SILVERADO DIESEL
Chevy gives faltering Silverado a great diesel
Quiet as a sunrise over the Red River plane, smooth as a windless pond, Chevy’s Duramax diesel lifts the 2020 Chevrolet Silverado to a new level of refinement and durability.
Oh, Silverados still fall a notch short of the Ram 1500 in ride, handling, and interior refinement. Plus, state-of-art driver assistance technology requires expensive model upgrades and options packages, but if you’re a Chevy fan, you’re gonna love this truck.
One reason: It looks like a Chevy. Faced with a declining market share, Chevy rolled out the fourth-generation Silverado last year with a truck that probably fell short of what was needed in terms of engineering and interior aesthetics, but the exterior is old-school Chevy. From the big bowtie smack center in a bold grille, massive hood, clamshell fenders, and sweeping body lines, it shouts “Chevy” from a mile away.
Tested: 2020 Silverado Crew LTZ 4WD
Base price: $49,000
Options:
■ LTZ Premium Package ($6,700): 21 items, including leather, ventilated front seats; power tailgate; heated rear seats; 8-inch infotainment screen; Apple Carplay and Android Auto; Bose premium sound; lane-change alert, lane-keep assist; automatic emergency braking; pedestrian braking, adaptive cruise, auto high beams; power sunroof, et. al.
■ 3.0-L Duramax turbodiesel ($2,495)
■ Technology Package ($2,125): HD surround vision with trailer camera; head-up display, et.al.
■ Z71 off-road package ($1,605): Twin-tube shocks; skid plates; hill-descent control; 2-speed transfer case; all-terrain tires, et.al.
■ Price as tested: $62,020 delivered Likes:
■ Silky power train
■ Nimble handling
■ Excellent fuel economy
■ Roomy interior
■ Dislikes
■ Interior quality behind times
■ Bouncy ride
Slick diesel
While Ford and Ram opted for V-6 configurations for light-duty diesels, Chevy chose to build an inline 6, and that makes a ton of difference. V-shaped engines have inherently opposed forces that affect the crank, the block, everything. In-line engines reduce vibration throughout the driveline and, in general, last longer.
That’s a plus for Chevy. Silverado’s reputation for reliability took a hit with problem-filled models in 2017 and 2019, but over the long haul, no American manufacturer has a discernible edge in pickup reliability. The exception would be the American-built Toyota Tundra, which builds reliable trucks and makes driver-assist technology standard. The tradeoff there is outdated engineering design, sloppy handling, and abominable fuel economy.
Chevy’s advantage from engine design is obvious the moment one turns the key. In the cabin, there is not even a hint of diesel clatter.
Put it in drive and the advantages multiply. Ford and Chevy jointly developed the 10-speed transmission found in our tester, but one would never know it. The Silverado powertrain is silky smooth and, according to independent testers, is a towing champ, able to quickly and consistently respond to demands of grade, throttle, and braking.
In normal driving, it responds like a Cadillac. Shifts are are imperceptible under normal throttle load.
Just as Ford borrowed the moniker “Power Stroke” from its heavy-duty diesel and applied it to the light-duty one it bought from Jaguar/Land Rover, so too did Chevy repurpose “Duramax” for the European developed engine it put into Silverado.
What startled us was how quiet the thing is. Were it not for the diesel badge, one would never know this wasn’t just another premier gas engine. It will tow the same as Chevy’s plussized, 420-hp 6.2-L V-8, 13,400 lbs.
On the other hand, with an EPA estimated 25 mpg combined fuel economy, the 3.0-L diesel beats the gas engine’s fuel economy of 16 mpg by 67 percent. Heck, Chevy’s groundbreaking, turbocharged, 2.7-L gas four-banger only gets 20 mpg, the same as its ubiquitous 5.3-L V-8.
The Ram EcoDiesel had been the leader in this class, but the Silverado matches it. The F150’s 3.0-L turbodiesel lags at 22 mpg. All three will tow about the same weight; Ford a little more than the others.
All three American manufacturers vary the upcharge for diesel by model, but Chevy is the clear value leader. A Ram’s diesel will set you back around $5,100, Ford’s about $4,100, Chevy’s about $2,500.
Worth the upcharge?
The obvious question at this point is whether the increased range and durability of a diesel is worth the additional cost?
With gas this cheap? Heck no. That may change in the next few years, especially if the people charged with running the country decide a fuel
tax may be the way to build infrastructure and encourage less carbon consumption.
I have no idea whether that will come to pass.
Ride, handling OK
A well-sorted drive train certainly makes for a pleasant drive.
Also, we found the Silverado’s handling to be responsive for a pickup. Body lean is nicely controlled and the ride is significantly better than when the latest generation Silverado hit the road in 2019.
Still, like Ford, GM continues to employ live-axle rear ends riding on leaf springs, which results in trucks that ride like, well, trucks. Bouncy. Ram, now the No.2 truck seller in the land, has clearly demonstrated that a car-like, multilink rear suspension makes up for negligible losses in payload and towing with superior ride and handling.
We don’t need to debate this. Multiple industry insiders are saying both Ford and GM will crossover to the Ram side with 2021 models. Finally. Ram did it in 2009.
Disappointing interior
After watching Ram steal away business with interiors that feel like living rooms with entertainment centers, Ford made the move and caught up with better materials, plusher seats, more technology.
Last year, GM came out with completely redesigned trucks with interiors that looked like their old trucks: hard plastics, so many analog switches that they are confusing and difficult to find, especially when driving.
Chevrolet is a conservative outfit and obviously, it conducted focus groups and considered customer preferences when it decided not to join the digital age. A wise process led to the wrong decision. You might feel differently.
Likewise, the seats are flat and unimpressive. Again, the competition is better. A $62,000 truck should feel like a $62,000 truck.
Caveat emptor, really
Not that this or any other truck will cost you anywhere near the sticker price. Checking local dealers, we saw discounts running around $11,000 for Chevy pickups in this price range. At the same time, GM is offering qualified buyers 84-month loans at 0 percent interest and is willing to delay the repayment period for four months.
Whether offers like that will continue, whether prices will begin to rebound, or whether prices will collapse altogether is a matter of great speculation in the automotive press. No one knows.
We would caution you about one thing, however. Depreciation will commence at the price point you purchase a vehicle, not at the MSRP. You won’t get that money twice. That is something to consider before signing a seven-year, $700-a-month contract.
Bottom line: We like the Silverado turbodiesel, we really do, but there are better trucks.