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2019 Silverado 1500 Must Drop Roughly 500 Pounds To Remain Competitive With Ford F-150

Weight is the biggest enemy to almost any automobile, including pickup trucks. Simply put, the lighter the truck, the more it can tow and haul, the faster it can accelerate, the better it can handle, turn, stop, and the better fuel economy it can return. For its part, Chevrolet has announced that the all-new 2019 Silverado 1500 will use “mixed materials and advanced manufacturing” that results in “a significant reduction in total vehicle weight and improved performance in many measures”. What’s more, the new Silverado will also use “higher grade alloy steel” in the bed floor.

What that will mean in terms of actual weight as well as performance, payload and towing capacities is currently unclear, and we’ll have to wait until the second week of January – when Chevy will fully debut the next Silverado – to find out. But let’s have a look at the weight figures for the current Silverado – the one on the K2 platform – and see how they compare to those of its primary rival – the Ford F-150, which is currently the lightest truck in the market.

Truck: 2018 Ford F-150 2017 Chevrolet Silverado 1500 + / – Silverado
Lightest Curb Weight (pounds): 4,069 4,510 +441
Heaviest Curb Weight (pounds): 5,016 5,588 +572
Truck: 2018 Ford F-150 2017 Chevrolet Silverado 1500 + / – Silverado
Lightest Curb Weight (kg): 1845 2045 +200
Heaviest Curb Weight (kg): 2275 2534 +259

A brief analysis of the curb weights of both the current Silverado and F-150 shows that the Silverado is 441 pounds heavier than the F-150 on the lightest end of the spectrum, and 572 pounds heavier on the heaviest end (see how we arrived at the figures in the “About The Numbers” section below).

As such, Chevy will need to have cut about 500 pounds or more from the 2019 Silverado’s curb weight in order for it to be competitive with the F-150, which continues to sell like hotcakes at very respectable transaction prices, which means that Ford isn’t “giving away” its truck with sky-high incentives and rebates. So, here’s to hoping all those mixed materials and advanced manufacturing techniques, both on paper and in the real world, for the new Silverado.


The 2019 Silverado 1500 is the result of over 7,000 customer interviews – the most intensive research in Chevy’s history, and will offer an expanded amount of (eight) models (including the new 2019 Silverado Trailboss variant) with more engine/transmission combinations and more technology and convenience features.

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


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About The Numbers

  • We derived the weight figures listed above from official specs listed by General Motors/Chevrolet and Ford Motor Company:
    • 2018 Chevrolet Silverado specifications – more on the 2018 Chevrolet Silverado
    • 2018 Ford F-150 specifications – more on the 2017 Ford F-150
  • Ford F-150 weights utilized:
    • Lightest:
      • Regular Cab
      • 6.5 foot Styleside bed
      • 3.3L V-6
      • 4×2
    • Heaviest:
      • SuperCab
      • 8.0 foot Styleside bed
      • 3.5L EcoBoost V6
      • 4×4
  • To note: the heaviest Ford F-150 is the Raptor, but that model does not compare directly to the heaviest Silverado 1500. By comparison, the 2018 Ford F-150 Raptor weighs 5,525 pounds with the SuperCab and 5,697 pounds with the SuperCrew cab.
  • Chevrolet Silverado weights utilized:
    • Lightest:
      • Regular Cab
      • Standard Box
      • 4.3L V-6 LV3
      • 4×2
    • Heaviest:
      • Crew Cab
      • Standard Box
      • 6.2L V-8
      • 4×4
      • Max Trailering Package

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Comments

  1. Then the Silverado have to drop to the point where it’s relatively the same weight as a CT6 or CTS

    Reply
    1. In base form i meant

      Reply
      1. CT6 is a unibody car… Silverado is a body-on-frame truck. There might be similarities in the mixed material usage with the CT6, but that’s about where they end. The composition of weight, materials and how they are dispersed within the vehicle is totally different.

        … or are you saying that the difference of K2 Silverado to T1 (new) Silverado should be similar to how light the CT6 is compared to the CTS?

        Reply
        1. What I meant is that in order to one up or match the F150 weight is that the Silverado would probably need to be around 3800-3900 lbs to be lighter than the base F150 in base form in which the CT6 is weighing around(in base form?). In another words, it would probably need to be 500-600 lbs lighter

          Reply
  2. This looks familiar, here are the other two scott3 and I discussed.
    2017 Chevrolet Colorado/Curb weight – 3,936 to 4,758 lbs
    2017 RAM 1500/Curb weight – 4,517 to 5,670 lbs

    Reply
  3. How much of the weight difference is in the engines? 3.3L for the Ford and 4.3L for the Chevy?

    Reply
    1. Little. The difference is less than 40 pounds.

      Reply
  4. That’s interesting and all, but if you look at third party tests a loaded F150 is in the 5,5xx range and the heaviest loaded Silverado I’ve seen is under 5,700. I don’t see a 500 pound difference there.

    My 2016 crew cab F150 XLT with 5.0 weighs around 5,100.

    Reply
    1. That could very well be, but there are way too many factors at play there.

      By comparison, the numbers herein provide an apples-to-apples baseline from which to measure the entire lineup… unloaded, so to speak.

      Reply
      1. I feel like GM should already be bragging via leak about weight reduction.
        Ram will be heavy, FCA lacks funds, and I fear GM being positioned as the overly-styled mid kid.

        Reply
        1. Don’t underestimate Ram. They seem to always do a lot with limited resources and have some very talented folks over there. Very curious to see their 2019 pickup too.

          Reply
  5. I agree in that 3rd party testing doesn’t show a 500+lb difference, more like a 300-400lb difference.

    Perhaps Ford is weighing their vehicle dry, and GM with all the oils and fluids? That’s a couple hundred pounds.

    GM also doesn’t need to beat them in weight to be competitive, only close the gap. 2-300lb drop is what they need to be competitive. I don’t think anyone would buy truck A over truck B because it weighed 1-200 lbs less.

    Reply
    1. Easiest way to see what real world trucks weigh is the door sticker. Door sticker has be labeled for weight as the vehicle is shipped from factory. GVWR label, minus payload label, gives you factory curb weight.
      My crew cab short bed 5.3 LTZ (LTZ crew weighs more than LT crew cab, electric and leather seats, etc). And it weighs 5700lbs, also confirmed that on a gravel pit scale

      Reply
  6. If we look at the GMA story here about the new compact size Equinox: http://gmauthority.com/blog/2017/03/original-2018-chevrolet-equinox-design-received-poor-marks-from-customers/

    “We had engineers lined up down the hall every Friday to show how they could take a gram out of their part until we pulled out 400 pounds”

    So there’s no doubt that they could…Ford even listed a few ways they shred some weight beyond using aluminum body (even the current Silverado uses an aluminum hood)…
    Ford states:
    Saved 23.1lbs by using aluminum steering knuckles…
    Saved 35lbs by replacing the 9.75″ diff with a lightened yet beefed up 8.8″ diff…
    Saved 26.9lbs by replacing the mechanical e-brake with electronic…
    Saved 31.7lbs from the front seats/frames/controls/etc…

    After the 2018 GMC terrain deployed an e-shifter some have thought every GM will receive this as you imagine the shifter assemble, cable, etc would save at least 20lbs, but it appears the Silverado will retain the mechanical shifter most likely due to customer feedback…

    Ultimately, the best place to remove weight is of the unsprung variety, drivetrain, wheels, rotors and tires…Two piece aluminum hat rotors are not that expensive…Instead of the mythical carbon fiber bed, the driveshaft should be made of carbon fiber…

    But overall, who care about having the lightest truck? GM constantly jabs at the “weak” F150’s aluminum, GM should stick to their guns and proclaim they have a stronger truck…

    Reply
    1. I’m sure that the 2019 Silverado and Sierra will move to the electronic shifting technology introduced by the third-gen LaCrosse, XT5 and second-gen Terrain… but it can be implemented to mimic a “traditional” steering column lever-style shifter or console shifter. The technology is there, the user interface element can be adapted.

      That said, it would be great to have the lightest, most capable AND strongest truck – which is what I believe GM will have done this time around.

      Reply
    2. GM 1500 driveshafts have been aluminum since at least the early 90’s, my ’96 Z71 had one. The cost of a carbon fiber one would out weigh (LOL) the benefits!

      Reply
      1. You’re correct and we can use that logic with the bed; if GM was seriously considering carbon fiber for the bed, efforts would be better off somewhere on the drivetrain…

        Reply
  7. I’m a little confused why every one thinks that the lightest truck can tow the most. If the truck is too light, it can’t handle th le weight. Put a big v8 and extra leafs in a Tacoma and see how it tows 12k lbs trailer. At some point (if not already) these trucks will be dangerous running “rated” loads.

    Reply
    1. Exactly. The term is “the tail wags the dog”

      Reply
  8. There are many places aluminum can still be used without sacrificing strength, frame crossmembers, seat frames and rails, rad cradles, battery trays, etc. Manufacturers such as Kenworth and Freightliner have been doing so for years.

    Reply
  9. Second sentence in the article….what is hawl? If that came out of an auto correct algorithm the device is truly dumb.

    Reply
  10. Another reason there should be an S10 size truck in the lineup, again.

    Reply
  11. Why do you think they’re competing with Ford Ford makes a skinny little truck there’s no Room in it at least Chevrolet a little bit better. But like I said for Years they need to make a working man truck a little bit wider with all the luxuries and creature comforts. Make the truck a little bit wider And it will outsell anybody else’s pick up in the world. And put a fuel efficient diesel in it we don’t need this big power that only the computer holds back and let you have it for 5 seconds. Let’s get it done guys we have the technology a 100 years ago

    Reply
  12. Composite box and borrow technology used in Cadillac’s CT6 and replace doors and hood with new steel alloys that are lighter and stronger.

    Reply
  13. Meeting 500 pounds should not be an issue. GM has many areas to work in since this is not a refresh.

    But here is the deal. You can only get so light before cost and compromise come in. Also you need to compnsider things like towing. If you want decent towing you can not get too light or you start cutting into the towing capacity.

    Ever seen a smal, truck tow too large of a boat with no trailer brake. It is a crash waiting to happen.

    GM will have many new details and on the 18 th we should know all and understand where they are going. There will be some surprises to come.

    Reply
  14. Up here in rural manitoba canada, we dont care about weight, im a gmc fan for life and all my neighbours ever complain about is the ford f150 is too light in winter on icy roads bouncing around all the time, not enough weight in the back . you hit a rough road the darn thing is all over when your going 80km/h, so this argument about weight and stuff is a minor issue! just make a truck thats more off road worthy with better clearance, better a/c in the back seat, and a turbo charged v6 or something!

    Reply
    1. Here in last April’s Manitoba blizzard, the lighter trucks went nowhere, the heavier trucks had a bit of a chance. A lighter truck just means more sandbags in the box in winter.

      Reply
      1. Way too generally of a statement and you don’t mention if you’re referring to 2WD or 4WD and/or what kind of tires are used…It would appear a lot of weight will be removed from cab area so that actually balances out the weight distribution…

        Reply
  15. When actually scaled in the real world, the F-150 has a minimal advantage over GM trucks currently. Best way is GVWR minus payload AS WRITTEN ON THE DOOR JAMB STICKER just like Andrew mentions above. Do the math, and they aren’t that far apart. GM could drop 200-300lbs and be fine.

    Reply
  16. the weight reduction is used to advertise what the legal carry load weight can be. if your truck weights 500 pounds less legally you can haul 500 pounds more. most PU truck owners ignore this number as i have had 4500 pounds of paving stones in my 1/2 ton chevy. the cost of turbo engines and aluminum bodies has to cost ford more to build their trucks

    Reply
  17. do the 5.3 truck engines still used the iron block and if so switching to aluminum block should save 100#

    Reply
    1. it is already an aluminum block

      Reply
      1. i know my 5.3 2013 Silverado is a iron block so they must have updated. my corvettes have been aluminum since 1997

        Reply
        1. My ’13 Silverado has an iron block with aluminum heads.

          Reply
  18. GM would be smart to keep the weight in order to have more control when towing. TFL Truck, an automotive review organization (that clearly favors Ford trucks), even pointed out that when towing ” there was a lot of tail wagging the dog” due to the high towing capacity of the truck and the low weight. (2018 F-150)

    Reply
  19. I would like to see a Six speed V8 Turbo Diesel Silverado 1500 step-side

    Reply

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