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Will The 2019 Silverado Offer A Plug-In Hybrid Model?

Will a plug-in hybrid vehicle (PHEV) variant will be part of the expanded models range of the all-new 2019 Chevrolet Silverado?

That’s the question that has been on our minds here at GM Authority following Chevrolet’s announcement of the 2019 Silverado 1500 at the Chevy Truck Centennial celebration in Texas last weekend.

2019 Chevrolet Silverado 001

2019 Chevrolet Silverado Z71 Trailboss

An Intriguing Proposition

A plug-in hybrid variant of the new Silverado would be quite intriguing, since it would provide several benefits, the most important of which is the ability to drive 40-50 miles on pure electricity and without using a drop of gasoline. After the battery providing the all-electric range had been exhausted, the vehicle would then switch to the gasoline engine-generator for propulsion, much like the Chevrolet Volt or Cadillac CT6 PHEV.

Currently, VIA and Workhorse specialize in customizing/upfitting various GM vehicles with such solutions. In particular, VIA offers the K2 platform Chevy Silverado in an electrified variant called VTRUX.

2014 VIA VTRUX - Plugin Hybrid Chevrolet Silverado

2014 VIA VTRUX is a Chevrolet Silverado modified to be a plugin hybrid

Featuring a 23 kWh battery pack mated to GM’s 4.3L V-6 LV3 EcoTec3 engine and 190 kW (415 Nm) peak electric drive motor, the VIA VTRUX is priced at $79,000. VIA’s pitch is all about fuel savings: a “truck powered exclusively by a gasoline engine will use $25,000 in gas to go 100,000 miles, but the VTRUX will use just $3,000 in electricity”, says the firm. The VTRUX is branded as “The cleanest, most economical work vehicles on the planet”. To top all that off, the model also has on-board 120- and 240-volt outlets that allow using the vehicle as a generator of sorts, and VIA says that it can power an entire home in case of an emergency.

As reader David points out in the comments, GM could use the system from the Cadillac CT6 PHEV as a base on which to build a hypothetical Silverado PHEV. The plug-in Cadillac uses the ubiquitous 2.0L I-4 Turbo LTG engine mated to a 45 kW Electric Hybrid Propulsion motor drawing from an 18.4 kWh lithium-ion battery. The entire system is rated at a nothing-to-sneeze-at 335 horsepower and 432 pound-feet of torque, while delivering 31 miles of electric range.

Benefits Galore For Everyone

By not playing in this field, GM is effectively letting aftermarket/upfitment firms have the plug-in hybrid truck market all to themselves. Admittedly, the segment is rather small today, but it is bound to grow – especially given that a Silverado PHEV/plug-in would be eligible for the $7,500 federal tax credit for alternative energy vehicles, along with whatever credits are offered by individual states.

On top of that, we are certain that GM’s hypothetical Silverado PHEV would significantly undercut the $79,000 asking price of the VIA VTRUX due to efficiencies only a gargantuan automaker like GM can bring to the table. In fact, throwing GM’s weight in the field would also be quite significant in terms of bringing noteworthy levels of attention to the segment, therein serving as a catalyst for interest and (likely) resulting in more Silverado sales.

A Silverado PHEV would also provide clear differentiation and a significant competitive advantage over direct competitors such as the Ford F-Series, FCA’s Ram Pickup, Toyota Tundra and Nissan Titan – neither of which offer a plug-in variant of their pickup trucks. And, it would also help General Motors leverage the Voltec powertrain, which isn’t living up to its fullest potential in slow-selling, but fine cars like the Chevy Volt and Cadillac CT6 PHEV.

In all, not only would a speculative Silverado PHEV deliver value for customers, but it would be a substantial opportunity for GM as a business. And if there is a vehicle line within the GM product portfolio that can popularize plug-in hybrids, it’s the Silverado.

We’ll know plenty more about the new Silverado soon at Chevrolet’s upcoming  has a media event scheduled for January 13th, 2018 ahead of the 2018 North American International Auto Show, where it will share complete details about the new truck. In the meantime, be sure to follow our Chevy Silverado news coverage.

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Comments

  1. This could be where we see a carbon fiber bed as a sheath for the battery.

    Reply
  2. Think it will be like/based on the volt or a mild hybrid?

    Reply
  3. The CT6 PHEV powertrain would be a great base to work from. The system makes 335 hp, 432 lbft of torque, and 31 miles of range. Range would likely take a hit from the aerodynamics of a truck, but there is plenty of room around the vehicle to add battery capacity. GM has the resources to do it, and trucks have the margins to make up for the costs of the powertrain. All around, it is a win-win.

    Reply
    1. I think the the two motors from the CT6 and like you said swap the 18kW battery for something 35+kW, but the 2.0T engine might be overwhelmed by the weight of the battery ontop of the truck curb weight. Lots of other engines to pair the motors with though. 4.3 V6 would keep cost down and likely weigh less than another option like the 3.0TT.
      The combined output of the 4.3 with motors would land around 370hp, right around where the 5.3L V8 will likely be, and 450lb-ft of torque, which is right around where the diesel engine will output. A hybrid offering the torque of a diesel, power of a V8, and efficiency of a full-size economy car.
      The weight of the truck, if you consider platform and body weight saving for 2019, plus the added battery weight, would likely put it back up to where the current truck are now just shy of 6000lbs.

      Reply
    2. Looks like Alex updated the article with your recommendations. Nicely done! 🙂

      Reply
  4. The RWD version of the Voltec propulsion used In the CT6 iis one way to go, another way to do a plug-in out of the parts him is use the FWD from the Volt to drive the front wheels and the 200 HP traction motor from the Bolt to drive the rear wheels. The rear would be used during acceleration and 4WD. The front wheels for nice and easy steady state driving and to help out under heavy acceleration. Advantage, no rear axle, no drive shaft and no transfer case. Disadvantage complex drivetrain based on Volt/Bolt parts. A battery larger than the Volt will be needed, but nothing as big as that used in the Bolt. VIA motors uses a 23 KWH battery. Probably need a bigger ICE than the Volt to handle the extra weight of the truck during hybrid operation. The 2 liter used in the CT6 should work.

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  5. Ford is already touting their electric F150 that’s coming — GM better be in the game.

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  6. PHEV is too exspensive, no economics here.

    so estimated that gas cost 25000 vs 3000 for PHEV.

    base Silverado gas =40000+25000=65000 life exspense (Assuming better 5.3 motor and LT trim)
    base Silverado PHEV=35000+40000(PHEV)+3000=78000 life exspense (Assuming lesser 4.3 motor and a LT trim)

    10000+ economies for the gas vs PHEV, sorry all I see is a concept Silverado PHEV. a hybrid is likely just to please maximum fuel economy people. hybrid might run as PHEV for 20 miles.

    Reply
    1. Where do you get that a PHEV system would be $35K on top of the base Silverado? A Premier Cruze (which is the closest in comparison to Volt) starts at $24k, the Volt starts at $34k. THat is only $10k difference with a low volume vehicle. Spreading to the Silverado would help lower the Voltec system and bring it closer to a $5k upgrade over base.

      Reply
      1. simple, the cruze hatchback starts at 20K which is where I’m comparing from, and besides the Volts EV system wouldn’t cut it. The drastic increase in weight means the adding the volt EV system would probably give you 10miles at best. I agree that the volts system would cost less, around 15000-20000, but I was refrenceing the Bolts power pack as the PHEV sizable enough for a Silverado. To get the Bolt at a price comparable to the cruze Premier, you would have to pay 45000 even though it Is a car that is dimensionally comparable to the Sonic and in some cases its interior quality is closer to the sonic too. ( I admit in other ways it isn’t, but its devoid of bells and whistles and is fairly bland) So in the Bolt you pay 25000 for the power train and that is with GM loosing 7000 which I rounded up to 10000 as there would be a motor upgrade so there is my math. I do see something similar to the Volt power pack being used in a hybrid Silverado just to clarify. maybe a plug in range of 15 miles.

        Reply
    2. You are forgetting that a hybrid or electric will save thousands of dollars in maintenance. Hybrid get oil changes once every two years, and coolant changes every five years. Electrics have only coolant.

      Reply
  7. This is going to be a tough segment to break.

    First the problem comes in these systems are not cheap.

    Second the aero on the truck will hurt range. Weight will hurt range and towing capacity.

    Finally most truck buyers are not people so embrace green technology. Most will ask what’s in it for me. At this point there is limit they will see as a benefit.

    The best I see is some sort of electric assist that would cut engine size and provide assist to needed power assist.

    What ever they do it needs to be seamless and not effect price much to be successful.

    Why have we not seen auto stop on the new trucks? Because it failed in the past. GM offered it and no one wanted it.

    Trucks have been a refuge and landing place for people who did not want to adopt FWD small cars that were being forced on them.

    To make these new system successful with the common buyer they will need to have careful planning, pricing and make sure these truck drive and act as trucks.

    I can see a lot being done here but it will need to be accepted by the core demo here.

    I think targeting fleets where savings is key and set patterns are they can be perfected and demonstrate their positives before targeting the private buyer. Chevy did this with the Volt here locally.

    Otherwise you risk another GM hybrid SUV failure like we had 10 years ago.

    Reply
    1. I think your right as a hybrid or Phev truck is concerned. most truck buyers would be scared of them. Imagine taking your camper up out of Denver through the Eisenhower tunnel and then halfway up having the battery power drop off or even fry under the load and letting the smaller motor, be it 3.6 or 4.3 having to take over. Up that kind of a hill dropping from 500Tq to 300 or less would hurt trailering leaving you to crawl in low gear at 30MPH and having to stop halfway up for the engine and transmission to cool. For a $60000K+ truck that is not cool! This is a segment that is hard to change stuff in and it wouldn’t just be rocky mountain driving, Here in Harlan Kentucky your average hill in that steep and running out of power on the way up isn’t attractive no matter how much Regen you get on the way down.

      Reply
      1. I did Just that with the Volt this summer and with the car in Mountain mode, I pulled my camper better than most trucks pulling one. Granted mine was a smallish ALiner at 2000lbs, but that is quite a bit for the little Volt. EV mode can pull and pull well.

        Reply
  8. If Gm will not produce a hybrid Silverado, they should do a hybrid Colorado. Ford may bring a hybrid Ranger for 2019.

    Reply
  9. So, here’s my take on why a plug-in pickup would be better than a conventionally powered pickup.

    1. Drivability. Folks like diesels for their torque delivery. An electric drive is even better. The torque delivery is near instantly without noise and vibration. Electric regen is like having a Jake Brake except it makes no noise and it converts the kinetic energy back into electricity to charge the battery. Regen makes driving a lot easier and controllable in stop and go traffic and going down long inclines.

    2. Operating costs. Assuming a rather porky efficiency of 2-2.5 miles per KWH, a 20 KWH battery is good for 40-50 all electric range. Say a gas truck can get 18 MPG, an electric truck would require between 7.2-9 KWH. Compare what you pay for electricity against what you pay for gas. Another consideration operating costs is reliability. Its too early to get a firm idea of EV reliability, but if the Volt is an indication, it should be very good. Also, the dual gas/electric nature of plugins could mean these powertrains will last longer.

    Reply
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  11. Do it with the Colorado first!!!

    Reply

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