average economy that was just dipping into the high-14 litres per 100km range.

    Depending on how you use the truck and what you tow with it, it'll all be uphill from there, and you can probably bank on using between 20 and 25 litres per 100km when towing a decent sized van or boat. In terms of the competition, this is not a terrible result. And let's not forget the ease with which this ute performs such feats.

    The HD is fitted with a 136-litre fuel tank which should give it an unladen range of something like 800 or 900km, and there's a 26.5-litre AdBlue tank, as well.

    Driving – What's it like to drive? – 7/10

    Okay, so it's big, but you'd already guessed that much. But even with your head around that concept, there's still a strong case for taking things slowly until you've learned where the extremities are. Some people will struggle with this for eternity, others will pick it up quickly. And even then, it remains that the world simply isn't always dimensionally ready for the HD; car parks are often too short and too narrow, drive-throughs too low and traffic islands too bendy.

    In terms of the driver interface, the biggest problem is either the sheer number of menu-driven functions to learn (especially if you're towing) and the sameness of many of the buttons.

    Then there's the oafishness of the otherwise clever column gear-shifter. The handle is long but even with all that leverage, you still need to give it a solid jerk to move it. And when you do, there's no reassuring clonk into the gear you want, just a faint notchiness that suggests you might have it right. Carmakers were doing this stuff better in the 1960s.

    The wheelbase will hamper really gnarly going and its bulk will ensure it’s a square peg in the round hole of bush tracks made by LandCruisers and Patrols over the years. The wheelbase will hamper really gnarly going and its bulk will ensure it’s a square peg in the round hole of bush tracks made by LandCruisers and Patrols over the years.

    Once you're moving, the highlight quickly becomes the combination of that brutal engine and the syrupy, 10-speed Allison transmission. Here is an engine that would probably cope with three gears (two if you're not towing) so when you hitch it up to ten ratios, the end result is a constant flow of Newton-metres. All 1332 of them.

    You might hear the gearshifts, but you won't feel them and the GM engineers have done a good job of calibrating the transmission so it makes the most of that torque tsunami. The HD is happy to grumble along at just over 1000rpm, sounding like a miniature Kenworth, or it can giddy up and join a freeway at freeway speeds even with three tonnes of van hanging off the tow-ball.

    Ride quality is okay for the most part, although really choppy roads will start to intrude on the cabin space, but not in a huge way. Things go downhill a bit with a big load on the draw-bar as the rear springs compress into a stiffer range and there's a degree of porpoising that emerges.

    Okay, so it’s big, but you’d already guessed that much. But even with your head around that concept, there’s still a strong case for taking things slowly until you’ve learned where the extremities are. Okay, so it’s big, but you’d already guessed that much. But even with your head around that concept, there’s still a strong case for taking things slowly until you’ve learned where the extremities are.

    The independent front end saves things in the end, and the HD tracks straight and true regardless of what the rear end is coping with at the time. Considering the sheer range of possible load scenarios the HD was designed to allow for, the end compromise is pretty darn good.

    Off-road, the Chevy is relatively capable with its all terrain tyres and sheer grunt, but the wheelbase will hamper really gnarly going and its bulk will ensure it's a square peg in the round hole of bush tracks made by LandCruisers and Patrols over the years.

    You can see where General Motors is aiming the Heavy Duty generally, just by looking at the attention to detail that’s gone into the towing ability of the thing. You can see where General Motors is aiming the Heavy Duty generally, just by looking at the attention to detail that’s gone into the towing ability of the thing.

    Safety – What safety equipment is fitted? What is its safety rating? – 7/10

    The Heavy Duty comes with six airbags, including side-curtain bags for every outboard seating position. You get lane-change alert with a blind-spot warning, lane departure warning, rear cross-traffic alert, forward collision warning, autonomous emergency braking (which works at speeds up to 80km/h but doesn't work in reverse), front and rear parking sensors, stability control and traction control, as well as the towing assistance features we've already talked about.

    The pick-up also makes extensive use of camera technology and there are no less than 14 available camera views including a 360-degree angle.

    It's worth mentioning, though, that the vehicle will also warn the driver if the Gross Combination Mass has been exceeded. This is an often overlooked safety issue and can be pretty easy to do given the huge towing limits that seriously eat into the payload allowance as a result.

    • The pick-up also makes extensive use of camera technology. The pick-up also makes extensive use of camera technology.
    • There are no less than 14 available camera views including a 360-degree angle. There are no less than 14 available camera views including a 360-degree angle.
    • The huge variety of camera angles let you keep an eye on the load as you hitch-up, tie-down or hit the road. The huge variety of camera angles let you keep an eye on the load as you hitch-up, tie-down or hit the road.
    • The towing assistance systems are quite amazing really, and, again, underscore the Heavy Duty’s place in the world. The towing assistance systems are quite amazing really, and, again, underscore the Heavy Duty’s place in the world.
    • It features a transparent trailer view which is an augmented reality view of what’s going on. It features a transparent trailer view which is an augmented reality view of what’s going on.

    Ownership – What warranty is offered? What are its service intervals? What are its running costs? – 5/10

    The Silverado mirrors other American built pick-ups by offering a three-year/100,000km factory warranty. That's a bit off the pace in 2024, and so are the service intervals at 12 months or 12,000km, although that's more about the diesel engine than anything else.

    GMSV has no plans to offer capped price servicing for the HD.

    The Silverado mirrors other American built pick-ups by offering a three-year/100,000km factory warranty. The Silverado mirrors other American built pick-ups by offering a three-year/100,000km factory warranty.

    Pricing & SpecsInsurance Quote
    Verdict

    If you're tempted into thinking this is the one vehicle that can do it all, please reconsider. Yes, the HD has enough low-range gearing to be convincing off road, but it's simply too big and heavy for this to be its forte.

    Similarly, the huge range of camera options and safety gear means it can get about in an urban environment. But, again, its own heft plays against it when you need to find a parking spot or negotiate a tiny roundabout.

    No, this vehicle is about towing and moving things. In that sense, it's a very well resolved solution with the performance, strength and standard equipment to do it safely, comfortably and relatively efficiently. Which is to say, if you don't need a tow-vehicle of this magnitude, there are better options purely because the tow-truck DNA of this one imposes so many caveats on other elements of daily life.

    On the other hand, it's difficult to imagine how the same $163,000 spent any other way could move big, heavy things with such ease.

    Note: CarsGuide attended this event as a guest of the manufacturer, with travel, accommodation and meals provided.

    $163,000

    Based on new car retail price

    VIEW PRICING & SPECS

    Daily driver score

    3/5

    Tradies score

    4.3/5
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