Chevrolet Silverado 2500 pickup

The last time we reviewed all four major automakers' full-size trucks, we found the Chevy K2500 and Ram 2500 to be the best choices, followed by the Ford F-250 and, tagging way behind, the Toyota T-100. Now, the T-100 is history, and the Chevy 2500 has been substantially redesigned. It should come as no surprise that the Chevrolet has pulled into the lead, and by a wide margin - at least, we suspect, until next year, when the 2002 Dodge Ram appears.
Our test vehicle, a 2500 heavy duty with diesel engine, extended cab, and Allison transmission, had few options but many amenities. The interior was spacious, well designed, and appointed with leather trim. A massive center console provided lots of space, and clips for pens, a holder for tissues, and other thoughtful touches. There were also two power outlets for accessories, a cigarette lighter, capacious glove compartment, CD storage area with lid, EZ-pass cubby, well-designed cup-holders, and no less than three overhead storage compartments, one designed for garage door openers, one for sunglasses, and one for ... we didn't figure that one out.
Controls are good, with a traditional foot-operated emergency brake and panel-mounted headlight switch. Buttons to override (shut off) the dome light and to turn on the cargo light are right next to the headlight knob. Power lock, mirror, and window controls are on the door, clearly labelled. The climate control and radio both seem well designed and easy to use. Our only complaint is, as usual, the GM cruise control, which is the least user-friendly of just about anyone - except GM-owned Saab. We also are not fond of the door release levers, which go diagonally up-and-into-the-cabin in an unnatural motion, but that's a small gripe.
The vent fan is powerful and quiet, with five large openings that make it easy to channel air wherever desired. Rear passengers get an underseat heat duct.
Sound insulation was also very good, and wind noise was minimal, thanks to a more aerodynamic shape. The stereo had the very good sound we're used to in GM vehicles, with speed-controlled volume and good, strong bass.
The rear seat room in our extended cab was more than adequate, with space for three adults - or two with a full-size fold-down console including dual cupholders. Child seat anchors are behind the seats, making it a feat of mild legerdemain to actually hook up a child seat with a tether strap - but it can be done. Seats fold down and over to provide in-cab storage space.
Overall, the interior of the truck was both roomier and more luxurious than most cars. We wish more cars were laid out and styled like this.
Moving into more practical concerns, visibility is excellent thanks to low window sills and large side view mirrors (there are different types of mirrors available, so choose carefully). We found changing lanes to be surprisingly easy thanks to the large mirrors and windows. Backing up was easier, too, though we'd really like some pickup maker to work a little more on that. After all, Cadillacs have a backup alarm - why not GMC trucks?
The ride is better than in the past, or in competitors' vehicles. As a heavy duty truck, the 2500 is designed to carry heavy loads. As usual, we found that the ride and handling improved when we carried weight in the back, though we were unable to come close to testing our test model's outstanding capacity. We did, however, fill the bed full of wood, then furniture, then whatever we could find. (We don't get trucks very often). It made the truck ride more smoothly, with less bouncing and wheel hop.
Even without a load, the 2500 has a decent, if bouncy, ride. The aforementioned wheel hop is fairly unusual. Bumps are well cushioned, and concrete pavement is bouncy but not jittery. In our opinion, it's best in class, which is quite something considering that we'd say the same about the handling. We were constantly surprised at the grip this vehicle showed around turns, with or without power being applied. (Our test model had two wheel drive, without traction control).
Braking is substantially better than in past full-size pickups from any automaker. From a safety perspective, that is reason enough to buy a Chevy instead of a Ford or Dodge.
The Allison transmission is a new feature, and is a serious advantage for those who really use their truck in heavy duty applications. Coming from medium duty trucks, the Allison transmission can presumably handle much more than a standard light duty truck transmission. Costing nearly $3,000 as an option, this five-speed automatic includes a transmission temperature gauge on the instrument panel which we would like to see standard on all pickups and minivans. (Other gauges include fuel, voltage, oil pressure, and temperature. They are all laid out clearly and logically, making the instrument panel very functional yet attractive).
Despite being designed for heavy duty use, the Allison automatic is easy to live with. It shifts very smoothly even under full throttle, and is always in the right gear when accelerating, though it tends to downshift a little early (a safety feature for those with heavy loads). A tow-haul mode, available on both automatic transmissions, locks up the torque converter in all gears except first, reducing slippage and keeping the transmission cooler.
Acceleration is very good even with the diesel engine, a pleasant surprise given that diesels cannot rev very high and generally have moderately low horsepower (along with very high torque). Yet, we seemed to go from 0 to 60 in the same time it would take with a gasoline engine. No doubt the close-ratio five-speed automatic helped.
Servicing the engine bay is easier than with the Ford F-250. The Chevrolet 2500 and F-250 both imitate the Dodge Ram's big rig look, with a curved hood - but the Ford keeps a flat hood on top of the curve, whereas, on both the Dodge and Chevy, the curved side also rises.
The diesel engine, a joint venture of Isuzu and General Motors, is much quieter than past models. No longer does having a diesel mean shaking your windows - instead, at highway speeds, the noise is hardly noticeable, and at idle, it is very quiet. It is only particularly noisy at about 1,500-2,000 rpm. (The redline is roughly 3,500 rpm, and it idles smoothly at 500 rpm). Indeed, the negative qualities of "diesel noise" are largely absent, leaving only a little light clacking and loping for the dieselphile.
The diesel is also more efficient than older models, producing more torque and horsepower while getting better gas mileage - we estimate 20 mpg, excellent for a truck of this size and slightly better than less powerful diesels in competitors' trucks. It is more powerful than current Dodge or Ford offerings, and acceleration under load is substantially better than with competitors. It also warms up very quickly, often not needing any time at all with the glow plugs. If you have the money and intend to keep the truck for a while, we strongly recommend the diesel. Though it costs over $3,000, it provides extreme torque for very heavy loads, yet can pay for itself over the long term with lower maintenance and far better gas mileage than gasoline engines.
(It is interesting to see GM, Ford, and Chrysler all pledging to increase the gas mileage of their SUVs by 25 percent over the next few years. All they need to do is offer less expensive and less torque-happy diesels. Hybrid powertrains are good, but diesels also do the job, especially if clean, efficient biodiesel fuel is given the green light. Yet, diesel engines are not available in any popular SUV sold in the US.)
The 2500 is a work truck, designed for people with serious hauling needs. Though it has many creature comforts, the suspension and length give it away - this is not a truck for the casual buyer. In some ways, that's a shame, because the diesel is not available in the 1500 - or its sibling, the Suburban/Tahoe/Yukon.
The Chevrolet 2500 sets new standards for the heavier-duty light pickups. We hope that prospective Ford F-250 buyers will check out the specs and take a 2500 around the block before buying. We suspect Ford sales would plummet if "blue oval" fans walked across the street and saw what Chevrolet is offering. In our opinion, the 2500 is unquestionably the class leader, by a good margin.
Source: www.automobilereviews.com