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2014 Chev Silverado
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By Perry Mack
We tested the Chevy Silverado on the Westcoast of Newfoundland around Norris Point near the spectacular Gros Morne National Park and the GMC Sierra in southern Alberta. They explained to us that the theme behind the General Motors (GM) redesign is that the pick-up is not just a work truck but also a family and recreational hauler… – no, really?
These are completely new trucks – not just a makeover but also a redesigned frame, body, powertrain and more. As you may or may not know these two trucks are identical with respect to their powertrains, options and specs. The differences are solely in their aesthetics and trims – what is an optional trim level in one, like the Z71, is a model in another. In the high end, each has it’s own flagship – the new Chevy Silverado High Country vs. the GMC Sierra Denali.
Key performance features include a new box frame for reduced weight and dampened harmonics, enhanced 4 wheel disc brakes for more stopping power and beefier axles - up to 9.75” with the max trailering package.
Layout of the gauges is intuitive and you’ll never find yourself searching for information. The infotainment/climate control/GPS system is also easy to navigate without having to read the manual. The cab interior is large and comfortable with plenty of room for passengers in the rear. I like the column shifter vs. the Ford floor shifter as it provides you with an extra cubby hole between the seats for storage – whether it’s for the kids, co-pilot or for keeping your work life organized while you’re on the road and on the job.
With an on-the-job focus the interior boasts a number of accessory power outlets including a couple of classic auxiliary (cigarette lighter) 12V jacks, a handy 110V/150 watt max plug to run your laptop etc. and a couple USB ports (which connect to the music system). There’s also an SD card reader that will connect to the infotainment system as well.
I’ve never been a fan of the exterior styling (although I owned a Suburban for years) but I have to confess that they’ve stepped up their game with a more aggressive look that I could easily be persuaded to purchase. Cool new features include a bumper with a built in step – a little higher than the BedStep I have installed on my truck but I also wouldn’t be able to forget to put this up when I’m finished with it.
GM is hinging their fortunes on the 5.3l Ecotech3 with an advertised 383ft/lbs of max torque at 4100 rpm, 355Hp at 5600 rpm and an estimated 16/22 (4WD) city/hwy mpg fuel efficiency. They achieve the improved fuel efficiency using lighter components, more aerodynamic body but mostly by having the V8 switch seamlessly to V4 mode when you don’t need V8 power. If it weren’t for the indicator on the dash telling you about the switch – you’d never know.
General Driving Impressions
With a slightly wider rear track, wider tires, improved suspension and geometry the truck drives very smoothly, and rides a little flatter in the corners for a confident driving experience even under load or trailering. I had a bit of a start when my seat started vibrating - haptic safety technology - a warning system using sophisticated camera technology to let you know you’re close to an object or drifting out of your lane – you have the ability to turn this off (and I did).
Trailering
The Chevy test used a trailered UTV with a combined trailer/UTV weight of roughly 6,500 lbs. The test went off without a hitch (pun intended). The truck pulled up hills and accelerated effortlessly. Although the max torque is at 4100 rpm, the torque curve for the engine is fairly flat so power is available throughout the rpm range.
Testing the Sierra, we hauled a 26’ RV weighing in at roughly 6,500 lbs across southern Alberta. This is real world trailer testing. With headwinds, side winds, hills and descents, we had hours to test anti-sway, grade braking and integrated trailer brake features. Pulling up hills and passing slow moving vehicles, we were able to test and feel the dependable torque, acceleration and real world fuel mileage of these new trucks.
Cruising at 110 kph through the relatively flat terrain around Calgary with the trailer in tow, we averaged 24.5l/100km, in the hillier terrain around Okotoks, 29.5l/100km and without the trailer, 11.6l/100km.
Payload test
Off we went with a load of firewood driving around Norris Point. The truck was very controlled with good acceleration. Hardly noticed that the load was back there.
Offroad
Cranking down a rocky gravel road at 80km/h was a smooth as it could be with a complete feeling of control. Driving through potholes, the truck leveled out smoothly after exiting and the suspension never bottomed out.
The hill descent assist worked well down slick rock and gravel - made it a mindless exercise as you could take your feet of the pedals. The hill was steep enough that the front air dam hit on exit.
Summary
You don’t get the power and torque of the Dodge 5.7l Hemi or the Ford 3.5l EcoBoost but you do benefit from better fuel economy and excellent design features.