2008 Chevrolet Silverado Review

Specifications

There is a saying that a dog is a man’s best friend, and I know quite a few people who attest to their pooches, but the humble and loyal canine faces some pretty stiff competition from man’s other best friend, the pickup truck, specifically the Chevy Silverado.

Between the Silverado and its fraternal twin, the GMC Sierra, GM sells more full-size trucks than Ford or Dodge, and has developed quite the reputation for owner satisfaction. If you want to talk about loyalty, there’s a certain select group - one bigger than you might think - that buys their pickup trucks simply because their daddy, and their daddy’s daddy had one. If they so happen to be a Chevy person, they’re going to be particularly partial to the Silverado because it isn’t just the best Silverado to date, it’s one of the best trucks that money can buy.

I find it hard to imagine buying a truck the size of a Silverado without a big, meaty engine, specifically one that’s got eight cylinders. Personally, I wouldn’t go with anything less than the 5.3-liter V8. The Vortec engine makes 315 horsepower, but it’s 315 very active horsepower. The Silverado leaps off the line with enough force to chirp the rear wheels, and creates a sound that’s more akin to a Corvette than a pickup. And you can go even bigger if you wish, as a 6.0-liter VortecMAX engine making 360 horsepower is available, but given the strength of the 5.3, I think it’s unnecessary unless you tow and haul really big things for a work or recreation.

I do admire and appreciate the fact that General Motors has taken high fuel costs into account when designing these engines. All V8s, but the base 4.8-liter unit, feature Active Fuel Management (AFM), which shuts off half of the cylinders under light loads. The transition between four and eight on this test Silverado with the 5.3-liter is virtually unnoticeable, though you can hear a slight difference in the exhaust note when accelerating at the threshold of load limits. Four cylinders sound a little harsher and less full-bodied than eight… but what should we expect from something with half the cylinders? According to the indicator, I drove the Silverado more as a four-cylinder than as an eight cylinder, hence its fairly acceptable real-world fuel economy average of 17 mpg.

What does interest me are Chevy’s alternative powerplants. Not E85 (though the 5.3 is capable of running on it, so its yellow fuel cap says), but rather diesels and hybrids. Later this year, Chevrolet will roll out the second generation Silverado Hybrid with its new 2 Mode Hybrid system as found in the Tahoe and Yukon. And, before the end of the decade comes around, there will be a smaller, more affordable V8 diesel engine. These will no doubt help to ease the burden at the pump, making these workhorses more cost-effective tools for their owners. Also in the future, GM is investing in upgrading its transmissions. A four-speed automatic might’ve been cutting edge technology during the ‘90s, but five-speeders, and even six-speeders are the norm today. Gaining two gears will undoubtedly aid the Silverado’s engines in the quest for reduced consumption.

Sitting somewhere between the base WT workman’s special and the cowboy Cadillac LTZ is this LT. And what that means is you get a comparably modest pickup with a cloth bench seat, the standard dashboard (there are two different ones) with no floor console, and your standard power goodies, like windows, mirrors and seats. With the 4X4 the transfer case goes from being a manually operated lever on the floor to a twist knob. And, with such features as power adjustable pedals, a power driver’s seat and dual-zone digital climate control, it’s far from what you’d call roughing it. In fact, the Silverado is quite a comfortable truck.


Plush is probably a more apt term for Chevy’s full-size pickup than merely comfortable. The 40/20/40 bench seat is soft, and after a long day on the job it’s perfect for stretching out and relaxing, whether you’re up front or in the back. There’s quite a lot of usable workspace too; the giant armrest has three cupholders, and both the seatback and the seat cushion flip up for extra space. Opting for the standard dash rather than the SUV-style one also grants a second glove box, but it’s rather small and suitable for just that - gloves. And, as an added practical touch, the rear 40/60 split bench seat flips upwards, revealing a flat floor for carrying cargo inside the cab; handy for groceries or anything you wouldn’t want exposed to the elements.

Most of the knobs and switches are rubberized, and have a high quality feel to them. I wish I could say the same about the dashboard itself, which is cast from a heavily grained stock of plastic. This is not a bad thing - truck dashes are meant to be hard-wearing, and need to be wiped down more often than car dashboards. It’s just that when you knock on the Silverado’s dash it sounds hollow. I also found the secondary, upper glove box to be a bit tricky to open, and the lid didn’t fit flush with the rest of the dash on this test example. Other than this, the Silverado felt nice and solid, devoid of squeaks or rattles.

A bouncy, crashy ride was status quo for most pickups until this current decade, but even within the past ten years, comfort levels have increased to levels never imaginable. It certainly helps that the Silverado has a torsionally sound body on a vastly more rigid frame, but it also helps that Chevrolet based it on the GMT900 full-size SUVs. I’m not implying that the Silverado has gone all soft at its core; no, anything but. Rather, you can hear and feel the differences through the seat of your pants. Even with the Z71 off-road suspension, a setup that really ought to be back-breakingly brutal, the Silverado is still, by far, the most comfortable riding truck I’ve ever driven. Body control is also fairly good; not quite as good as say, the F-150 or Tundra, but it fights wallowing and excessive pitch and dive. Its braking is acceptable, but I do find its lack of rear discs on all but the 6.0-liter LTZ Crew Cabs a bit questionable. ABS with dynamic proportioning (fancy speak for brake distribution) is standard, and StabiliTrak comes on all Crew Cabs and is optional on Extended Cabs.

With so many choices between body style and bed lengths, pricing is a complicated and complex matter, and that’s even without taking into consideration the many different engines and trim levels. GM did make the transmission choice simple - all engines are paired to a four-speed automatic, no matter what. Simply put, things range from the most basic single cab, rear wheel drive with V6 for $17,500, excluding discounts. With every option, you’d be looking to spend around $50,000, on a truck that’s got leather, a DVD player, navigation, and all the toys a person could ever want in a truck. And that’s the thing - there are so many choices, options and combinations with the Silverado, that it caters to just about anyone who needs a robust vehicle that functions as more than just family-friendly transportation. Anyone, that is, who doesn’t have a penchant for Ford or Dodge.

I must say, though, that I like the Silverado’s well-balanced approach at being a truck. It may not have the Lexus-like refinement in its details like the Tundra, nor the F-150’s ultimate payload and towing capabilities (or some of its features), and it doesn’t handle quite like a Titan, plus it isn’t as cheap as the Ram. But, it’s more comfortable than the Toyota, out-muscles the F-150 with effortless performance, and there’s more choice when it comes to configurations, features and trim when compared to Nissan, not to mention it’s leagues ahead of the Dodge when it comes to interior materials and fit and finish. The Silverado may not win them all, but by being highly competitive in most categories, it’s a master of sorts, which should help to keep customers loyal and coming back for more.