2015 Chevrolet Silverado 2500HD Road Test Specs | Edmunds.com
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2015 Chevrolet Silverado 2500HD - Road Test Specs

2015 Chevrolet Silverado 2500HD Crew Cab

(6.0L V8 FFV 4x4 6-speed Automatic 6.6 ft. Bed)

Vehicle

Year Make Model2015 Chevrolet Silverado 2500 HD Crew Cab 4x4
Base MSRP$55,760
Options on test vehicleDuramax Plus Package ($9,115 -- includes Duramax 6.6-liter turbodiesel V8, Allison six-speed automatic transmission, power-adjustable pedals, heated steering wheel, Driver Alert package: lane departure warning, forward collision allert, safey alert seat); Rear Seat Entertainment System ($1,495); Power Sunroof ($995); Chrome Trailering Mirrors ($230); Duramax Plus Package Discount (-$1,500)
As-tested MSRP$66,095
Assembly locationFlint, Michigan, USA

Drivetrain

ConfigurationLongitudinal, front engine, four-wheel drive
Engine typeTurbocharged, direct-injected V8, diesel
Displacement (cc/cu-in)6,599/403
Block/head materialIron/aluminum
ValvetrainPushrod, four valves per cylinder
Compression ratio (x:1)16.0
Redline, indicated (rpm)3,450 (powered), 4,800 (braking)
Horsepower (hp @ rpm)397 @ 3,000
Torque (lb-ft @ rpm)765 @ 1,600
Fuel typeLow-sulfur diesel
Transmission typeSix-speed automatic with column shifter and column-mounted paddles
Transmission ratios (x:1)I=3.1, II=1.81, III=1.41, IV=1.0, V=0.71, VI=0.61
Final-drive ratio (x:1)3.73
Differential(s)Front: open, Center: lockable transfer case, Rear: automatic locking differential

Chassis

Suspension, frontIndependent double wishbones, torsion bars
Suspension, rearNon-independent solid-axle, leaf spring
Steering typeHydraulic-assist, recirculating-ball power steering
Steering ratio (x:1)16.0
Tire make and modelGoodyear Wrangler SR-A
Tire typeStandard
Tire size, frontLT265/60R20 M+S
Tire size, rearLT265/60R20 M+S
Wheel size20-by-8.5 inches front and rear
Wheel materialForged aluminum alloy
Brakes, front13.98-by-1.57-inch one-piece cast-iron discs
Brakes, rear14.17-by-1.34-inch one-piece cast-iron discs

Track Test Results

Acceleration, 0-30 mph (sec.)2.8
0-45 mph (sec.)4.7
0-60 mph (sec.)7.5
0-75 mph (sec.)11.0
1/4-mile (sec. @ mph)15.6 @ 87.2
0-60 with 1 foot of rollout (sec.)7.1
0-30 mph, trac ON (sec.)3.3
0-45 mph, trac ON (sec.)5.2
0-60 mph, trac ON (sec.)7.9
0-75 mph, trac ON (sec.)11.4
1/4-mile, trac ON (sec. @ mph)15.9 @ 83.7
0-60, trac ON with 1 foot of rollout (sec.)7.6
Braking, 30-0 mph (ft.)39
60-0 mph (ft.)149
Slalom, 6 x 100 ft. (mph)52.1
Slalom, 6 x 100 ft. (mph) ESC ON52.2
Skid pad, 200-ft. diameter (lateral g)0.68
Skid pad, 200-ft. diameter (lateral g) ESC ON0.66
Sound level @ idle (dB)45.7
@ Full throttle (dB)66.9
@ 70 mph cruise (dB)62.5
Engine speed @ 70 mph (rpm)1,700

Test Driver Ratings & Comments

Acceleration commentsDespite the massive torque and power at play here, the HD Silverado isn't as fast as we had thought it might be. It'll probably run similar times towing a light load. Power delivery is as you'd expect -- early and abundant but finished by about 3,200 rpm. Turning off traction control and power braking does measurably reduce acceleration times. It also can result in detrimental wheelspin, however. This truck feels very out of place here. It's not made to do anything fast. By the fifth stop, braking distance increased and there was both smoke and stench in the air. All runs in two-wheel drive.
Braking commentsYes, this is a big, heavy truck designed to tow big, heavy loads. It also requires more distance to stop from 60 mph than virtually anything else we've ever tested. What's more, the brake pedal, when in full-ABS application -- feels artificial. The pedal goes soft at maximum effort in a non-natural way. It doesn't feel like fade, but rather like the ABS system has taken full control from the driver and won't give it back until pedal pressure is reduced, which is probably the case.
Handling commentsAs expected, the Silverado HD was rather awkward through the slalom cones. Though its body doesn't roll too much, it's a lot of work to wrestle the Silverado between the cones. Steering is slow and responses can be trying for the driver. Drive at 7/10ths and it goes more or less where it's pointed, with ESC doing an admirable job of keeping the truck behind the front wheels. ESC isn't terribly intrusive and would be a welcome companion on the road if it were needed. The skid pad can be handled at wide open with ESC on -- just steer and keep the throttle wide open. Turn ESC off and you'll actually need to sense the big truck's limits, which can be difficult. There's little steering feedback to help and because it's so stiff, the chassis hardly communicates. It is just a big, stiff truck made for towing, not handling.

Testing Conditions

Elevation (ft.)1,121
Temperature (F)70.3
Relative humidity (%)58.19
Barometric pressure (in. Hg)28.86
Wind (mph, direction)1.4, head and cross
Odometer (mi.)840
Fuel used for testLow-sulfur diesel
As-tested tire pressures, f/r (psi)60/75

Fuel Consumption

Edmunds observed (mpg)19.1
Fuel tank capacity (U.S. gal.)36.0

Audio and Advanced Technology

Stereo descriptionBose premium audio system
iPod/digital media compatibilityUSB, Bluetooth streaming, SD, generic aux jack
Satellite radioOptional
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