Smooth-riding heavy-duty hauler.

Introduction

The Chevrolet Silverado HD is the most carlike of the heavy-duty pickups, with a smoother ride, more precise steering, and more carlike interior, yet its capability is on par with the other big trucks. It's downright superior if you ask Chevrolet. 

The Chevrolet Silverado HD, Ford Super Duty and Dodge Ram compete every year for weight rating superiority and bragging rights. The 2012 Chevrolet Silverado HD is the current leader: The 2012 Silverado HD has the highest weight ratings of any one-ton 350/3500-series pickup in the U.S. (Ford's F-450 pickup and some medium-duty trucks share pickup cabs but add a pickup box outside the factory.)

With an increased payload rating over the 2011 models, the 2012 Silverado HD can be configured to carry 7,215 pounds in 3500 dual-rear wheel configuration or 4,600 pounds in 2500 single-rear. Properly equipped, a Silverado 3500 can tow a trailer of 23,000 pounds. 

Chevrolet Silverado HD was completely redesigned and re-engineered for the 2007 model year. It was substantially revised for 2011 followed by some mid-year updates. Changes for the 2012 model year are minimal. Among them:

The 2012 Chevrolet Silverado HD is available with a new hard-disc drive navigation system. Also new for 2012: colors, wheels, a Z71 Off-Road appearance package (not to confused with the suspension-changing Z71 off-road package). The 2012 Silverado HD LTZ comes with heated/cooled front seats and polished forged aluminum wheels. 

The 6.0-liter V8 gas engine and 6-speed automatic are fully capable, but the big towing numbers require the 6.6-liter Duramax diesel with 397 hp and more than twice the torque of the gas V8. Everything in the suspension, steering, brakes, frame and ancillary systems is built to complement the diesel power. As a result, anyone with $40,000 and a driver's license can buy a pickup capable of towing an 11-ton trailer. 

Although it's a work truck, the Silverado HD offers conveniences owners may now need as part of their work or their hobby, including Bluetooth, USB inputs, rearview cameras, navigation, and an OnStar. 

A choice of interiors is available, with different dashboards rather than merely varied finishes. You can have it sweep-out simple, or served up with heated leather, navigation, and an expensive-looking opaque shade for the moonroof. Regular cabs are roomy enough for three, Extended Cabs are ideal for younger families, while the Crew Cab is suitable for work gangs or full-grown families or lots of interior cargo space. 

A well trimmed Silverado HD is the most car-like of big pickups in driving feel, yet it carries and tows as well or better than other heavy-duty pickups. With enough cab, box, trim, powertrain choices and option sheets to fill many pages, there should be an example to fit your needs and preferences. Alternatives are limited to the Ford Super Duty and Ram Heavy Duty pickups, as well as the mechanically identical GMC Sierra HD. 

The 2012 Silverado HD offers five wheelbases in 2500 (3/4-ton) trim. It comes as a Regular Cab long bed (8 feet), an Extended Cab with standard bed (6-foot, 7-inch) or long bed, or Crew Cab with standard bed or long bed. The 3500-series (1-ton) is all long-bed except for a 3500 Crew Cab standard bed with single rear wheels. All dual rear wheel models have the long bed. Some models are available with a pickup box delete for mounting an aftermarket setup or your own. Fuel capacities range from 26 to 36 gallons on most versions. 

Standard Silverado HD power is a 6.0-liter gasoline V8 rated 360 horsepower and 380 pound-feet of torque in 2500 pickups and 322 hp, 380 lb-ft in all 3500 and box-delete 2500. The 6.0-liter comes solely with a 6-speed automatic transmission and 3.73:1 or 4.10:1 axle ratio. 

A 6.6-liter diesel (LML) is an option ($8395) for nearly every model and rated at 397 hp and 765 lb-ft of torque. The diesel comes with the superb Allison 6-speed automatic transmission and 3.73:1 ratio. A 6.6-liter diesel (LGH) is rated at 335 hp and 685 lb-ft and offered only on box-delete trucks. Both diesels are B20-biodiesel approved. 

Three trim levels are available, WT, LT and LTZ, though not every configuration is available. LTZ is limited to Extended and Crew Cab models. Expect to add $2,000-$3,000 to move from regular cab to Extended or Extended to Crew Cab, about $200 from standard bed to long bed, and about $3,000 for 4WD. 

Lineup

Silverado HD WT models are work and fleet trucks. They come with gray vinyl upholstery, rubberized floor covering, black door handles and mirrors, steel wheels and floor-shift for 4WD. They also include air conditioning, AM/FM stereo, driver info center with trip computer, 40/20/40 manual-recline front seats, rear bench seat (split 60/40 in Crew Cab), tilt wheel, chrome grille and bumpers, tow hooks, intermittent wipers, and dual dash power outlets. Options on WT include radio upgrade, OnStar 9.0 ($295), 18-inch wheels, camper mirrors, locking differential ($325), trailering equipment, power windows, power mirrors, power locks, integrated trailer brake controller, deep-tint glass. 

Silverado HD LT versions are upgraded with cloth upholstery, carpeting (though the WT floor is available), 40/20/40 front seat with locking console storage, split-fold rear seat, AM/FM/XM/CD/MP3 RDS stereo, OnStar with six months' service, aluminum wheels, power heated mirrors, power windows, power door locks, visor vanity mirror/lights, side moldings and electric-shift for 4WD. LT options include everything available on the WT not already standard, plus a convenience package ($545) with adjustable pedals, rear park assist, universal remote, remote start, electric rear window defrost), bucket seats and console; an interior plus package with 6-way power driver seat, USB input, steering wheel audio controls, Bluetooth, locking EZ-lift tailgate, fog lamps, dual-zone climate control, backup camera in mirror, navigation with rearview camera, power passenger seat (3500 Crew), steering wheel controls, power sliding rear window ($250), power heated camper mirrors, 20-inch wheels and tires, locking differential, Z71 off-road package and skid plates. 

Silverado HD LTZ upgrades to leather upholstery, 10-way power heated front seats and two-person driver memory, dual-zone climate control, Bose DVD audio system, Bluetooth, console, auto-dimming mirrors, steering wheel controls, fog lamps, paint-matched trim, power folding mirrors w/signals, 18-inch polished forged aluminum wheels, locking differential, trailer equipment and integrated trailer brake controller. LTZ options include a universal garage door opener, locking EZ-Lift tailgate, adjustable pedals, rear park assist, rear wheelhouse liners, navigation/camera, rear-seat entertainment system ($1,480), moonroof ($995), power sliding rear window, power heated camper mirrors and 20-inch wheels on 2500. 

Optional on all trim levels are roof marker lamps ($55), skid plates ($150), snow-plow prep for 4WD, fast-idle switch ($200), camper/fifth-wheel wiring ($35). Dual 125-amp alternators ($270) and radiator covers ($55) for cold states are optional on diesel models. 

Safety equipment includes frontal airbags, front seat belt pretensioners, and StabiliTrak on single-rear wheel models. Optional equipment includes front-side airbags and front side-curtain airbags (2500), OnStar, backup cameras and integrated trailer brake controller. 

Walkaround

Though substantially revised for 2011, the looks of the Chevrolet Silverado HD haven't changed much for the past five years. 

From the windshield back the body panels haven't changed for five years; only different wheels and some minor differences to the rear styling show. The front of the truck was revised for the 2011 model year, and the result made the truck look bigger, with a big grille and cooling duct in the bumper to cool the more powerful diesel. The hood is taller than pre-2011 models and has domes on the outer sides, along with faux louvers to carry the Vortec or Duramax engine badges. 

Dual-rear-wheel pickups use a sheetmetal pickup box with integrated fenders for the double rear wheels, resulting in a smoother look and finish (though potentially higher repair bills if you ding one). Where not standard as they are on duallies, the roof marker lamps, one each side and three in a pod in the center, are optional. The single rear wheel trucks have slightly flared rear fenders that mimic those of the dual-rear-wheel versions. 

Styling differences distinguish the Chevrolet Silverado HD from the GMC Sierra HD. 

With the big chrome crossbar and bow-tie logo the Silverado HD heavy-duty pickup is immediately recognized as a Chevrolet and maintains visual relationships to the Silverado 1500 light-duty pickup. Ram and Chevy owners may argue whose bodywork is the sleeker; the Ford Super Duty is the squarest without argument. 

Useful features include an optional tailgate lock and lift assist (EZ-Lift) that helps make the heavy tailgate feel like it weighs a lot less (don't make the mistake of trying to remove it yourself), dual-element towing mirrors that can be folded in at the touch of a button, various cargo management systems, fifth-wheel prep, and a 2.5-inch receiver hitch (with insert for smaller two-inch setups). 

The Silverado HD matches up against other heavy-duty pickups in most dimensions as they all carry the proverbial 4x8 sheet of plywood flat in long-box models. However, the Silverado tends to have a slightly lower roofline and higher load deck, especially on 4WD models, worth noting if you visit commercial garages or climb in the bed a lot. Ram 4WD models seem to have very high load decks. 

Interior

The Silverado HD cabin offers two distinct styles. One is what you expect in a traditional work truck, with a rubberized floor covering, urethane steering wheel, lever-shifted four-wheel drive, simple gauge graphics and a dash laid out for work with dual gloveboxes. The WT Work Truck models come with this cabin. At the other extreme is an LTZ cabin, which has a dash similar to that of the Suburban with a single glovebox, configurable center console and woodgrain trim. 

We found no obvious difference in build quality between the cabin designs, and the apparent level of luxury imparted in LTZ models varies by interior color. Materials are mission-appropriate, and on the WT version that implies easy-to-clean plastic. In fact, the only finish item we noted not up to par was on the molding flash at the seam on the center console in high-line models. 

Seats in the Silverado are supportive and are easily adjusted. A tilt wheel is standard, closer to the seat centerline than previous-generation models, and adjustable pedals are available. If you plan on accessorizing or adding switchgear for auxiliary lights, remote winch control, a CB radio or similar, the lower-level cabin makes a better blank; the LTZ looks like one of those cabins you just don't want to mess up. The Ford Super Duty offers an optional set of upfitter switches. 

Outward visibility is good because you're nearly six feet off the ground and the low-profile dash gives a good view over it. The hood lines make defining the front corners for close-quarter maneuvering or tight trails a bit more difficult. The telescoping mirrors and the available rearview camera, which we recommend getting, make up for anything you can't see out the back window. 

The Extended Cab back seat is suited for small adults and kids. For good access the side doors swing 170 degrees for easier loading in tight parking spaces. And the windows in those small doors roll down (completely) for more comfort and venting options. Models with the moonroof option have a solid shade rather than partially opaque so a broiling mid-day sun does not seep through. 

Crew Cab rear-seat accommodations are better, able to handle most adults. There is no center headrest and the outer ones rise only a few inches, so taller riders have nothing between their head and the glass. While the Silverado HD Crew Cab is big, the Ford Super Duty Crew Cab and Ram's MegaCab both have more room in back. 

All controls are plainly laid out, the only nitpick being the number of similarly shaped and sized black buttons on loaded models, some of which large-fingered individuals might find hard to push without hitting the adjacent one by mistake. Instrumentation is complete, responsive, and easy to see at a glance. Upper models have a driver information center for trip computer data, warning messages and the like; since it's smart enough to know a trailer is connected we think it should also automatically switch off the rear parking assist. 

Dual-temperature climate control supporting a side-to-side delta of 30 degrees (Fahrenheit) is offered on many models (diesels get a fast warm-up function). Heated and ventilated front seats and rear-seat entertainment are among popular options. 

The navigation system is offered on a wider array of models, and you can get a rearview camera without navigation. The best rearview camera is, of course, the more expensive one that comes with the navigation system. A rearview camera can help you spot that short post, or perhaps a child, that might not otherwise see. It will help speed the parking process. It can also help you line up your tow ball below your trailer hitch, greatly reducing the number of times you have to jump in and out of the truck. Turning on the navigation system automatically switches on the audio system as with a Mercedes, but you can mute or turn the volume all the way down. 

OnStar turn-by-turn navigation is included, though there is a monthly service charge. We've had good experiences with the OnStar operators and recommend it. If you get in a wreck that sets the airbag off, the OnStar operator will come on over the speaker system and ask you whether you're okay. If you don't respond, the operator will direct emergency responders to your exact location, handy when no one notices you just plummeted down a ravine. OnStar can direct police to your car if it's stolen, unlock the doors if you lock yourself out. OnStar Hands-Free Calling is available, along with traffic reports, weather updates, stock updates. 

Driving Impression

The Vortec 6.0-liter V8 gasoline engine delivers 360 horsepower in 2500-series pickups and 322 hp in most other applications, all on regular-grade gas. Torque is rated at 380 lb-ft for all applications and it peaks at 4200 rpm, so it must downshift a gear or two for grades, and if you plan on towing anything spend the $100 on the 4.10:1 axle ratio; you'll get better performance, often a higher tow limit, and any impact on your fuel economy will be negligible. If you're on a budget, if you don't tow anything more than a job-box trailer or weekend boat, if you don't drive a lot of miles, then the 6.0-liter gasoline engine is the more practical choice. The 6-speed automatic transmission has a Tow/Haul mode, best employed when your truck and trailer combo weigh 75 percent or more of the maximum combined load (GCWR). It also has a thumb-switch with which you can shift up/down manually after moving the selector to M, and a selector position for 1; Ford uses a similar approach while the Ram has only the thumb-switch that does not require moving the selector level first. 

The Duramax diesel is a 6.6-liter V8 with 397 hp and 765 lb-ft of torque coupled to an Allison 6-speed automatic transmission. The Duramax and Allison add about $8400 to the bottom line, but the diesel engine more than doubles the torque of the gas engine, the payoff being superior towing ability, better at-altitude performance and better fuel economy: We managed 10 mpg in a dually crew cab pulling an 8000-pound trailer through the interstates of Appalachia, 14.5 with a single-rear truck and much smaller, more aerodynamic box trailer. Over the same stretch, a single-rear-wheel Crew Cab, gas engine, without a trailer averaged 12.2 mpg with the same personnel count on board. Note the diesel does use a DEF (diesel exhaust fluid) additive that must be replenished (usually at service intervals, and available at many service stations and most truck stops); Ford's Power Stroke uses a similar system while the Ram Cummins does not. The Duramax is B20-biodiesel approved. 

An HD Silverado drives heavy, as in a solid feel and deliberate control inputs. It is confident empty or with a maximum load on board, the added frame stiffness making suspension tuning easier for GM engineers. We drove a Regular Cab empty over some marginal roads and the ride wasn't punishing at all. On longer cabs a special body mount is used at the back for even better ride quality, but as is always the case the wrong wheelbase on the wrong set of expansion joints can still result in some bobbing; this situation is not unique to GM pickups. 

The Silverado HD is not a play truck for cowboy posers, it's designed to work. Everything underneath was changed in 2011 with a focus on doing more work. If you want light controls, quiet, and a smoother ride get a Cadillac Escalade EXT pickup. Standard tires on Silverado 3500 dually are 17-inch Michelins, but 2500-series trucks offer a choice of 18-inch Bridgestone/Firestone or 20-inch Goodyears; our choice for ride, quiet, work, and replacement cost are the 17- or 18-inch wheels and tires. 

As the only heavy-duty pickup with independent front suspension on 4WD models, the 4WD Silverado HD and GMC Sierra HD steer with more precision and absorb front-end road impacts better than do the Ram and Super Duty. GM has an adjustable trim height for the torsion bars to adjust ride height for added weight such as a snow plow, but most torsion bar vehicles are adjustable. Any Silverado HD may be equipped with a snow-plow package but we'd check with your dealer about front-end alignment if adding a camper or plow for many miles. 

Brakes are all new with bigger vented discs and better pedal feel and reaction than prior years. If you tend to drive quickly note that empty HD pickups don't generally stop any better than those carrying some load on the rear wheels. 

Single-rear-wheel models have StabiliTrak electronic stability control. The system includes hill-start assist, which means the truck won't roll backward on an incline if you take your foot off the brake to put it on the gas. Generations of automatic-owners who left-foot brake may not difference. 

An integrated trailer brake controller is available to slow your trailer much more comfortably and more controlled than most aftermarket controllers can. Be sure to get it. The diesel has a built-in exhaust brake function (matching Ford and Ram now) and the transmission has grade control logic that will, with cruise control or a tap of the brake pedal, work automatically to maintain or slow your speed. If you push the right buttons the truck will more or less take care of everything else. 

A 2.5-inch receiver hitch allows conventional trailer ratings to 18,000 pounds, eclipsing any competitive pickups at post time; the maximum for fifth-wheel trailers on properly equipped Silverado HD models is now 23,000 pounds. The strongest Silverado HD will haul more than 30,000 pounds of truck, cargo, people and trailer. As with virtually all full-size pickup ratings, the HD with the highest payload may not pull the heaviest trailer, and it won't do max load and trailer at the same time. 

Summary

The 2012 Chevrolet Silverado HD wins bragging rights in diesel pickup power and load/towing capacities. It can be mop-out simple or heated leather deluxe, tow across the country or just cart hay across the farm, and run on gasoline, diesel or B20 biodiesel. If you do not plan on working it, it is overkill. If you do, it's a good tool for the job. 

G.R. Whale filed this report to NewCarTestDrive.com from Flintstone, Maryland. 

Model Lineup

Chevrolet Silverado HD Regular Cab 2500 2WD WT ($28,800), Extended Cab 2500 4WD long bed LT ($37,695), Crew Cab 2500 4WD standard bed LTZ ($45,395), Regular Cab 3500 4WD WT ($33,320), Extended Cab 3500 2WD LT ($41,005), Crew Cab 3500 4WD DRW LTZ ($46,630). 

Assembled In

Fort Wayne, Indiana; Flint, Michigan. 

Options As Tested

Duramax diesel engine ($7,195); Allison automatic ($1,200); navigation ($2,250); moonroof ($995); LTZ Plus package ($585); high-idle switch ($200); skid plates ($150).