2014 Chevrolet Silverado First Drive

In four-wheel-drive form, the 2014 Chevrolet Silverado 1500 stands 74 inches tall, but in the eyes of General Motors, this truck is nothing short of a giant. Saying trucks are the lynchpin of the General's fortunes in North America is no understatement. Full-size trucks -- especially pickups -- are essential to GM's bottom line. Chevrolet sold 418,312 Silverado pickups in the U.S. last year, making it the most popular model in the division's North American portfolio and the most popular GM nameplate.

Despite the Silverado's significance, GM hasn't exactly kept abreast of updating its light-duty bread-and-butter pickups. Thanks to an economic shakeup, a slow housing market, and the pesky matter of a corporate fiscal meltdown and restructuring, the 2014 Silverado is GM's first attempt at significantly overhauling its full-size truck portfolio. We had our first look at the new Silverado last November, but now that the first examples are starting to trickle to dealers, we had a chance to slide behind the wheel to see what's new.


Drive past a new 2014 Silverado on the expressway and you might mistake it for its predecessor, but park the two trucks side by side and there's little room for mistaken identity. Yes, the split grille, quad headlamps, massive bow-tie emblem, and boxy form carry through to the new model, but according to design chief Tom Peters, these are all signature Silverado cues that the new truck needed to keep.

The new truck does have those familiar styling elements, but overall it's a little brawnier and more brash than the previous model. The blistered hood gives way to a massive grille opening that's about as tall as those used in heavy-duty Silverados. The grille surround carries into the stacked headlamps, which boast projector low-beam lighting on higher trim models. Fenders and wheel arches are still rather square but look more muscular than before. The visual effect is accentuated by the new Silverado's wider track and stronger shoulder line.

Everything aft of the A-pillars almost looks carried over, but that's not the case. All cabs -- be it regular, double, or crew -- are completely new for 2014. The windshield is a degree flatter to improve aerodynamics, and the doors no longer wrap around the upper edges of the cab. Instead, they're now inset into the cab sides and are triple sealed to cut wind noise. Double cabs ditch the old suicide half-doors for fixed B-pillars and forward-hinged doors, and crew cabs have longer rear doors and a couple extra inches of rear-seat legroom. GM also added reinforcement to the cab and increased the use of high-strength steel while adding enlarged hydraulic body mounts. The result? A stiffer, more isolated cab.

The fully boxed frame, for the record, isn't much different from the last truck. It still boasts a hydroformed front section, but additional high-strength steel in the middle section allowed GM to increase stiffness and shave 44 pounds. The front suspension remains an independent, coil-over-shock arrangement, but control arms are now made from forged and cast aluminum instead of steel, and anti-roll bars are thicker than before. Leaf springs are retained out back but are a little lighter and wider than in prior Silverados.


At first glance, the 2014 Silverado's engine lineup seems old hat. The 4.3-liter V-6, 5.3-liter V-8, and 6.2-liter V-8 have been staples seemingly forever -- but the entire range, now sold under the EcoTec3 moniker, has been significantly updated. All three engines use aluminum blocks and heads, direct fuel injection, 11:1 compression, and cylinder deactivation. The latter isn't an all-new function, but Chevrolet has added a few tricks -- notably some NVH concessions in the exhaust system -- that allow the engines to run on four cylinders for longer periods of time. All three powerplants also eschew hydraulic power-steering pumps in favor of electric power-steering racks.

Predictably, adding direct fuel injection and increasing compression yields more power. The 4.3-liter V-6 is the best example. While the ancient, outgoing 4.3-liter wheezed along with 195 hp and 260 lb-ft of torque, the new 4.3-liter serves up 285 hp and 305 lb-ft of torque. Horsepower-wise, that's not quite enough to trump the base six-cylinder offerings from Ford and Ram, but the Silverado's base six does have the most torque in the segment. Spec a regular-cab Silverado just right, and a 4.3-liter truck can tow up to 7200 pounds.

The 5.3-liter V-8's output also increases compared with its predecessor, but not by as much as the V-6. For 2014, the direct-injection V-8 serves up 355 hp at 5600 rpm and 383 lb-ft of torque at 4100 rpm. Early estimates from GM suggest two-wheel-drive Silverados with this engine could be rated at 16/23 mpg (city/highway), while four-wheel-drive models could attain a 16/22 rating.

Figures for the optional 6.2-liter V-8 have yet to be formally announced, but Jeff Luke, chief engineer of the Silverado program, says his team is targeting output in the neighborhood of 400 to 450 hp. We expect the official numbers to emerge shortly before the engine goes on sale this fall.

Even with three engine options, the 2014 Silverado has but one transmission to choose from: a six-speed automatic. The 6T80E is essentially unchanged from 2013, despite the fact that some competitors are rolling out eight-speed automatics. Luke says the new Silverado would show even bigger fuel-economy gains with additional gear ratios but says we'll have to "stay tuned" for some "neat things planned for the next few years." GM officials shy away from talking about its eight- and ten-speed automatic transmission programs, but we wouldn't be surprised if development timetables for either transmission didn't line up with that of the new Silverado.

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What's the deal with an off center steering wheel in the four wheel drive models ? 
what's wrong with GM?  they made the truck even boxier which can't help in the MPG arena.
I've owned a lot of trucks over the years via my business. They range from the large 1500 Van to the 4 dr. P.U. (Incl. the S10) . And many w/ the 4.3. Glade to see an upgrade to the V6 design...But, my issues weren't w/ power but rather oil leaks. 75% of every one I owned leaked and required an engine pull. I hope this feature has been remedied! Second, GM shocks on their trucks...SUCK! and require replacement early on with Bilstein that is unless you settle for anti-motion sickness medication. Third, they missed an opportunity to offer some segment "Ground Breaking" aerodynamic tuning. I mean really....P.U. trucks are like pushing a brick thru the air, and at 70 MPH + your on board fuel meter will begin it's downward dance with every MPH increase.  In Texas alone we could almost solve fuel shortages with improvement in driving style and better engine/aero performance at high speed.
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Nice low front bumper (try to mount a plow on it!) but, these headlights are still a death sentence for drivers of low cars.  Most people's sight line is at or below these headlights!  If everyone could afford an SUV or pickup truck wouldn't be a problem.  Otherwise this is another flawed design!  You've got to take other drivers into consideration when you design these UTILITY vehicles!  Most (if not all) European buses and rigs are safer for other cars on the road than this killer!
Evan, A few observations--1) Your coverage makes it sound like you have never followed the truck business much.  GM's been on a "7-8 year" refresh cycle for the GMT series trucks since the Eisenhower administration.  These trucks are not "late" by any stretch of the imagination.  The prior generations, two series back, were introduced (after the '97 Corvette and the '98 F-bodies) as '99s with transition engineering into the 2000 model year.  The last generation came in during 2007.  So, this generation is pretty much right on time.
2) You claim that GM's using the 6T80/90 series of transmissions?!?  You do realize that the 6T designation would be for a front-drive, transverse engine configuration, correct?  
 3) You gloss over the fact that most of the innovation (like the F-series) is under the hood this time around.  The direct injection engines help economy a lot and, frankly, with such broad torque curves on the powerplant the difference in performance between a 6 speed auto and an 8-speed is negligible.  Having driven both, the "hunting" common in 8-speeds is actually pretty disracting.

E Remford
Another fifty billion dollar yawn. With so many old ones left, where the hell will dealers park the new ones?
"No gamechanger" pretty much nails it.

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