When I was a small kid, I thought and believed that only two types of vehicles should always be bright red, those of course being sports cars and fire engines. Over the time that has passed since though, it seems that less and less of either are painted that color, and clearly there’s a lot of red paint left over with which to paint other things. Such as this truck, which, let’s be frank, stands out all by itself without needing a color named “Red Hot” to draw further attention to it. But there it sat, bright as a supernova, when I opened the garage door to find it there one morning last week after the “no-touch” delivery service had dropped it off.
There’s no beating around the bush here, this truck is large. With a bluff front end and square-angled sheetmetal down the sides and around the back it’s displacing many cubic yards of atmosphere that would be easy to actually calculate with only a very big straightedge ruler. It was way too cold out for that though, so instead I clambered up into the cab to see if the interior was a little more subdued and find out how well the heater worked.
Before we get more in depth with all of that, just like the competition labeled RAM and Ford, GM with its Chevrolet and GMC fraternal twins obviously sells pickup trucks in all sizes. However they shine a special focus on the largest ones whose segment the foreign half-(ton)-hearted entrants dare not fully tread on as of yet.
For normal folk such as most us to drive with a standard license, there are the 3/4 ton as well as 1-ton models, commonly denoted as starting with a 2 and a 3 in their respective makers’ numeric designation or known as the Heavy Duty versions. In this case, it’s a 2500 model, thus a 3/4 ton version – as with every brand, these share a body with the 1-ton version while the smaller half-ton looks similar at first glance, but is actually quite different.
While half-ton trucks are commonly offered in crew cab form with either a short or medium bed (and sometimes only short), the heavier trucks start with the medium-length bed and then also offer a larger, usually 8-foot or slightly longer, option. In this case we actually have the smaller version of the two, so this is the largest cab with the smallest bed on offer in the line, in this case just over 6.75 feet long.
The majority of 3/4 ton trucks are sold to those whose professions require them to tow or haul moderately large and/or heavy loads, but there is also a large segment of the buying population that prefers to be able to do double duty with their truck, i.e. use it for work and play.
In the form that this one is, it’s likely targeted to that type of consumer, as it has a number of cosmetic and convenience features that certainly no business owner would pay to provide in an employee-driven vehicle, while still having a GVWR rating over 10,650lbs as well as sporting a gooseneck and fifth wheel prep package in the bed.
Equipped this way, it’s able to tow almost any configuration of work-related trailer within its weight limits, but also capable of easily and securely handling the typical owner’s camping trailer or toy-hauler, boat, etc. during the off-duty hours (or weekends or weeks).
Of the three main competitors in the segment, I don’t think I’m going out on a limb to say that GM’s offerings this time around are the most controversial from a design standpoint and that the Chevy version bears the brunt of the not always flattering commentary. It wasn’t very long ago that it was somewhat difficult to tell their HD models from the regular ones, the pendulum has swung the other way this time around. It’s certainly bold and expressive.
While the front end really isn’t any more bluff than that of the Ford and not much more than the RAM, it somehow has been sculpted to look more aggressive. The cab upper section seems lower to boot, and not as upright. In a purely commercial setting, most would (or should) not care, after all, the vehicle that does the job the best and offers the most return on investment gets the nod.
In the personal arena, that calculus changes a little bit and looks do matter to a greater extent. Purely anecdotally and while trying to parse actual model years to keep it accurate, I believe I see less current Chevy HD’s than I do of the competition, especially in colors other than white, the overwhelmingly default fleet color, although plenty of private owners opt for that hue as well.
There are things to like about the exterior though. Beyond the front, there is actual design going on in the body with powerfully sculpted fenders for example. From a purely functional perspective, the frankly brilliant integrated steps in not just the rear bumper but also in the sides of the bed nearest the cab are things that cost virtually nothing, take up no space, add no weight, and have no moving parts to wear or break and completely speak to the mission of a truck.
The only thing keeping the others from doing the same is their pride, neither the swing-down steps of one nor the integrated in the tailgate option of the other are anywhere near as good solutions to the self-imposed issue of the high bedsides – which are probably a result of demand to be able to carry greater volume due to the greater weight capacity over the old days. There’s no point in being able to carry over 3000 pounds of gravel or blocks in the bed if it won’t actually fit in the bed.
Chevy would tell you that their tailgate that not only lowers via a motor but also raises back up with one is another plus point. I was initially a little on the fence about that one, although when I lowered it to take a picture in the wild I realized it would absolve me from having to touch the filthy handle or edge with my hand to raise it again, trucks aren’t always spotless. I first saw this feature demonstrated at an auto show a couple of years ago (remember those?), and when I asked the attendant what would happen if a little kid stuck their hand or finger in the aperture, he responded that it “should” stop moving. Little kids aren’t allowed in the oil patch or on the job site, so no worries there.
No, I didn’t actually test it myself either. It can be lifted by hand though if one is so inclined as one might be after hauling gravel or similar where softly raising it to feel if everything is out of the mechanism is a wise idea.
One oddity on this particular truck that it took me a few days to notice is the badging. Somehow only one side of the truck has the 2500 HD badging on the door; it is supposed to be on both sides. Whether that’s a factory error or if the truck was a victim of something else (over 4,000 miles were accumulated by others before I got it) we’ll likely never know, I asked but did not get a response by press time; I will update if I ever do.
The cab looks sort of like a low affair that is perched atop a tall body, but after entering it there is plenty of head room. This one did not have any kind of roof opening whatsoever and it seemed that I could happily wear a ten-gallon hat and be fine in that respect.
The front pillars are slanted fairly aggressively and as a result are quite near one’s face and serve to create a rather large blind spot facing forward, enough to hide a person crossing the road or even a car turning in at times. Doing a little bob and weave of the head is advised when stationary and looking to move out.
Seats, as in virtually every large truck, are roomy, comfortable and able to accommodate a variety of seating positions. Covered in black leather, these here were heated and ventilated and the set in back had heaters as well. GM does something different than almost everyone else in regard to heated seats (in front at least), there is a button to heat the back and bottom together, and then another button to heat the back only if that’s desired.
This is a nice feature, great on a long trip when the heat can be used to soothe, not just to warm. For those interested, no, you can’t just heat the booty. But what you CAN do is make use of the Safety Alert Seat that is part of the Safety Package II option that instead of beeping or flashing a warning when something may be about to occur, vibrates the seat bottom in the area/direction of the danger.
So if you veer close or over the line at the right of the traffic lane, you feel it deep in the right buttock. Back up too closely to a wall and your entire rear will tell you, and so on. It, ahem, gets your attention with the bonus that your passengers aren’t aware of your foible as they might be with a loud warning tone.
The current interiors in GM trucks have, like the exterior, come in for their share of criticism and reportedly may be getting upgraded soon. First off though, let’s be real and recognize it’s still FAR better than any truck was a decade ago. Problem is, the other trucks have also gotten better and surpassed it. RAM still holds the lead by quite a bit in this arena with materials and designs that are in a different league.
Ford is more similar to GM as far as plastics and switchgear go, i.e. they aren’t really much better in an absolute sense, however the more square design of the Ford interior is perhaps a bit more pleasant or harmonious with the exterior than the more organically shaped theme in the Chevy.
Most of the materials above the beltline are actually soft with a few hard areas sprinkled in for small pieces, the problem occurs when it’s obvious due to the sheen of the plastic or the grain being slightly off from one trim piece to another. For a work truck, this is far softer than it absolutely needs to be, for a personal truck, a revamp should be in the works.
A few generations ago, GM made a point of actually having two interiors for some of their truck lines, one tough and durable and very plasticky, and the other much more elegant. Perhaps that would be advisable again, what’s here now is a middle ground not great for either.
Functionally though, it mostly works well. The center touch screen measures a mere 8″, which is tiny these days, especially in a large cab such as this. Radio and HVAC controls are intuitive, this truck did not have Navigation built in, but did have the option of OnStar guidance to a destination (which I did not take advantage of).
Apple CarPlay and AndroidAuto were wireless (the future is now!) which instead took care of the navigation duties I required. Tapping the “home” button below the screen got it back out of that mode visually.
Various camera views are included/available including for the rear, of course there is the standard backup mode, but it is also possible to view the trailer hitch (very useful when hitching up solo), you could also see into the bed from the top of the cab and there is an option to get an optional extra camera package to affix to a trailer in order to “see around” it amongst other things.
The shifter is a column shifter and while the seats and steering wheel are leather covered (and both are heated), the shifter is a lower grade piece of plastic. At the very least it should have a covering, it feels cheap although it works great, will never wear, and frees up room on the console without having to spend engineering time and money on things such as folding levers that just seem like a failure point waiting for a 44-ounce soda spill.
The steering wheel, even in full upright tilt position, ended up blocking about 60% of the four auxiliary gauges when I was sitting normally which is unfortunate. We all know I’m 6’1″ tall with a 32″ inseam, so hardly freakishly sized, but this doesn’t bode well for anyone taller with an inseam proportionally longer, they’ll fit fine, but won’t see what’s going on any better. The above picture was taken from my chest height with the wheel in the highest position.
The back seat was also plus-sized, with loads of room for multiple occupants, both the two legged kind and perhaps four-legged as well. The seat bottoms fold up against the backrest in a 60/40 manner to allow more floor space to be available.
One neat trick was that there is storage inside the rear seat backs, which is a little hilarious as there are few vehicles with this much interior space. But, storage is storage, and the more the better.
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The front end looks like three cars stacked in the crusher.
That’s the best description I’ve heard for these trucks.
Chevrolet assumed that there is no bottom to the amount of ugliness personal truck buyers will endure, but it turns out that 3/4-ton truck buyers have at least some taste. I can confirm Jim’s anecdotal observation of these being less commonplace than their Ford and RAM counterparts. Hopefully Chevrolet sees the error in their way in the next refresh.
Now if we could just get the RV industry to do the same thing…
Now if we could just get the RV industry to do the same thing…
Along with the obnoxious swirl and stripe stickers all over the RV…
Okay, so the front isn’t as attractive as it could be. Don’t argue that and no doubt we’ll see some disdain thrown that way.
However, the appearance is superficial. The drivetrain, on the other hand, sounds fantastic, something which GM can knock out of the park when so inclined. It takes much more to overhaul a drivetrain than it does some plastic bolted to the front. I would love to experience this drivetrain as GM powertrains in pickups have almost always been good in my experience. I can’t say that about Ford or Dodge.
While I have not driven any size of this current generation of GM pickup, I have ridden in a few. The biggest observation I have had in my limited time in them is the visibility doesn’t seem to be as abundant as it is in the Ford. However, I have not experienced the Dodge/Ram, nor have I been in any of them back-to-back.
It’s good to see GM giving you a 3/4 ton to test. It seems these are the unsung player in the pickup brigade and it’s good to see them showered with some attention.
The Ford trucks have, in my opinion, excellent, clean and functional styling. Ford doesn’t seem to see the need for gargoyles and fake air intakes. They are also the best seller by a large margin.
I’d be in the market for one of these if it had an aluminum body. That would save weight, get better gas mileage and end the threat of rust. Up here in the salt-belt it’s sad to see six year old GM pickup trucks with rust perforations and paint bubbling knowing the owners paid 60 grand originally. So I’ll be buying a Ford, just as capable with the 7.3 liter and no rust.
I’ve always thought of the GM integrated bumper-side (and now bed-side) steps as a brilliantly simple and easy solution to a problem that shouldn’t exist in the first place.
Of course the REAL solution would be to build the whole truck a foot lower, but Marketing would probably scream blue murder if Engineering were to seriously propose that.
On HD trucks, the ride height does serve a functional purpose, though. GM has been making their HDs taller since at least 2001, just like Ford and Dodge/Ram.
Glad I have a 2000 HD at a reasonable height.
This rubber-tyred small locomotive is clearly not for me, though through CC, I have come to understand its role in the unique vastness and climate-variability and rural transport needs of the (somewhat) United States. (Here, all three brands of truck are being converted to RHD by a bit of the former Holden HSV, in numbers enough to cause long waiting lists even at $120K plus, and they have no role beyond selfish wankery and I cannot stand the sight of them, but that’s horses and courses and a digression anyway).
My ponder about this little train relates to a word used in the review regarding the red-cliffs-of-dozer front end styling, and it’s a word used a lot by many: aggressive, or aggression. (Also very clear the author didn’t approve of the look, noting in fact its awkwardness to many). I’m in the grumpy camp that doesn’t much understand modern styling whizzbangery, finding a great deal of it either ugly or aesthetically asinine, but I have long wondered why any vehicle should look aggressive? What has that got to do with driving, ever? Most of all, when one is driving 3.5 tons of one of the biggest units on the road, why has GM turned that threatening look up so loud? One minute this untrustworthy company is pouring forth the platitudes of electric green and corporate goodness – though not for trucks, natch – the next it puts upon the roads a giant whose weight is as a matter of physics a greater danger to others than something smaller and then dresses it for maximum aggression. And it’s not like old actual trucks of yore, whose sometimes scary faces were not styled but suffered from their general gigantism. This is a choice.
It’s just dispiriting.
Unfortunately aggression has seemingly become a large part of the american psyche so it’s likely part and parcel of that.
I do want to point out that GM was first to market (mild) hybrid pickup trucks and large SUVs over a decade ago (2005), an idea that unfortunately fizzled out around 2013. And Hummer is a GM brand that looks to be one of the most highly anticipated and EV pickup entries, coming soon, albeit as more of a lifestyle entry in the segment.
Old trucks had an intrinsically tough look, but in the manner of a bear in the woods foraging, where modern trucks have a look of a bear attacking. That kind of sums up the mentality of the kind of buyers who like the current look I think.
Beyond the aggression what I’m bothered by on the design is a peeve I have in a few other vehicles, which is what you intrinsically presume to be headlights are not actually headlights(the slits on top) and the things that look like auxiliary driving lights below are the actual headlights because the technology isn’t actually there to make the tiny would-be headlights effective.
I don’t care how many sensors and cameras it has, I wouldn’t want that high hood in front of me.
Or behind me at a distance that I can’t see the bumper! And these seem to be driven aggressively by a majority of their owners. Either a lack of patience for me being only 5 or 10mph over the speed limit or by lack of caring for what happens to me or them seems to be the cause.
These have replaced BMW drivers for incautious operation in my experience.
Your vehicle reviews are one of my favorite parts of this website because the backgorunds of the photographs feature many of my old haunts in Northern Colorado. On that note, sorry to see that the old feed store is closing. The seatback storage is also good to know about.
Looks like GM is finally giving Lexus some real competition – in the ugly front end market.
Not just that but the mirrors too, I just can’t get past them.
Is that front end copying Lexus or are they trying to evoke some of the early 60’s front end styling GM had?
I realize GM wanted to make their own design that wasn’t beholden to either Ford or Ram, but they look like the type of thing you’d see on a cutaway van motorhome chassis.
They do look more sensible IRL than in pictures, though. I just saw my first Sierra 1500 with the towing mirrors on, and they didn’t look too out of place.
If this has a GVWR over 10K, shouldn’t it be labeled as a 3500/Class 3 truck? I know Ford has been offering a similar package on the F-250 (10,6-10,800) since last year, and I’m not sure what the point is when one-ton SRWs already exist.
I don’t understand it either but over the years there have been a number of times, going back many years where the various mfgs have offered “payload packages” that give you the class 3 truck with the class 2 badge. Not sure why you just wouldn’t order it with the 3 badge.
I’m unaware of any such packages prior to just a few years ago. But I’ve definitely seen the opposite: until the ’99 Super Duty, many 350/3500 trucks had a GVWR of 9900 lbs., putting them in Class 2.
It was back during the great slide in Camper boom where the Camper Special packages for some 20/200/250 gave GVWs as high or higher than the base 30/300/350.
Oh, OK. I’ve seen those, but to my knowledge, they were all still under 10K.
Yes they were still under 10K but so were the 30/300/350 trucks.
But you had said there were vehicles that gave you “the class 3 truck with the class 2 badge”, which would mean a vehicle over 10K.
Good review on what looks to be a fundamentally solid truck. An obedient and smooth big V8 running through a transmission with six (not 10) reasonably spaced gears sounds like a winner to me.
While still not particularly attractive, this one with the body colored grille and bumper in red looks better than the chrome-faced luxo versions or the base grey plastic. None of the 3/4 and full ton pickups are remotely good looking and you’re ostensibly buying a 2500 class truck for its work capabilities, so I wouldn’t be caring much either way.
“Ford is more similar to GM as far as plastics and switchgear go, i.e. they aren’t really much better in an absolute sense”
I agree. Complaints about interior quality in this generation of Silverado are peculiar considering the F-series deserves similar complaints but rarely receives them. Someone could write a full page essay on the functional and perceived quality shortcomings of the current F-series interior, from materials to switchgear quality and design, to the lap belt covering up the seat recline lever. It’s a terrible interior.
Agreed, I think the front looks just fine.
Funny thing about the latest generation of Chevy trucks is that the *least* obnoxious version of the front-end design can be found on the lowest spec work truck trim.
the self-imposed issue of the high bedsides – which are probably a result of demand to be able to carry greater volume due to the greater weight capacity over the old days. There’s no point in being able to carry over 3000 pounds of gravel or blocks in the bed if it won’t actually fit in the bed.
I don’t think that’s the reason. It’s because the top of the bed needs to line up with the belt line of the cab, otherwise it would look terrible if the bed were lower than that.
My anecdotal experience is that these HD pickups invariably haul trailers to haul loads, hence the overwhelming preponderance of short bed versions. I se them in two most common settings: used for work to haul a work-related trailer of some kind or another, or used for driving to work and then haul a big toyboy trailer on the weekends. That’s real common here, to haul a big combination trailer that hauls ATVs and provided living space for weekends at our endless expanses of dunes on the coast that are open to ATVs.
“It’s because the top of the bed needs to line up with the belt line of the cab, otherwise it would look terrible if the bed were lower than that.”
You got me thinking – I agree, but once upon a time such a look was common. I imagine that the Cameo/Styleside/Sweptline look changed our collective idea of what a pickup truck’s profile should look like.
Quite true, and good observation. The cabs were still very high, and a higher bed would have looked odd, never mind harder to load from the side.
In the case of the Cameo Carrier, it actually didn’t go up to the beltline (as typically defined), but that shoulder from the front fender that continued through the door made it the obvious location.
Even the 1960 Chevy pickup still had a bit of a step down from the true beltline:
It wouldn’t be until 1961 when Ford and Dodge finally had cabs low enough to have the beltline line up with the tops of the bed.
And they’re not all used for “pickup truck” jobs either! Sometime in the mid-2000s most of the major commercial bakeries did the “independent contractor” thing with their route drivers, and 250(0) pickups towing 15-20′ box trailers replaced the traditional step-van bread truck. Usually these are mid-trim crewcab shortbeds since the whole point is to do double duty with a single, business-expense-deductible car payment.
I’m rather surprised that there’s no comments about the asymmetrical badging on the sides of this truck. I found it quite embarrassing for GM, especially having been approved for the press pool. Hardly a DS, but pretty pathetic.
You mentioned an early opinion that only sports cars and fire trucks should be bright red, but I think an American pickup belongs in this category also. Has there ever been a year since at least WWII when every single American pickup sold did not offer red as one of the color choices? With this history, I think this bright red Chevy truck is just what it is supposed to be.
You describe a truck that is pretty nice to drive. As the guy who would daily drive a nice 61 Plymouth or 58 Studebaker if either came my way, I am not going to throw stones at its looks. If it drives right, I’m in.
I am just happy to see Chevrolet proudly spelling its full name out on its vehicles again.
I think the offering of red may be the Nebraska effect. It seems like fully half of all trucks in Nebraska are red, due to the fact that it’s the color of the only football team in the state. 🙂 Ohio and Oklahoma may contribute to that too I suppose. Red trucks are far less plentiful here in Colorado, except there is one builder that has used the red Chevy’s across his operation for years.
It was quite nice to drive and yes the spelled out grille lettering is one of my favorite features (spelled out on back too), I actually prefer the looks of the base white work model 1500 with the black grille and knockout lettering.
Maybe living in the land of old red barns, Indiana University and International Harvester farm equipment has traditionally made red pickups popular here.
Agreed on red pickups. In the Boston area they are almost always – what else? – black. And then plenty of fleet white. My search for a truck started with “red” and it took me a while but I finally found one.
I have nothing against black cars and in fact I own one now, but do they ALL have to be black?
I live in Southern Ontario and a local general contractor has all red trucks. He built our house (did a great job), so I got to know him quite well. He told me he always buys his trucks used and has no problem finding red ones although not always the same brand. It surprised me because there are not a lot of red trucks in the area.
His personal truck is just as you describe, it is a 3/4 ton crew cab which he uses to tow his large trailer on weekends.
“My anecdotal experience is that these HD pickups invariably haul trailers to haul loads, hence the overwhelming preponderance of short bed versions.”
My (much, much lesser) anecdotal experience agrees. At least, for trucks made in the past 20 years or so, since crew cab/6.5’s went away in the ’80s and didn’t come back until the late ’90s. Building materials have gotten so long that even an 8′ bed (or 9′ like the old one-tons) isn’t long enough, so you pretty much have to go with a gooseneck. And a gooseneck doesn’t care if your bed is 8′ or 6.5′, so you might as well get the shorter one just for ease of parking.
The compartment in the seat for smuggling contraband is interesting, but I have to wonder how it affects the comfort of the seat having that section separate rather than a single piece. Still it looks large enough to store a tow strap, tie downs, gloves ect.
It is surprising that it has taken someone this long to put steps in the side of the bed like that. There used to be aftermarket units available. However I still prefer a full running board or step rail. My old F350 had the wheel well to wheel well diamond plate running boards and that puts them down at a more useful height and allows for more foot room. Ford now offers bed side step bars as an option but I still don’t see many trucks with them.
The bumper step is another good idea, but It would be nice if there was a little more room on the top of the bumper especially in the corner. Useful when stepping over the tail gate to get in the bed.
Too bad about the face though, the profile looks pretty good but that grille makes many Toyotas look good.
I’m not a big fan of the bumper step. To me it spoils the lines along the bottom. An answer to a question no one asked for or needed since forever? When folks slip off of the step and break an ankle GM will lose millions in settlements. I see a big rust hole there in 6 years.
The Avalanche debuted almost 20 years ago (September ’01) with the bumper step (and only on those with the polarizing gray cladding), then it went away at the end of the first gen and didn’t return until the 2014 Silverado. So far, I’ve not seen any of either with rust around the bumper. But on the Avalanche, it may be covered up by the cladding.
Test that finger protection system of the tailgate with a soft twig, pretzel or Twizzler before you trust it! How much pressure will the sensor react to when the kid’s fingers are at their natural height at the base of the gate while Dad’s attention is distracted by the dog?
What happens when you need to close the gate against a load of firewood that fit with some shoving, repeated slamming and pushing like we used to? How long before the gears (undoubtedly carbon fiber or plastic) wear or break? These are fragile solutions to fix an artificial problem that shouldn’t have been created.
These brodozers will always have something wrong with them by the third owner, who will undoubtedly be charging the last repair on a card with a fresh limit extension while stubbornly insisting nothing ever breaks and the ‘other’ trucks are junk.
“stubbornly insisting nothing ever breaks and the ‘other’ trucks are junk.”
Having worked in dealer service at both GM and Chrysler, my direct personal experience that it is usually the first owner who starts making off-warranty repairs. You are right on the money, literally.
The men who buy trucks are intensely loyal. When their PRD breaks they can’t tell their buddies because it will make them look less manly. A good example was a short time back on a COAL for an F-150. Said truck blew out the transmission right out of warranty and the owner went out and bought another one of the same brand. There is no need make a higher quality vehicle.
The car makers know this and they make very nice profits from it because the guys will keep on buying them.
An old friend of mine is a finance manager at a Ford store in Tulsa. He tells me it is rare for a truck to be paid off before it is traded.
I bought Ford stock at $5 last March. It’s worth $12 today and pays a 5% dividend. I am getting more like 12% so I say keep makin’ those trucks just the way Ford always has!
I would have to wonder about the quality of a vehicle which obviously has the issue of wrong emblems on it. Were all the employees this slapdash? What about the QC inspectors?
Ocean have been crossed in smaller vessels. At 12 mpg, this vehicle isn’t using that much less fuel than a ship anyway.
That said, I wonder if there is a limit to how “badass” a vehicle can be.
Reminds of the late 1970s, when I would ride my bike to the local Dodge-Chrysler-Plymouth dealer to check out the new cars. Some F-body compacts were an Aspen on one side, and a Volare on the other.
That fuel economy is abysmal for a modern machine. My 98 Jeep ZJ with a 5.2L, full time 4WD, and an ancient 4 speed get 12 city and 17 highway. That being said some of my friends who own giant half tons with gas V8s allege they can get into the 20s.
A Prius gets 50mpg.
This truck weighs literally twice what your G.Cherokee weighs and has twice the power. What kind of mileage does your Jeep get when you tow a 12,000 pound trailer with the normal hitch?
“Bold and expressive.” Nah. Just FUGLY. These otherwise great HD trucks are ruined by some of the worst exterior styling on any truck in modern history. The design team should have been fired over their horrendous work, plus whoever approved it for production.
While the most loyal Chevy truck buyers may not care, I’d suspect these trucks are like wolfsbane to most other potential “conquers.” Understandably GM is rushing out a re-design for for MY 2022.