First drive: Chevrolet Silverado 1500 ZR2 and LTZ

• CHEVROLET SILVERADO 1500 LTZ / 1500 ZR2
• Price range: $144,000-$149,000 (Clean Car fee $5,160)
• Powertrain: 6.2-litre naturally aspirated V8, 313kW/624Nm, 12.2L/100km
• Body style: Pick-up
• On sale: Q2 of 2023

Unfurl your stars and stripes, put on some Dolly Parton, and upsize that Big Mac combo from a medium to a large – there’s a new full-size American pick-up coming our way in the next few months. General Motors Speciality Vehicles, the Down Under distributor for Chevrolet, has launched the updated Silverado 1500; a not insignificant facelift on the current model, and inclusive of a new (to New Zealand) flagship model.

Make me an instant expert: What do I need to know?

The biggest news is that Kiwis will be able to grab the much awaited Silverado 1500 ZR2. Whilst the ZR2 name is a new one in this little corner of the world, the catchy nameplate has a three decade lineage in the US. Here, it replaces the Trailboss as the new more capable go-anywhere Silverado.

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Admittedly, it doesn’t have the same historic cache as some of the other badges in GM’s arsenal. Nevertheless the weight of the ZR2’s legitimacy has picked up in recent times thanks to the success of the Colorado ZR2 stateside.

It might seem a little weird that a big pick-up like this is desirable in this part of the world, where in certain urban locations it’s simply too big to make logical sense. GMSV explains that a good part of the Silverado’s recent demand has stemmed from changing travel trends. Through Covid-19, adventurers pivoted from planning travel overseas to trips that were more local – spawning a rise in demand for big plush caravans and the pick-ups that can tow them.

The ZR2 wasn’t all we drove. We also had a brief go in the updated LTZ, a Silverado for the more civilised amongst us. The LTZ is priced from $144,000 with the ZR2 another $5000 on top. That represents an approximate $17,000 price hike on the LTZ side.

In the case of the LTZ, the facelift’s changes are mild but much needed. It gets an all-new dashboard featuring a pair of much larger screens paired with Chev’s latest software. Both models come with the same capable, carryover 6.2-litre Ecotec V8 and 10-speed auto – the former a potential bugbear for those wishing the more athletic ZR2 had a power bump to match.

This isn’t the end of the world of course, given that the Silverado is still the third fastest ute on the market regardless, clocking a 0–100kph time of 6.2 seconds; just two tenths off the much lighter Ford Ranger Raptor. Both can’t hold a candle to the Ram 1500 TRX, which can leap to three digits in just 4.5 seconds.

The key difference, though, is that while the Ram is a quarter of a million bucks, the ZR2 is $149,000. A hundred grand less.

It might not get any added power, but the ZR2’s off-road spec list makes up for it. Lockable diffs front and rear, a two-speed transfer case, 33-inch Goodyear mud tyres developed specifically for the model, a lifted 285mm ride height with a big increase in suspension travel, camera tech specifically geared around helping in an off-roading context, lightweight aluminium panels, skid plates, and a carved out front bumper that ups approach angle to 31.8 degrees lead a packed list of mechanical changes.

The biggest advancement within the ZR2, though, are its 40mm Multimatic DSSV dampers. Standing for Dynamic Suspension Spool Valve, they allow for a much wider range of customisation and a subsequently wider set of abilities, as well as improved cooling.

Both the ZR2 and LTZ feature a selection of wider MY2023 changes. Heading these is a much improved all-new dashboard, complete with a fresh 13.4-inch touchscreen and 12.3-inch digital cluster. The LTZ gains a tweaked front fascia and new day-time running lights. And, both models drop the big traditional column shifter for a more 2023-esque central gear selector.

Where did you drive it?

Our first taste of the bowtie’s latest brute took place around Mount Cotton, in an uncomfortably humid Brisbane. Over two days we took the large V8 ute through the tight intricate off-road trails around Sirromet Wines, on more purpose built trails at Norwell Motorplex, sliding around Norwell’s skidpan and race track, and on a smattering of motorways in between.

You might think something like a Silverado would be a bit too big and cumbersome to be handy off-road, particularly when you’re dealing with narrow tree-lined trails like the ones we drove on day one. But the Silverado, in particular the ZR2, handled the challenge well. Outward visibility is inherently strong, and made stronger by the intuitive camera tech that tells you what’s just around the corner and how far you are from modifying your paintwork with nearby tree stumps and the like.

One of the bits of tech debuting on the ZR2 is Terrain Mode. This is Chevolet’s go at a one-pedal-driving off-roading drive mode. It operates a little like a beefed up EVs regenerative braking system, offering a healthy serving of brake pressure once the driver’s foot is almost off the pedal.

Both Terrain Mode and Chevrolet’s standard hill descent operate very smoothly and effectively, even on the very steep stuff (although we did experience a brief stall in Terrain Mode whilst pointing uphill).

The 6.2-litre V8 continues to be quite an impressive thing. We never got to the point of wanting any extra power. It’s also surprisingly frugal on petrol thanks to Chevrolet’s clever cylinder deactivation tech, which allows it to operate on as little as two cylinders during low-stress driving. During a brief tow test, we managed just over 20L/100km whilst lugging a 3500kg caravan. The 6.2 inevitably struggles when it comes to its C02 ratings; a 342kg/km emissions rating meaning it gets stung with the maximum Clean Car fee.

What stands out the most?

Surprise surprise, it’s those DSSV dampers. We could unpack the nerdy stuff that makes them work all day, but the bottom line is that they’re incredibly effective on every terrain. You can feel them doing their thing on rough rural motorways, on gravel trails, and on rutted undulating courses.

The level of tech here and its execution feels very similar from the driver’s seat to what we’ve harped on about in the Ranger Raptor with its Fox Racing dampers. A swap into an old Trailboss, with its more standard suspension tech, confirmed this emphatically.

Almost as impressive are those Goodyear mud tyres. They were inevitably handy off-road, digging us out of multiple tight squeezes and being a perfect partner to the ZR2’s four-wheel drive system. But what was surprising was how refined and quiet they were on tarmac. Those who have mud tyres fitted to their utes will know that they often create an enormous amount of roar on paved roads. There’s almost none of that here, to the point that you’d be forgiven for thinking you were rolling on all-terrain or summer rubber.

Why would I buy it?

The ZR2 might be some 25 grand more expensive than the outgoing Trailboss. But having also driven the old Trailboss at the launch, it’s clear that the ZR2 is a much, much more capable and competent beast in just about every application. And given it’s only $5000 more than the LTZ, you could even argue that it’s reasonable value.

Why wouldn’t I buy it?

Perhaps you’ve already plonked a Ranger Raptor in your driveway, a ute that’s arguably more capable off and on road, produced in a more snackable size, and with a friendlier price. Or maybe you’re waiting to see if Chevrolet will be bringing the electric Silverado our way as a greener alternative.