2020 Chevrolet Silverado 2500HD Diesel First Test Review

Chevrolet Silverado 2500HD Full Overview

Standing there at MotorcycleTrend garage, I feel like a bullfighter in the ring, measuring a fighting bull. His large proportions and menacing face intimidated me. But like a trained fighter, I know that with cunning and calculation I can overcome this cruelty. Returning his gaze, I walked forward, set my feet on the running board, and climbed into the Chevrolet Silverado 2500HD.

For 2020, the heavy-duty Silverado’s capabilities are increasing—as is its size. Above the 158.9-inch wheelbase is a body measuring 250.0 inches long, 81.9 inches wide and 79.8 inches high. That makes the Silverado 1500 LT Trail Boss Z71—231.7 inches long, 81.2 inches wide and 78.4 inches tall at a 147.5-inch wheelbase—seem compact in comparison. The trailer hitch was back an inch from the garage wall, the grille still jutting into the aisle. Folding the power-operated rearview mirror is necessary to make it narrow enough to fit at all. Even for a tall man like me, sitting in such a high position was an unusual sensation.

By this measure, driving in the hectic and unforgiving traffic of Los Angeles becomes a constant mental exercise. The freeway markers are very narrow. Wide angles must be plotted to execute simple angles. The covered parking was sunk due to exceeding a certain height limit. The narrow neighborhood roads become a testing ground for nonverbal negotiations with oncoming drivers. Obviously, this brutality is not meant for the confines of dense urban areas. Like fighting a bull in battle, I can’t think right now—rather, I must always be one step ahead.

Thankfully, the Duramax 6.6-liter turbodiesel V-8 got the truck out of its own way and easily overtaking the pace: It made 445 hp and 910 lb-ft of torque. Even for MotorcycleTrend the test staff, who spent their days rolling out every type of performance vehicle, the acceleration impressed. “A very fast truck,” said road test editor Chris Walton. “With the driveline set to automatic (4WD), this HD jumps off the line like an all-wheel-drive sports car.” 6.5 seconds 0The 60 is within reach of some hot compacts and is fast against comparable trucks. Our long-range 2017 Ford F-250 Super Duty did a sprint in 7.1 seconds, and the 2019 Heavy Duty Ram 3500 hit it in 8.4 seconds. Interesting, considering the 2500HD’s 8,353-pound curb weight and the oil symphony of the accompanying V-8 turbodiesel sound.

The new Allison 10-speed automatic transmission keeps the engine in position, enables endless torque and supports tow truck ratings of 18,500 pounds. Walton’s dragstrip observation that the transmission “clicks smooth upshifts like a twin-clutch automatic manual” proves true on public roads, too. It sometimes gets squeezed between gears at low speeds, a minor gripe considering how well it equips the engine. With so many cogs to get through, the V-8 never gets tired.

The deceleration, however, is less impressive. The brake pedal is soft, smooth and long; roughly nothing happened during the first quarter of its journey, followed by a slight reduction in speed. “It’s not at all self-confident, it’s as if the pedal isn’t connected to the brakes,” says Walton. Have more intrusive test notes ever been written? Stops require firmness on the dumbbells, and I doubled the typical following distance to allow for plenty of pasture to slow down. However, despite significant bouncing and wobbling under ABS, the Walton hit 60. best0 stopping distance 134 feet. That’s an improvement over the 2017 Silverado 2500HD, which came to a complete stop at 146 feet, and dramatically better than our 160 foot long-range F-250. However, when a heavy load pushes from behind, the more space in front, the better.

Any stability the 2500HD has comes from its sheer mass, less than the driver’s control. Posting a 28.3-second figure-eight lap with an average of 0.60g, Walton was able to extract a slight drift on exit corners, but he recorded significant understeer as the burly tires gave up. Obviously, high grip would never be this cow’s forte. On the road, the handling is like a truck, with a faint sensation transmitted through the large diameter steering wheel. The ride quality without a load feels springy and rocky, with a suspension that allows the keel to pass through corners.

Nonetheless, the cabin is comfortable and spacious—not surprising given the size of the exterior. The LTZ trim complements it with heated and cooled front bucket seats, an upgraded LOUD audio system, and extended soft-touch trim that covers the dashboard. The 8.0-inch infotainment touchscreen is clear and responsive but looks small considering the area of ​​the dashboard. And that’s small compared to the 12.0-inch units now available in Ram pickups. The displays between the gauges are equally high-definition and show almost any data point a driver might want to know—brake pad life, DEF level, engine hours, and more. Less informative is the 15.0-inch heads-up display, which is huge and clear but doesn’t show much beyond speed, speed limits, and basic driver-assist info.

Multiple cameras allow me to keep an eye on the edges of this monster. The top-down system brings together a cohesive view of the environment; Marking lines indicate corner passes, making it an easy path to hold trucks in the parking lot. Another view shows the bed, straight down on the trailer hitch, side blind spots, and the front angle as if there was a camera a few feet in front of the grille. The digital “mirror” rearview mirror is superior to the original, providing an accurate depiction without being obstructed by the bed. Driver-assist features include a blind-spot monitor and the following distance indicator that shows the seconds between the vehicle in front, but adaptive cruise control is a notable omission, perhaps due to inadvisable use while trailering. Otherwise, the forward crash warning, which flashes on the HUD and rattles the driver’s seat, is a godsend—it’s a bit hyperactive, but the occasional gluteus hum is preferable to an actual crash.

There’s a reason Angelenos doesn’t have cattle: There’s no room at all. Outside of urban sprawl, where there is room to roam, is the perfect home for such a large stock. The Silverado 2500HD is not meant to be a metropolitan pet. Like a strong ox, it is a very capable tool for getting the job done. However, my days with the truck turned out to be less scary than expected. Its exceptional comfort, technology and power help to negate the challenges that its size presents. While I didn’t test an ounce of its heavy-duty potential, those who do will have a shrewd companion who can go from tame to terrifying with ankle flex. Toro!

Looks good! More information?

2020 Chevrolet Silverado 2500 HD 4X4 LTZ
BASIC PRICE $54,895
PRICE ACCORDING TO TEST $74,470
VEHICLE Layout Front engine truck, 4WD, 5-pass, 4-door
MACHINE 6.6L/445-hp/910-lb-ft turbodiesel OHV 32-valve V-8
TRANSMISSION 10 speed auto
ROAD WEIGHT (F/R REACH) 8,353 pounds (NA%)
WHEELBASE 158.9 inches
Length x width x height 250.0 x 81.9 x 79.8 inches
0-60 MPH 6.5 seconds
QUARTER MILE 15.0 seconds @ 91.3 mph
REM, 60-0 MPH 134 feet
LATERAL ACCELERATION 0.71 g (average)
MT PICTURE EIGHT 28.3 sec @ 0.60 g (average)
EPA CITY/HWY/COMB FUEL ECON Not tested
ENERGY CONS, CITY/HWY Not tested
CO2 EMISSIONS, COMB Not tested

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