Chevrolet Silverado ZR2 review: Will this American pick-up truck take you further off-road?

The Chevrolet Silverado has long been a mighty tow machine. But the large American pick-up truck is now primed for more serious off-road adventure with the addition of the ZR2 model.

Effectively stepping in for the Trail Boss model that no longer exists, the Silverado ZR2 sits above the chrome-laden LTZ that continues for those chasing trinkets and luxury.

The ZR2 arrives as part of an update to the Silverado lineup that brings a fresh face; new three-piece steel bumper, grille and LED lights are among the changes. There’s also a redesigned cabin and more tech.

The Chevrolet Silverado ZR2 stands out more. Courtesy of black design highlights, unique grille, black bulge on the bonnet, higher ride height and 33-inch mud terrain rubber. The red recovery hooks are a nice touch, even if they are unrated.

Standing tall

It’s the suspension that really differentiates a ZR2 from a mere Silverado.

As well as riding 68mm taller, it’s controlled by Multimatic DSSV dampers. The Dynamic Suspensions Spool Valve system uses three spool valves and three chambers to better regulate the flow of fluid through the system. It’s all about control.

It’s designed to keep the wheels in contact with some sort of terra firma while allowing for arm-drooping articulation.

Screen time

The biggest change with the updated Chevrolet Silverado is inside. The puny central screen has been replaced by a 13.4-inch unit and the redesigned dashboard brings more convincing materials and a look more akin to the sizeable price tag.

Speaking of which, the ZR2 is priced at $133,000, which is $5000 more than the LTZ. Don’t expect much change from $150K once you factor in dealer delivery and on-roads.

That’s a whole heap more than what you’d pay for the same vehicle in North America. Although the Chevrolet Silverado goes through an extensive local conversion from left-to-right-hand drive. Taking place at a new facility in Dandenong on the outskirts of Melbourne, it involves removing the body from the chassis, fitting a new dashboard and ensuring every component is up to the level of what it was when it rolled off the production line in Mexico.

ZR2 big on off-road brawn, less so on features

It’s not all good news with the enthusiasm to get dirty. Sure, there’s plenty of kit, including wireless phone connectivity, smart key entry, electric front seats with heating and cooling and safety systems such as blind spot warning and autonomous braking up to 80km/h.

The ZR2’s additional off-road hardware has added weight, in turn leaving engineers and product planners to work out where they can save a few kilos in the quest to ensure the off-road hero can still do its heavy hauling thing.

Turns out they deleted a whole bunch of features. The sunroof, head-up display, digital interior rear vision mirror and pumping Bose sound system have all been left off the ZR2 menu.

If any of that gear is important to you, you’ll have to grab the LTZ ($128,000 plus on-road costs) and compromise on off-road ability.

Higher and harder

The Silverado formula is mostly unchanged, although there are tweaks and improvements with this latest update.

The ZR2 still runs a part-time four-wheel drive system on a ladder frame chassis but builds on it by adding diff locks. The front and rear e-lockers are driver selectable, allowing for maximum traction in tricky terrain.

The Chevrolet Silverado ZR2 also gets a factory suspension lift, adding 68mm to the height and creating a full 296mm of clearance. There are no side steps or rock rails, so it’s a decent leap into it. But throw in a reprofiled front bumper and it makes for far better 4×4 credentials on the ZR2.

The approach angle increases from an underwhelming 21 degrees in the LTZ to a more serious 31.8 degrees in the ZR2. Ramp-over has also increased, this time to 23.4 degrees and the departure angle is 23.3 degrees.

The air intakes continues between the top of the grille and the bonnet, but the thing is so far off the ground that it’s unlikely to take a gulp unless you’re going stupidly deep.

It’s still V8 petrol propulsion

Nothing major has changed with the 6.2-litre V8, which makes 313kW and 624Nm.

But through the local General Motors Specialty Vehicles (GMSV) distribution, Chevy has reintroduced the start-stop system that can shut the engine down temporarily when stationary. It was deleted during the microchip shortages but has now been reinstated, helping reduce the official fuel use figure slightly.

That said, fuel use is still thirsty, the ZR2 claimed to use an average 12.2 litres per 100km – and it prefers the premium brew. Our predominantly country road drive yielded usage of 12.9L/100km. Clearly, you’ll be using a lot more than that if you’re trudging through sand or up and down hills.

Despite the impressive output figures there’s also nearly 2.6 tonnes to contend with.

While the Chevrolet Silverado ZR2 never feels undernourished, it has to work hard to get the sizeable five-seater up to speed with any sort of excitement. At least it sounds good doing it.

The 10-speed auto also does a good job of plucking the right ratio.

Even though the V8 produces its peak torque way up at 4100rpm, there’s ample low-rev oomph to amble up steep pinches.

We tackled some decent inclines in high range and there was never a lack of pull.

Drop it into low range – via the buttons to the right of the steering wheel – and it amplifies that with effortless grunt.

Getting rough

The engine also indirectly benefits from the extensive work that’s gone on in the suspension.

Clambering up a gravelly chute had the chunky muddies bouncing off the occasional rut or tree root, but the DSSV dampers did a beautiful job of controlling the movement, in turn keeping the rubber in touch with the track surface.

There’s also excellent articulation, the wheels folding up into the arches and drooping as required.

It makes for an unexpectedly capable machine. Sure, you need to be aware of that long wheelbase so as not to hang it on its belly, although the towering 296mm of clearance helps in that department, too.

Of course, the Goodyear Wrangler Territory tyres are a big part of the off-road equation. In an era when most production 4x4s leave the factory with on-road-biased hoops, it’s refreshing to see something that not only fends off punctures more convincingly but also helps bite into gravel or mould around rocks. All of which allows the core hardware to shine more.

None of which masks the bulk around you. The hulking bonnet is enough of a distraction when you’re trying to place wheels off-road. It’s not helped by the propensity of the shiny plastic bonnet bulge to flare sunlight in your eyes occasionally.

Still, there’s no shortage of assistance from tech, too. The Silverado has cameras in every direction and you can choose between 13 different views.

It may seem like overkill, but some also come in handy. We ended up using a split-screen that showed close-ups of each front wheel as well as a view over the nose.

Compared with some camera systems on newer 4WDs we found the Chevrolet Silverado’s system to be less gimmicky and at times genuinely useful.

On-road in the Silverado ZR2

There are, naturally, ZR2 compromises on bitumen.

Those mud terrains whir mildly at speed, although it’s by no means a deal breaker; they’re nothing like the roar of traditional muddies, but there is added resonance compared with the 20-inch road tyres on the LTZ.

There’s also ultimately not as much cornering or braking grip on bitumen, although we’d argue the compromises are more than acceptable given what they add to the off-road equation.

Comfort wise, those in the cabin have all the usual sprawling space of a large truck. There shouldn’t be any complaints from the back seats.

The suspension is compliant and nicely controlled at speed, although it still manages unladen jiggling over smaller imperfections.

Load lugging

The quest to go off-road has also taken its toll on the ZR2’s ability to haul.

The additional 40-odd-kilograms for the ZR2 kit knocks that directly off the payload, limiting it to 717kg. Given Hiluxes and Rangers easily cart more than that it’s an oddity of the American pick-up DNA, at least in 1500 guise (the 2500 Heavy Duty is the real load carrier).

The ZR2 also has a lower tow capacity than the LTZ, down to 4200kg from the 4500kg that remains on the luxury model.

Combined with a lower gross combined mass (or GCM, down from 7160kg on the LTZ to 6851kg on the ZR2) it means you have to be handy with a calculator to ensure you’re not running overweight.

And, yes, it is surprisingly easy to do. If you’ve got 4.2 tonnes out the back then your payload is limited to only 68kg. Yep, you read that right – just 68kg. We doubt there would be many ZR2 buyers who tip the scales below 68kg, which means they won’t legally be allowed to drive it at its tow limit.

At least there’s an in-built alert system to warn if you’re overloaded. It measures outputs in the drivetrain to determine how much is being towed, in turn providing amber and red alerts if you’re breaching the limits.

Combined with included tow wiring, an integrated brake controller and a snazzy camera view that can look beyond the trailer it’s a rig ready to lug.

Of course, if you’re looking to tow 3500kg – the same as a LandCruiser or myriad dual-cab utes – then the numbers look a whole lot better. And you get the impression the Silverado ain’t going to have the slightest issue storming into the sunset with a few tonnes of Jayco out the back.

So, should I buy a Chevrolet Silverado ZR2?

Ultimately, that’s a big part of the appeal with the Silverado: its heft and towing nous.

But the addition of the ZR2 also seriously steps up its rough road cred. Excellent suspension upgrades and fresh boots combine with traditional hardware changes to create an American pick-up that isn’t afraid to get down ’n’ dirty.

Will it take on Gunshot or get you across the gnarliest rocks in the Flinders? Probably not.

But it’ll lap up the Simpson and provide added space for those heading off on a big adventure.

All of which makes the big spend for a big American truck that little more palatable.