Ready for the Revolution: 2019 Chevrolet Silverado 1500 First Drive

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We've seen this playbook before: Big truckmaker redesigns a popular pickup truck and it looks like designers mashed everything but the kitchen sink into and onto the new body and frame. Most recently, we saw it with the 2019 Ram 1500, but also the 2017 Nissan Titan and even the 2015 Ford F-150. Now Chevrolet puts its best effort forward in one of the most important (and profitable) automotive classes with the 2019 Silverado 1500. There's plenty to discuss here, but if you just want our driving impressions, skip down to More Sport, More Strength. 

All-New, Top to Bottom, Front to Back

Chevy gave us our first opportunity to get behind the wheel of the fourth-generation Silverado half ton in the wilds of Wyoming and Idaho, where we drove several iterations of the new pickup on lonely, scenic high-altitude byways and on a challenging, multi-obstacle off-road course. We also pulled some 6,000-pound trailers around parts of the Snake River. This new pickup is bigger, stronger and lighter than ever before, saving more than 400 pounds of total weight (the hood, tailgate and doors are made from aluminum) while providing more power with more engine options, all of which will offer impressive fuel-saving technology.

This entirely new vehicle has a new, fully boxed frame made from several different types of high-strength and ultra-high-strength steels with nine unique cross-members. The new frame saves 88 pounds from the previous model. The suspension components attached to it have been reengineered to reduce and minimize resistance points to better control ride quality. Also, the truck's body has been computer sculpted with nine different types of metals to save weight and improve strength, as well as help absorb any crash forces that need transferring away from occupants.

The most popular configuration for this class is the four-door crew-cab short-bed (5.5 feet in the Silverado's case) model, which now has a wheelbase almost 4 inches longer than the 2018 model's but increases in overall length by less than 2 inches. This means engineers moved the wheels farther into the corners for more stability. All crew-cab models will provide almost 3 inches of additional legroom for rear passengers and two hidden storage pockets in the seatbacks of the rear seats; seatback will also be wall-mounted to better insulate the cabin from outside noise.

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The new Silverado 1500 will eventually have six powertrain choices, doubling last year's number, some of which introduce new Dynamic Fuel Management technology that allows the V-8s to run on just one to eight cylinders to conserve fuel. DFM will offer up to 17 different software adjustments that can control each cylinder individually to provide the most specifically tailored and most efficient use of the cylinders needed at any given point based on load and other inputs.

The powertrains include an entry-level 4.3-liter V-6 with GM's active fuel management (deactivates from six to four cylinders to conserve fuel) and six-speed transmission, a 5.3-liter V-8 with AFM and six-speed, an all-new turbocharged 2.7-liter inline four-cylinder with AFM and a new eight-speed, a more technologically advanced 5.3-liter V-8 with DFM and an eight-speed, the 6.2-liter V-8 with DFM and a 10-speed, as well as the yet-to-be-seen turbo-diesel 3.0-liter inline six-cylinder Duramax engine with a 10-speed. The only EPA fuel economy estimates currently available are for the two engines we drove: the 5.3-liter V-8 with DFM (17/23/19 mpg city/highway/combined) and the 6.2-liter V-8 with DFM (16/20/17 mpg).

A Favorite for Every Fan

The new trim level lineup delivers some interesting choices. What Chevy calls the high-value-category trims begin with the base Work Truck that offers features popular with fleet buyers like vinyl floors and cloth seats with a less stylized overall look. The next trim is Custom, which offers a more personalized look with body-colored trim, chrome accents and even a 20-inch aluminum wheel option. The final choice in the high-value category is the Custom Trail Boss, a more economical off-road truck that will still offer some impressive 4x4 features (a 2-inch suspension lift, the Z71 Off-Road Package, and locking rear differential and extra skid plating). In the mid-trim high-volume category, the LT will have a unique bow-tie grille, bigger touchscreen and available leather. Next is the all-new RST street-performance trim that adds a new all-wheel-drive transfer case, a 22-inch wheel option and LED lighting. The LT Trail Boss gets all the options of the LT along with a unique extra look and the Z71 Off-Road Package. Of the top two high-feature trim levels, the LTZ will include a leather interior and the High Country will get, among other things, a unique grille, a two-tone chrome-and-bronze finish and a class-exclusive power up/down tailgate.

Relatively unchanged for decades, Chevy's new pickup bed includes a few structural changes that could prove important to many new-truck buyers: It has a thinner out wall, providing 7 extra inches of usable inside width. This directly translates into more volume than any other short-bed pickup in the class. Additionally, the bed itself is made from several different materials to both save weight and increase strength; the floor is made from cold-rolled steel while the walls are made from several levels of high-strength steel. Every bed will offer 12 tie-down loops (three vertical stacks in each corner), some rated for up to 500 pounds. Additionally, there are nine other holes (three horizontally in each wall) to allow buyers to add more tie-downs or other bed accessories they may want. The new beds will also offer LED lighting and a 120-volt three-prong outlet as well as a newly reshaped (and more useful) bumper step. Finally, the tailgate will be offered in four variants: a manual gate with no lift assist that's manually lockable, a lift-assist gate with a manual lock, a power-lockable gate with one-touch power-release capability and the top-of-the-line class-exclusive gate that raises or lowers via the key fob, touchpads on the gate or a button in the cabin. As you might expect, the four levels of tailgate tech are matched with different trim packages.

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In the technology arena, the 2019 Chevrolet Silverado 1500 continues to offer 4G LTE Wi-Fi, Apple CarPlay, Android Auto and wireless phone charging along with all the benefits of OnStar. But it will also include a new, larger color head-up display and a full-time rearview-camera display in the rearview mirror (full width) that means you can literally see past head restraints, passengers or cargo in the bed for a real-time view of what's behind you. The truck will also offer a five-camera option to provide a stitched 360-degree bird's-eye view on the center console screen, along with auto braking, lane-keeping assist and forward collision warning with vibrating driver's seat alerts. Optional active safety features include a front camera system that can detect pedestrians and employ braking at up to 50 mph, visual and audible blind spot warnings, rear cross-traffic alert and more.

More Sport, More Strength

We drove three different versions of the 2019 Chevrolet Silverado 1500 that gave us a pretty good understanding of the breadth and depth of the model lineup. The RST AWD crew cab marked our first chance to drive the new all-wheel-drive transfer case. The system allows for two-wheel drive, full-time all-wheel drive and 4-High, and includes a feature, through the antilock braking system, that allows the big truck to behave as if it has a low-range gear for short stretches of time (the system uses the ABS to create the effect). Chevy said owner feedback indicated they don't use low range much, but they do like having it "just in case," whether for a slippery boat ramp, washed-out dirt road or tugging a friend out of a ditch.

Our time with the RST crew cab was spent running up and down some two-lane mountain highways where we were able to romp on the throttle and carve through some tight S-turns as well as claw our way around a few decreasing-radius corners. Yes, the RST does get street-biased tires and ours did have the 22-inch alloy wheels, so the extra grip shouldn't have surprised us; however, what did surprise us is how well-integrated the throttle response, steering precision and road manners were in a pickup of this size. The quietness of the interior and composure of the chassis are in a different league from the truck it's replacing. We'd guess that the front-end feel would rival a normal European sports sedan. We know that might sound like an overstatement (we've certainly driven more pickups than European sports sedans), but the ride quality matched with tight and versatile steering feel is unusual in a vehicle this large, especially when there's a giant bed in the back.

We should note that all new Silverado half tons receive a two-position rotary dial (one turn for Towing/Hauling and the other for a Sport mode) that controls mapping for the electronically controlled steering assist, throttle sensitivity and transmission mapping. We found the RST loves to be in Sport mode, which drops you down a gear or so, elevates engine rpm and has you jumping in and out of turns.

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The RST will be offered with a new turbocharged four-cylinder engine (something many longtime, full-size pickup owners might be skeptical about), bringing back the Tripower name, but our test truck had the 5.3-liter V-8 with the new multi-displacement DFM system. Since much of our test drive with this truck was at an elevation of 7,000, power was down more than 20 percent, but we sure didn't feel it. We found the pedal response immediate and the eight-speed transmission was always ready to jump up or kickdown a gear when called upon. It's like a performance package the lineup has never had. Clearly Chevy is putting its best efforts in the more subtle and invisible details of the chassis and suspension tuning here, matching power with road feel. We like that.

A Better Off-Roader

We also drove the new off-road 4x4 Trail Boss Z71, which has a mild 2-inch suspension lift, monotube shocks, extra skid plating, optional Goodyear Wrangler all-terrain tires and a better approach angle due to the absence of a lower plastic valance. Our off-road truck also had the standard 5.3-liter aluminum-block V-8 with the DFM system and eight-speed transmission, exactly the combination we had in the RST.

We ran this truck through the Grand Teton mountain range and, even at elevations reaching 9,000 feet we weren't wanting for passing power or carving prowess through the mountain passes. Even with a slightly taller stance than the other trim levels, there was not the slightest bit of "tippyness" to the road feel. The standout feature here during a section of smooth road was during hard cornering: The balance and control of the front end, as well as the composure of the rear live axle when running over choppy blacktop, was notable. We've driven a lot of half-ton pickups that have trouble maintaining their poise when driving empty over uneven surfaces. This is where you can tell GM gave its chassis engineers a lot of latitude.

We were thankful that at the end of our paved mountain drive, Chevy had created a private off-road park with several interesting 4x4 obstacles for us to challenge the Silverado 1500 Trail Boss. Given how controlled and firm the suspension was on mountain road, we found the Trail Boss impressively supple and compliant when navigating in low range over a pile of unevenly spaced logs and ruts. Combine that with the easier-to-use push-button electronic four-wheel drive, and the truck feels like it has a split personality.

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Our test truck in the 4x4 park was equipped with 30-inch-tall Goodyear Wrangler tires at full tire pressures, which gave us the climbing power to claw our way over the crest of the steep hill climb. Waiting for us on the other side was a boulder-strewn pathway we had to traverse — it almost looked like those sharp and jagged chunks of broken granite wanted to reach out and slash the body panels. We found the throttle sensitivity sufficiently modulated to allow us to dance along the tops of the rocks without any of the annoying surge and stall cycles we've experienced on some trucks. Thankfully, Chevy kept the column shifter that can control the transmission with a manual rocker switch once pulled down into a manual mode. We crawled the rocks in 1st gear, L1.

Our final obstacle was a 20-yard stretch of mud and muck, just waiting to splash past the bumper and grille to be ingested into the air intake and engine compartment. So, we crawled along slowly, keeping our wheel speed relatively low while in low range, fighting for traction under the sludge. Not much drama there, but we did get some good action shots. You're welcome!

Living the High Life While Towing

Our third and final test truck was the top-of-the-line High Country hooked up to a 6,000-pound closed cargo trailer. The High Country (and the LTZ) come standard with the all-new Advance Trailering System that makes towing about as easy and safe as we've ever seen on a half ton. Chevy does this by including a departure checklist within the touchscreen, equipping the truck with as many as six cameras, all of which can be accessed on-screen (some with zoom-in capability). There is even a theft alert you can activate that taps into the vehicle's alarm if someone is tempted to unhitch your trailer.

Among our favorite features: The system can check all the trailering lights to make sure they're in working order, as well as give the driver individual temperature and pressure readings for each tire in real time. But the most significant thing Chevy is doing to make trailering safer is putting a dedicated label on every Silverado 1500 that lists the gross vehicle weight rating, gross combined weight rating and maximum payload, tongue weight and trailering capacity for that particular pickup. Everyone will know exactly what their specific pickup can legally tow and carry — no more guessing. We really like that.

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The camera settings were remarkably easy to control and adjust; we used the cameras to search around the truck and trailer, and even checked to make sure our chains were crossed properly — all from the safety of the driver's seat. As to ride quality, we suspect the trailer Chevy provided was perfectly weighted with low-center-of-gravity material (maybe lead ingots or bags of cement) and likely had the perfectly apportioned amount of weight on the tongue. It probably was not close to a normal towing experience, but with that in mind, the High Country with the 6.2-liter V-8 was composed and quiet during our 20-mile lake-loop highway drive. We found the 10-speed quick to downshift when looking to pass and it provided energetic downshifts when braking (sometimes two and three gears at a time), especially when in Tow/Haul mode. Our only complaint was that it did not have towing mirrors, which we hear will be an option by the end of the year. They will be electronically extendable and foldable into the truck, similar to what current heavy-duty models offer. Also, although Chevy's tow package gives you a bigger and stronger rear axle and lower axle gear, it does not offer any type of overload spring package to beef up the rear of the truck beyond a composite overload spring that is essentially there to save weight. We'd like to see more here.

Game-Changing Pickup

The pickups we drove were quite diverse and covered a healthy price range. The RST listed for just less than $50,000, while the LT Trail Boss Z71 was just less than $55,000 and the High Country just less than $65,000. For the full lineup, excluding options, base prices (including destination) start at $29,795 and go to $54,495.

The 2019 Chevrolet Silverado 1500 is packed with new features and an impressive number of upgrades and improvements, but from what we've seen from the Silverado's direct competitors, that's pretty much the price of entry, especially if you want to make some noise and get attention. Manufacturers of other half tons will be watching, because this is what it looks like when a big corporation understands the value of a prized nameplate and gives it full support. Chevy doesn't seem to have skimped on this one. A dramatic look, new features, new trims, new technology and a vastly improved powertrain lineup (especially important to this class) clearly show this is a different Silverado 1500 than we've seen in the past. The Truck Wars are motivating engineers and corporate executives to go all-in to sell profitable pickups and grab more market share — and this half ton is just the latest piece of evidence. The 2019 Chevrolet Silverado 1500 looks like it's going to be a game-changer for Chevy and the class.

Cars.com photos by Evan Sears

 

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Work Truck

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Custom

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Custom Trail Boss

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LT

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RST

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LT Trail Boss

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LTZ

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High Country

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Comments

Hemi
Where would the dodge half ton be with out GMC technology.
Like the technology that controls the displacement on demand or the five link coil suspension at the rear that they paid A large amount of money to use in 2010.

@ Dennis Rodman,

With a name like yours, you lack credibility!

Looks like you have proven to never off-road in your life and you are a blind hater of Toyota!

You have NO credibility!


One thing that Chevy has copied from the other two, is putting pass through vents in the center console. Y'all might not pay much attention to that but it was a big point to wife when we look at new family trucks. It gets really warm in a rear facing car seat if the air is not stirred in the back seat.

Posted by: Rowdy Douillard | Aug 13, 2018 8:51:59 AM

Not sure why so many people say GM copied this from the other two auto makers. I had an 03 GMC that had vents through the console and into the backseat area. I believe my 02 Silverado did also.

The white RST looks like a Star Wars Storm Trooper.....

I agree the gmc and chevy are different and confusing to customers!!!!!!!!!!!!!!!!!!!!!!

GM is mostly trying to play tricks in the market and fool the media and their customers into thinking they are offering value in their products; maybe they all do this one way or another, but GM seems to treat their own customers the worst, by showing them what their engineers can do only to let just a few people buy their advanced products. Not all gas engines get dynamic fuel management, and that's just being greedy and a tactic to help get customers to move up in trim level and configuration. I could see it maybe for the new turbo as it probably is fine with a down sized turbo and the old active fuel management; but there shouldn't be a 5.3 with AFM and 6 speed for their least favorite customers and a 5.3L with DFM and 8-speed for the middle customers and high end customers, and then the diesel and the 6.2L and ten speeds held out for only for the rich and famous. This will infuriate some of their customers because it's even worse than it is today. Imagine if Ford wouldn't let customers have the 3.5L EB or the PowerStroke until King Ranch, and also held out the 10 speed until those trim levels. This is what GM is going to do with the Silverado and Sierra. I understand that they also have an 8-speed and so that doesn't exactly make apples to apples, but still, in general, they are holding too much away from their own customers. And then this low capability thing comes out with respect to the new turbo. We all know that it can be more capable than a mid sized truck; surely.

To explain the difference in value, you have to start at the bottom and see what each company offers and then work your way up, but GM doesn't explain it to us that way; they are focusing on one or two specific trim levels and configurations that are popular and putting a decent price on them, and bragging that they've lowered the prices or at least kept them on par, but when you look at their entire lineup, no one gets more than 3 choices out of these six so-called choices, and most customers get only two. I understand that some people are fine with this, but that's only because the trim levels where GM is really offering a good value is the same trim level and configuration that "those people" are interested in. Everyone else should be and will be mad about what they are doing.

At the bottom, the regular cab goes away except but for the very lowest trim, and it gets only carryover power trains; and the V8 mpg has been announced on that low end and it's lower than the current truck and performance is the same. They cut up to 450 pounds. They drastically improved aerodynamics (they say); and yet they stick the same power train in the new truck and it gets worse mpg. What's up with that? This is not the only place that mpg is lost or stagnant. The dynamic fuel management has done next to nothing. In the 5.3L, with a lighter and more aero truck, city rating will go up one and the other two stay the same moving them equal to the 5.0L from Ford, tying them for the top spot. Rumor has it that the e-torque Ram V8 does improve the measly mpg of the regular Hemi in their new truck, but that it still falls short of GM and Ford V8s and way short of Ford's EBs; something like 17/22/18 versus 17/23/19 from number one and two. And this DFM was a technology that was supposed to be competitive with downsizing and turbo charging. In the 6.2L, the mpg actually gets a tick worse in the lighter, more aero truck with dynamic fuel management than it was before with AFM. And this is with the same peak performance numbers.

The 4.3L has not yet been announced in so far as EPA estimated fuel economy, but performance has been announced and it's exactly the same. This means no RCSB and RCLB accepters have to choose between two old power trains and get worse fuel economy and have the lowest trim only and then they brag about "choice" and "price". Sure the regular cab long bed has the same price as before, but then there is no cheaper short bed, so it's not quite right for them to say they've kept the prices the same.

Then for other configurations, GM will let them have more doors and a little more bling, but no regular cab and still the same old power trains. Compare this to F150: the very lowest trim and RCSB can have three of the four engines; it can get chrome or sport treatment and just by going to a long bed, that choice of power trains goes up to four and all of those except for the base engine have their best-effort transmission. They're not holding anything back on anyone except for the diesel. And they do charge a premium for those other engines but it still puts a customer way under the price of a Chevy/GMC customer for an advanced power train; not to mention, owners aren't forced in to a configuration that might not want or need. For instance, the 3.5L Ecoboost and ten speed in a regular cab long bed is still under $35,000.

The value thing isn't even close, but GM is controlling the message and tone and no one is questioning them. Ford could bust them if they wanted to, but I think they're afraid of more market share. For one thing, they probably can't handle selling more F150s. The big news for Chevy really besides a new style with a bigger rear cab is the loss of an American classic. As classic as hot dogs and apple pie. The Chevy RCSB.

@Ford rules, GM...

Please don't cut & paste 500 words as if the rest of us want to read it. Make a statement of your own if you like, but expecting the rest of us to read something just because you like it sucks.

PJ

i didn't cut and paste because i like it, i did it because that is exactly how i feel about

still sucks

awwwwwwwwwwww

you don't like the facts it's the same as having skip through all your useless comments on this site all the crap you spew it a takes up a lot more space than this one comment

@Ford rules and spews :
Where did you get the right wing garbage article, Laura Ingraham?

Fox News

They all Look nice,,
However my 08 Silvy still runs like a dream,so dont see any reason buying new one..
Besides my next truck will be Workhorse or Tesla electric..
unless GM makes hybrid EV..

What a sad interior for a 2019 all new truck. It's like they tried so hard to finally admit wheel wells need to be round, that they ignored where the driver is at 99% of the time. Looks like Fisher Price designed the interior. On a $45k truck. Epic Fail!

Boy, I must say: GM is steppin' up with those options.

Boy, I must say: GM is steppin' up with those options.

@ Ford Drools
Holy Sh*t man...you took up the whole page, seriously!? Who are you, No body cares what you think

I bet it will still rattle to pieces after being on wash-board dirt roads like all the past GM trucks .

Unless I missed something in this review, will there a forthcoming test review of the Silverado 1500 with the new 2.7l turbo-four engine?

@hallwick

I think they will when there's one available for a proper test. Nobody doubts that the 2.7 will get awesome mileage cruising on the highway, but I'm sure there's a lot of questions about what it can do in typical suburban boulevard driving. Off road? Could be interesting

@TNTGMC

Exactly what exterior feature on this Silverado makes it look like a RAM?, the design distinctions are quite clear between those two trucks!!

YUCK! Just when you thought GM couldn't make their trucks any uglier!

My wife's 10-year-old MDX has a bigger center screen and there's hardly anything "game changing" about those chintzy plastic interior bits. That new Ram interior is a nice place to sit, this looks like they're still using switchgear from a early 90's Cavalier. But at least they finally figured out how to center the steering wheel.

Fail.

@Chris

So which do you drive, the Cavalier or does your wife ocassionally let you drive the MDX?

@ Chris

U have obviously never driven a 14-18 GM truck. There interior is simple, luxuries, and not filled with cheap plastic junk like ford!

Gm kept the interior relatively the same bc "US" customers loves the interior of the 14-18 models.

Learn to read and understand its what GM customers wanted

Plus atleast our trucks aren't recalled everyday and start on fire,!

Maybe u like to become smoked BBQ....I prefer not to be

This thing sits way too low for any reasonable off-road trail. Aside from a graded forest road, or a specific spot scoped out by GM engineering staff, GM trucks keep getting less and less capable with each redesign. A 2” lift gets them to GMT800 height, but the fender openings still limit tire size to 33” tall and 11” wide. Any bigger requires a lift, different rims, and trimming. Well, unless one wants to mall Krawl and doesn’t mind a little rubbing in reverse.
A GMT 400 could run 285/75R16s with a little twist of the keys, no rubbing. The old leaf trucks could run Legit 32x11.50x15 on the half tons. I ran 315/70R17s (35x12.50) on my 3/4 ton suburban by using Dodge wheels.
All this mileage stuff is getting out of hand. If I can’t get to my favorite camp spot without ripping off the air dam, what’s the point?

Add me to the list of people who like the interior just fine. I saw and sat in a low option LT yesterday and found it to be very nice for it's trim level. Seats were comfy and seemed very durable, everything is where I wanted it to be and the vab was possibly too large.

For one thing, they probably can't handle selling more F150s.

Posted by: Ford Rules GM Drools | Aug 14, 2018 10:03:21 AM

You gotta be kidding me. Can't handle selling more F-150's? Then why are dealers offering $10-15k off brand new 2018 F-150's. Absolutely ridiculous to claim they can't keep up with demand.

@ Bob

Here in Midwest they are offering a 2 year lease for $199/month. Must be bc they can't keep the truck on the lots right? Lol

Those fanboys have excuses for everything

This thing sits way too low for any reasonable off-road trail. Aside from a graded forest road, or a specific spot scoped out by GM engineering staff, GM trucks keep getting less and less capable with each redesign. A 2” lift gets them to GMT800 height, but the fender openings still limit tire size to 33” tall and 11” wide. Any bigger requires a lift, different rims, and trimming. Well, unless one wants to mall Krawl and doesn’t mind a little rubbing in reverse.
A GMT 400 could run 285/75R16s with a little twist of the keys, no rubbing. The old leaf trucks could run Legit 32x11.50x15 on the half tons. I ran 315/70R17s (35x12.50) on my 3/4 ton suburban by using Dodge wheels.
All this mileage stuff is getting out of hand. If I can’t get to my favorite camp spot without ripping off the air dam, what’s the point?
Posted by: James | Aug 15, 2018 8:57:26 PM

Less and less capable? Ford is the only one doing that. Weak crack-prone aluminum bed, wimpy stamped steel IFS, lowest air dam of any half-ton, cheap weak plastic 4x4 system that breaks constantly, etc.

The F-150's air dam is without a doubt lower than the 2019 GM half-tons:
https://www.tfltruck.com/wp-content/uploads/2017/12/2018-ford-f150-chin-spoiler-air-dam.jpg
If you're concerned about ground clearance take it off. At least GM gives an option and warranty coverage to guys that want to run 33's on their Trailboss. Ford on the other hand, has made it clear that putting oversized tires on a non-Raptor F-150 voids the new vehicle warranty:

Damage Caused by Alteration or Modification

The New Vehicle Limited Warranty does not cover any damage caused by:

The installation or use of a non-Ford Motor Company part or software (other than a certified emissions part or software) or any part or software (Ford or non-Ford) designed for off-road use only installed after the vehicle leaves the control of Ford Motor Company, if the installed part fails or causes a Ford part to fail. Examples include, but are not limited to LIFT KITS, OVERSIZED TIRES, roll bars, cellular phones, alarm systems, automatic starting systems and performance-enhancing powertrain components or software and performance “chips”.

Add me to the list of people who like the interior just fine. I saw and sat in a low option LT yesterday and found it to be very nice for it's trim level. Seats were comfy and seemed very durable, everything is where I wanted it to be and the cab was possibly too large.
Posted by: Mike | Aug 16, 2018 11:05:57 AM


I agree. I prefer an easy to use, durable interior over a fashionable interior that doesn't work as good and the dash warps or the $7,000 screen dies after warranty.

has the Silverado with 4 cylinder engine been tested yet? Opinion? MPG?

I think they will when there's one available for a proper test. Nobody doubts that the 2.7 will get awesome mileage cruising on the highway, but I'm sure there's a lot of questions about what it can do in typical suburban boulevard driving.

The article writer rightly praises GM for all the great engineering work that is available in some versions of this all-new truck, but just a little too much hype compared to what is true about the new truck and very little about what is going to be taken away. In fact, no one seems to be talking about what GM is taking away from some prospective buyers and holding out from some of their customers and loyalists.

On the subject of power train choices that GM and this writer is overly hyping and exaggerating, it should be noted that GM never gives a customer 6 choices in a power train unless a prospective customer is wide open on price, configuration choice from $28K-$65K. In two feature categories, there will be three choices, but with respect to specific trims within those categories, it's usually only two choices. On the low end, there is never more than 2 choices, and both of those choices are carryover power trains from around 2013 updates with absolutely nothing changed from the current truck. And on the subject of choice, GM is taking away the RCSB configuration completely and is limiting the RCLB to only the very lowest trim. I'd say that overall, GM is taking away more than they're offering, especially for those who need or want a truck for work.

Now, let's compare GM's ironically-called "high value" category to F150, and what each offers to their value customers, and then the reader can decide who really offers value to value conscious buyers. Ford offers 3 choices in their very cheapest configuration and trim level in a regular cab short bed (RCSB); a configuration that will no longer even be available for 2019 in a GM-brand 1/2-ton; all are new or reworked from 2018 and all but the base engine is mated to a ten speed transmission standard; and then moving from the RCSB to all other configurations, Ford offers 4 choices in power trains in XL and XLT trim; all new from 2017 and up, and all but the base mated to a ten speed transmission; all with dual fuel injection and all with start-stop technology; and all with class-leading mpg and all with competitive power and class-leading capability. In other words, all customers at all price levels get new stuff and all traditional configurations are offered, and all at lower trim levels. Also, Ford offers all regular cab configurations up through XLT.

Now for the all-new Silverado 1500 "high value". As stated above, the lowest three trim levels for the new Silverado has two carryover, naturally-aspired engines available; both mated to a carry over 6-speed transmission. The 4.3L V6 is the base engine and the 5.3L V8 is the optional engine in these three trim levels; but neither of these power trains get anything new, even though GM has engineered new, more efficient versions of these engines and has them available to higher-paying customers and those are mated to more advanced transmissions. GM counts those more advanced choices that are not available in these lower trims as two more choices, whereas Ford has five totally different engines and only their 6th choice is a different variant of one of their engines in their lineup, and four of those six are available at all price points and in many configurations. GM's 4.3L has no EPA fuel economy estimate as of this date for the 2019 truck, but the 5.3 does have a GM prediction; and it comes in lower than the current truck with the same power train in these low categories. So what we have here from Chevrolet is two poor choices, and so what GM is doing is trying to discourage would-be customers from buying their lower-end trucks, or we could say, trucks for what trucks are made for. Moreover, even though GM is touting more choice, they are actually taking much away. The RCSB is totally gone from the lineup and the RCLB is relegated to the very lowest trim only; another tactic by GM to force more customers in to buying a soccer-mom version of their pickup trucks. Ram will offer their base V6 with an all-new eTorque system, but has eliminated all regular cabs in the new designed pickup. So who is offering VALUE? And which company really has a "high value" class of pickup truck? It's not GM!

After completing that long rant against Chevrolet for their anti-value marketing tactics, I will say that, if I were shopping for an LT or RST-level priced pickup truck from $38K and up, and I needed a payload capacity of about a ton; and didn't need a whole lot of towing capability (which I don't); those trucks that are in the "high volume" feature category with the all-new 2.7L Tripower engine and double cab, 2WD with no extra stupid options paid for, will be an amazing value at that price point; with an amazing little power train, with amazing fuel economy. The only problem is that some people don't want or need a $38K featured pickup truck and extra seats and doors; and so for those customers, the value is poor, but for the customers that GM is targeting; the value is great; as Ford's Lariat with their 2.7L Turbo starts at around $41K.

F-series is on pace to break the sales record set in 2005. How many they can build and sell from two plants in a calendar year, I'm not sure, but we do know that they have not been attacking the competition as Chevy has been doing to maintain their market share. We do know that their incentive packages are high but lower than the competition and that high incentives is a normal industry way of business to keep consumers used to seeing high sticker prices. We do know that their average ticket is the highest in the segment. We do know that they have the top three gas-powered mpg power trains currently with one of them sporting the top torque number and the top towing number all in the same power train; and they have the top mpg overall with an all-new PSD, yet they never even advertise their mpg dominance; and the top V8, non-hybrid mpg, which will soon be matched by the all new 5.3L with DFM and 8-speed. But all of the above competitive advantages have existed since the Fall of 2018, and yet Ford has done little to exploit this advantages to the public via advertising. So maybe they can build and sell more F150s, but for some reason, they are not trying to sell a whole lot more or at least not trying to steal more market share. It's pretty obvious who has been aggressive and who a has not been regarding volume sales.

It's pretty obvious who has been aggressive and who a has not been regarding volume sales....Posted by: Greg Faulkner | Aug 23, 2018 6:32:06 AM

@Greg

Actually my reading says that Ford and Chevy are very similar in this regard. RAM is definitely higher, some reports of incentives as high as 16k for the 1500. Chevy and Ford are topping out at about $13k.

*Based on Q2 reports.

Geez, Louise, hire some designers, GM, or you're soon going to be 3rd fiddle, behind Ram. And while you're working on it, figure out how to keep your trucks out of the shop like the other brands are able to do.



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