In exchange for $2,495, you can swap a Silverado’s available 5.3-liter V8 engine for a 6.2-liter V8 engine. In my Crew cab, short box, 4WD test truck, this option added 65 hp and 77 lb-ft of torque while reducing fuel economy by a single mile per gallon in both city and highway driving. Maximum payload capacity shrank by 160 pounds, but maximum towing capacity increased by 900 pounds.
Obviously, everyone’s situation is different, but I’d likely stick with the 5.3-liter V8, which delivers nearly 90 percent of its peak torque between 2,000 rpm and 5,600 rpm, and in my test truck’s configuration can tow up to 10,900 pounds when equipped with the optional 3.73 axle ratio and Max Trailering package.
Why? It’s a cost-benefit analysis. With the 6.2-liter V8, you spend lots more to get the engine, you feed it more fuel over time, and you get reduced payload capacity just so that you can tow up to 900 extra pounds of trailer (depending on configuration). If you tow on a regular basis, the upgrade is worthwhile. If you don’t, it’s not.
For 2015, the 6.2-liter V8 gets a new 8-speed automatic transmission. Between the automatic’s delayed engagement and occasionally harsh shifting characteristics, and the perceptible operation of the Active Fuel Management technology as it switched the engine from all 8 cylinders to running on 4 cylinders, the powertrain drew too much attention to itself.
Given that I averaged 16.1 mpg in this muscular Silverado, compared to 16.4 mpg in a Sierra with a 5.3-liter V8 that I evaluated last year, I could easily live with Active Fuel Management’s evident cycling.
More troubling is the delay in gear engagement. During photo and video shoots, while re-positioning the Silverado, I’d shift into gear, release the brake, and step on the gas only to have the engine momentarily rev freely, the transmission suddenly clunk into gear, and the truck lurch forward or backward. In short order, this generated irritation.
As for the Silverado’s driving dynamics, the truck impresses. Center the left hood bulge in the middle of a country road’s lane, and you’ll keep the truck right where it needs to be even on narrow stretches of 2-lane blacktop. The variable-assist steering requires little effort at low speeds, but remains resolute on center at higher speeds, and the brake pedal is easy to modulate in order to bring the truck to a smooth stop.
Although my test truck had the Z71 option package with a beefed-up suspension, an automatic locking rear differential, a transfer-case skid plate, hill descent control, and a set of all-terrain tires, I didn’t venture far off the pavement. The reason why is because my truck also had optional 6-inch side step rails, and I’ve learned from first-hand experience that they reduce a Silverado’s breakover angle. If you’re heading off-road, don’t get this option. And make sure you remove the lower front air dam, too, which can get chewed up in a hurry.
While certain types of pavement produce a choppy ride quality, for the most part the Z71 suspension’s 46mm Rancho monotube shocks don’t negatively affect comfort levels. I also used the Silverado for an IKEA run, putting hundreds of pounds of furniture into the bed, and that really smoothed out the ride. By the way, in case you’re wondering, the 6.2-liter V8 shrugged off the full cargo bed, even when climbing a pass over a local mountain range.
Something else to note are changes to Chevrolet’s free maintenance and warranty programs. Next year, for 2016, the Silverado’s powertrain warranty drops to 5 years/60,000 miles from the current 5 years/100,000 miles. Also, the free scheduled maintenance coverage will cover a total of 4 visits during the first 2 years/24,000 miles of ownership, down from the current 8 visits.