Instrumented Test
General Motors was judicious in the investment strategy for its latest Chevy Silverado and GMC Sierra pickups, saving on elements that didn’t really need upgrading and opening the money spout for elements that did. Case in point: the 6.2-liter V-8 option.
The 6.2 is the top powerplant in the half-ton lineup (available on Silverado LTZ and High Country trims) and the big boy in GM’s new EcoTec3 family of truck engines. At a glance, this might look like the same oversquare pushrod eight from before—it has the same displacement, as well as the same bore centers, which have had holy-writ status within the halls of GM ever since the creation of the Chevy small-block V-8 in 1955.
But the case for calling it all-new is solid. This is basically the same as the V-8 propelling the new Corvette Stingray, with an 8.5-quart oil capacity (the Vette’s is 7.0) designed to support the heavier loads involved in truck use, plus revised intake and exhaust tuning. It features a new deep-skirt aluminum block, a new crank, new cylinder heads to accommodate direct fuel injection, new plug locations, and new pistons. It has a higher compression ratio—11.5:1 versus 10.5:1. Cylinder deactivation, which darkens four cylinders during light load situations and/or highway cruising, is among the major carry-over items.
The updates create a substantial increase in output for the 6.2—420 horsepower and 460 lb-ft of torque against 403 and 417—giving GM bragging rights for the most potent powerplant currently available in a half-ton pickup. Just as important to buyers, there’s a corresponding improvement in EPA fuel-economy ratings: 14 mpg city/20 highway with four-wheel drive, up from 13/18, and on regular fuel. (Rear-drive versions are rated 15/21). And the truck will work harder; for example, max towing capacity soars to a heady 12,000 pounds.
Seamless, Silent, and Swift
We blame our indifferent fuel-economy results on the new 6.2-liter—we logged 15 mpg combined. Yes, the government says this engine is more efficient. But when you have this much grunt under your right foot, it’s all too tempting to lay the hammer down, at which point the near-three-ton Silverado will bludgeon its way from 0 to 60 mph in a startling 5.4 seconds. That sprint was undoubtedly enhanced by the 3.42:1 rear end but would nevertheless please if it were laid down by some pedigreed sedans. (Full disclosure: Winter weather prevented us from testing the Chevy you see here; performance data were obtained using a mechanically identical—and identically equipped—GMC Sierra 1500 Denali.)
The new Silverado’s dynamics are a matter of record with us; its ride is exceptionally smooth, the serenity augmented by exceptionally low interior noise levels. The driver can summon V-8 rumble from the engine by pressing resolutely on the go pedal, which causes valves to open in the exhaust—we have thorough experience with this—but engine sounds are all but absent in routine operation. We’re impressed by the absolutely seamless operation of the cylinder deactivation. The only clue that it’s working is the little readout at the bottom of the instrument binnacle.
There are things that could use improvement. For example, the electric power-steering system, like so many, isn’t delivering much tactile information to the driver, on-center or otherwise, although it’s nicely weighted. We’d love to see an even shorter 70-to-0-mph stopping distance, although 181 feet actually isn’t too bad for a vehicle in this class. And even though the six-speed automatic is smooth, another couple cogs couldn’t hurt—especially when it comes to fuel economy—which is why we’re happy GM will swap in an eight-speed gearbox within the next couple of years.
Fancy Work Clothes
Nevertheless, a Silverado with the latest 6.2 V-8 is a formidable pickup with exceptional performance. And although the core trait of a pickup truck continues to be a capacity for hard work, it has long since become clear that hard work and luxury need not be mutually exclusive. The Silverado High Country we drove for this test is further proof of the new reality. This trim is available only as a crew cab with two different bed lengths. Our review subject was the short-bed model, and it was also fitted with four-wheel drive.
New with the latest Silverado redesign, High Country is the highest trim level for Chevy’s big pickup and something of a latecomer to the posh-pickup derby. The F-150 King Ranch, GMC Sierra Denali, and Ram Laramie versions have all been on the market for some time, to much success—and profit. In the case of the Chevy, the luxury goods make for a lovely package. There are handsomely stitched, heated-and-cooled leather seats; a power-sliding rear window; Bose audio; Chevy MyLink telematics with an 8.0-inch touch screen; a 110-volt power outlet; remote vehicle start; a leather-wrapped steering wheel; and more.
But like the other fancy pickups, the one with the bow tie is expensive. The base price for a Silverado High Country crew-cab 4x4 is $49,975. To that, our truck added the $950 High Country Premium package (heated steering wheel, power-adjustable pedals, trailer brake controller, and a driver-alert package with lane-departure warning, forward-collision alert, front and rear park assist, and a vibrating seat), $995 White Diamond Tricoat paint, $700 six-inch chrome step rails, and $60 cargo-box LED lighting. And then there was the pièce de résistance: the 6.2-liter V-8, for another $1995.
In an era when the average transaction price for a full-size pickup truck has soared well over $40,000, it’s clear America likes its pickups posh. Still, our as-tested price of $54,675 is a sobering sum. Might it be more palatable even roughly three grand cheaper, at $52,000? That would mean dispensing with almost everything on the above list of options. The exception, of course, is the big engine. Gotta have that.
