‘Comically awkward’ US ute arrives in Australia
This massive American pick-up truck kicks sand into the face of other motorists, the environment and conventional dual-cab utes.
With comically awkward timing, the updated 3.7-tonne, 6.6-litre diesel-guzzling V8 Chevrolet Silverado 2500 HD has arrived.
It follows the Albanese government’s proposed new vehicle emissions standards – incentivising car brands to offer Australians more low- and zero-emissions vehicles, particularly EVs.
Yet here’s an improved-for-2024, right-hand-drive converted (in Australia) mega truck with bathtub-sized fuel tank, performance to haul a cruise ship and thirst to rival a Bali bucks weekend.
But some Aussies need this type of truck.
We can’t all silently zip around city streets in the latest electric car carrying just a lettuce.
More than 1100 Australians bought the outgoing Silverado 2500 HD (Heavy Duty) last year. Why? They need to tow big, heavy things, typically over long distances.
Which is where this American excels. You can hitch on 4500kg, there’s smart and safe towing tech, the engine breezes up mountains and the updated interior’s properly plush.
GMSV asks $163,000 for a MY24 Silverado HD in the sole high-spec LTZ Premium grade. That’s $30,000 above the smaller Silverado 1500 ZR2, but $10,000 under its RAM 2500 Laramie rival.
Capability-wise, your dollars buy an automatic locking rear differential, off-road suspension, easy-use two-speed transfer case for low range adventuring, and smart Diesel Exhaust Brake (like a truck’s compression braking), ideal for slowing when driving down a hill with a heavy load. It works superbly, the driver barely needing to touch the brake.
Little luxuries? There’s full leather-appointed interior, power, heated, ventilated memory seats, a 13.4-inch infotainment screen, 12.3-inch digital driver display, wireless CarPlay/Android Auto, Bose audio, sunroof and a power tailgate. That’s hardly slumming it.
The cabin’s vast and you sit trucker-like high. The RHD conversion feels factory-good with no dodgy alignment or rattles, and only the screen’s shortcut buttons being too far away from the driver betray its LHD origins.
The column shift gear change is a glaring let-down: it’s too clunky and I often chose the wrong gear. There are no paddle shifters either; you must use fiddly buttons on a too-plastic shift stalk.
You could camp in this double cab’s rear seating area. Head and legroom are vast (although reclining seats would improve things further), there’s ventilation and USB ports, plus vast under-seat and even in-seat storage.
The Silverado HD’s new grille, bumpers, C-shaped LED headlights and 20-inch black alloys add visual clout, but the real party’s under the imposing eye-level bonnet vent.
Unlike petrol-powered 1500s, the 2500 HDs pack diesel engines.
For the Silverado, its Duramax 6.6-litre V8’s figures have jumped 18kW and 88Nm to a ludicrous 350kW and 1322Nm. Such torque could turn tides.
Fire it up and there’s a far from subtle rumble. It roars into action, launching this 3762kg brute forward with crushing force.
The ten-speed auto gearbox smoothly flies through cogs, holding revs sensibly in check. The low-speed ride’s a bit jittery with no load behind, but it’s utterly majestic on the highway.
The V8 barely makes a peep and comfort levels are extraordinary.
Of course it’s a nightmare in town and on tight roads. You need six parking spaces to yourself, a footie field to turn, and it’s easier to go over roundabouts than through them.
Which is why you must only buy this HD if you tow. We hitched up a 2.6-tonne caravan, using myriad cameras to effortlessly line it up.
The van made no difference to the engine’s ability to effortlessly haul, but our unladen 14.3L/100km economy climbed somewhat, ultimately averaging 16.5L/100km.
Thanks to independent front suspension, there’s reasonable front end steering response and suspension travel, but don’t ever forget this is a truck. It rewards smooth, gentle inputs and early braking; adhere to these and it feels measured and safe, backed up by core driver assist tech such as blind-spot warning and rear cross-traffic alert.
Toyota reveals plans for Tundra pick-up
My favourite feature is its “transparent trailer”, where your van appears see-through in the centre screen. It generates an AI image thanks to 14 unique camera views (including one on top of the trailer), massively boosting confidence and safety when towing or reversing.
We sampled a brief off-road course, and while bumps were well managed, the 2500 HD’s ludicrous size – it’s a metre longer than a Ford Ranger – made skinny trails stressful to navigate. Again, cameras save the day.
The tub with spray-in boot liner’s over two-metres long (500mm more than a HiLux), has 12 fixed tie-downs and a payload of 733kg. Stingily, you must pay more for a tonneau cover.
VERDICT
The ownership costs are daunting and it’s not here to save the planet, but this big truck shines with herculean capability and King of the Road comfort and fun.
Three and a half stars
CHEVROLET SILVERADO 2500 HD
PRICE: $163,000 plus on-roads
ENGINE: 6.6-litre V8 turbo-diesel, 350kW/1322Nm
THIRST: Not available (14.3L/100km as tested)
WARRANTY/SERVICE: Three years/100,000 km, approx. $2200 for three
services
More Coverage
SAFETY: Six airbags, low speed auto emergency braking, adaptive cruise control, head-up display, lane-change and blind-spot alert, lane departure warning, rear cross-traffic alert,
TOWING/PAYLOAD: 4.5 tonnes, 733kg
SPARE: Full size
Catch: Buy a ‘Lambo’ for 20pc of the price
It goes like a Lambo, feels like one and even performs like one - and it’s only 20 percent of the price but there’s a catch.
New Chinese EV giant to flood Australia
Few Australians would have heard of this brand, but it hopes to change that with a value-packed Tesla alternative.
Can Chinese utes handle the bush?
Our torture test of BYD’s hybrid-powered Shark ute returns surprising results