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News.com.au
4 days ago
- News.com.au
Nissan Patrol Warrior review reveals last of the V8s for renowned nameplate
Artificial intelligence knows the world is entering a new phase. Hunt for V8s on the market, and it wished us the best of luck with our search 'you're looking at the end of a loud, proud era'. There's nothing artificial when you hit the start button in the Nissan Patrol Warrior. The soundtrack pumped from the side-mounted pipes is all bent-eight. No special synthesisers being added through the stereo system – it's just raw, unadulterated muscle emanating from the exhaust. It's enough to make the tree-huggers pass out. But it's the last of its kind. Nissan has already revealed a new Patrol for 2026, which will be powered by a twin-turbo V6 partnered to a nine-speed automatic transmission. These Patrols will be the last to feature V8s, so those chasing eight cylinders don't have much time left. The base model starts from $103,595 drive-away, but we drove the Warrior version, that has received a makeover by Victorian outfitters Premcar, which are on the road for just above $121,000. Leading this genre is the Toyota LandCruiser 300 Series with the barebones GX starting from $104,800, but wait times can be lengthy depending on the variant. Another rival is the Land Rover Defender 130 – it starts at $152,000 for the hybrid diesel, and pushes up to nearly $250,000 for the V8. What do you get? Refreshed models arrived this year, and compared with the Patrol Warrior we drove last September, the price has risen $5800. Among the new additions are an off-road and around-view monitor, wireless phone charger, satnav, wireless Apple CarPlay and Android Auto, along with a 7-inch digital driver instrument display. The Warrior is easily differentiated from mainstream Patrols courtesy of the suspension lift of 50mm, as well as having a 40mm wider track (distance between the centre of the tyres on the same axle), Yokohama all-terrain rubber and the red bash plate. Carry-over luxuries include leather trim, 10-way electric adjustable driver's seat, six-speaker stereo, tri-zone aircon, 12.3-inch touchscreen, along with the Alcantara dash complete with Warrior inscription. After all the discussion about Nissan's future, it moved to assure Australian customers it was in for the long haul. Warranty coverage is the best in the business at 10 years or 300,000km. The catch is owners need to maintain servicing with Nissan dealers during that period, otherwise the standard five-year unlimited kilometre warranty applies. Premcar's upgrades are also covered. A flat $499 service price applies for the first five maintenance visits. Brake fluid is required every two years or 40,000km, which is an extra $75. External colour options are only silver, white, grey or black. How was the drive? Very few off-roaders are left stock-standard nowadays, so Premcar does much of the hard work before it leaves the showroom. Standard Patrols are more than adept off the bitumen. Warriors open even wilder doors. Beach work was undertaken in its stride, fire trails were easier than shelling peas. A console dial provides drive mode options to deliver the best grip. If you do get into trouble, there are two rear recovery points. The extra ride height, different bumpers to provide additional wheel clearance and bolstered body protection ensure that it's ready for the toughest of terrain. Warriors also have a different towing mechanism to allow for a full-sized 18-inch spare. Towing capacity is the same as all Patrols – 3500kg with a towball download of 350kg, while gross combined mass (vehicle and braked trailer) is 7000kg – an increase of 115kg. On the road there can be reasonable bodyroll in the bends, but you expect that with off-road machines. There's always ample grunt under your right foot, and the V8 growl is addictive. Yet there is one major drawback to the V8 – fuel consumption. Requiring the more expensive premium unleaded, we averaged more than 16 litres for every 100km. With current prices just below $2, that would still mean more than $260 to fill the 140-litre tank. Would you buy one? Kel: The proliferation of souped-up four-wheel drives has been phenomenal. That sound did take me back to the glory days of HSVs and FPVs. While I didn't have any issues on the highway or in general traffic, the sheer size made parking challenging – the new around-view monitor is a godsend. For me, the lack of seat heaters and the hefty fuel consumption rules it out, but it was a fun drive that inspired you to find roads less travelled. Grant: Trying to find a V8 nowadays can be challenging. There is BMW's all-wheel drive M8 has a 4.4-litre turbocharged V8 that's more than $400,000, maybe a Porsche Panamera GTS with a twin-turbo bent eight for about $380,000, or a Bentley Flying Spur with a hybrid V8, which pushes closer to half a million. So that makes the Patrol somewhat of a bargain. The Patrol Warrior is an acquired taste – those who like life's luxuries, but also want to hit the beaten track. Given the wait times for LandCruisers, the Patrol is certainly worth a look, and it's great to have all the additions under warranty.
The Advertiser
02-08-2025
- The Advertiser
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. 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: 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:
The Advertiser
23-07-2025
- The Advertiser
Ram 1500 TRX supercharged V8 muscle truck coming back
The V8 is enjoying a renaissance at Stellantis. The SRT go-fast division is coming back, and now the wild supercharged V8-powered Ram 1500 TRX mega-pickup is reportedly returning, too. Mopar Insiders reports word from "well-placed sources within the company" that the 1500 TRX will enter production in late January 2026, making it the first vehicle to be launched under the resurrected Street and Racing Technology (SRT) division. It'll also reportedly feature the same design and technology updates rolled out to the facelifted MY25 Ram 1500 lineup, including a new-generation infotainment system. The TRX exited production in 2023, and it closed out its run with a Final Edition that was also offered in Australia, where it was priced above $250,000 and where the locally remanufactured TRX range found almost 1000 customers. CarExpert can save you thousands on a new Ram 1500. Click here to get a great deal. Calling it the Final Edition has evidently proved premature. While Ram was at the time in the midst of transitioning the 1500 from naturally aspirated 5.7-litre and supercharged 6.2-litre V8 engines in favour of a pair of twin-turbocharged 3.0-litre inline sixes, it has reversed course. Former Ram boss Tim Kuniskis came out of retirement late last year to take the helm at the light commercial brand once again, and has subsequently been appointed to head up Stellantis' American brands: Chrysler, Dodge, Jeep and Ram, plus the SRT division. Last month, he announced the 5.7-litre Hemi V8 was returning to the Ram 1500, calling its axing a "mistake". "Everyone makes mistakes, but how you handle them defines you. Ram screwed up when we dropped the Hemi – we own it and we fixed it," he said at the time. "We're not just bringing back a legendary V8 engine, we're igniting an assertive product plan and expanding the freedom of choice in powertrain for our customers." The Hemi V8 will now be offered alongside the Hurricane six. It's worth noting V8s hadn't been entirely excised from the Ram lineup, as a 6.4-litre V8 had continued to be offered in the brand's heavy-duty pickups in markets like the US. Mr Kuniskis was arguably the biggest supporter of the Hellcat supercharged 6.2-litre petrol V8, which in the 1500 TRX produced 523kW of power and 822Nm of torque, making it the world's most powerful pickup when it was launched. While that's a healthy 120kW and 115Nm above even the High Output tune of the facelifted 1500's Hurricane six, even if it comes back unchanged the powerful TRX will fall short of the Ford F-150 Raptor R. The Blue Oval's hottest pickup uses a supercharged 5.2-litre V8 producing 537kW and 868Nm. The TRX was more than just a 1500 with a bigger engine wedged in, as it also received unique suspension tuning, adaptive Bilstein dampers, and 18-inch alloy wheels wrapped in chunky 35-inch Goodyear Wrangler Territory tyres. Ram confirmed earlier this year it plans to make 25 product announcements in 18 months, and the revived TRX will reportedly be one of them. However, there's no guarantee V8 engines will return to the local Ram lineup, according to Ram Trucks Australia, which said in June that it would continue to review and evaluate what options were made available. The company also noted customers had embraced the new Hurricane sixes, and that they remain an "integral part of Ram's future" because they offer more power and torque along with lower fuel consumption than the 5.7-litre Hemi V8. Ram Trucks Australia has previously indicated it takes 12-18 months to complete a local engineering program for a new model variant that will be remanufactured locally in right-hand drive. The 1500's facelift not only brought Hurricane six-cylinder power and aesthetic tweaks, it also saw other changes including upgraded infotainment and a new electrical architecture, which would necessitate a fresh local development program. Mr Kuniskis confirmed earlier this year the Hemi was never designed to be offered with the updated 1500's revised electrical system. In addition to returning V8s to the 1500, the Ram brand is going racing. It'll return after a 13-year break to the NASCAR Craftsman Truck Series in 2026. In case you didn't realise Ram was an American brand, it's wrapping itself in the stars and stripes. It kicked off a 'Never Stop Being American' marketing campaign with an ad featuring a version of The Star-Spangled Banner and a voiceover from UFC's Dana White. MORE: Explore the Ram 1500 showroom Content originally sourced from: The V8 is enjoying a renaissance at Stellantis. The SRT go-fast division is coming back, and now the wild supercharged V8-powered Ram 1500 TRX mega-pickup is reportedly returning, too. Mopar Insiders reports word from "well-placed sources within the company" that the 1500 TRX will enter production in late January 2026, making it the first vehicle to be launched under the resurrected Street and Racing Technology (SRT) division. It'll also reportedly feature the same design and technology updates rolled out to the facelifted MY25 Ram 1500 lineup, including a new-generation infotainment system. The TRX exited production in 2023, and it closed out its run with a Final Edition that was also offered in Australia, where it was priced above $250,000 and where the locally remanufactured TRX range found almost 1000 customers. CarExpert can save you thousands on a new Ram 1500. Click here to get a great deal. Calling it the Final Edition has evidently proved premature. While Ram was at the time in the midst of transitioning the 1500 from naturally aspirated 5.7-litre and supercharged 6.2-litre V8 engines in favour of a pair of twin-turbocharged 3.0-litre inline sixes, it has reversed course. Former Ram boss Tim Kuniskis came out of retirement late last year to take the helm at the light commercial brand once again, and has subsequently been appointed to head up Stellantis' American brands: Chrysler, Dodge, Jeep and Ram, plus the SRT division. Last month, he announced the 5.7-litre Hemi V8 was returning to the Ram 1500, calling its axing a "mistake". "Everyone makes mistakes, but how you handle them defines you. Ram screwed up when we dropped the Hemi – we own it and we fixed it," he said at the time. "We're not just bringing back a legendary V8 engine, we're igniting an assertive product plan and expanding the freedom of choice in powertrain for our customers." The Hemi V8 will now be offered alongside the Hurricane six. It's worth noting V8s hadn't been entirely excised from the Ram lineup, as a 6.4-litre V8 had continued to be offered in the brand's heavy-duty pickups in markets like the US. Mr Kuniskis was arguably the biggest supporter of the Hellcat supercharged 6.2-litre petrol V8, which in the 1500 TRX produced 523kW of power and 822Nm of torque, making it the world's most powerful pickup when it was launched. While that's a healthy 120kW and 115Nm above even the High Output tune of the facelifted 1500's Hurricane six, even if it comes back unchanged the powerful TRX will fall short of the Ford F-150 Raptor R. The Blue Oval's hottest pickup uses a supercharged 5.2-litre V8 producing 537kW and 868Nm. The TRX was more than just a 1500 with a bigger engine wedged in, as it also received unique suspension tuning, adaptive Bilstein dampers, and 18-inch alloy wheels wrapped in chunky 35-inch Goodyear Wrangler Territory tyres. Ram confirmed earlier this year it plans to make 25 product announcements in 18 months, and the revived TRX will reportedly be one of them. However, there's no guarantee V8 engines will return to the local Ram lineup, according to Ram Trucks Australia, which said in June that it would continue to review and evaluate what options were made available. The company also noted customers had embraced the new Hurricane sixes, and that they remain an "integral part of Ram's future" because they offer more power and torque along with lower fuel consumption than the 5.7-litre Hemi V8. Ram Trucks Australia has previously indicated it takes 12-18 months to complete a local engineering program for a new model variant that will be remanufactured locally in right-hand drive. The 1500's facelift not only brought Hurricane six-cylinder power and aesthetic tweaks, it also saw other changes including upgraded infotainment and a new electrical architecture, which would necessitate a fresh local development program. Mr Kuniskis confirmed earlier this year the Hemi was never designed to be offered with the updated 1500's revised electrical system. In addition to returning V8s to the 1500, the Ram brand is going racing. It'll return after a 13-year break to the NASCAR Craftsman Truck Series in 2026. In case you didn't realise Ram was an American brand, it's wrapping itself in the stars and stripes. It kicked off a 'Never Stop Being American' marketing campaign with an ad featuring a version of The Star-Spangled Banner and a voiceover from UFC's Dana White. MORE: Explore the Ram 1500 showroom Content originally sourced from: The V8 is enjoying a renaissance at Stellantis. The SRT go-fast division is coming back, and now the wild supercharged V8-powered Ram 1500 TRX mega-pickup is reportedly returning, too. Mopar Insiders reports word from "well-placed sources within the company" that the 1500 TRX will enter production in late January 2026, making it the first vehicle to be launched under the resurrected Street and Racing Technology (SRT) division. It'll also reportedly feature the same design and technology updates rolled out to the facelifted MY25 Ram 1500 lineup, including a new-generation infotainment system. The TRX exited production in 2023, and it closed out its run with a Final Edition that was also offered in Australia, where it was priced above $250,000 and where the locally remanufactured TRX range found almost 1000 customers. CarExpert can save you thousands on a new Ram 1500. Click here to get a great deal. Calling it the Final Edition has evidently proved premature. While Ram was at the time in the midst of transitioning the 1500 from naturally aspirated 5.7-litre and supercharged 6.2-litre V8 engines in favour of a pair of twin-turbocharged 3.0-litre inline sixes, it has reversed course. Former Ram boss Tim Kuniskis came out of retirement late last year to take the helm at the light commercial brand once again, and has subsequently been appointed to head up Stellantis' American brands: Chrysler, Dodge, Jeep and Ram, plus the SRT division. Last month, he announced the 5.7-litre Hemi V8 was returning to the Ram 1500, calling its axing a "mistake". "Everyone makes mistakes, but how you handle them defines you. Ram screwed up when we dropped the Hemi – we own it and we fixed it," he said at the time. "We're not just bringing back a legendary V8 engine, we're igniting an assertive product plan and expanding the freedom of choice in powertrain for our customers." The Hemi V8 will now be offered alongside the Hurricane six. It's worth noting V8s hadn't been entirely excised from the Ram lineup, as a 6.4-litre V8 had continued to be offered in the brand's heavy-duty pickups in markets like the US. Mr Kuniskis was arguably the biggest supporter of the Hellcat supercharged 6.2-litre petrol V8, which in the 1500 TRX produced 523kW of power and 822Nm of torque, making it the world's most powerful pickup when it was launched. While that's a healthy 120kW and 115Nm above even the High Output tune of the facelifted 1500's Hurricane six, even if it comes back unchanged the powerful TRX will fall short of the Ford F-150 Raptor R. The Blue Oval's hottest pickup uses a supercharged 5.2-litre V8 producing 537kW and 868Nm. The TRX was more than just a 1500 with a bigger engine wedged in, as it also received unique suspension tuning, adaptive Bilstein dampers, and 18-inch alloy wheels wrapped in chunky 35-inch Goodyear Wrangler Territory tyres. Ram confirmed earlier this year it plans to make 25 product announcements in 18 months, and the revived TRX will reportedly be one of them. However, there's no guarantee V8 engines will return to the local Ram lineup, according to Ram Trucks Australia, which said in June that it would continue to review and evaluate what options were made available. The company also noted customers had embraced the new Hurricane sixes, and that they remain an "integral part of Ram's future" because they offer more power and torque along with lower fuel consumption than the 5.7-litre Hemi V8. Ram Trucks Australia has previously indicated it takes 12-18 months to complete a local engineering program for a new model variant that will be remanufactured locally in right-hand drive. The 1500's facelift not only brought Hurricane six-cylinder power and aesthetic tweaks, it also saw other changes including upgraded infotainment and a new electrical architecture, which would necessitate a fresh local development program. Mr Kuniskis confirmed earlier this year the Hemi was never designed to be offered with the updated 1500's revised electrical system. In addition to returning V8s to the 1500, the Ram brand is going racing. It'll return after a 13-year break to the NASCAR Craftsman Truck Series in 2026. In case you didn't realise Ram was an American brand, it's wrapping itself in the stars and stripes. It kicked off a 'Never Stop Being American' marketing campaign with an ad featuring a version of The Star-Spangled Banner and a voiceover from UFC's Dana White. MORE: Explore the Ram 1500 showroom Content originally sourced from: The V8 is enjoying a renaissance at Stellantis. The SRT go-fast division is coming back, and now the wild supercharged V8-powered Ram 1500 TRX mega-pickup is reportedly returning, too. Mopar Insiders reports word from "well-placed sources within the company" that the 1500 TRX will enter production in late January 2026, making it the first vehicle to be launched under the resurrected Street and Racing Technology (SRT) division. It'll also reportedly feature the same design and technology updates rolled out to the facelifted MY25 Ram 1500 lineup, including a new-generation infotainment system. The TRX exited production in 2023, and it closed out its run with a Final Edition that was also offered in Australia, where it was priced above $250,000 and where the locally remanufactured TRX range found almost 1000 customers. CarExpert can save you thousands on a new Ram 1500. Click here to get a great deal. Calling it the Final Edition has evidently proved premature. While Ram was at the time in the midst of transitioning the 1500 from naturally aspirated 5.7-litre and supercharged 6.2-litre V8 engines in favour of a pair of twin-turbocharged 3.0-litre inline sixes, it has reversed course. Former Ram boss Tim Kuniskis came out of retirement late last year to take the helm at the light commercial brand once again, and has subsequently been appointed to head up Stellantis' American brands: Chrysler, Dodge, Jeep and Ram, plus the SRT division. Last month, he announced the 5.7-litre Hemi V8 was returning to the Ram 1500, calling its axing a "mistake". "Everyone makes mistakes, but how you handle them defines you. Ram screwed up when we dropped the Hemi – we own it and we fixed it," he said at the time. "We're not just bringing back a legendary V8 engine, we're igniting an assertive product plan and expanding the freedom of choice in powertrain for our customers." The Hemi V8 will now be offered alongside the Hurricane six. It's worth noting V8s hadn't been entirely excised from the Ram lineup, as a 6.4-litre V8 had continued to be offered in the brand's heavy-duty pickups in markets like the US. Mr Kuniskis was arguably the biggest supporter of the Hellcat supercharged 6.2-litre petrol V8, which in the 1500 TRX produced 523kW of power and 822Nm of torque, making it the world's most powerful pickup when it was launched. While that's a healthy 120kW and 115Nm above even the High Output tune of the facelifted 1500's Hurricane six, even if it comes back unchanged the powerful TRX will fall short of the Ford F-150 Raptor R. The Blue Oval's hottest pickup uses a supercharged 5.2-litre V8 producing 537kW and 868Nm. The TRX was more than just a 1500 with a bigger engine wedged in, as it also received unique suspension tuning, adaptive Bilstein dampers, and 18-inch alloy wheels wrapped in chunky 35-inch Goodyear Wrangler Territory tyres. Ram confirmed earlier this year it plans to make 25 product announcements in 18 months, and the revived TRX will reportedly be one of them. However, there's no guarantee V8 engines will return to the local Ram lineup, according to Ram Trucks Australia, which said in June that it would continue to review and evaluate what options were made available. The company also noted customers had embraced the new Hurricane sixes, and that they remain an "integral part of Ram's future" because they offer more power and torque along with lower fuel consumption than the 5.7-litre Hemi V8. Ram Trucks Australia has previously indicated it takes 12-18 months to complete a local engineering program for a new model variant that will be remanufactured locally in right-hand drive. The 1500's facelift not only brought Hurricane six-cylinder power and aesthetic tweaks, it also saw other changes including upgraded infotainment and a new electrical architecture, which would necessitate a fresh local development program. Mr Kuniskis confirmed earlier this year the Hemi was never designed to be offered with the updated 1500's revised electrical system. In addition to returning V8s to the 1500, the Ram brand is going racing. It'll return after a 13-year break to the NASCAR Craftsman Truck Series in 2026. In case you didn't realise Ram was an American brand, it's wrapping itself in the stars and stripes. It kicked off a 'Never Stop Being American' marketing campaign with an ad featuring a version of The Star-Spangled Banner and a voiceover from UFC's Dana White. MORE: Explore the Ram 1500 showroom Content originally sourced from:
