The full 2020 Chevrolet Silverado HD lineup has been unveiled ahead of the 2019 Chicago Auto Show.
Let’s get the important part out of the way first: the engines. The 2020 Silverado HD will be offered with two V8s – a new 6.6-liter gas V8 with 401 hp and 464 lb-ft of torque and the familiar 6.6-liter Duramax diesel V8, which is rated at 445 hp and 910 lb-ft of torque. The gasoline V8 will be paired with a six-speed automatic transmission, while Duramax models will receive the Allison-branded 10-speed automatic.
General Motors says “every component between the transmission and the wheels,” on the 2020 Silverado HD has been upgraded to enable a 52-percent increase in max towing capability to 35,500 pounds for regular cab, two-wheel drive, dual rear-wheel, diesel models. These upgrades include more robust front and rear axles, a standard 11.5-inch ring gear on 2500HD models (12-inches on 3500HD models), 30-percent larger-diameter prop shafts and on diesel models, a large 28-inch diameter fan.
Another work-minded feature is the optional engine-driven Power Take Off (PTO), which is ideal for those customers who power equipment with their trucks on a job site. The engine-driven PTO is enabled via a button inside the cab and also features adjustable settings for load and torque output.
For those customers who do find themselves towing often, the 2020 Silverado HD also offers GM’s Advanced Trailering System, which includes 15 unique rear-facing camera views including bed view and a ‘transparent trailer view.’ There’s also an in-vehicle trailering app which includes things like a trailer light test, trailer diagnostics, trailer tire pressure and temperature monitoring, maintenance reminders an a pre-departure checklist.
The 2020 Chevrolet Silverado HD will be offered in three trim levels: Work Truck, Custom, LT, LTZ and High Country. GM says the lineup will also include 2500HD and 3500HD Regular, Double Cab and Crew Cab models, which will be offered with standard length and long cargo boxes. Two chassis cab frame lengths will be on the table too.
The interior is very similar to the 2019 Chevrolet Silverado 1500’s. GM claims there is around 3 inches of additional rear-leg room in Crew Cab models over the outgoing Silverado HD, while the front driver and passenger seats have a higher seating position. There’s also a new available head-up display, which is a segment exclusive.
GM says the 2020 Chevrolet Silverado HD will go on sale this summer. Pricing is expected to be released closer to the on-sale date.
Comments
Hell Yeah!
I love the OPTION of the new 6.6 gasser.
However I also love the fact that Ford will still offer the old, tried and true 6.2L with a 6spd for those of us who care about reliability.
I love that ford can no longer claim BIC towing, nor torque. Although, we all know that in a few years they will just use some of that “magic towing dust” and “magic power dust” up up everything to BIC while seriously stressing the entire Power train.
Again how does that compare with the competition? Is it the best overall or in just in some areas as usuall? The arrival said it is available in 3 trim level the proceed to name off 5. Will wait for all the info before making judgement. Hopefully the equipped this truck to lead not follow.
I know it isn’t actually, but the red in the top photo almost looks like a satin finish on the front fascia. That would be sweet if they offered a satin red (Georgia Red Dirt Road), blue (Alaskan Blue Ice), silver (Colorado Glacier), and black (Trump Heart Noir.. or Tennessee Smoke) paint options.
Beating ram by 400 pounds and Ford by thousands. Not bad.
Ford hasn’t even announced 2020 numbers yet
The juvenile mine’s bigger than yours game enters 2019.
Superbike manufacturers have had a gentleman’s agreement of limiting top speed to 186 mph since the late 1990s, no comparable thing will happen with the 3/4 and 1 tons. Never a shortage of number oriented dudes lacking in certain areas wanting to commute in agricultural vehicles.
Thats the first time I have seen the HD model base grill. I actually like that better than the chrome!
They did a great job with the new HD trucks.
That’s a great looking truck. All the HD trucks are looking good this year.
Is it just a shadow on the grey HD or does the rear sliding window open vertically?
I love the Cajun Red.
I hate to cut celebration short, but the 2020 Super Duty was unveiled today with monstrous new 7.3 liter gas V-8 and the towing capacity is said to be greater than the current F-450’s.
The 2020 Silverado HD beats the 2020 Super Duty’s max towing capacity by 500 lbs.
I didn’t see that but I’ll take your word for it.
Not having heard much about either, I’ll say that the HDs sound competitive.
The 2020 Superduty payload and towing numbers have not been released, all Ford has said is that they will be more than the current (2019) numbers.
Now that the new Silverado HD’s have been unveiled, the new Suburban, Tahoe and Yukon/Yukon XL are expected to debut very, very soon this month hopefully. Fingers crossed.
Alright so which one of you is buying the regular cab, 2wd, dually with the Duramax?
But that salesman will tell you 35,500 while he’s putting you in that High Country Crew Cab, 4wd, dually with the Duramax.
I’ll admit I wasn’t warm and fuzzy about this Silverado HD when the LT pictures were released, and I definitely bandwagoned saying the GMC was GMs saving grace in the HD wars. But I was soooo wrong!! That picture of the Silverado 3500 HD Custom in DRW is the one I’d be driving home at the end of the day out of all the HD trucks that will be on the market for 2020. That’s tough to say because I still want a GMC Sierra 2500 AT4 HD.
Something not adding up for 2 things;
Ram will probably have a 7.x option soon with IMO 6.4 remaining and Ford just revealed the 7.3 with 6.2 remaining. Is the 6.6 the only gas motor option or the new base engine with a 7.x option soon?.
Also Duramax numbers are they sandbagged for now since Powerstoke numbers haven’t been disclosed yet?.
If GM showed thier cards already, they’re outpowerd by the competition.
How I get down rated?, the 6.6 replaced the 6.0 not the old bb Chevy. I’d for one be happy a new 7-8.x v8 dominate Ford..
This is beyond juvenile. These towing capacities are a safety issue with the types of trailers this class of trucks can pull. I work for a trailer manufacturer and frequent this site for advanced info on products that may effect us. When you get in the range of 30k+ gcvwr, you and the public are better served by class 6/7/8 vehicles with tow vehicle and trailer having air brakes. The justification is that these pickup trucks only have to meet federal braking standards as measured on the tow vehicle only. Trailer size or type is not required or part of the federal standard. There is an SAE guideline for brake with trailer for trucks below 14k gvwr, but the performance levels are a joke since it was set by a committee comprised of people from manufacturers. Trucks and tractor units with air brakes have to meet different federal standards for braking, stopping and failure modes, and trailers are included, total gcwr values are included, and the federal standards are specific. Our tests conclude on a dry standard surface a combined weight air brake tractor trailer of 60k gcw must by law stop shorter than a 2500 pickup pulling a 18k loaded two axle electric brake trailer can, and that’s with the electric brakes working, without brakes the pickup takes an exceptionally long distance to stop from highway speed.
We like to think that we are a responsible company so we don’t make trailers above 26k gvwr with electric brakes, only air brakes. This may lose some customers but we have decided that the liability is more favorable when you have applicable federal standards and meet them, and right now we have enough business for large trailers to go on class 7 and 8 trucks/tractors. Think about this when you see some gray hair without a CDL pulling a massive 5th wheel camper south on I85 to forida, are his electric trailer brakes working and adjusted right, is he going to be able to stop in time if I am in front coming up to a traffic jam. We have talked with some pickup OEs and NHTSA about braking and performance standards, and what our needs are, but they are not listening. Maybe some day we will go totally public with this but right now we have too many other things going on.
Amen brother. I had hoped GM wouldn’t rise to the bait.
Not saying you’re wrong, but when the trucks are rated better, they should perform better and more safely with more normal loads that people pull every day.
Agreed.
Yes and no. We design trailers to a rated value, not what we think the customer will use it at, Truck manufacturers are supposed to do the same. I like GM trucks, their powertrain performance, integration, and reliability is second to nobody in the light truck market, Ride is usually good, and the rest OK. My personal truck is a GM.
More description on some issues with the increasingly higher ratings on 250/350 series and the trailers they are rated to pull.
Again on brakes, there is only so much stopping capability available out of a given wheel size, tire type, and tow vehicle weight. 2500 base wheel is 17″, 3500 single rear wheel is 18″, 3500 dually is 17″. Ford SD is the same wheel size range as GM. I have seen GM and Ford 2020 models in person now, so this how I know. When one goes to a 450, 550, 650 (class 4/5/6) series the wheel size jumps up to 19.5″ This is done for brake sizing. In theory the tires on a 450 or 550 could be F or H load range on 17″ wheel compared to a 350’s E load range and meet trucks’ load capability, but truck would never make Federal braking standards 750/850 series class 7 and 8 vehicles at 33000 GVWR and higher start with 22.5″ wheel minimum to package brakes which are going to be air. So if one wants to pull total loads like the big class 6/7/8 trucks then it would be logical that you have brakes like them too. Keep in mind that brake failure mode with air brakes is brakes apply, failure with electric or hydraulic brakes and the trailer brake controller system is no brakes.
-Speed limits and trailer tires. Most trailers on 1 ton and lighter tow vehicles have ST type trailer tires. A widely overlooked fact is that ST type tires are only speed rated to 65mph, which is far below the fuel cutoff of the tow vehicle. Overspeed is a reason why trailer tires fail. Memorial day weekend is referred to in the industry as amateur weekend and has the highest volume of trailer tire sales because it is the most popular recreational towing weekend of the year. Numeric tires on 19.5″ and larger size wheels have higher speed ratings than ST trailer tires, and usually the same as the tow vehicle if it is a class 4/5/6/7/8 (75-78mph). We have asked that pickup truck manufactures add a control feature which recognizes when a trailer is plugged into their OE connectors as a signal to powertrain controller to limit speed to no more than 70mph. The response examples were that customers would bypass the OE connectors and add there own connectors and that would mess with truck’s electrical performance, and also there is a programmable speed limit, valet mode, which can be set in the driver’s information display (like everyone is going to do that right).
Not to say the pickup OE’s are not adding safety features though, Camera systems integrated into the information center or rear view mirrors are great if you can afford them, Trailer sway control through sensing and automated brake apply is good as long as the truck has an OE installed brake controller. Trailer tire pressure monitoring is a bonus if you want to install tire sensors on all your trailers. These features can benefit all trailers, but don’t necessarily mean trailer size can increase.
My final comments on the increasing ratings game. One of our Class 6/7/8 truck manufacture friends educated us on the following several years ago, and why the pickup tow ratings have to increase. in the 2500 series truck and heavier weight range of vehicle, the EPA does not apply CAFE standards, they use Green House Gas (GHG) emission standards. GHG is measured in grams of carbon dioxide emitted per mile, and is a weighted average for a manufacturer’s annual sales. The EPA establishes a limit for the weighted average, and the limit is based on something called a weight factor. The more weight a truck can haul and tow, the higher the work factor is, which allows a higher GHG limit for the manufacturer. 60% of all 250/350 sales are personal use pickups, occasionally tow and and haul, but have high feature content and big profits for the manufacture, People buy them not because they need them, but because of the personal satisfaction factor. Horsepower and torque are sales features that help sell new personal use pickups. More horsepower and torque emits more GHG. The manufacture can control the added GHG CO2 with more emission controls, but that sucks power back down and adds cost, so the solution for the pickup manufacturer is to increase the work factor with higher payload and tow ratings by exploiting the lack of federal standard such as braking which could prevent it. So for pickup makers is this:
illegal – no
unethical – maybe
greed – for sure
What upsets our Class 6/7/8 big truck manufacturer friend is that their GHG CO2 work factor allowance is basically capped due to road weight limits imposed by states, and heavy use road vehicle taxes, so they have to meet their GHG standards by focusing on engineering and installing elaborate emission control systems and improving fuel economy while meeting more rigorous braking standards. Pickup makers keep their high profit vehicle sales and high GHG CO2 emission simply by a stroke of the pen, by hiding behind a lack of federal standards, a lax SAE guideline, and requesting trailers meet a lame Canadian government standard. We use to think Ford and Ram were not the most honest about tow ratings because the GMs (Duramax) would outperform the Ford and Ram diesels when all three were loaded to the lower GM tow values. We will need to seem some objective unbiased testing values on the new trucks to see if GM has joined the other three.
Now this is what Chevy Silverado needs.. an optional 6.6-liter Duramax diesel V8, which is rated at 445 hp and 910 lb-ft of torque.
If I am not mistaken they already have that Engine option.
That front end bites
This just in. Ford’s new Super Duty has a 7.3L gas engine. Dunno what the specs are but. Figured i’d put it out there
I like what chevy did here with the front end, they took the styling of the very early 60’s trucks and made it modern. It’s a little awkward at first but once you realize what they did it’s not that bad. I also like the fact that Chevy (like Ford) brought out a modern big block V8. Now if Ford Brings back the F250 High Boy to compete with the Power wagon, Chevy should get on the ball and bring out a Scottsdale. I would love to see the “original and rightful rulers, The Titans” all “vie for supremacy” again like they did before (that was a Godzilla reference in case anyone didn’t catch that!) But seriously, it’s obvious that “the mass extinction we’ve feared has already begun, and we are the cause of it! And like any living organism, the American Auto industry needs to release a fever to cure this infection!” (sorry another Godzilla reference) My point is, although things are more modern, the American auto industry needs to restore balance and bring back real power to the streets! A new Ford Mustang (GT, Mach 1 & Cobra), a Falcon V8 performance sedan, a Maverick V8 performance crossover, an Explorer GT 5.0L, an F150 Lighting, a F150 Harley Davidson, an F250HD High Boy, the new Gen-7 Camaro (RS, SS, Z/28), a new V8 performance Sedan (Chevelle SS), a Trailblazer SS, a Silverado SS, a Silverado HD Scottsdale, a Dakota R/T, drop the Challenger and make a Charger coupe & Sedan, an updated Durango SRT V8 SUV, a Ram SST, Ram Daytona, Ram Rumble Bee, Ram Power Wagon and Ram Rebel. We need vehicles like a REAL FORD BRONCO, a REAL CHEVY K5 BLAZER! and a RAMCHARGER. Diesel 2500-series trucks should have been at 1000lb-ft of torque 5 years ago! Of course there will be hybrids and electric cars on the roads. that’s fine, but there should be a balance because people who still want the vehicles i mentioned above still exsist!! We still want Impala SS sedans, and other things like that! We want a reincarnation of things like the 1999 Tahoe Limited. (an actually cool Tahoe!!) As much as I loved Chevrolet’s pushrod small block, it’s time that Chevy went ahead to a DOHC V8, made a 5.7L V8/10-speed hybrid auto setup and redesigned the 7th Gen Camaro to pick up where the 2002 Camaro left off. Something sleek and sexy but still Camaro! Even if they do like the mustang and bring out a hyrbid AWD setup that’s fine but it needs to do something newer! Honestly there is no need for any V8 to be bigger than 5.7L if done properly with a DOHC setup. Honestly, Ford could bring back the 5.4L, Chevy could go with a 5.7L and Dodge could go with a 5.6L DOHC V8 and everything would be pretty decent. I’m sure a twin turbo or supercharger on any of these mid-sized DOHC V8 engines could easily yield the ratings of the current ZL1, the new GT500 or even the Hellcat and all of them would be way more efficient. Ford and GM already share drivetrains with the 10-speed auto and probably the upcoming 7-speed DCT and i’m sure the hybrid-10 speed will make it’s way over to the GM camp. Dodge would need to step it up and deliver a new 10-speed transmission on the updated chassis and honestly dropping the Challenger for a Charger Coupe/Sedan duo like what Mercedes does with most of it’s cars would be an amazing idea seeing that the Charger is a better design anyway (or make the Charger a coupe with an evolution of the current styling and bring out the Coronet as the performance sedan option). Sorry, I’m rambling on about all three American car manufacturers but these are just my thoughts on how the whole industry could be better and everyone would be happy!
You know the 6.6 is a small block right? Regular production big blocks have been gone since the 8.1 in 2010.
The problem with those towing numbers that it’s only for a Single cab 4×2 dually. That configuration would be lucky to account for 5 percent of dually sales. If you compare crew cabs, the Ram will out-tow the Silverado by about 3000 lbs.
Still, GM needed to have a towing capacity higher than 30,000 lbs because the last generation duallies were losing sales to Ram and Ford. Now they can compete, especially for those in the Hotshot business.
Just for the record in Ontario, Canada a regular “G” license permits the holder to operate a total weight of 24,250 lbs {11.000kg} -and- the trailer alone weighing no more than 10,141 lbs{4,600kg). Anything above these weights require a commercial driver’s license.
Tks Homer you convinced me to keep My 2004 Freightliner M2 106 Custom made. Power is nice but going down the road with this truck if there is a trailer brake failure I have the confidence my brakes on my truck can give me a safer outlook. I had trailer break failure on my Dodge 3500 it fried my truck breaks within 10 miles. Safety is your first and only concern. Still love all these new trucks though still makes me itch. Camper is 25000# listen to what Homer is saying yeah you can move and brag about how you move it but in an emergency let’s hope you can stop it. Love your explanation.
Tks Homer I almost stepped into power and not brakes. After a trailer brake failure convinced me to buy current my RV tow vehicle because of my GVWR of 20# plus weight of my camper. A properly outfitted 3500 series dually Electric over hydraulic brakes camper I had brake failure I managed to get it off the road after it fried the truck brakes. So power is a great bragging point and looks to die for but brakes are your best friend.