Polestar exec calls for change to ute tax
The boss of one of Australia's greenest car companies has called for an end to tax breaks for utes that have become the nation's best-selling cars.
Scott Maynard, managing director of Polestar in Australia, says lucrative tax concessions for high-riding utes have gone too far, resulting in taxpayers subsidising cars that are harmful to the environment.
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Toyota HiLux, Mitsubishi Triton and Ford Ranger utes. Photo: Mark Bean
Large four-wheel-drive utes can be exempt from luxury car tax and fringe benefits tax that apply to other vehicles.
Maynard says the fringe benefits tax concession 'continues to disproportionately serve the sale of dual cab utes and not what I would consider to be a far more progressive style of transportation, which is electric vehicles'.
'Consider that three of the top five selling cars in Australia for the entire first half [of the year] were dual cab utes and their variants,' he said.
'We've now got more than one and a half times the dual cab ute to tradie ratio, which doesn't make sense.
Scott Maynard, Managing director of Polestar Australia.
'If you consider some of the positioning of some of those particular vehicles, which are clearly no longer tools of trade, I don't think it's a difficult jump to make to put that on the fact that they've enjoyed tax let off since 2000.
'Wouldn't it great to see benefits like that afforded to vehicles that are now cheaper to own um easier to live with and better for the environment?'
Rod Campbell, research director at The Australia Institute, made headlines in 2024 when pointing out the 'considerable costs on society' of subsidising large utes such as the RAM 1500 and Ford F-150.
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2025 Ram 1500. Picture: Supplied
The Australian public is subsidising big, dumb utes by hundreds of millions of dollars each year,' he said.
'These vehicles are damaging roads, reducing safety and increasing emissions, yet they are given a massive tax break.
'Removing the luxury car tax exemption will not affect most ute drivers, particularly tradies.
'Instead it targets those buying large luxury vehicles, worth sometimes hundreds of thousands of dollars, for personal use.
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'Economics 101 says that governments should tax things they want less of, and subsidise things they want more of, and it is stunning that the Australian Government seems to want more big, dumb utes.'
Maynard's views differ from peers at the top of the car industry.
Polestar has effectively split from the Federal Chamber of Automotive Industries, a collective that lobbies on behalf of member companies such as Toyota, Ford and Mitsubishi – brands that rely heavily on the sales of utes such as the HiLux, Ranger and Triton.
But Polestar doesn't have a ute.
MORE: Polestar 4 a window into the future
2025 Polestar 3 Long Range Single Motor electric car. Picture: Supplied
It doesn't have any cars that require petrol or diesel fuel – every Polestar sold in Australia is a pure electric vehicle.
Maynard said the brand's all-in stance on electric vehicles 'does open a window for us' as rival brands water down their commitment to EVs.
The brand has recorded an uptick in interest from customers who were considering plug-in electric vehicles before a tax break expired on April 1, pushing them toward EVs.
'Anecdotally, I feel like I'm talking to more and more customers that say now that's done,' he said.
'At a function last night, I spoke to three people at a table that said, 'you know, we were squaring up for a PHEV [but] we will probably just go full electric now'.
'And I know that there was a lot of people that were trying to get their PHEV deals secured before that FBT incentive [expired].'
Originally published as Polestar exec calls for change to ute tax
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2025 Chevrolet Silverado ZR2 review
Chevrolet Silverado Pros Chevrolet Silverado Cons Chevrolet Silverado Pros Chevrolet Silverado Cons The full-size pickup segment in Australia continues to grow, but the Chevrolet Silverado 1500 still has a couple of unique selling propositions. Firstly, it's the only one of its competitive set – which also includes the Ford F-150, Ram 1500 and Toyota Tundra – to offer a variant in Australia specifically tailored for off-roading. Sadly, off-road pickups like the Ford F-150 Raptor and Ram 1500 RHO aren't sold here, at least not yet. Secondly, with the Ram 1500 moving to twin-turbocharged inline six-cylinder engines, the Silverado is the last pickup standing with a V8. Again, you can still get V8 power in the F-150 and Ram 1500 overseas, but not here. Therefore, the Silverado 1500 ZR2 has a special appeal to both American pickup truck traditionalists and off-road enthusiasts. 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There are bottle holders in the doors, plus cupholders at the rear of the centre console, and map pockets on the (soft) front seatbacks. Other amenities include heated outboard seats, air vents, a USB-A outlet and a USB-C outlet. As expected of a full-size pickup truck, it's positively palatial back here with ample headroom and legroom. You can sit three adults side-by-side comfortably. The rear window can be opened if you want more air flow, or perhaps if you're carrying a longer item. Unlike its rivals, however, the Silverado can't be had with a panoramic sunroof – only a single-pane unit. ABOVE: LTZ pictured You'll find handy steps in the rear bumper make it easier to get into the tub, while the tailgate can drop with the press of a button. Inside the tub, there's a spray-on liner and 12 fixed tie-downs. There's also an LED light back here, plus a camera pointed down at the tub itself. To see how the Silverado lines up against the competition, check out our comparison tool There's a big V8 under the bonnet, unlike the Silverado's six-cylinder rivals from Ford, Ram and Toyota. We'd be remiss if we didn't mention the major global recall GM is conducting, following multiple engine seizures. The company says it has identified the issue and has made changes to the engine from model year 2025 (MY25) that address it. More on this issue here. We averaged 13.7L/100km on a loop consisting of inner-city, suburban and highway driving. While that was more than the LTZ over the same loop (12.9L/100km), it was still less than the old V8-powered Ram 1500 Laramie Sport (13.8L/100km) and the current twin-turbo V6 Ford F-150 XLT (13.9L/100km). Not bad for a big V8… At the end of my time with the ZR2, it was sitting at 14.9L/100km. That's a bit of a jump up from the claim, and it's worth noting much of this driving was done with one person on board and no load. Hook up a trailer and fuel consumption is likely to get a lot higher, though at least it'll take regular unleaded fuel. As with many full-size pickups, the payload figure isn't anything grand – you have just 713kg to play with when you start loading the vehicle up with people and their stuff. To see how the Silverado lines up against the competition, check out our comparison tool You'll feel like you own the road in a Silverado 1500 ZR2, though in narrower side streets and lanes you'll feel like you're pleading to borrow it. I've been in plenty of these big American pickups now, to the point where I've gotten thoroughly used to driving them in the urban grind. But if you're a newcomer to this type of vehicle, you'll initially find their dimensions daunting. If you're anything like me, you'll quickly get used to the sheer comfort full-size pickups offer, both in terms of their expansive cabins and their generally pliant ride quality. Oh, and being able to see over everything short of buses and trucks in traffic is delightful, too. We had back-to-back loans of the LTZ and ZR2, and while the latter still rides comfortably – like essentially every American pickup sold here today – it feels slightly firmer and more fidgety than the LTZ. Part of this could be attributed to the Goodyear Wrangler tyres, which also require you to be mindful of stopping distances when the roads get wet. They also let in more noise into the cabin, which isn't as quiet as some rivals like the tranquil F-150. Much of that noise, though, is from the bellowing V8 engine rather than the wind, and that's hardly the worst thing to hear… The ZR2 features a raft of enhancements over the LTZ, including an upgraded two-speed transfer case, electronically locking front and rear differentials, and Multimatic DSSV dampers. These feature an external oil reservoir and two sets of spool valves, one handling rebound and the other compression. A third spool valve in the main chamber takes care of harder rebound and compression. In short, they offer more variability without having all the trick electronics of adaptive dampers. There's still a bit of float to the ZR2's ride, like in the LTZ, which gives the Silverado a somewhat more ponderous feel than, say, an F-150 – something furthered by steering that's a bit slower, heavier and vaguer than its fellow American. That makes the Silverado a bit more of a handful in a parking lot, while the lack of front parking sensors also makes this big pickup more difficult to park. Oh, and be mindful of height limits in parking lots as the ZR2 stands even taller than the LTZ. The thwack of the metal antenna against the Caution bar will be your sign not to proceed further. There's an automatic stop/start system which may irk you, but it's easily turned off. Unfortunately, there's no auto hold function in the Silverado, while the paddle shifters don't allow you to manually shift through all 10 gears and instead lock you to a highest gear. There's a suite of active safety and driver assist features, including adaptive cruise control, autonomous emergency braking, blind-spot monitoring and lane-keep assist. The lane-keep assist can prove a bit intrusive, while GM's vibrating safety seat is polarising – I love the idea of an alert that only warns you without alarming others in the vehicle, but many people I've spoken with find this to be more akin to a sudden and violent massage. The Silverado's camera system is excellent, with great resolution and myriad selectable camera views including an underbody view ideal for off-roading and an invisible trailer view. While we didn't take the ZR2 off-road up here in Queensland – apart from a short beach drive, where it performed commendably – we've previously put the pickup through its paces on our off-road test course in Victoria. This includes a water crossing, rocky rails, offset moguls and hill climbs, all of which the ZR2 tackled without fuss. You can see how the ZR2 handled it all in our video review above. If you're towing a trailer, there's a handy trailer menu. This allows you to not only perform a trailer light check, but also go through a trailering checklist. There's also a function that tells you how close you are to your gross combined mass. To see how the Silverado lines up against the competition, check out our comparison tool There are just two members of the Silverado 1500 lineup locally, unlike in North America where there are many more trim grades, more engines, and more body styles. 2025 Chevrolet Silverado 1500 LTZ Premium highlights: Silverado 1500 ZR2 adds: To see how the Silverado lines up against the competition, check out our comparison tool None of these big pickup trucks have been crash-tested by ANCAP, and there's no Euro NCAP rating either. The Silverado did, however, receive an overall 'Good' rating from the US Insurance Institute for Highway Safety. Standard safety equipment across the range includes: The Chevrolet Silverado 1500 is backed by a three-year, 100,000 kilometre warranty. GMSV and Ram are laggards in this segment when it comes to their aftersales offering. Both companies offer shorter warranties and have no capped-price servicing scheme, unlike Ford and Toyota. Service intervals are 12 months or 12,000km (whichever comes first), matching the Ram and (almost) the Ford, which has 12-month/15,000km intervals. It betters the Tundra's six-month/10,000km intervals at least. The enhancements Chevrolet has made to the Silverado 1500 to transform it into a more off-road-capable pickup still make the ZR2 worth the premium – if you'll actually take it off-road. If you're not a keen off-roader, you'll find the ZR2 a little less comfortable and a little bit more cumbersome to live with than the LTZ. Regardless of which Silverado you buy, however, you get a comfortable, spacious and well-appointed full-size pickup truck. Oh, and you get a big honkin' V8 engine – and for a lot of buyers, that'll make all the difference. CarExpert can save you thousands on a new Chevrolet Silverado. Click here to get a great dealMORE: Everything Chevrolet Silverado 1500 Content originally sourced from: Silverado Pros Chevrolet Silverado Cons Chevrolet Silverado Pros Chevrolet Silverado Cons The full-size pickup segment in Australia continues to grow, but the Chevrolet Silverado 1500 still has a couple of unique selling propositions. Firstly, it's the only one of its competitive set – which also includes the Ford F-150, Ram 1500 and Toyota Tundra – to offer a variant in Australia specifically tailored for off-roading. Sadly, off-road pickups like the Ford F-150 Raptor and Ram 1500 RHO aren't sold here, at least not yet. Secondly, with the Ram 1500 moving to twin-turbocharged inline six-cylinder engines, the Silverado is the last pickup standing with a V8. Again, you can still get V8 power in the F-150 and Ram 1500 overseas, but not here. Therefore, the Silverado 1500 ZR2 has a special appeal to both American pickup truck traditionalists and off-road enthusiasts. WATCH: Paul's video review of the 2024 Chevrolet Silverado 1500 ZR2 It's pricier than the more tarmac-oriented Silverado 1500 LTZ, but is the ZR2 worth the premium? The ZR2 commands an $11,000 premium over the LTZ, with prices starting from $141,500 plus on-road costs. To see how the Silverado lines up against the competition, check out our comparison tool Climb on up – and yes, it's a bit of a stretch – and you'll find an attractive interior. The ZR2 is subtly differentiated inside from its LTZ sibling, but the changes are positive. The first thing you'll notice is the two-tone Jet Black and Greystone colourway with green stitching, bringing some more warmth and contrast than the black-on-black cabin of the LTZ. A facelift in 2023 brought a dramatically overhauled interior that's one of the nicest in this segment. Ram is often held as the segment standard in terms of opulence, but I'd argue the Chevy's interior is more resolved visually and more user-friendly thanks to a touchscreen angled towards the driver. Mind you, that screen isn't entirely user-friendly, as the anchored shortcut buttons sit on the passenger side instead of the driver's side. The infotainment system is easy to navigate and has attractive graphics. There are some missing features, however. There's no embedded satellite navigation, so you'll need to use wireless Apple CarPlay or Android Auto – and if you're heading somewhere with poor reception, it's best to download offline maps ahead of time. There's also no digital radio, just AM and FM. There's an attractive digital instrument cluster that's easy to read and navigate, as well as a head-up display. Other than buttons being on the 'wrong' side of the touchscreen, there aren't many other left-to-right-hand drive conversion quirks, however, and everything also feels well-assembled. As with the LTZ, you'll find soft-touch trim on much of the dash and doors, plus attractive metallic trim for contrast and a little bit of smudge-prone gloss black trim too. We appreciate the Silverado helpfully turning on the heated seats and steering wheel upon startup when it's cold out, or the ventilated seats if it's hot. Those seats are comfortable, too, and feature 10-way power adjustment plus memory for the driver. In another surprisingly thoughtful and luxurious touch, the heated steering wheel will also eventually turn off, while the climatised seats will drop down though the stages before turning off, too. It's details like these, as well as the illuminated USB surrounds and the way the interior lighting gently activates, that shows GM sweated the small stuff in the Silverado's interior. We also appreciate the continued use of physical switchgear, including for the climate control. There's also a handy shortcut button to toggle the lane-keep assist on or off; this is located on the centre stack instead of the steering wheel, however, and it may take you a moment to adjust to the volume and skip track buttons being behind the steering wheel. Storage is ample, and includes a deep centre console bin, two glove compartments, a large tray at the base of the centre stack, and commodious bottle holders in the doors. There are even little unexpected books and crannies like a pocket in the side of the centre console and a groove behind the touchscreen. We also like the cleverly situated wireless phone charger that keeps your phone snugly in place. There's even more storage in the rear. Lift up the bench and there are capacious storage compartments, while there's even a clever compartment within the rear seatback. There are bottle holders in the doors, plus cupholders at the rear of the centre console, and map pockets on the (soft) front seatbacks. Other amenities include heated outboard seats, air vents, a USB-A outlet and a USB-C outlet. As expected of a full-size pickup truck, it's positively palatial back here with ample headroom and legroom. You can sit three adults side-by-side comfortably. The rear window can be opened if you want more air flow, or perhaps if you're carrying a longer item. Unlike its rivals, however, the Silverado can't be had with a panoramic sunroof – only a single-pane unit. ABOVE: LTZ pictured You'll find handy steps in the rear bumper make it easier to get into the tub, while the tailgate can drop with the press of a button. Inside the tub, there's a spray-on liner and 12 fixed tie-downs. There's also an LED light back here, plus a camera pointed down at the tub itself. To see how the Silverado lines up against the competition, check out our comparison tool There's a big V8 under the bonnet, unlike the Silverado's six-cylinder rivals from Ford, Ram and Toyota. We'd be remiss if we didn't mention the major global recall GM is conducting, following multiple engine seizures. The company says it has identified the issue and has made changes to the engine from model year 2025 (MY25) that address it. More on this issue here. We averaged 13.7L/100km on a loop consisting of inner-city, suburban and highway driving. While that was more than the LTZ over the same loop (12.9L/100km), it was still less than the old V8-powered Ram 1500 Laramie Sport (13.8L/100km) and the current twin-turbo V6 Ford F-150 XLT (13.9L/100km). Not bad for a big V8… At the end of my time with the ZR2, it was sitting at 14.9L/100km. That's a bit of a jump up from the claim, and it's worth noting much of this driving was done with one person on board and no load. Hook up a trailer and fuel consumption is likely to get a lot higher, though at least it'll take regular unleaded fuel. As with many full-size pickups, the payload figure isn't anything grand – you have just 713kg to play with when you start loading the vehicle up with people and their stuff. To see how the Silverado lines up against the competition, check out our comparison tool You'll feel like you own the road in a Silverado 1500 ZR2, though in narrower side streets and lanes you'll feel like you're pleading to borrow it. I've been in plenty of these big American pickups now, to the point where I've gotten thoroughly used to driving them in the urban grind. But if you're a newcomer to this type of vehicle, you'll initially find their dimensions daunting. If you're anything like me, you'll quickly get used to the sheer comfort full-size pickups offer, both in terms of their expansive cabins and their generally pliant ride quality. Oh, and being able to see over everything short of buses and trucks in traffic is delightful, too. We had back-to-back loans of the LTZ and ZR2, and while the latter still rides comfortably – like essentially every American pickup sold here today – it feels slightly firmer and more fidgety than the LTZ. Part of this could be attributed to the Goodyear Wrangler tyres, which also require you to be mindful of stopping distances when the roads get wet. They also let in more noise into the cabin, which isn't as quiet as some rivals like the tranquil F-150. Much of that noise, though, is from the bellowing V8 engine rather than the wind, and that's hardly the worst thing to hear… The ZR2 features a raft of enhancements over the LTZ, including an upgraded two-speed transfer case, electronically locking front and rear differentials, and Multimatic DSSV dampers. These feature an external oil reservoir and two sets of spool valves, one handling rebound and the other compression. A third spool valve in the main chamber takes care of harder rebound and compression. In short, they offer more variability without having all the trick electronics of adaptive dampers. There's still a bit of float to the ZR2's ride, like in the LTZ, which gives the Silverado a somewhat more ponderous feel than, say, an F-150 – something furthered by steering that's a bit slower, heavier and vaguer than its fellow American. That makes the Silverado a bit more of a handful in a parking lot, while the lack of front parking sensors also makes this big pickup more difficult to park. Oh, and be mindful of height limits in parking lots as the ZR2 stands even taller than the LTZ. The thwack of the metal antenna against the Caution bar will be your sign not to proceed further. There's an automatic stop/start system which may irk you, but it's easily turned off. Unfortunately, there's no auto hold function in the Silverado, while the paddle shifters don't allow you to manually shift through all 10 gears and instead lock you to a highest gear. There's a suite of active safety and driver assist features, including adaptive cruise control, autonomous emergency braking, blind-spot monitoring and lane-keep assist. The lane-keep assist can prove a bit intrusive, while GM's vibrating safety seat is polarising – I love the idea of an alert that only warns you without alarming others in the vehicle, but many people I've spoken with find this to be more akin to a sudden and violent massage. The Silverado's camera system is excellent, with great resolution and myriad selectable camera views including an underbody view ideal for off-roading and an invisible trailer view. While we didn't take the ZR2 off-road up here in Queensland – apart from a short beach drive, where it performed commendably – we've previously put the pickup through its paces on our off-road test course in Victoria. This includes a water crossing, rocky rails, offset moguls and hill climbs, all of which the ZR2 tackled without fuss. You can see how the ZR2 handled it all in our video review above. If you're towing a trailer, there's a handy trailer menu. This allows you to not only perform a trailer light check, but also go through a trailering checklist. There's also a function that tells you how close you are to your gross combined mass. To see how the Silverado lines up against the competition, check out our comparison tool There are just two members of the Silverado 1500 lineup locally, unlike in North America where there are many more trim grades, more engines, and more body styles. 2025 Chevrolet Silverado 1500 LTZ Premium highlights: Silverado 1500 ZR2 adds: To see how the Silverado lines up against the competition, check out our comparison tool None of these big pickup trucks have been crash-tested by ANCAP, and there's no Euro NCAP rating either. The Silverado did, however, receive an overall 'Good' rating from the US Insurance Institute for Highway Safety. Standard safety equipment across the range includes: The Chevrolet Silverado 1500 is backed by a three-year, 100,000 kilometre warranty. GMSV and Ram are laggards in this segment when it comes to their aftersales offering. Both companies offer shorter warranties and have no capped-price servicing scheme, unlike Ford and Toyota. Service intervals are 12 months or 12,000km (whichever comes first), matching the Ram and (almost) the Ford, which has 12-month/15,000km intervals. It betters the Tundra's six-month/10,000km intervals at least. The enhancements Chevrolet has made to the Silverado 1500 to transform it into a more off-road-capable pickup still make the ZR2 worth the premium – if you'll actually take it off-road. If you're not a keen off-roader, you'll find the ZR2 a little less comfortable and a little bit more cumbersome to live with than the LTZ. Regardless of which Silverado you buy, however, you get a comfortable, spacious and well-appointed full-size pickup truck. Oh, and you get a big honkin' V8 engine – and for a lot of buyers, that'll make all the difference. CarExpert can save you thousands on a new Chevrolet Silverado. Click here to get a great dealMORE: Everything Chevrolet Silverado 1500 Content originally sourced from: Silverado Pros Chevrolet Silverado Cons Chevrolet Silverado Pros Chevrolet Silverado Cons The full-size pickup segment in Australia continues to grow, but the Chevrolet Silverado 1500 still has a couple of unique selling propositions. Firstly, it's the only one of its competitive set – which also includes the Ford F-150, Ram 1500 and Toyota Tundra – to offer a variant in Australia specifically tailored for off-roading. Sadly, off-road pickups like the Ford F-150 Raptor and Ram 1500 RHO aren't sold here, at least not yet. Secondly, with the Ram 1500 moving to twin-turbocharged inline six-cylinder engines, the Silverado is the last pickup standing with a V8. Again, you can still get V8 power in the F-150 and Ram 1500 overseas, but not here. Therefore, the Silverado 1500 ZR2 has a special appeal to both American pickup truck traditionalists and off-road enthusiasts. WATCH: Paul's video review of the 2024 Chevrolet Silverado 1500 ZR2 It's pricier than the more tarmac-oriented Silverado 1500 LTZ, but is the ZR2 worth the premium? The ZR2 commands an $11,000 premium over the LTZ, with prices starting from $141,500 plus on-road costs. To see how the Silverado lines up against the competition, check out our comparison tool Climb on up – and yes, it's a bit of a stretch – and you'll find an attractive interior. The ZR2 is subtly differentiated inside from its LTZ sibling, but the changes are positive. The first thing you'll notice is the two-tone Jet Black and Greystone colourway with green stitching, bringing some more warmth and contrast than the black-on-black cabin of the LTZ. A facelift in 2023 brought a dramatically overhauled interior that's one of the nicest in this segment. Ram is often held as the segment standard in terms of opulence, but I'd argue the Chevy's interior is more resolved visually and more user-friendly thanks to a touchscreen angled towards the driver. Mind you, that screen isn't entirely user-friendly, as the anchored shortcut buttons sit on the passenger side instead of the driver's side. The infotainment system is easy to navigate and has attractive graphics. There are some missing features, however. There's no embedded satellite navigation, so you'll need to use wireless Apple CarPlay or Android Auto – and if you're heading somewhere with poor reception, it's best to download offline maps ahead of time. There's also no digital radio, just AM and FM. There's an attractive digital instrument cluster that's easy to read and navigate, as well as a head-up display. Other than buttons being on the 'wrong' side of the touchscreen, there aren't many other left-to-right-hand drive conversion quirks, however, and everything also feels well-assembled. As with the LTZ, you'll find soft-touch trim on much of the dash and doors, plus attractive metallic trim for contrast and a little bit of smudge-prone gloss black trim too. We appreciate the Silverado helpfully turning on the heated seats and steering wheel upon startup when it's cold out, or the ventilated seats if it's hot. Those seats are comfortable, too, and feature 10-way power adjustment plus memory for the driver. In another surprisingly thoughtful and luxurious touch, the heated steering wheel will also eventually turn off, while the climatised seats will drop down though the stages before turning off, too. It's details like these, as well as the illuminated USB surrounds and the way the interior lighting gently activates, that shows GM sweated the small stuff in the Silverado's interior. We also appreciate the continued use of physical switchgear, including for the climate control. There's also a handy shortcut button to toggle the lane-keep assist on or off; this is located on the centre stack instead of the steering wheel, however, and it may take you a moment to adjust to the volume and skip track buttons being behind the steering wheel. Storage is ample, and includes a deep centre console bin, two glove compartments, a large tray at the base of the centre stack, and commodious bottle holders in the doors. There are even little unexpected books and crannies like a pocket in the side of the centre console and a groove behind the touchscreen. We also like the cleverly situated wireless phone charger that keeps your phone snugly in place. There's even more storage in the rear. Lift up the bench and there are capacious storage compartments, while there's even a clever compartment within the rear seatback. There are bottle holders in the doors, plus cupholders at the rear of the centre console, and map pockets on the (soft) front seatbacks. Other amenities include heated outboard seats, air vents, a USB-A outlet and a USB-C outlet. As expected of a full-size pickup truck, it's positively palatial back here with ample headroom and legroom. You can sit three adults side-by-side comfortably. The rear window can be opened if you want more air flow, or perhaps if you're carrying a longer item. Unlike its rivals, however, the Silverado can't be had with a panoramic sunroof – only a single-pane unit. ABOVE: LTZ pictured You'll find handy steps in the rear bumper make it easier to get into the tub, while the tailgate can drop with the press of a button. Inside the tub, there's a spray-on liner and 12 fixed tie-downs. There's also an LED light back here, plus a camera pointed down at the tub itself. To see how the Silverado lines up against the competition, check out our comparison tool There's a big V8 under the bonnet, unlike the Silverado's six-cylinder rivals from Ford, Ram and Toyota. We'd be remiss if we didn't mention the major global recall GM is conducting, following multiple engine seizures. The company says it has identified the issue and has made changes to the engine from model year 2025 (MY25) that address it. More on this issue here. We averaged 13.7L/100km on a loop consisting of inner-city, suburban and highway driving. While that was more than the LTZ over the same loop (12.9L/100km), it was still less than the old V8-powered Ram 1500 Laramie Sport (13.8L/100km) and the current twin-turbo V6 Ford F-150 XLT (13.9L/100km). Not bad for a big V8… At the end of my time with the ZR2, it was sitting at 14.9L/100km. That's a bit of a jump up from the claim, and it's worth noting much of this driving was done with one person on board and no load. Hook up a trailer and fuel consumption is likely to get a lot higher, though at least it'll take regular unleaded fuel. As with many full-size pickups, the payload figure isn't anything grand – you have just 713kg to play with when you start loading the vehicle up with people and their stuff. To see how the Silverado lines up against the competition, check out our comparison tool You'll feel like you own the road in a Silverado 1500 ZR2, though in narrower side streets and lanes you'll feel like you're pleading to borrow it. I've been in plenty of these big American pickups now, to the point where I've gotten thoroughly used to driving them in the urban grind. But if you're a newcomer to this type of vehicle, you'll initially find their dimensions daunting. If you're anything like me, you'll quickly get used to the sheer comfort full-size pickups offer, both in terms of their expansive cabins and their generally pliant ride quality. Oh, and being able to see over everything short of buses and trucks in traffic is delightful, too. We had back-to-back loans of the LTZ and ZR2, and while the latter still rides comfortably – like essentially every American pickup sold here today – it feels slightly firmer and more fidgety than the LTZ. Part of this could be attributed to the Goodyear Wrangler tyres, which also require you to be mindful of stopping distances when the roads get wet. They also let in more noise into the cabin, which isn't as quiet as some rivals like the tranquil F-150. Much of that noise, though, is from the bellowing V8 engine rather than the wind, and that's hardly the worst thing to hear… The ZR2 features a raft of enhancements over the LTZ, including an upgraded two-speed transfer case, electronically locking front and rear differentials, and Multimatic DSSV dampers. These feature an external oil reservoir and two sets of spool valves, one handling rebound and the other compression. A third spool valve in the main chamber takes care of harder rebound and compression. In short, they offer more variability without having all the trick electronics of adaptive dampers. There's still a bit of float to the ZR2's ride, like in the LTZ, which gives the Silverado a somewhat more ponderous feel than, say, an F-150 – something furthered by steering that's a bit slower, heavier and vaguer than its fellow American. That makes the Silverado a bit more of a handful in a parking lot, while the lack of front parking sensors also makes this big pickup more difficult to park. Oh, and be mindful of height limits in parking lots as the ZR2 stands even taller than the LTZ. The thwack of the metal antenna against the Caution bar will be your sign not to proceed further. There's an automatic stop/start system which may irk you, but it's easily turned off. Unfortunately, there's no auto hold function in the Silverado, while the paddle shifters don't allow you to manually shift through all 10 gears and instead lock you to a highest gear. There's a suite of active safety and driver assist features, including adaptive cruise control, autonomous emergency braking, blind-spot monitoring and lane-keep assist. The lane-keep assist can prove a bit intrusive, while GM's vibrating safety seat is polarising – I love the idea of an alert that only warns you without alarming others in the vehicle, but many people I've spoken with find this to be more akin to a sudden and violent massage. The Silverado's camera system is excellent, with great resolution and myriad selectable camera views including an underbody view ideal for off-roading and an invisible trailer view. While we didn't take the ZR2 off-road up here in Queensland – apart from a short beach drive, where it performed commendably – we've previously put the pickup through its paces on our off-road test course in Victoria. This includes a water crossing, rocky rails, offset moguls and hill climbs, all of which the ZR2 tackled without fuss. You can see how the ZR2 handled it all in our video review above. If you're towing a trailer, there's a handy trailer menu. This allows you to not only perform a trailer light check, but also go through a trailering checklist. There's also a function that tells you how close you are to your gross combined mass. To see how the Silverado lines up against the competition, check out our comparison tool There are just two members of the Silverado 1500 lineup locally, unlike in North America where there are many more trim grades, more engines, and more body styles. 2025 Chevrolet Silverado 1500 LTZ Premium highlights: Silverado 1500 ZR2 adds: To see how the Silverado lines up against the competition, check out our comparison tool None of these big pickup trucks have been crash-tested by ANCAP, and there's no Euro NCAP rating either. The Silverado did, however, receive an overall 'Good' rating from the US Insurance Institute for Highway Safety. Standard safety equipment across the range includes: The Chevrolet Silverado 1500 is backed by a three-year, 100,000 kilometre warranty. GMSV and Ram are laggards in this segment when it comes to their aftersales offering. Both companies offer shorter warranties and have no capped-price servicing scheme, unlike Ford and Toyota. Service intervals are 12 months or 12,000km (whichever comes first), matching the Ram and (almost) the Ford, which has 12-month/15,000km intervals. It betters the Tundra's six-month/10,000km intervals at least. The enhancements Chevrolet has made to the Silverado 1500 to transform it into a more off-road-capable pickup still make the ZR2 worth the premium – if you'll actually take it off-road. If you're not a keen off-roader, you'll find the ZR2 a little less comfortable and a little bit more cumbersome to live with than the LTZ. Regardless of which Silverado you buy, however, you get a comfortable, spacious and well-appointed full-size pickup truck. Oh, and you get a big honkin' V8 engine – and for a lot of buyers, that'll make all the difference. CarExpert can save you thousands on a new Chevrolet Silverado. Click here to get a great dealMORE: Everything Chevrolet Silverado 1500 Content originally sourced from: Silverado Pros Chevrolet Silverado Cons Chevrolet Silverado Pros Chevrolet Silverado Cons The full-size pickup segment in Australia continues to grow, but the Chevrolet Silverado 1500 still has a couple of unique selling propositions. Firstly, it's the only one of its competitive set – which also includes the Ford F-150, Ram 1500 and Toyota Tundra – to offer a variant in Australia specifically tailored for off-roading. Sadly, off-road pickups like the Ford F-150 Raptor and Ram 1500 RHO aren't sold here, at least not yet. Secondly, with the Ram 1500 moving to twin-turbocharged inline six-cylinder engines, the Silverado is the last pickup standing with a V8. Again, you can still get V8 power in the F-150 and Ram 1500 overseas, but not here. Therefore, the Silverado 1500 ZR2 has a special appeal to both American pickup truck traditionalists and off-road enthusiasts. WATCH: Paul's video review of the 2024 Chevrolet Silverado 1500 ZR2 It's pricier than the more tarmac-oriented Silverado 1500 LTZ, but is the ZR2 worth the premium? The ZR2 commands an $11,000 premium over the LTZ, with prices starting from $141,500 plus on-road costs. To see how the Silverado lines up against the competition, check out our comparison tool Climb on up – and yes, it's a bit of a stretch – and you'll find an attractive interior. The ZR2 is subtly differentiated inside from its LTZ sibling, but the changes are positive. The first thing you'll notice is the two-tone Jet Black and Greystone colourway with green stitching, bringing some more warmth and contrast than the black-on-black cabin of the LTZ. A facelift in 2023 brought a dramatically overhauled interior that's one of the nicest in this segment. Ram is often held as the segment standard in terms of opulence, but I'd argue the Chevy's interior is more resolved visually and more user-friendly thanks to a touchscreen angled towards the driver. Mind you, that screen isn't entirely user-friendly, as the anchored shortcut buttons sit on the passenger side instead of the driver's side. The infotainment system is easy to navigate and has attractive graphics. There are some missing features, however. There's no embedded satellite navigation, so you'll need to use wireless Apple CarPlay or Android Auto – and if you're heading somewhere with poor reception, it's best to download offline maps ahead of time. There's also no digital radio, just AM and FM. There's an attractive digital instrument cluster that's easy to read and navigate, as well as a head-up display. Other than buttons being on the 'wrong' side of the touchscreen, there aren't many other left-to-right-hand drive conversion quirks, however, and everything also feels well-assembled. As with the LTZ, you'll find soft-touch trim on much of the dash and doors, plus attractive metallic trim for contrast and a little bit of smudge-prone gloss black trim too. We appreciate the Silverado helpfully turning on the heated seats and steering wheel upon startup when it's cold out, or the ventilated seats if it's hot. Those seats are comfortable, too, and feature 10-way power adjustment plus memory for the driver. In another surprisingly thoughtful and luxurious touch, the heated steering wheel will also eventually turn off, while the climatised seats will drop down though the stages before turning off, too. It's details like these, as well as the illuminated USB surrounds and the way the interior lighting gently activates, that shows GM sweated the small stuff in the Silverado's interior. We also appreciate the continued use of physical switchgear, including for the climate control. There's also a handy shortcut button to toggle the lane-keep assist on or off; this is located on the centre stack instead of the steering wheel, however, and it may take you a moment to adjust to the volume and skip track buttons being behind the steering wheel. Storage is ample, and includes a deep centre console bin, two glove compartments, a large tray at the base of the centre stack, and commodious bottle holders in the doors. There are even little unexpected books and crannies like a pocket in the side of the centre console and a groove behind the touchscreen. We also like the cleverly situated wireless phone charger that keeps your phone snugly in place. There's even more storage in the rear. Lift up the bench and there are capacious storage compartments, while there's even a clever compartment within the rear seatback. There are bottle holders in the doors, plus cupholders at the rear of the centre console, and map pockets on the (soft) front seatbacks. Other amenities include heated outboard seats, air vents, a USB-A outlet and a USB-C outlet. As expected of a full-size pickup truck, it's positively palatial back here with ample headroom and legroom. You can sit three adults side-by-side comfortably. The rear window can be opened if you want more air flow, or perhaps if you're carrying a longer item. Unlike its rivals, however, the Silverado can't be had with a panoramic sunroof – only a single-pane unit. ABOVE: LTZ pictured You'll find handy steps in the rear bumper make it easier to get into the tub, while the tailgate can drop with the press of a button. Inside the tub, there's a spray-on liner and 12 fixed tie-downs. There's also an LED light back here, plus a camera pointed down at the tub itself. To see how the Silverado lines up against the competition, check out our comparison tool There's a big V8 under the bonnet, unlike the Silverado's six-cylinder rivals from Ford, Ram and Toyota. We'd be remiss if we didn't mention the major global recall GM is conducting, following multiple engine seizures. The company says it has identified the issue and has made changes to the engine from model year 2025 (MY25) that address it. More on this issue here. We averaged 13.7L/100km on a loop consisting of inner-city, suburban and highway driving. While that was more than the LTZ over the same loop (12.9L/100km), it was still less than the old V8-powered Ram 1500 Laramie Sport (13.8L/100km) and the current twin-turbo V6 Ford F-150 XLT (13.9L/100km). Not bad for a big V8… At the end of my time with the ZR2, it was sitting at 14.9L/100km. That's a bit of a jump up from the claim, and it's worth noting much of this driving was done with one person on board and no load. Hook up a trailer and fuel consumption is likely to get a lot higher, though at least it'll take regular unleaded fuel. As with many full-size pickups, the payload figure isn't anything grand – you have just 713kg to play with when you start loading the vehicle up with people and their stuff. To see how the Silverado lines up against the competition, check out our comparison tool You'll feel like you own the road in a Silverado 1500 ZR2, though in narrower side streets and lanes you'll feel like you're pleading to borrow it. I've been in plenty of these big American pickups now, to the point where I've gotten thoroughly used to driving them in the urban grind. But if you're a newcomer to this type of vehicle, you'll initially find their dimensions daunting. If you're anything like me, you'll quickly get used to the sheer comfort full-size pickups offer, both in terms of their expansive cabins and their generally pliant ride quality. Oh, and being able to see over everything short of buses and trucks in traffic is delightful, too. We had back-to-back loans of the LTZ and ZR2, and while the latter still rides comfortably – like essentially every American pickup sold here today – it feels slightly firmer and more fidgety than the LTZ. Part of this could be attributed to the Goodyear Wrangler tyres, which also require you to be mindful of stopping distances when the roads get wet. They also let in more noise into the cabin, which isn't as quiet as some rivals like the tranquil F-150. Much of that noise, though, is from the bellowing V8 engine rather than the wind, and that's hardly the worst thing to hear… The ZR2 features a raft of enhancements over the LTZ, including an upgraded two-speed transfer case, electronically locking front and rear differentials, and Multimatic DSSV dampers. These feature an external oil reservoir and two sets of spool valves, one handling rebound and the other compression. A third spool valve in the main chamber takes care of harder rebound and compression. In short, they offer more variability without having all the trick electronics of adaptive dampers. There's still a bit of float to the ZR2's ride, like in the LTZ, which gives the Silverado a somewhat more ponderous feel than, say, an F-150 – something furthered by steering that's a bit slower, heavier and vaguer than its fellow American. That makes the Silverado a bit more of a handful in a parking lot, while the lack of front parking sensors also makes this big pickup more difficult to park. Oh, and be mindful of height limits in parking lots as the ZR2 stands even taller than the LTZ. The thwack of the metal antenna against the Caution bar will be your sign not to proceed further. There's an automatic stop/start system which may irk you, but it's easily turned off. Unfortunately, there's no auto hold function in the Silverado, while the paddle shifters don't allow you to manually shift through all 10 gears and instead lock you to a highest gear. There's a suite of active safety and driver assist features, including adaptive cruise control, autonomous emergency braking, blind-spot monitoring and lane-keep assist. The lane-keep assist can prove a bit intrusive, while GM's vibrating safety seat is polarising – I love the idea of an alert that only warns you without alarming others in the vehicle, but many people I've spoken with find this to be more akin to a sudden and violent massage. The Silverado's camera system is excellent, with great resolution and myriad selectable camera views including an underbody view ideal for off-roading and an invisible trailer view. While we didn't take the ZR2 off-road up here in Queensland – apart from a short beach drive, where it performed commendably – we've previously put the pickup through its paces on our off-road test course in Victoria. This includes a water crossing, rocky rails, offset moguls and hill climbs, all of which the ZR2 tackled without fuss. You can see how the ZR2 handled it all in our video review above. If you're towing a trailer, there's a handy trailer menu. This allows you to not only perform a trailer light check, but also go through a trailering checklist. There's also a function that tells you how close you are to your gross combined mass. To see how the Silverado lines up against the competition, check out our comparison tool There are just two members of the Silverado 1500 lineup locally, unlike in North America where there are many more trim grades, more engines, and more body styles. 2025 Chevrolet Silverado 1500 LTZ Premium highlights: Silverado 1500 ZR2 adds: To see how the Silverado lines up against the competition, check out our comparison tool None of these big pickup trucks have been crash-tested by ANCAP, and there's no Euro NCAP rating either. The Silverado did, however, receive an overall 'Good' rating from the US Insurance Institute for Highway Safety. Standard safety equipment across the range includes: The Chevrolet Silverado 1500 is backed by a three-year, 100,000 kilometre warranty. GMSV and Ram are laggards in this segment when it comes to their aftersales offering. Both companies offer shorter warranties and have no capped-price servicing scheme, unlike Ford and Toyota. Service intervals are 12 months or 12,000km (whichever comes first), matching the Ram and (almost) the Ford, which has 12-month/15,000km intervals. It betters the Tundra's six-month/10,000km intervals at least. The enhancements Chevrolet has made to the Silverado 1500 to transform it into a more off-road-capable pickup still make the ZR2 worth the premium – if you'll actually take it off-road. If you're not a keen off-roader, you'll find the ZR2 a little less comfortable and a little bit more cumbersome to live with than the LTZ. Regardless of which Silverado you buy, however, you get a comfortable, spacious and well-appointed full-size pickup truck. Oh, and you get a big honkin' V8 engine – and for a lot of buyers, that'll make all the difference. CarExpert can save you thousands on a new Chevrolet Silverado. Click here to get a great dealMORE: Everything Chevrolet Silverado 1500 Content originally sourced from:
Courier-Mail
a day ago
- Courier-Mail
‘All smiles': Prince Andrew wins fight against King Charles
Don't miss out on the headlines from Royals. Followed categories will be added to My News. Prince Andrew can finally breathe a long-awaited sigh of relief. After years of digging his heels in and refusing to leave his sprawling royal residence, the disgraced Duke of York is celebrating 'having won the Royal Lodge row,' the Express reports. According to the outlet, Andrew has been 'all smiles' since finding out that his brother, King Charles, has given up trying to evict him — a stark contrast to his downcast outings earlier this year. Britain's Prince Andrew. 'Charles tried his best to get his non-working royal sibling to move to a smaller premises elsewhere to free up the royal home,' the outlet notes. As for how Andrew, 65, managed to emerge victorious in the fight over the royal digs, the duke presented Charles with 'a lease document that states he is legally entitled to stay there,' the outlet adds. The feuding brothers have been locked in a bitter, yearslong spat over the property, located on the grounds of Windsor Castle, since 2019. The Post has reached out to Buckingham Palace for comment. Andrew was poised to leave the Royal Lodge after Charles refused to continue financially carrying his brother's weight. However, it sensationally emerged in November that the shunned royal had found a mystery financial backer at the eleventh hour — allowing him to remain at the royal digs. As a result, Charles responded by removing priceless items from the plush property over maintenance and security concerns. Andrew has been living off a hefty allowance from the king's personal wealth for more than six years — ever since he was linked to disgraced late financier Jeffrey Epstein. His weighty list of expenses includes $4 million (AU$5.9 million) worth of personal security per year, as well as a regular cash allowance — both of which Charles stopped providing in October 2024. As a result, Andrew was ordered out of the 31-room property into the smaller Frogmore Cottage — but he refused. Andrew has remained out of the spotlight in recent years. Picture: AFP. The latter property has been sitting empty since Prince Harry and Meghan Markle handed over the keys in 2023. It was previously reported that Charles had tried his all to downsize his scandal-scarred brother so that the Royal Lodge would free up for the Prince and Princess of Wales, as well as their three children. However, the future king and queen later decided that the property didn't quite offer what they were looking for, much to Andrew's relief, as it meant there were no rivals for the home. Prince William and Kate Middleton, for their part, have recently kick-started their search for their next family abode — meaning they are finally ready to bid adieu to Adelaide Cottage. Andrew has resided at the lavish home since 2004. He currently lives there with his ex-wife, Sarah Ferguson. Since finding an anonymous financial backer late last year, Andrew has faced recurring calls from the UK government to reveal the source of his mystery funding. Exactly where the duke found the cash that enabled him to remain at the property is still unclear, as his only known steady income source is a Royal Navy pension. This story originally appeared on New York Post and is republished here with permission. Originally published as 'All smiles': Prince Andrew wins fight against King Charles
Herald Sun
a day ago
- Herald Sun
Asra Minerals wraps up gold drilling at Challenge and Eclipse
Don't miss out on the headlines from Stockhead. Followed categories will be added to My News. Special Report: Asra Minerals has completed a 23-hole reverse circulation drilling program at the Challenge prospect, following up on significant shallow gold intersections from historical drilling. Asra Minerals completed 1938m of drilling at Leonora South during the June quarter This includes the recent completion of 17 RC holes at the Challenge prospect The program is following up significant shallow gold intersections from historical drilling The 1362m campaign averaged a rate of ~300m per day. Before drilling the Challenge prospect, Asra Minerals (ASX:ASR) drilled 23 RC holes at the Eclipse prospect for a total 2070m. In total, 40 drill holes were carried out for 3432m to further define and extend known mineralisation at both prospects. Challenge and Eclipse sit within Asra's Leonora South asset in WA's Kookynie region and are within 200m of the 21,600oz at 2.1g/t gold resource at the company's Sapphire deposit. The project covers eight semi-contiguous mining licences over 549km2 of ground near the mining town of Leonora, known for high-grade gold discoveries such as the nearby Ulyssess operation featuring 850,000oz of gold. Asra racks up exploration and corporate wins During the June quarter, Asra knocked off 1938m of drilling at Leonora South targeting extensions at multiple priority targets within the Niagara prospect area, which included 1424m of RC drilling and 514.8m of diamond tails. The company also locked in $3m via a placement to investors to fast-track exploration across Leonora South and completed the sale of its Boorara leases for a cash consideration of $200,000 – streamlining Asra's focus and strengthening its balance sheet. ASR managing director Paul Stephen said the June quarter had been 'exceptionally productive' for the company, marked by significant strides across its exploration programs and a series of corporate initiatives. Asra bolsters leadership and technical teams 'The successful completion of more than 1,300m of drilling at Leonora South represents a critical step in understanding and expanding the high-grade Orion and Sapphire deposits, and we eagerly await results next quarter,' he said. 'Financially, our three million placement has significantly bolstered our balance sheet, providing capital to accelerate our exploration ambitions. 'The divestment of the Boorara leases and the consolidation at Mt Cutmore are further testaments to our disciplined approach to portfolio management, focusing on high-potential, core assets,' he added. Asra also strengthened its leadership and technical teams with key appointments including Stephen as managing director, Lenoard Math as CFO and the addition of Ziggy Lubieniecki as geological consultant. 'We look forward to keeping the market and our valued shareholders updated as we continue to build on this momentum in the coming quarter,' he said. This article was developed in collaboration with Asra Minerals, a Stockhead advertiser at the time of publishing. This article does not constitute financial product advice. You should consider obtaining independent advice before making any financial decisions. Originally published as Asra Minerals wraps up gold drilling at Challenge and Eclipse
