General Motors
Chevy was tight-lipped about details but promised an EV Trail Boss after the Silverado EV release in 2023.
Words by Perry Mack
Photos courtesy GM
General Motors continues its rollout of electric trucks after revealing the Silverado EV. This is the fourth entry following the endless teasers of the Hummer Supertruck, Hummer SUV, and the recent GMC Sierra.
We like the promises made by the recent wave of EV trucks but we also like Harry Potter, yet we don’t expect to see nice kids doing magic that saves the world in our driveway. Heck, we’re happy to just see good, healthy kids. At this stage of a manufacturer’s marketing process, they are betting that the engineers will figure out how to make the truck deliver the specs it needs to be competitive in two years. But that’s enough of caveats, let’s talk truck.
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The city-dwelling RST looks out of place with the included 24” wheels.
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The Midgate and rear seat are a 60/40 split for gear and passengers simultaneously.
Range and Power
Unlike the Tesla Supertruck, GM is building the Silverado for the everyday user, touting a range of 640 km (400 mi) and rolling out a WT (Work Truck) first, followed closely by the higher end RST. The platform will not be like the existing Silverado but instead, it’s built on the narrower platform of the Hummer EV. They are also trying to address our many fears inherent in EV. Like running out of power. They promise Silverado EV will have DC fast charging of 350 kW, which translates to a real-world benefit of adding 160 km (100 mi) of travel range in ten minutes – on public DC fast chargers.
In the RST, power meets the earth on 24” wheels through two motors, delivering 780 ft-lbs of torque, 664 hp in Wide Open Watts Mode with a 0-60 time of under 4.5 seconds and provides a 10,000 lb towing and 1300 lb payload. Compare this with the 2021 crew cab RST, which is powered by the 6.2 L gas engine with a 0-60 of 5.5 seconds, max tow of 9300 lbs, 420 hp, 460 ft-lbs torque. 989 kg (2180 lbs) payload.
Backed by a Solid Chassis
The base frame of the RST features an Independent Rear Suspension (IRS) and Automatic Adaptive Air Suspension, which allows it to raise or lower 5 cm (2 in) two inches from its normal ride height.
We love the 4-wheel steer for a tight turning radius (21’1”) at low speeds as much as we did when GM introduced Quadrasteer in pickups and SUVs in 2002, which reduced the turning radius from 11 to 7 m (37 to 22 ft) for the Silverado of the day. It also improves handling and stability at higher speeds and even more importantly, it improves trailering.
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Afraid of losing money to the aftermarket, there are plans to provide a complete line of accessories like ladder racks, caps, tonneaus and bullbars.
The GM engineers have designed it to be a rolling power station by adding 10.2 kW that’s available through 10 power outlets so owners can charge or run their tools, toys, trucks and even their home.
Super Cruiser Hands Free for trailering drivers is a high-tech assist that functions on compatible roads throughout the country. They are defined as divided, limited-access highways, and other roads that are separated from opposing traffic with defined ‘on-’ and ‘off-ramps’ and include roughly 320,000 km (200,000 mi) of pavement in Canada and the US.
To make driving safer, Chevy has included a number of driver-assist features like Automatic Emergency Braking, Forward Collision Alert, Front Pedestrian Braking and Lane Keep Assist. These features are intended to enhance safety and not replace driver attentiveness – just ask Chevy’s lawyers and insurers.
When it comes to the exterior, the front end is unmistakeably Chevy but in our humble opinion, the profile resembles an obese Honda Ridgeline. Since this couldn’t have been the intention of the engineers, we’re betting it was forced on them to get the range as high as possible. The WT has the lowest drag coefficient of any production, full-size pickup.
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No engine means a snub-nose for better viewing from the driver’s seat. The optional bullbar gives the EV an aggressive stance.
New Exterior Highlights
The battery architecture creates a flat foundation for the truck and without the combustion engine, there are new storage and hauling opportunities. Sometimes called a frunk, Chevy’s eTrunk under the hood is large enough for ‘a large suitcase’ although no word yet on how that translates into a real number.
More important are the EV bonuses created for the truck bed. Although the RST only has a 1.8 m (5’11”) bed, the Multi-Flex Midgate (the rear cab wall opens) and the rear seats fold down to create a 2.76 m (9’1”) long space for gear and material.
We give them credit for designing the Midgate with a 60/40 split to match the rear seats that can still seat someone if the full width of the bed isn’t needed. This Chevy also has the Multi-Flex Tailgate first introduced on the GMC Sierra a few years back. We still feel this is the most versatile tailgate in the business. They are quick to point out that with the tailgate down there is 3.3 m (10.10 ft) of storage length from the end of the flex tailgate to the front seats.
As well designed as the bed is, Chev doesn’t talk about towing a fifth wheel or trailer with a gooseneck. Aside from its short length, the bed is hampered by the angled C pillar, which will make tight turns difficult. Towing this style of trailer is best done with a square cab and an 8’ bed. It can be done with a 2 m (6.6 ft) bed but the design of this EV is a disability for this style of towing.
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How much info does a driver need to see at once? We would trade these for a sexy-voiced Siri interface.
No doubt Chevy engineers dismissed the needs of these drivers for now. Watch for a longer bed Silverado EV in the near future to accommodate heavy-duty towing as Chevy has promised another new truck with a 20,000 lb towing capacity. There is little reason to design a 20,000 lb tow capacity for ball hitch towing.
Interior Creature Comforts
The lack of a traditional engine and drivetrain has other benefits including a short hood for better forward visibility and more room in the cab. The RST has over 7 gallons of interior storage space including room for a lunch cooler in the centre console between the seats plus plenty of roof height and legroom for rear passengers.
There are some future-forward features similar to what we’ve seen in other new trucks, both combustion and EV. Lights that come on as the driver approaches with an enabled phone or fob, hands-free start as they enter with one of those devices, and dash screen graphics on startup. We feel these features are there to help the truck sell itself, like the in-store promo videos built-in to televisions.
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No rad, no fans and no pulleys made it easy for the engineers to push the wheels close to the bumper for what we expect will be a great approach angle.
We’re not judging, we’re just saying. There’s a 43 cm (17 in) diagonal infotainment display, an 28 cm (11 in) diagonal driver instrument display and a 36 cm (14 in) driver heads-up display. The techie in us loves the animations and information, while the driver in us asks ‘at what point are the displays likely to distract the driver?’ We’re all for it but hope that Chevy will let us turn off what we don’t want until we get used to ignoring them.
The upside of the tech evolution, using Chevy’s nomenclature, is ‘ultifi,’ offering the ability for wireless software updates to correct and improve the truck, just like our computers. Rather than a mechanic connecting diagnostic equipment to an OBD II port at a dealership, we should also be able to get relevant service info and advice remotely, which would be handy on worksites in remote locations.
Final Thoughts and Available Trims
Some other aspects that we appreciate about Chevy’s EV light-duty intro are the solid specs and features in the WT trim, 510 hp, 615 lb ft of torque, 8,000 lb towing capacity, 1200 lb payload and a tantalizing array of accessories - from proper tool cabinets in the eTrunk to racks, caps, tool storage and cargo bed slides. But are they launching the WT first, rather than a high-priced luxury trim, and how high is high? The initial limited-edition RST is listed at (you should be sitting down) $119,948 CAD while the WT starts at $52,448 CAD. Both prices are exclusive of all the taxes, dealer prep, shipping, etc.
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Like siphoning a gas tank, this EV can charge another EV without getting a bad taste in your mouth.
The most exciting promise from GM is a Trail Boss edition of the Silverado EV. Details are not available yet but we’re hoping the Chevy engineers will steal some components from the Hummer team like the two electric motors in the rear to simulate a locking rear diff and AAM's electronically controlled, driver-selectable locking TracRite differential to lock both front wheels so they turn at the same speed. We certainly expect the usual Trail Boss enhancements including greater ground clearance, approach and departure angles, all-terrain tires, and 18” wheels to accompany the unique exterior styling features.
The one constant throughout the rollout is that GM’s EV trucks are based on GM’s Ultium battery platform. In fact, GM would like to share this platform with other sustainable transportation companies for cargo van fleets, ambulances, fire- and transport trucks. Depending on how you look at it, this could mean greater reliability, testing and reduced costs through economies of scale, or utter disaster if there are design or supply chain issues.
Are you a glass-half-full or half-empty kind of person? Or do you care and plan to drive your gas or diesel truck until they outlaw them? Like it or not, in the very near future, if you want to buy a new truck, it just may be an EV and you’ll likely buy one from the dealer or manufacturer you trust most. For GM aficionados, the 2024 Silverado EV is expected to be available in the spring of 2024.