This is without doubt the biggest 4WD that the magazine has ever tested. Power, payload and towing capability are what Silverado is about.

Having said that, it’s only the second-biggest in the Silverado range, sitting behind the mighty 3500. The 3500 shares the same 6.6-litre turbodiesel engine, but it is the undisputed champion when it comes to sheer muscle. Globally, that thing has a maximum towing capacity ranging from 6,350kg to a staggering 16,000kg.

This month, though, the 2500HD will do just fine. Our drive truck is the 2500HD LTZ in the new-for-2024 Slate Grey. This is one step up from the intro-level 2500, the WT. Next up above this one is an LTZ Midnight Edition, and top of the range is also LTZ based and called the Custom Sport.

It’s a unique driving experience. Heading back from picking up the truck on the North Shore it’s quickly apparent: this pick-up is about as close to driving an actual truck as NZ4WD is likely to ever go. It’s tall, it’s wide and it’s long. It dominates its lane crossing the harbour bridge even when a wee chap in a Rav 4 tries to slip across the Chev’s big bluff front and steal our lane position. Sorry mate. Didn’t see us? Unlikely.

This is the point at which the Silverado range steps away from V8 petrol power. For 2024, the Duramax 6.6L turbo-diesel V8 engine pumps a maximum 350kW of power and 1,322Nm of torque through a 10-speed automatic transmission. That’s the most torque of anything in the class. The transmission optimises grade braking with closer gear ratios, allowing for greater engine-braking control. It is also tuned for quicker downshifts and will hold a lower gear on downhills giving an engine braking effect.

Like real trucks, there are external oil coolers for engine and transmission. Like real trucks, it has an engine exhaust brake. Indicating its prowess at hauling big loads, it has trailer sway management. Even better than most real trucks, its adaptive cruise control will factor in a trailer and load when calculating closing distances. Technology pack including rear camera mirror, multi-colour head-up display and 360-degree HD camera with up to 14 available unique camera views.

Finally, there are simply no real trucks on the market that will transport up to five big humans in such comfort.

With four-wheel disc brakes, selectable full-time four-wheel drive and an automatic locking rear differential, the 2500HD is a formidable piece of kit.

There’s a point where these big bruisers get shoved onto the more rigorous (and expensive) certificate of fitness that’s imposed on trucks in the heavy transport sector. This ain’t it. Our LTZ, despite its size, is still on a warrant of fitness.

It’s a big rig, built to do big work. Its range is impressive thanks to a 136-litre fuel tank and engine management technology that lets us quickly hit 12.2l/100km from a turn-the-key 17.7l/100km on our 40km trip back from the Shore. It is fair to say the numbers do climb again when driving around town though. Other media have reported overall fuel consumption up around 17.0l/100km. Phew. Leadfoots.

The wellside tray is simply enormous. People who complain about the cargo capacity of popular mid-size utes should take a look at this. It’s just over 2.0m long, and almost 1.3m wide between the wheelarches.

There’s a cargo-bed camera. There are twelve tie-down points. There are two bed lights.

Covering and securing the wellside’s cargo is easy with an optional tri-fold hard-lid. Also on the cargo area options list is a swing-out/swing back box for tools, tie-downs and other serious gear. Need more lockable storage? There’s a mighty toolbox that slides right up behind the cab. Featuring the Chevrolet bowtie logo on the lid, this unique toolbox has a key cylinder that can be coded to lock and unlock using the vehicle key. Other features include dual gas lift shocks for smooth lid operation, a one-touch latching mechanism and a removable sliding tray with rubber mat.

There’s an optional sports bar, or a full ladder rack system. There’s even a tailgate-down load extender frame available in case the existing space just won’t do.

The wellside is rated for an 875kg payload. The maximum braked towing capacity with a 70mm ball is 4,500kg; with the more serious pintle coupling that jumps up to 5,890kg. The tub is tall, so there are four steps, one at each corner, giving access to the cargo area.

There’s a lot of emphasis on towing. Trailer sway assist is standard. Even the truck’s adaptive cruise control will take the trailer and load into account, adjusting following distance according to how much is being hauled.

There’s hitch guidance to help reverse onto the trailer drawbar without fuss. There are electric parking brakes with hook-up assist, a trailer theft alert and an integrated trailer brake controller.  There are 14 different camera views for general manoeuvring as well as towing.

More storage? Inside, there are bins that go under the rear seat. Or just fold up those seats for a fridge-sized cargo space.
Climb into the cab (a wee bit of a mission, given the truck is almost two metres high). As always with big American pickups, the sheer internal space is impressive. The centre console has a bin as big as an old-school boombox, and there’s a broad expanse of shelf in front of it for keys and phone and wallet and such.

The gear shifter is a very old school column-mounted wand, very American.

In the rear, there’s comfortable seating for three big adults.

Up front, there are heated and ventilated Jet Black perforated leather-appointed bucket seats with 10-way power adjustment, two-way power lumbar control and two-position driver memory. The rear seats are also heated.

Dual zone automatic climate control enhances cabin comfort, while power-adjustable pedals allow the driver to set all controls at the most comfortable position.

The 2024 HD continues to be converted from left to right-hand drive by Walkinshaw in Melbourne and the work is exemplary.

A leather-wrapped, heated steering wheel with audio controls and a steering column with rake and reach adjustment add to driver comfort and convenience.

The Chevrolet MyLink audio system includes an 13.4” high-definition, full-colour touch-screen that allows front seat occupants to navigate radio content and operate a range of features including: USB ports (expected these days), a seven-speaker BOSE sound system with auxiliary jack, Bluetooth streaming audio for music and most phones, and hands-free smartphone integration. There’s voice-activated technology for radio and phone.

One feature worth its weight in gold, especially when towing, is the head-up display that projects road speed and other information onto the screen. That means the driver doesn’t have to look away from the road to know they are complying with speed limits.

The LTZ has 20-inch aluminium alloy wheels with 265/75 Goodyear Wrangler A/T tyres. A quick thumbs-up for modern A/T treads: they are quiet, grippy on tarmac, sand and dirt.

Underneath, everything’s XXL-sized. Front and rear shock absorbers are 35mm twin tube gas-charged units, and the anti-roll bars are 33.6mm.

Ground clearance is 251mm, approach angle 28.5 degrees, ramp-over 21 degrees, departure angle 23.6 degrees.

Up front, nestled under the massive grille and bumper, are sturdy recovery hooks. Down each side, front and rear occupants have separate side steps.

Safety? Occupants get six airbags: frontal and thorax side-impact, driver and front passenger airbags, and head curtain side-impact bags for the front and rear outboard seating positions.

For the driver, there is Chev’s StabiliTrak stability control system with ‘Proactive Roll Avoidance and Traction Control (includes Electronic Trailer Sway Control and Hill Start Assist)’.

The LTZ is where lane departure warnings, hill descent control and forward collision alert join the range.

Don’t look for an ANCAP safety star rating though. The ANCAP organisation has studiously ignored big American pickups these past couple of decades, though it’s paying attention now as sales across Australasia ramp up.

Apparently, the likes of the Ram 1500 and Chevrolet Silverado have ‘come under fire’ over their ‘heavy kerb weight and large footprint’. Well actually, that comes with the territory. Whether the big American brands want to play ANCAP’s game remains to be seen. Also, whether buyers of these pick-ups care about ANCAP is probably moot. People buy these trucks for other reasons.

Driving the truck is an interesting experience. It does take a while to get used to the sheer mass of a six-metre truck. The massive side mirrors are constantly part of the experience thanks to the truck’s width. Watching lane markings helps keep the truck centred.

But soon, the rumble of that diesel V8 and the commanding driving position make the cab an agreeable place to be. Out onto the motorway and things become serene. A pity we couldn’t find a nice big trailer to tow.

We did find some slippery stuff down in the Waikato though. Despite its size, the truck cruised through axle cross-ups and slimy boggy sections in 4WD Auto, never faltering.

Likewise, Franklin farm tracks of gluggy red soil and clay were no issue. Apply throttle, move forward. Too easy. This all means that for those who tow, this thing is ‘Best in Breed’.

Drift and off-road racer Mike Whiddett is a 2500HD devotee. He uses one to tow various race and drift vehicles around the country. The big truck, he reckons, hardly notices the payload.

So in summary, the 2500HD works for a living. It will do the lifestyle and recreation stuff too, toy-hauling with the best of them. The Duramax V8 has the torque to pull heavy loads, and the Silverado’s drivetrain has the smarts to make it a smooth and unruffled affair on-road and off-road. The four-wheel disc brakes do a good job and will integrate easily with a braked trailer when the loads are heavier.

In addition to all that, the Silverado’s smart towing add-ons including cameras, towing profiles, transmission modes and more to reduce driver stress and improve the safety of towing.

This vehicle is not cheap. But if towing heavy loads is the mission then the money is well spent.