2020 Chevrolet Silverado 2500HD

Function precedes form as every opening is meant to cool the massive 6.6-liter V-8 gas and diesel engines, including the hood vent. The lighting, which is stacked like an inverted staircase, was pushed to the corners for maximum airflow. Since it does what intended we give it an extra point.

But, like the half-ton Silverado, the interior is underwhelming. Bland. It has all the firm switchgear that can be operated with gloves, but the tiny 7-inch touch screen is a spec in a sea of plastic dash parts. For this reason, we dock the Silverado HD a point to come up with our 5 for styling. 

The gas model is no slouch, either, though it trails the competition by a small margin. The 6.6-liter V-8 gas engine with 6-speed automatic transmission makes 401 hp and 464 lb-ft of torque at 4,000 rpm. 

The cabin is sealed from road and engine noise while cruising, while the independent front suspension and stiffer body smooths out road imperfections, making it a softer, gentler, easier ride. Leaf springs in the rear are more stable when hauling, and bouncy when unladen. Overall, we give it a 5 for being able to haul the heavy load but it handles like the very large truck it is, even if the cabin is quiet. 

The differences behind the wheels of the 2500 HD models largely comes down to the transmissions. Towing about 12,000 pounds uphill in the Cascade Mountain range with the gas engine at an altitude of about 7,500 feet, the 6-speed has to hold gears longer and work harder to get the max 464 pound-feet of torque at 4,000 rpm. While coasting on the way down that same grade in tow haul mode, engine braking kept it at about 4,500 rpm until it leveled out. 

Pulling a load from a stop is no problem, thanks in part to the higher compression ratio and the increased displacement from 6.0-liters in the outgoing gas model. One hard brake event downhill before a 90-degree turn provided plenty of confidence to do it again. 

Even when hauling heavy loads in the gas and diesel models, the tail did not wag the dog and the steering stayed centered on straight roads. Turning from a divided highway to a single lane country lane required a wide berth to prevent the trailer from clipping a corner, but it was relatively easy because the steering stayed true to the intended angle. We even did a turnaround in a horseshoe-shaped parking lot ringed with cars without a problem. And that was our first time hauling such a load.

While the cargo box is based on the redesigned 2019 Silverado 1500, the HD boxes are larger, longer, deeper, and wider. The multi-piece inner panels make for slimmer walls, in effect. A two-tiered storage system and 12 tie downs make security and stacking easy. The standard 82-inch bed is 3.4 inches longer and nearly an inch wider, which increases cargo volume by 8.6 cubic feet to 69.6 cubes total. The long 8-foot bed is marginally longer than the outgoing model, but the use of the panels increases volume 7.1 cubic feet to a class-leading 83.5 cubes. 

Chevy has the big thing down. And since we’re in the bed, let it be known that Chevy offers a power tailgate that can be raised or lowered from the convenience of the gate, cab, or fob. The only way to make that tailgate better is to let Silverado customers buy the MultiPro tailgate offered on the GMC Sierra. 

The IIHS doesn’t test heavy-duty trucks, but the 2019 Chevy Silverado half-ton truck earned “Good” ratings on all but the small overlap front test on the passenger side, which simulates an impact on the front passenger side of a vehicle with a small, stationary object such as a tree or light pole.

The HD comes in five trim levels, starting with the entry Work Truck at $38,095, including destination. We’ll use the crew cab with standard bed in RWD with the gas engine as a point of comparison for the trims. 

The Custom trim is $42,395 and the LT is $43,395. The LTZ trim makes a huge jump in features and price at $52,095. Then there is the range and price topping High Country at $62,695. Four-wheel drive adds about $2,000, and the diesel adds about $10,000. For overall value, we recommend the LT with 4WD in crew cab and standard bed for $46,195. Get the diesel ($56,085) for frequent towing of heavier loads. 

The problem is even on the pricey LTZ trim, Chevy is going to upcharge the available features instead of including them in the high price point. The trim upgrades, then, are mostly aesthetic with nicer materials. The available features are great; the standard features are not. That’s why it only gets a 5.

The most notable available feature is the advanced trailering system, which uses eight available cameras to project 15 different camera angles. Two of the cameras would need to be installed inside the trailer and at the rear, while a third camera would be the rear mirror camera. Even without those, there are eyes everywhere, including an excellent transparent trailer view that shows tailgaters you wouldn’t be able to see otherwise. The side camera view, activated by steering wheel position or turn signal indicator, shows the blind spots on both sides, then calibrates it from a 50/50 view to 60/40 to 80/20 based on steering wheel position, so you can see the trailer body and wheels while turning. Split-view angles, such as a birds-eye split with a front projection, help what you can’t see right in front, such as a parking block.