2008 Chevrolet Silverado Review

Specifications

When it comes to the three-quarter and one-ton pickup truck market, bigger is better. End of sentence, full stop. There isn’t a point in building a machine for towing and hauling if it requires concessions in strength. Fists won’t be raised if fuel economy and comfort are improved, but these changes cannot come at the cost of a better payload or tow rating.

Following the successful launch of the latest Silverado (which notably won North American Truck of the Year for 2007), Chevrolet unveiled the Silverado HD, or Heavy Duty. Compared to the heavy duty Dodge Ram and the previous generation Ford Super Duty, it’s so good that it has earned benchmark status. It may be true that Chevy’s reign as champ was shorted due to the fully redesigned and outrageous new Ford Super Duty truck, which included the world’s first ton and a half pickup, the F-450, but the three-quarter ton Silverado 2500 HD and one-ton 3500 HD have not lived in the shadow of the Blue Oval.

Pickup trucks wear their manufacturer’s logos like symbols of pride, but it isn’t just the Chevy name which people have grown to trust over the years. Owners also take into account the manufacturers of the drivetrains, which are often co-developed with industrial giants. For instance, the Ford Super Duty engine was developed with Navistar (International), while Dodge’s super-strong inline-six is branded with the Cummins name. Chevy and GMC feature Duramax diesel engines, which are the result of a joint effort between GM of North America and its Japanese commercial arm, Isuzu. In addition, the six-speed automatic is supplied by Allison, an industrial-grade transmission supplier. Incidentally, Allison was previously owned by General Motors; it was sold off earlier this year.

Anyone that is seriously considering towing and hauling will pick diesel. Not only are they generally more capable due to their stronger design and torque production, but they are also more fuel efficient. By far, the nicest diesel in the “heavy duty” segment is the Silverado’s Duramax. It is the smoothest running of the oil burners, not to mention the most powerful as well. The Duramax “six-six” V8 (6.6 liters), in case you were wondering) produces 365 horsepower and an unfathomable 660 lb-ft of torque. That’s 15 more horsepower than both its Dodge or Ford rivals, and 10 lb-ft more torque too. Another characteristic of this engine is that its power delivery is extremely linear thanks to peak torque being made at just 1,600 rpm (the Ford Super Duty’s peak is generated at 2,000 rpm).

Offered in a choice of single, extended or crew cab configurations, there’s pretty much a Silverado HD for every purpose. The tow rating for all 3500 diesels is 13,001 lbs, which, while impressive all on its own, is actually less than both rivals from Dodge and Ford. A Ram 3500 can tow a maximum of 16,349 lbs and a Ford F-350 will safely tow up to 14,300 lbs. Another mark against the Silverado has to do with its fuel tank size; it is smaller than either the Ram or the F-Series, by one and four gallons respectively, comparing crew cab, long-bed, and one-ton models. This means refueling will occur more often.

And while I haven’t towed with the 3500 HD diesel, I can say with great confidence that it certainly feels like it can bring along a 13,001 pound trailer with ease. With a comparably shorter first and second gear, the Silverado 3500 HD tester took off like no other one-ton pickup I’ve ever driven. The engine felt less burdened, and more free-spinning, giving the impression of effortlessness in comparison to the F-250 Super Duty diesel I drove earlier this year, or for that matter, the Ram 2500 with the Cummins diesel.

This has to do with the advanced diesel engine. Though it is genetically related to the same unit that powered Hummer’s mighty H1 Alpha, it has been heavily reworked. For instance, the turbocharger now features variable fins for better response and less lag, while the pistons and cylinder heads are made of lightweight aluminum. Last but not least, all diesel engines used in three-quarter and one-ton trucks run on low-sulphur diesel and feature a particulate filter, so the sight of sooty, smelly fumes belching out of the tailpipe is a thing of the past. Note that the Duramax engine and Allison automatic as a package cost a small fortune, but from my point of view it’s worth each and every penny.

If diesel isn’t your thing, Chevy also offers a gas-powered V8. Note the use of the word “a”; there’s only one. GM discontinued the giant 8.1-liter engine which was offered on the old Silverado HD, making the new “Gen-IV” small-block 6.0-liter the sole choice. Though it’s the same size as the older engine, it too represents a vast improvement over the outgoing engine. With the exception of the upcoming 2009 / 2010 Ram Heavy Duty with the second-generation HEMI V8, this is the only truck in the class to feature variable valve timing. The usual benefits of VVT are present; improved fuel economy, fewer emissions and extra power. Overall, this engine makes 353 horsepower and 373 lb-ft of torque. Our 2500 HD tester featured this gasoline powered unit, and was quite impressive. Unloaded it responded better to throttle input than the diesel, not to mention it was quieter on startup, however, on the move the noise differences are negligible.

Allison’s T1000 six-speed automatic, the default transmission for the diesel, is also worthy of praise. The six-speeder shifts smoothly and offers both a tow/haul mode and manual shift control. It’s a great gearbox, but anyone wishing for a manual will be out of luck. The gas-powered engine is also mated to a six-speed automatic, but it isn’t built by Allison. Instead, it’s an in-house creation that was developed from the unit used in the Cadillac Escalade with upgrades to ensure that it can deal with higher weights and strains.

Moving on to the rest of the truck, the Silverado HD looks like the standard Silverado but beefed up as if on steroids. It stands taller than the 1500, but not as tall as the Ram or F-Series, and while the boxy looking cab can easily be picked out as Chevy (there’s no hiding that grille), it’s the bulges of the broader fender flares and the domed hood that convincingly display the HD’s muscle and capabilities. Of its rivals, I find the Silverado HD series of pickups to be handsomely styled and a bit, well, delicate looking. The mirrors, while large and with good visibility, are gently rounded rather than just big chunks of plastic, and the roof-top lights on the 3500 HD dually crew cab are smaller, and more streamlined compared to those used on the Ram.


The interior of both HD pickups are unchanged from the half-ton Silverado. You sit in the same front bench or bucket seats, with the same choice of dashboards (Pure Pickup, or Luxury) and you can get the same toys, like navigation, a sunroof and a powerful stereo system. Ergonomically, the cabin is sound with the exception of the tiny HVAC buttons, which can be a touch hard to push when wearing chunky winter gloves. Overall, however, the cabin is finished nicely, and feels like it’s well built. Unlike Dodge’s Ram or the F-Series Super Duty, there is no overt “Wild West” themed interior. Go for the top of the line LTZ and you’ll get leather and wood, but they’re in normal colors and textures.

It didn’t take saddle-style hides or navigation with voice recognition software to convince me of the Silverado HD’s refinement. Unlike the Ram, which feels creaky and dated, or the F-Series Super Duty which comes across as overtly stiff and choppy, the Silverado always maintains a degree of suppleness that you wouldn’t normally expect from this caliber of truck. Large potholes which should in every right cause the truck to bounce and crash don’t have the same dramatic effect.

One final feature worth mentioning that is sure to please those who tow is the integrated tow control module. This is the first time GM has ever offered this feature straight from the factory; up until now, only Ford offered it. The switch is located low on the dashboard, right by the driver’s left knee. It’s a bit out of sight, and I’m told it’s in an unusual location; a much more common place is on the right by the center console. Though its function of trailer braking and its operations are unchanged, it doesn’t have the “Gain” display on the unit itself which might confuse aftermarket unit operators. Instead, this info is displayed in the instrument panel as a function of the trip computer.

With so many different price combinations available, it would be a bit messy to do the usual pricing run down, so, here it is in a much more concise, number-free format: comparably equipped, the Silverado HD costs a bit more than Dodge’s Ram, but less than Ford’s Super Duty. It may not be able to tow or haul as much, but it’s much more comfortable and more refined, not to mention the diesel engine is the stuff of dreams. Put it this way - even if you aren’t a Chevy guy, this is one truck you’ll seriously have to check out before writing the check. It’s that impressive.