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2007 Chevrolet Silverado Road Test

I love Pickups. I confess, I’m one of those guys that likes them justbecause the concept is so cool, the concept of “toss it in the back and let’s go!” Of course, there are a lot of professionals out there who have to be a little more careful than dropping a 1/2-ton piece of equipment in the bed and just ripping it down a dirt track at 50 mph, but I’m talking conceptually, here… it’s still a little early to be talking about the complex arrangements of tie-down straps that kept the asphalt finisher secured to the bed of one of our Silverados at the press launch. Just like getting that piece of equipment sitting in the bed securely attached, there’s a lot more complexity to the modern pickup than a powertrain, a cab, a bed and four wheels. Start digging under the skin, and you’ll find an advanced piece of machinery taking advantage of leaps in engineering and metallurgic sciences as well as design and safety. And yet it is the still the same basic idea: get

Looking for a truck? Look no further than this. (Photo: Jonathan Yarkony, American Auto Press)

up early in the morning, get my gear and get me where I want to go. And it gets.

The new 2007 Silverado took decades of building trucks and astrong relationship with intensely loyal customers to come into being, and makes everything better, from the basic engine, cab and driveline choices to the frame that is the foundation for all full-size GM trucks: the GMT900, but more an that later. At first it seemed to me that GM was getting a little lost in the woods with three cab configurations, five engine choices, five suspension setups, different interior trims and wheel and tire packages, but if you’re looking for a truck to run your painting business

The mighty Chevrolet Silverado and its brother, the equally mighty GMC Sierra. (Photo: Jonathan Yarkony, American Auto Press)

out of, working 18 hours a day with a crew of four in an urban metropolis versus some other guy who literally is not within hundreds of miles of another person, a flashing neon sign or a paved road, you’re going to want to have a slightly different setup in your truck, and considering all the other variations between these two urban and rural extremes, I can’t really argue with the logic of it.

Despite all the choices, it remains to be seen if the new truck can change the borders between Ford, Chevy, GMC, Dodge and import owners, because pickup buyers are the most loyal of customers, with GM estimating a higher than 90 percent retention rate for their combined GMC and Chevy brands. Nonetheless,

Silverado is so tough that Chevrolet insisted on conducting the driving route with an ATV stuck on the bed... (Photo: Jonathan Yarkony, American Auto Press)

Chevy will no doubt work hard to keep their loyal customers and lure more fleets to the brand by offering best in class fuel economy, best in class towing, and best in class payload abilities (in the various configurations). Another factor in GM’s allure is new pricing, which starts at a midsize sedan–like $17,860, beating its nearest rival by hundreds of dollars at the bottom of the hierarchy.

That model would feature a 4.3L V6 that we did not have the opportunityto drive, although that model will likely only account from a relatively small number of fleet sales and efficiency minded individuals. The real meat and potatoes of Chevy’s Meat-and-Potatoes truck is the lineup of V8s, soon to be joined by a lineup of heavy duty diesels. The first V8 on

Weight? What weight? Silverado can shrug off almost a ton of payload without breaking a sweat. (Photo: Jonathan Yarkony, American Auto Press)

the price chart is a 295-hp 4.8L OHV V8 that will be the standard workhorse going out on work trucks to all corners of North America. However, the most adaptable engine of the bunch is the 5.3L V8, which can be ordered as an iron-cast or aluminum block and as either single fuel or flex-fuel capable of burning E85. The 5.3L V8 makes 315 hp and 338 lb-ft of torque no matter what fuel it runs on, but one of the biggest draws of this engine will be its Active Fuel Management, which can shut down four of eight cylinders when the truck is just floating downhill or idling. No word yet on the future editions of the hybrid that will take this ability to the next level with an engine start-stop feature. The Clydesdale of the Silverado herd is a 6.0L V8 that is not only the biggest but also the most sophisticated mill in the range; sporting an aluminum block with Active Fuel Management,

The new GM trucks are imposing. Lots and lots of chrome comes standard. (Photo: Jonathan Yarkony, American Auto Press)

it tops all the others with variable valve timing and 367 hp plus 375 lb-ft of torque.

While those horsepower numbers seem average to mildly impressive, the big leap forward has to do withChevy’s new GMT900 chassis, which, combined with the 6.0L V8 and the maximum trailering package, offer a 10,500-lb towing capability. It may not seem that impressive in the metric system, but it matches Ford’s F-150 for the class lead and leaves Dodge’s Ram about 1,764 lbs behind. Perhaps most impressive was how smoothly the Silverado managed such a load, because GM’s Public Relations team were thorough enough to provide us with a couple of loaded trailers so that we could experience first hand the ease with which the full Vortec Max package managed such hauling duties. On a brief circuit, it was obvious that the chassis, axles and brakes were well up to the task of pulling, cruising and parking large, loaded trailers on a regular basis.Be it hauling, off-roading or just plain mucking about, the Silverado is up to the task. (Photo: Jonathan Yarkony, American Auto Press) />
Then again, the Trailer Pull was actually the last component ofthe press launch, which took us on a scenic route around the northeast coast and to many points of interest along the way. It was a great relief to me, whose normal weekly press vehicles get shuttled from industrial suburbs to my midtown apartment, and the daily commute, and often my biggest adventure is finding a parking spot. On this trip, I not only had a chance to see where pickup trucks seem to be the predominant mode of transportation, but also in one of their typical environments, rural backroads, small towns, asphalt routes turning to mud and rock and even end of the world lighthouse points. Okay, it wasn’t quite the end of the world, but we had a great view of the Atlantic, not to mention we had to crawl down a 30-degree rocky, gravelly grade to get down there, so there was something outlandish about it.

All told, it was a great chance to experience a variety of different setupson a variety of different surfaces, with even a variety of different

It's not just for work: Silverado can be had with blingy 20-inch wheels. (Photo: Jonathan Yarkony, American Auto Press)

payloads to reflect the true working conditions of these trucks. While the variety of configurations is one aspect of the new light duty pickup line that GM reps couldn’t stress enough, one thing they all have in common is the GMT900 chassis, a piece of engineering GM is rightfully proud of. The new frame is over 234-percent stiffer than the previous pickup’s, allowing a host of improvements to every truck in the stable, and possibly the biggest advantage over any of the competition. And that’s not just theoretical competition: GM brought out examples of each of its major competitors (except the forthcoming new Toyota Tundra) and even the previous generation Silverado so that we could see exactly how far they’d come. It gave us an opportunity to drive them back to back with Chevy’s Silverado and GMC’s Sierra, and it was quite the revelation. The Chevy’s frame was clearly stiffer by far than any competitor, and only the Ford F-150 came close to offering as stable an experience on pavement. However, the trade-off is a ride that’s a little bit skippy on rough roads, particularly with the

LTZ's cabin is almost un-truck like with leather, wood and nicer plastics. (Photo: Jonathan Yarkony, American Auto Press)

aggressive road-oriented suspension, 20-inch wheels and lower profile tires with which the Chevy was equipped. As I’d experienced earlier in the day, the standard suspension with 17s and cushier tires offered a more compliant ride and managed off pavement conditions with greater ease when I pulled one from the drive fleet to run on the autocross course.

With regards to engines, Chevy’s 5.3L V8 is closely competitive with the examplesprovided, including Ford’s 5.4L Triton V8, Nissan Titan’s 5.4L V8, although a little short of the Ram’s 5.7L Hemi, and I’d have to say that its reliability over the long-term would be a more relevant judging factor, and GM’s pickup powerplants are regularly at the top of third party surveys for reliability. The edge it promises over its competitors is better fuel efficiency than any of those mentioned above according to published numbers provided by GM (take that how you will). Out on the open roads of New Brunswick and Nova Scotia, both the 5.3L and 6.0L V8 were up to the task of hauling the big pickups and the odd assortment of goods tied down in the beds of some of the pickups. While unloaded examples had a bit of tendency

This is the cabin of the extended cab; there's also a crew cab and a regular cab. (Photo: Jonathan Yarkony, American Auto Press)

to skip over bumpy areas (dirt tracks with washed out areas and wide potholes), particularly the ones equipped with the Z60 performance suspension and 20-inch wheels, while the work-truck oriented models with Z83 or Z71 setup and a load of shingles or power equipment in the back rode as well as many luxury-oriented SUVs on the road today.

Another area where GM’s Chevy Silverado is chasing luxury oriented SUVs is ininterior quality, and they’re not that far behind, with two interior packages to accommodate various needs or desires on the marketplace. Basic work truck versions (WT and LT models) offer a “Pure Pickup” interior with a minimum of fuss—clear gauges, large handles, knobs and dials and plenty of storage with heavy duty materials for people who don’t pick at their dash every time they’re stuck at a light.

Then there is the “Luxury-Inspired” interior on LTZ models, lifted almost wholesale from upper level models of GM’s new SUVs like the Tahoe—these interiors seemed unnecessarily fancy to me, with wood trim all over and careful selection of tactile materials that are wasted on someone like me. When I’m tearing down a rocky, rutted dirt track in 4-HI screamin’ “yeeeeeehhaaaww,”

Three words describe the Silverado: hard to top. (Photo: Jonathan Yarkony, American Auto Press)

I find it hard to care how nice the upper dash is to touch—I did notice how nicely the headliner was trimmed when I came much too close to pounding my head into it over a couple of big bumps, but that was about it.

Seats were also comfortable in both interior configurations, but the luxury interior’s12-way power-adjustable thrones were a step up from your basic cloth benches that you might be used to. Another step up you can take is six-disc, CD/MP3 capable stereo connected to a tailgate party worthy Bose speaker system, but all trim levels come with the option for remote start that works from a range of 60 m (195 ft), and it also pre-heats or pre-cools the vehicle depending on the outside temperature—I would definitely check that box.

One aspect of the Chevy Silverado that was a bit of a disappointment was the styling—which simply does not appeal to me nearly as much as the previous edition. The old Silverado combined just the right amount of boxy practicality with slightly curved edges to hint at some sort of raciness, and you can actually still find 2007 Chevy Silverados in that style as the heavy duties carry forward. Not that the new Silverado is ugly, although you can count me in the camp of those who aren’t fans of the new flared boxy fenders, but the chunky, jeweled headlamps were the only features that

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