Touchscreen Navigation With CD, MP3, XM and XM traffic ($2,250); 20-Inch Chrome-Clad Aluminum Wheels ($1,045); 6.2-Liter V8 With Flex-Fuel Capability ($1,000); Power-Sliding Glass Sunroof ($995); Power-Sliding Rear Window ($250); Integrated Trailer Brake Controller ($200); Cargo Management System ($195); LTZ Plus Package ($190 -- including rain-sensing wipers and lockable easy-lift tailgate); Wheel Credit (-$300).
Part-time four-wheel drive
V8 with flex-fuel capability
6,162 (376 cu-in)
Cast aluminum block and heads
Pushrod-actuated, 2 valves per cylinder, variable valve timing
Compression ration (x:1)
Horsepower (hp @ rpm)
403 @ 5,700
Torque (lb-ft @ rpm)
417 @ 4,300
Transmission and axle ratios (x:1)
I = 4.04; II = 2.36; III = 1.52; IV = 1.15; V = 0.85; VI = 0.66; Final Drive = 3.42
The Silverado comes ripping out of the hole and banging gears unlike any other full-size pickup. This 6.2-liter V8 and six-speed transmission raise this Chevy from the bottom of the group to the top. An impressive powertrain.
Stopping from 123 feet from 60 mph is impressive for such a truck, but I'm not sure it's repeatable. We saw consistent 130-foot stops with no fade, and that's not bad either.
Skid pad: Minimizing understeer is required to get a good number, because the Chevy liked to get into a radical bouncing routine if understeer got too heavy. ESC on and ESC off numbers are essentially the same. Slalom: Vague steering is typical in full-size trucks, but the Chevy is the worst of the four competitors we're comparing today. Vague, indirect, information-free; call it what you want, it isn't very good. Still, the huge tires (and relatively light weight) keep its slalom speed at the top of the pack. Turning ESC off makes a big difference in this highly dynamic maneuver.