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Auto Blog
02-08-2025
- Automotive
- Auto Blog
2025 GMC Sierra vs. 2025 Chevy Silverado: 5 Differences
By signing up I agree to the Terms of Use and acknowledge that I have read the Privacy Policy . You may unsubscribe from email communication at anytime. View post: Walmart Is Selling a 'Super Bright' $39 Rechargeable Flashlight for $19, and Shoppers Say It's 'Worth Every Penny' Battle of the full-size GM twins The rivalry between the 2025 GMC Sierra and Chevy Silverado continues to be one of the most closely watched in the full‑size pickup market. These two trucks share a platform, engines, and even some technology, but that doesn't make them identical. Each brand targets a slightly different buyer, and the differences in capability, style, and pricing can be just as important as the similarities. 0:05 / 0:09 Chevrolet says a next-gen Camaro is still possible. What could it look like? Watch More While Chevy positions the Silverado as the more work‑oriented and value‑driven option, GMC has leaned into refinement, luxury touches, and high‑end tech to set the Sierra apart. From towing and off‑road capability to the latest EV offerings, the Sierra and Silverado diverge in five meaningful ways that could help you decide which truck best fits your lifestyle. 1. Towing and payload Both trucks offer the same engine options—the 2.7L TurboMax inline‑four delivering 310 hp and around 430 lb‑ft torque, the 5.3L EcoTec3 V8 at 355 hp and 383 lb‑ft, and the 6.2L EcoTec3 V8 with 420 hp and 460 lb‑ft. There's also the available 3.0L Duramax turbo‑diesel inline‑six producing up to 305 hp and 495 lb‑ft. By providing your email address, you agree that it may be used pursuant to Arena Group's Privacy Policy. 2025 Chevrolet Silverado — Source: Chevrolet When it comes to towing, the Silverado slightly leads with a maximum rating of up to 13,300 lb, compared to the Sierra's 13,200 lb in similar configurations. Payload ratings are nearly identical, with the Silverado offering up to around 2,260 lb and the Sierra around 2,272 lb in select trims. In practice, the difference is marginal—but if towing capacity is a top priority, the Silverado holds a very slight edge. 2. Trim structures and pricing Pricing diverges through how trims are structured. The Silverado is aimed at the work‑oriented buyer, starting with the WT (Work Truck) and progressing through the LT, RST, ZR2 off‑road, Trail Boss, LTZ, and the top High Country. The Sierra mirrors many of these with the Pro for fleet use, the Elevation, AT4 off‑road, Denali luxury trims, and the more extreme AT4X off‑roader. GMC Sierra Denali Ultimate — Source: GMC Autoblog Newsletter Autoblog brings you car news; expert reviews and exciting pictures and video. Research and compare vehicles, too. Sign up or sign in with Google Facebook Microsoft Apple By signing up I agree to the Terms of Use and acknowledge that I have read the Privacy Policy . You may unsubscribe from email communication at anytime. The Sierra Pro starts at roughly $38,300, with the Silverado Work Truck undercutting it at a slightly lower entry price. At the other end of the lineup, the Sierra's Denali Ultimate pushes close to $84,700 and comes loaded with open‑pore wood, premium leather, and GMC's versatile MultiPro tailgate. The Silverado's range‑topping High Country also offers upscale touches like real wood trim and a plush interior, but it's generally positioned just below the Denali in terms of overall luxury. For example, the GMC Denali Ultimate interior offers a six‑function MultiPro tailgate and customizable grille and trim, while Chevrolet's High Country includes a power tailgate, real wood, and available Super Cruise, but typically at lower starting pricing. Sierra buyers pay more for premium fit and finish and exclusivity. 3. Off-road capability Both brands lean into the off‑road pickup trend—but with different emphases. The Silverado offers the Trail Boss package for the LT and Custom trims (starting around $53,795), featuring a 2‑inch lift, off‑road shocks, skid plates, hill‑descent control, and engine choices including diesel or V8. The ZR2 trim takes things further with Multimatic DSSV dampers, electronic locking differentials, and aggressive tires. 2025 Chevy Silverado HD Trail Boss GMC's Sierra counters with AT4 and AT4X trims. The AT4 starts around $68,795 and includes off‑road suspension, lifted ride height, and diesel availability. The AT4X is even more rugged, featuring a factory lift, locking front differential, and luxury enhancements, transforming the Sierra into a serious rock crawler and a crosstown luxury vehicle. Off‑road fans who want rough‑terrain capability will find the ZR2 very capable on the Silverado, but the Sierra AT4X brings an added layer of high‑end refinement with off‑road focus. 4. Interior experience and technology Inside, the Sierra and Silverado diverge. The Silverado features a 13.4‑inch infotainment touchscreen standard from the LT upward, with wireless Apple CarPlay / Android Auto, Google‑built navigation on upper trims, available Super Cruise hands‑free tech, Wi‑Fi hotspot functionality, and optional head‑up display on the High Country. 2025 Chevrolet Silverado 1500 GMC Sierra 2500 HD Denali Ultimate The Sierra Denali and Denali Ultimate emphasize upscale materials: leather, real open‑pore wood, a 16.8‑inch infotainment screen on EV variants, Bose surround sound, a MultiPro tailgate, and up to 14 camera views built into the ProGrade trailering system. Denali models also include Super Cruise, head‑up displays, and premium finishes, surpassing the Silverado High Country in ambience. 5. Electrified powertrains For buyers considering EV trucks, GMC and Chevy both offer electric versions built on the BT1 Ultium platform. The Silverado EV is available in various trims, including the LT extended range (starting around $75,195), which features 645 hp in WOW mode, a 310-mile range, rear-wheel steering, and less refinement as the trim levels are descended. 2025 GMC Sierra EV Denali 2025 Chevrolet Silverado EV The Sierra EV offers the Elevation, AT4, Denali, and Denali Extended and Max Range variants. The Elevation starts at approximately $64,495, the AT4 at $81,395, and the Denali ranges from $71,795 to nearly $100,700. Meanwhile, the Denali Max Range model delivers up to 460 miles and 760 hp, with a towing capacity of 10,500 pounds. The Sierra EV Denali Max Range garners praise for powerful performance and real towing capability in a luxurious EV pickup. The Silverado EV is rapidly growing in availability, but the Sierra EV currently offers the more upscale badge and longer‑range Max Range variant with the highest towing among GM EV pickups. Final thoughts On paper, the Sierra and Silverado look almost identical. Underneath, they share engines, platforms, and even some technologies. But in practice, the divide is real. The Silverado leans practical and value‑focused, with a slightly higher tow rating and a broader mix of trims that let buyers balance affordability with capability. The Sierra, meanwhile, is marketed as the more premium option, with Denali trims rivaling luxury SUVs in materials and features. 2025 Chevrolet Silverado — Source: Chevrolet In today's competitive truck market, these distinctions matter. Buyers who see their pickup as a workhorse first may find the Silverado a natural fit. Those who want their truck to double as a luxury daily driver or a high‑tech EV with long‑range capability will likely be drawn to the Sierra. Either way, GM has crafted two full‑size pickups that cover very different ground while still competing head‑to‑head. About the Author Elijah Nicholson-Messmer View Profile
Car and Driver
23-07-2025
- Automotive
- Car and Driver
Tested: 2025 Chevrolet Tahoe Keeps a Steady Beat
Chevrolet's Tahoe nameplate turned 30 years old in 2025. It was born as a rebrand of the third-generation K5 Blazer, and the makeover and move upmarket worked: These glossy black rectangles have found homes in military and police departments, business fleets, and family garages. The Tahoe is an institution that serves institutions. And institutions, by dint of their longevity or their size, take their time with changes. Chevy refreshed the 2025 Tahoe with small exterior tweaks, an updated Duramax diesel option, and an interior overhaul bringing the truck into the era of big screens. Yet, the company made all these changes while retaining that inherent Tahoe-ness: square-shouldered good looks, trucklike feel and utility, a base price within reach of the small farmer but enough luxury among top trims to satisfy the agribusiness CEO. view exterior photos Michael Simari | Car and Driver It is another Tahoe trait to focus on the breadwinners. Contrary to our experience with the 2025 Jeep Wagoneer and its superb third row, Chevy clearly put the lion's share of its work into the Tahoe's front row. And up there, what a difference a screen makes. Pairing an 11.0-inch digital instrument cluster with the 17.7-inch center touchscreen makes the cabin look more than a single model year ahead of the 2024 Tahoe. Appointments give off a pleasant sheen. Everything is easy to find and use; designers kept the vital buttons and knobs, while creating a nice division of labor by grouping the four-wheel-drive and trailering controls on the left of the steering wheel. The center tunnel is wide enough for silver service. Slide the console lid back to expose a cubby large enough to smuggle an adolescent capybara. HIGHS: Storage galore, Super Cruise continues to impress, happy to hustle (with the traction off). Some hands might not enjoy a steering wheel thicker than kielbasa, but a simple and elegant button layout on the front and back of the wheel continues the cabin's ergonomic victory. Behind the wheel, a full-featured head-up display puts a big two-tone lump on top of the dashboard. We like the HUD, but we wish it didn't require a bunion. view interior Photos Michael Simari | Car and Driver The High Country trim tends to front seaters with perforated leather seat inserts, real wood trim that could stand to look more real, real leather that could use more padding to improve feel and perception, and a 10-speaker Bose audio setup. One of the perks of pedigree and legacy reverence is that a vehicle can get away with fewer perks. The Tahoe takes advantage of this by placing everyday black plastic below the beltline. Astute design choices obscure the texture change when sitting in the front row—ordering a black interior would be an even better coverup. Our Mocha interior gave away the game every time we opened the doors to get in, as we find black plastic door panels and seat bases staring back at us. (The related and more expensive GMC Yukon matches the hem color to the interior.) The divide is especially stark from the second row when looking at the rear of the center tunnel—the fancy stitched leather ceases just outside the driver's peripheral vision, leaving the second-row center console a tackle box of textured plastic and chrome. It's like seeing that ruthless line on a city street separating the smooth, new blacktop of a nice neighborhood from the 30-year-old tarmac that everyone else is just going to have to live with. view interior Photos Michael Simari | Car and Driver This two-tone split isn't new. It's been a Tahoe feature since Chevy started dressing up the center-console lid around 2010. But our test example cost $93,330, and we haven't finished resetting our expectations when it comes to the new normal of MSRPs. More on that later. There's no second-row bench option on the High Country or Premium trims; buyers have to reach down for that. The second-row captain's chairs are fine but flat from top to bottom, and a tad narrow for the full-figured among us. While the levers on each seat make it easy to slide the base or flip the whole thing forward, doing the latter exposes the seat rail, which on our example was still slathered in grease. That's a great way to muck up a pair of shoes. Ask us how we know. view interior Photos Michael Simari | Car and Driver Today's third rows are meant to provide sufficient room for adults, and the Tahoe's wayback fulfills the brief with head- and kneeroom for American statures. Everything else boils down to amenities, and boy, we wish there were more of them. There's no sunroof back here, and interior light falls off quickly after the second row. No middle-position headrest, either. And then there's the third-row bench, which seems to have been designed to some ambitious geometric-dimensioning-and-tolerancing target for flatness. A moderate amount of padding keeps the bench comfy enough for the trips it will serve, but the experience is more of sitting on a seat rather than in it. And despite the booster-chair feeling, the seat height left us staring at the backs of the second-row headrests. view interior Photos Michael Simari | Car and Driver When that breadwinner needs to get cargo from point A to point B, the Tahoe drives with the poise of an SUV that's sure of what it is and what it has. Chevy didn't totally tune out a ride reminiscent of truck-frame donors; the Tahoe's driver's seat is a repository of modern pickup sensations like ample hood rise during hard acceleration and a relaxed take on body roll. That's no insult, as modern pickups are able to compete with any mainstream segment on power, cabin appeal, and long-haul comfort, while beating those cohorts on utility. LOWS: Black plastic south of the equator regardless of interior color, ever-dearer price, austere third row. The 6.2-liter V-8 is a naturally aspirated holdout in a world of turbocharged sixes, using frequent shifts from GM's seriously smooth 10-speed automatic to make up for a lack of turbine and compressor. The V-8's 420 horsepower and 460 pound-feet whoosh 5994 pounds of American icon to 60 mph in 5.8 seconds. The Tahoe's 50-to-70-mph passing sprint takes 4.1 seconds, putting it behind turbo-six competitors from Jeep and Ford. view interior Photos Michael Simari | Car and Driver Our biggest powertrain gripe is a bafflingly restrictive default traction-control setting. Trying to grab some joy on a snaking back road brings frequent and severe interventions. It's such an odd choice for Chevy to make, because once freed from said chaperone by shifting the two-speed transfer case into low-range, the Tahoe's Bridgestone Alenza Sport all-season tires (measuring 275/50R-22 at all corners) manage a respectable 0.74 g of lateral grip. With buttoned-down steering, brakes stout enough to get from 70 mph to zero in 179 feet, and GM's latest magnetorheological suspension wizardry, the Tahoe makes a hunky-dory choice for the scenic route. GM's Super Cruise? The bee's knees, and it keeps getting better with time. After spending time with this system alongside Ford's BlueCruise and Nissan's ProPilot Assist 2.1, this is the hands-free driver assist we like the most. view exterior photos Michael Simari | Car and Driver So, back to that price. The 2025 Tahoe starts at just over $61,195 in base the rear-wheel-drive LS trim, but our top-shelf High Country trim clocks in at $83,895 before options. Stuffed with fixings, ours rang a three-alarm bell at $93,330. A glance at our list of best luxury three-row SUVs reveals that an Audi SQ7 (second on that list) and a Cadillac Escalade (sixth) start at about the same price as our vehicle as tested, while a Genesis GV80 (first) can be had for over $30,000 less. But despite its sky-high price, a luxury vehicle the Tahoe is not. It may not be on that register, but the Chevy tops our list of full-size three-row haulers, and it's pretty easy to see why. It's sufficiently roomy with loads of storage. It's capable of letting its hair down around some curves. Its up to 8100 pounds of pulling capability will delight folks looking to tow all sorts of things. Its familiar style and solid ergonomics offer all the mod cons and no surprises, and you will never be over- or underdressed when showing up in a Tahoe, compelling enticements to breadwinners who want to buy into an institution. VERDICT: The Chevy Tahoe will probably outlive us all. Specifications Specifications 2025 Chevrolet Tahoe High Country 4WD Vehicle Type: front-engine, rear/4-wheel-drive, 7-passenger, 4-door wagon PRICE Base/As Tested: $83,895/$93,330 Options: High Country Deluxe package (retractable power running boards; panoramic sunroof; adaptive air suspension; Max Trailering package, including two-speed transfer case, smart trailer integration indicator, hitch view, blind-zone steering assist with trailering, hill-descent control, enhanced radiator capacity, and trailer-brake controller), $4835; Super Cruise with three years of OnStar digital services, $2855; Technology and Entertainment package (second-row entertainment system with dual 12.6-inch monitors; Advanced Security package, including self-powered horn, interior movement sensors, door and liftgate lock shield, and AutoSense power liftgate; Enhanced Trailer View, including trailer camera provisions and trailering assist guidelines), $2495; Technology and Entertainment package discount, –$750 ENGINE pushrod 16-valve V-8, aluminum block and heads, direct fuel injection Displacement: 376 in3, 6162 cm3 Power: 420 hp @ 5600 rpm Torque: 460 lb-ft @ 4100 rpm TRANSMISSION 10-speed automatic CHASSIS Suspension, F/R: control arms/multilink Brakes, F/R: 13.5-in vented disc/13.6-in vented disc Tires: Bridgestone Alenza A/S 02 275/50R-22 111H M+S TPC Spec 3156MS DIMENSIONS Wheelbase: 120.9 in Length: 211.3 in Width: 81.0 in Height: 75.6–78.4 in Passenger Volume, F/M/R: 68/59/45 ft3 Cargo Volume, Behind F/M/R: 123/73/26 ft3 Curb Weight: 5994 lb C/D TEST RESULTS 60 mph: 5.8 sec 1/4-Mile: 14.3 sec @ 98 mph 100 mph: 14.9 sec Results above omit 1-ft rollout of 0.2 sec. Rolling Start, 5–60 mph: 6.2 sec Top Gear, 30–50 mph: 3.3 sec Top Gear, 50–70 mph: 4.1 sec Top Speed (gov ltd): 112 mph Braking, 70–0 mph: 179 ft Roadholding, 300-ft Skidpad: 0.74 g C/D FUEL ECONOMY Observed: 18 mpg 75-mph Highway Driving: 20 mpg 75-mph Highway Range: 480 mi EPA FUEL ECONOMY Combined/City/Highway: 16/14/18 mpg C/D TESTING EXPLAINED
Car and Driver
25-06-2025
- Automotive
- Car and Driver
2026 Chevrolet Silverado ZR2 Review, Pricing, and Specs
Specs See all specs EPA MPG 21 Combined Seating 5 Seats Powertrain Gas Drivetrain Four-Wheel Drive Limited Warranty 3 Years/36,000 Miles Overview The Chevrolet Silverado ZR2 is based on a simple concept: Build a reasonably capable off-road pickup to save buyers the time, hassle, and expense of going the aftermarket route. Then seal the deal with a factory warranty and single-point financing. While it may not be as outrageous as the Ford F-150 Raptor, the ZR2's 33-inch all-terrain tires, Multimatic spool-valve dampers, and thick underbody skid plates add more than enough grit for most users. Offered exclusively in the crew-cab short bed body style, the hearty and refined 3.0-liter Duramax inline-six diesel is standard, but the big 6.2-liter gasoline V-8 is available. Gas or diesel, the ZR2 lands right in the sweet spot between capability and comfort. What's New for 2026? The Technology package (head-up display, adaptive cruise control, rear camera mirror, power tilt and telescopic steering wheel) joins the list of standard equipment, as does the Multi-Flex tailgate. New exterior finish options include Glacier White Tricoat and Coastal Dune, which replace White Frost Tricoat and Thunderstorm Gray. Pricing and Which One to Buy The price of the 2026 Chevrolet Silverado 1500 ZR2 is expected to start around $74,295 and go up to $81,000 depending on the trim and options. ZR2 $74,295 ZR2 Bison $81,000 (est) 0 $25k $50k $75k $100k $125k The Silverado ZR2 tacks more than $10,000 onto the price tag of the fanciest non-off-road Silverado 1500 High Country. In fact, the ZR2's window sticker is a little too close to the far more capable Ford F-150 Raptor's starting price. Considering the Bison package is nearly $9000, we'd recommend sticking with the regular ZR2 and saving the extra cash for snacks and camping supplies for the adventure this civilized off-roader truly deserves. Want to compare the 2026 Chevrolet Silverado 1500 ZR2 to other vehicles you're interested in? Our new compare tool provides a comprehensive, side-by-side look at up to five cars of your choice. Compare Cars Engine, Transmission, and Performance There are two possibilities under the ZR2's bulging hood. The standard engine is a Duramax 305-hp turbocharged 3.0-liter inline-six diesel powerplant with 495 pound-feet of torque, but buyers can also equip the naturally aspirated 420-hp 6.2-liter V-8 that's available in the regular Silverado 1500. Though the 6.2 tops the diesel in horsepower, the oil-burner produces more pound-feet at lower engine speeds. The diesel also happens to be thriftier at the pump. Both options use a 10-speed automatic transmission. Every ZR2 features a four-wheel-drive system with a two-speed transfer case and electronic-locking front and rear differentials. Stabilizing the truck's 18-inch wheels, which are shod with gnarly 33-inch off-road tires, is a specially tuned suspension that includes high-performance spool-valve dampers. The truck's underside is protected by a unique skid-plate package, and Chevy says the ZR2's high-mounted steel bumper provides a 31.8-degree approach angle, which is more than what's offered on the similarly lifted Silverado Trail Boss models. Now that we've driven the ZR2 around Joshua Tree State Park, we have a greater appreciation for its capabilities as well as its reduced width compared with the F-150 Raptor and Ram TRX, which makes the Chevy easier to maneuver on tight trails. 0–60-MPH Times In our testing of the diesel-powered Silverado ZR2, it got to 60 mph in 6.8 seconds. The gas V-8 version is quicker, getting to 60 mph in 5.7 seconds. View Photos Michael Simari | Car and Driver Fuel Economy and Real-World MPG The EPA hasn't released any fuel economy information for the 2026 ZR2 yet, but the 2025 model with the Duramax diesel engine is rated at 20 mpg city, 22 mpg highway, and 21 mpg in combined driving. In our real-world testing it landed right on the money at 21 mpg combined. With the 420-hp gasoline V-8, the ZR2 is EPA-estimated at 14 mpg city and 17 mpg highway, and 15 mpg combined. For more information about the Silverado ZR2's fuel economy, visit the EPA's website. Interior, Comfort, and Cargo Inside, the Silverado ZR2 has a slick-looking dashboard that features a 12.3-inch fully digital instrument panel next to a massive 13.4-inch touchscreen. The cabin includes leather-trimmed seats and sporty dark trim. Between the front buckets is a center console that features a T-shaped electronic shifter. However, we found the gear lever's shape to be cumbersome, and we even accidentally activated the Park button on top with a resting hand. The ZR2 is only available in a crew-cab body style, so there's expansive passenger space, particularly in the back seat. Those who plan on carrying more stuff in the cargo box may be out of luck, since the ZR2 is only offered with the short bed. View Photos Michael Simari | Car and Driver Infotainment and Connectivity A huge horizontally oriented 13.4-inch touchscreen infotainment system comes standard on the Silverado ZR2. Along with wireless Apple CarPlay and Android Auto, the system is compatible with Amazon Alexa and features built-in Google voice assistance, maps, and an app store. Safety and Driver-Assistance Features Every Silverado has a suite of standard driver-assistance technology and there is an assortment of optional assists that make driving and even towing more carefree. For more information about the Silverado's crash-test results, visit the National Highway Traffic Safety Administration (NHTSA) and Insurance Institute for Highway Safety (IIHS) websites. Key safety features include: Standard forward-collision warning and automated emergency braking Standard lane-departure warning and lane-keeping assist Available adaptive cruise control Warranty and Maintenance Coverage Chevy covers the half-ton Silverado with a competitive warranty that doesn't quite match the lengthy powertrain coverage of the Nissan Titan. However, every Silverado 1500 does get one complimentary scheduled maintenance visit. Limited warranty covers three years or 36,000 miles Powertrain warranty covers five years or 60,000 miles Complimentary maintenance is covered for the first visit Specifications Specifications 2024 Chevrolet Silverado 1500 ZR2 Duramax Vehicle Type: front engine, rear/4-wheel-drive, 5-passenger, 4-door pickup PRICE Base/As Tested: $71,895/$75,700 Options: Technology package (adaptive cruise control, head-up display, power tilt/telescope steering, rear camera mirror), $1970; power sunroof, $995; Multi-Flex tailgate, $445; Glacier Blue Metallic paint, $395 ENGINE turbocharged and intercooled DOHC 24-valve diesel inline-6, aluminum block and head, direct fuel injection Displacement: 183 in3, 2992 cm3 Power: 305 hp @ 3750 rpm Torque: 495 lb-ft @ 2750 rpm TRANSMISSION 10-speed automatic CHASSIS Suspension, F/R: control arms/live axle Brakes, F/R: 13.0-in vented disc/13.6-in vented disc Tires: Goodyear Wrangler Territory MT LT275/70R-18 115/112O M+S TPC Spec 2806 DIMENSIONS Wheelbase: 147.5 in Length: 231.9 in Width: 81.2 in Height: 78.3 in Passenger Volume, F/R: 73/67 ft3 Curb Weight: 5798 lb C/D TEST RESULTS 60 mph: 6.8 sec 1/4-Mile: 15.3 sec @ 89 mph Results above omit 1-ft rollout of 0.4 sec. Rolling Start, 5–60 mph: 7.9 sec Top Gear, 30–50 mph: 3.6 sec Top Gear, 50–70 mph: 5.3 sec Top Speed (gov ltd): 99 mph Braking, 70–0 mph: 203 ft C/D FUEL ECONOMY Observed: 21 mpg EPA FUEL ECONOMY Combined/City/Highway: 21/20/22 mpg C/D TESTING EXPLAINED More Features and Specs
Auto Blog
14-06-2025
- Automotive
- Auto Blog
This Customized GMC Sierra 2500 AT4X is the Epitome of Overland Capability
This upfitted GMC Sierra 2500 AT4X is an overlanding beast, but can you live with it as a daily driver too? A machine that's truly ready for anything Last year, I drove a GMC Sierra 2500 AT4X all over the trails of Moab, Utah, so I can attest that taking any heavy-duty pickup truck off-road is a bit of an event. The sheer size and weight of the vehicle make for challenges in places where Jeeps would skamper through. Still, I was truly impressed with its off-road capability and comfort, and pondered the potential for a truck like this becoming a serious overlander. 0:09 / 0:09 Thinking about buying a Toyota RAV4? These 5 rivals might change your mind Watch More GMC Sierra 2500 AT4X There are different definitions as to what overlanding actually is. Initially, the idea was to cross terrain and spend time in remote locations while being entirely self-reliant. It's like camping, serious off-roading, and living off the grid all in one. Additionally, the rig needed has to be capable of long-range driving, off-road toughness, and serve as a base for your remote adventure. The powertrain is a big bonus Having a diesel helps, but longer ranges and the ability to tow more are big bonuses, and the GMC Sierra 2500 AT4X Ultimate Overland Build comes with a 6.6-liter Duramax turbo-diesel that makes a massive 470 hp and 975 lb-ft of torque. It's equipped with a 10-speed Allison transmission, and given its 38-gallon fuel tank, it's estimated to have a range of approximately 500 miles, depending on the terrain. The standard AT4X's tow rating is around 18,000 lbs, which is more than adequate for a larger off-road trailer. Payload sits at about 2,600 lbs, but given the slide-in camper, extra overlanding components, and gear, it's significantly less in this build. The 2024 GMC Sierra AT4X offers 120-volt power outlets with a capacity of 400 watts on the instrument panel and inside the cargo bed. Being that it's a diesel pickup (a less powerful gas engine is available), it can chug along idling all day, serving as a generator as needed, without burning too much fuel. Additionally, from the cockpit, the Duramax is one of the quietest diesels I've ever tested. Autoblog Newsletter Autoblog brings you car news; expert reviews and exciting pictures and video. Research and compare vehicles, too. Sign up or sign in with Google Facebook Microsoft Apple By signing up I agree to the Terms of Use and acknowledge that I have read the Privacy Policy . You may unsubscribe from email communication at anytime. The 'Ultimate Overland Build' Starting with the 2025 GMC Sierra 2500HD AT4X, which already has a beefed-up suspension, rear locker, and a ton of armor, American Expedition Vehicles (AEV) in Michigan added the following to the build: ● AEV Salta XD Wheels paired with 37' BFGoodrich All-Terrain KO2 tires ● AEV 37' Tire Clearance Kit ● ComeUp SOLO 12.5rs winch, co-developed with GM ● AEV Snorkel for cleaner, cooler airflow ● AEV Front Bumper Light Bar (prototype) with Vision X Explora off-road lights ● AEV Paint Appearance Package ● Magnaflow stainless steel exhaust for increased efficiency ● Air Lift LoadLifter 5000 Pro suspension kit for camper-readiness The OEV Back Country slide-in truck camper, which offers four-season capability and R8 insulated composite walls, has its own off-grid system that includes: ● 220W solar panel and 270Ah lithium battery ● Truma heating/hot water system ● Xantrex inverter, Isotherm fridge, and 20-gallon water tank ● Alu-Cab 270 awning, shower cube, and premium storage solutions The build was then brought to Tiny Rig Co. in Westminster, CA, who wired auxiliary lighting and installed a Switch-Pros SP9000 system. Other accessories include: Switch-Pros SP9000 system Tackform TRAXX system for in-dash device mounting ONWRD Supply Co. seat back organizers Viair portable compressor and Rig Ready Systems Jackout HD kit Redzone Wireless internet and Zoleo Satellite Communicator for global connectivity onX Offroad and a Midland CB radio Opinel USA Forrest Tool Company Tool Kit Lavabox Portable Campfire GMC Sierra 2500 AT4X Overland Build Driving this beast is easier than you think Amid the typical L.A. traffic, the ride was remarkably serene. That air suspension was dialed in to the point where the vehicle was luxury-car smooth on many surfaces. Throttle response is surprisingly quick for something that weighs as much as a Sherman Tank, and it handles its girth with ease around corners. I took it deep into the mountains around Rancho Palos Verdes, and along several back highways. Stopping at various ocean overlooks, I was able to spend time enjoying the overall comfort of the vehicle. In recent days, I've driven a few 1500 pickup trucks that are lighter and smaller, yet they didn't feel that much smaller in traffic. Honestly, only two issues were noticeable to me behind the wheel. The digital rear-view camera wasn't relocated, and there was some hesitation in the steering. I suspect the steering system is heavily taxed moving such heavy rubber, and it was a bit slow to swing side to side. Otherwise, the truck was a joy to drive and made most other trucks look puny to me, in more ways than one. Final thoughts I know I didn't deep dive into the convenience of the slide-in, pop-up camper. There's enough room for three to sleep, as long as two of the sleepers don't mind sharing a queen-size mattress. Otherwise, there's a good-sized fridge, sink, stove, and provisions for plenty of dry-good storage. The external shower can double as a good location for a porta-potty, and there's a shade that extends around a majority of the living quarters. Weekend camping should be a snap, and serious overlanding is something this rig was built for. I'm sure the price tag for a build like this could easily exceed $250,000. I'm guesstimating that the truck's cost (about $96,000) and the slide-in camper (about $50,000) are the most expensive major bits. Still, it's all the smaller components and the labor required to install everything that adds a ton to the build. Lighting, solar, showers, awning, air suspension, winch – the list of addons goes on and on. As such, adding $100,000 to the price is what got my estimate to $250,000. Even then, I might be undercutting the total by a bit. If all of this sounds like the build for you, you might be in luck. The 'Ultimate Overland Vehicle Build' will be auctioned off on Bring a Trailer in November, with all proceeds benefiting the Overland Expo Foundation. If you're drooling at the thought of owning this AND you want to help out a great cause, we'd keep an eye on the Overland Expo Foundation Facebook page.
Motor 1
16-05-2025
- Automotive
- Motor 1
The 2025 Chevrolet Silverado ZR2 Simply Rocks: Review
Quick Specs 2025 Chevrolet Silverado ZR2 Specs Engine Turbocharged 3.0-liter diesel I-6 Output 137 Horsepower / 470 Pound-Feet Fuel Economy 20 City / 23 Highway / 21 Combined MPG As-Tested Price $73,875 On-Sale Date Now Pros: Roomy, Refined, Decently Efficient Cons: Less Power With Diesel, V-8 Reliability Concerns Chevy Silverado ZR2: Damn, This Thing's Good It's best not to mince words: The 2025 Silverado 1500 ZR2 is fantastic. If I had the need for its vast capabilities and access to the vast acres of space within which to operate this full-size Chevy, I'd probably have a ZR2 in my driveway. A week with the truck served as a perfect reminder why half-tons are America's darlings, offering a Goldilocks mix of comfort, capability, and versatility that remains unmatched on the market. If you're looking for a truck in this segment (full-sized off-road supertrucks), here's where you should start looking. But it begs the question: which engine should you choose? Engine, Horsepower, Drivetrain: There's Really One Choice Our tester's engine bay held the Duramax 3.0-liter turbodiesel inline-six in place of the optional 6.2-liter V-8 gasser ( Editor's Note: The red truck pictured throughout this review uses the gas V-8 ). What this diesel gives up in power, it snatches back in torque, churning out 470 pound-feet of twist and a modest 305 horsepower. Either engine pairs to GM's brilliant 10-speed automatic, which transforms this diesel into a seamless, gas-like mill. Of course, there's four-wheel drive with high and low ranges, courtesy of a two-speed transfer case. With its smooth, quick, and effortless-feeling shifts, this 10-speed holds the Duramax in its power-band sweet spot. It's hard to overstate: this is seriously smooth diesel. If it weren't for the engine note, you'd think this civilized diesel was indeed a gas-powered V-8. We capped a 500-mile road trip in the ZR2 with some light off-roading and even a little tow without a single misstep from the engine and drivetrain. The diesel performed flawlessly, returning EPA-expected efficiency, and that surprisingly delightful refinement in spades. But ultimately, the 6.2-liter V-8 wins on power, flexibility, and aura. If you can afford the V-8. Do it. Technology, Interior, Infotainment: All The Bells & Whistles Photo by: Chevrolet The 12.3-inch digital instrument cluster abuts a huge, horizontally oriented touchscreen that stretches 13.4 inches across the center of the dashboard. Both function excellently, in particular, the center screen, which is laid out in an efficient and visually pleasing manner. Key features like a 3-D top-down camera and rear cross-traffic braking help you maneuver this behemoth. Crucially, Apple CarPlay and Android Auto both work in this truck, even as Chevy has said it'll back away from both in the future. While that dashboard can look a bit busy at times, it's packed with all the info you'll need when towing, hauling, or off-roading, and the truck comes with more safety and emergency features than you could shake a stick at. You'll pay the price to step into a ZR2, but you won't lack for any major tech features here. Design: This Looks Alright. RAM Looks Better Photo by: Chevrolet You'd never miss the Silverado ZR2 in a striking shade like Riptide Blue. This glittering blue does much to help the ZR2 stand out in a crowded Home Depot parking lot, but also accentuates the size of this massive truck. Either pick a darker color to shrink the truck visually, or let your Riptide freak flag fly. Chevy's gone searching here; the Silverado in general looks far busier up front than its more traditionally styled GMC counterpart, while the ZR2 in particular looks even busier than equivalent supertrucks from RAM and Ford. That discrepancy comes courtesy of those boomerang-shaped running lights up front and a particularly aggressive and angular grille treatment. The rest of the ZR2's exterior trades in the typically muscular lines of a full-size pickup; broad, flat surfaces punctuated by a few lengthy character lines. Off-road goodies included with the ZR2 trim do their part to butch up the Silverado's presentation, especially a slightly lifted suspension and the right set of 33-inch Goodyear Wrangler Territory off-road tires, their knobby treads riding on mile-high sidewalls. This is a chiseled, imposing truck, just not a handsome one. Passenger + Cargo Space: Hugely Useful The Silverado is obviously a big vehicle. If you need a huge bed for hauling or enough interior space to sit five grown adults in comfort for hours, there is no competitor for a full-size pickup on either count. If you wonder why big trucks continue to outsell basically everything else in America, here's your answer: nothing is more versatile than this truck. The 62.9 cubic-feet bed stretches nearly 70 inches in length, accommodating whatever you'll haul away from Home Depot each weekend Driving Impressions: An Impressive Powertrain The 3.0-liter turbodiesel 'six does a fabulous V-8 impression here, burbly and stout, riding a cresting wave of easy torque at all times. That's courtesy of a brilliantly calibrated 10-speed transmission that slips between cogs seamlessly, smoothing out any drivetrain harshness to a glass-flat experience. As with the smaller Colorado ZR2, our Silverado's Multimatic dampers and heaps of tire sidewall make for class-leading ride quality. The cabin insulates the driver and passenger(s) from road vibrations and frequencies, creating a quiet and deeply pleasant place to plant your backside. Worth noting: For a big truck, the ZR2 felt surprisingly easy to live with in my small-town-slash-suburb north of Seattle. I was able to make one-point U-turns on city streets that regularly take a two-point approach in my own Toyota 4Runner, a vehicle with a much smaller wheelbase. That maneuverability helps shrink the edges of the truck. Well, not in reality, but it makes the truck feel smaller, which makes you stress less about aiming the Silverado through a Costco parking lot on Sunday morning. Overall, this thing handles nicely and in excellent comfort. Fuel Economy: Ain't Too Shabby What would you guess a big diesel truck like this gets on the EPA cycle? If you're anything like me, the number you guessed is closer to 10 than to 25 miles per gallon on the highway. My observed mileage over about 500 miles round trip, covering a good chunk of interstate at around 80 mph and some rural two-lanes averaging 60 miles per hour, hit that 23 mpg mark no problem. The EPA rates city mileage at 20 mpg, leading the Silverado ZR2 to a 21 mpg average rating from the EPA. Pricing + Verdict: Good Diesel. Great V-8. The ZR2 starts at $70,000. Another $2800 was tacked on to our truck, adding handy features like the head-up display and adaptive cruise control (courtesy of the $2040 technology package), the multiflex tailgate ($445), and of course that riptide blue paint ($395). With destination included, that's $74,875. Not cheap. But in line with the current state of fully loaded full-size off-road pickups across the market. I'd take this diesel Silverado ZR2 home in a heartbeat. But back-to-back drives with a relative's 6.2-liter GMC showed exactly why the V-8 rules the land. It's a more flexible, punchy, and powerful engine. It makes the right noises and pairs to the same 10-speed for an easygoing swagger down Main Street or the Interstate. You take a slight hit in price on the V-8 (add an extra $1700-ish) and a negligible dent in fuel economy. However, GM is in the middle of a recall of nearly 600,000 vehicles (including the Silverado) equipped with the mighty 6.2. You might wait to see how that shakes out before buying, or buy one under MSRP right now if you're a gambler. Competitor Reviews Ford F-150 Raptor Ram 1500 RHO FAQs Is The Chevy Silverado ZR2 Better Than the F-150? For off-roading/rock crawling set who don't need to blast across the desert at 100mph in an F-150 Raptor, the ZR2 leads its class. What Is the Gas Mileage of the Silverado ZR2? The EPA rates the ZR2 at 20 city, 23 highway, and 21 combined miles per gallon. We observed slightly better mileage during highway use. Does the Silverado ZR2 Have All-Wheel Drive? Yes! In addition to two- and four-wheel drive modes, the ZR2 has a two-speed transfer case for high and low-range four-wheel drive operation. 2025 Chevrolet Silverado ZR2 Engine Turbodiesel 3.0-liter Inline-Six Output 305 Horsepower / 495 Pounds-Feet Transmission 10-Speed Automatic Drive Type Four-Wheel Drive Weight 5,798 Pounds Seating Capacity 5 Towing 8,700 Pounds Base Price $71,995 Trim Base Price $71,995 As-Tested Price $73,875 On Sale Now Share this Story Facebook X LinkedIn Flipboard Reddit WhatsApp E-Mail Got a tip for us? Email: tips@ Join the conversation ( )
