The 2024 Chevy Silverado HD ZR2 got high marks in a recent off-road pickup test by MotorTrend that pitted it against the 2023 Ford F-250 Super Duty Tremor pickup and the 2023 Dodge Ram Rebel HD, all three models configured with diesel engines.
According to the MotorTrend article, the test left “one beefy heavy-duty off-road truck standing alone at the top of the mountain” in the form of the Chevy Silverado HD ZR2.
The testers set out to probe the recreational cross-country chops of three trucks. The trail-ready features of the Silverado HD ZR2 used in the trial included the trim’s standard Multimatic DSSV dampers, unique front upper and lower control arms and steering knuckles, steel transfer case skid plate, front aluminum skid plate, rear e-locker, and 18-inch aluminum wheels with 35-inch Goodyear Wrangler Territory MT tires, as well as its off-road drive modes.
For basic trail driving and off-roading, the Silverado HD ZR2 bested the other two trucks with its 32.5 degree approach angle and ground clearance. The Ford Super Duty had the lowest ground clearance and sometimes scraped over obstacles the Silverado and Ram Rebel cleared.
The Multimatic DSSV dampers of the Chevy Silverado HD ZR2 also gave the truck the smoothest ride over rough terrain, though the Ram Rebel’s Bilstein dampers made it a solid second-place competitor. Both significantly outshined the Ford Super Duty, which bounced violently on challenging surfaces and handled broken ground best at low speeds.
The Ford Super Duty outperformed the Chevy Silverado HD ZR2 in an area unlikely to come up often in off-roading, its zero-to-sixty times. Despite massive weight, the Ford’s 1,200 pound-feet of torque gave it a 6.3-second zero to 60 mph time compared to the Silverado’s 6.6 seconds and the Ram Rebel’s 8.1 seconds. The Silverado ZR2 narrowly won braking distance at 139 feet versus the Rebel’s 140 feet and the Ford’s 154 feet.
The final part of the test, towing, highlighted the Ford as the leading light with its 22,000-pound towing capacity, but with violently unpleasant jouncing and vibration on rough pavement. The ZR2 offered one and a half tons less capacity at 18,500 pounds, but provided a smooth towing ride once again thanks to its Multimatic DSSV dampers. The Ram Rebel was almost as smooth but tows only 14,920 pounds, while having half the payload of the Silverado ZR2.
The testers named the Silverado HD ZR2 the winner because they found it “quiet and comfortable yet hugely capable” with the best ride from its Multimatic dampers. They also noted the heavy-duty Bow Tie truck’s “suite of off-road hardware makes it virtually unstoppable.”
The Silverado HD ZR2 used in the test was equipped with the optional 6.6L V8 L5P turbodiesel Duramax engine developing 470 horsepower and 975 pound-feet of torque. Production of the model is currently under way at the GM Flint plant in Michigan.
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Comments
Congratulations!
If GM would offer a 3.73 rear end ratio or even a 4.10 on dually’s it would have beaten the more powerful Furd 0-60. The fact GM only offers the 3.42 as the lowest gear ratio is a joke! Ford and Ram offer much lower gear ratios. Helps with towing tremendously.
Both my nephew and brother in law who are farmers, order Furds because they have the ability to get lower gear ratios.
so they are using them as farm vehicles.. congratulations. out on the road you dont want 4.10 or something stupid high. GM doesnt offer it because they have determined there isn’t a market for it.
the HD has always been a highway puller type of truck. load your classic cars on the trailer and go.
I thought customers are the one’s to determine demands, not bean counters.
well according to the customers just reading this blog… we would have 50 shades of pink and lemon green, 4″ wheel options, 9.45 ratio gears, 15.6L V18 engine option etc etc.
you see where im going with this dont you
Then they are ignorant of what actually goes on in the trucks.
The Dmax puts way more to the ground than the ford with even the 4:10’s because ford’s transmission isn’t up to snuff on all the torque, and doesn’t let the engine surpass 1000fltlbs till 3rd gear. Meanwhile the Dmax allows its full torque in 1st gear, and even supports converter lockup in 1st, which is good for another 10% of power to the ground. For the ford to have that much torque in 1st, they would need a 5-6:1 rear axle to remain competitive.
The 0-60 times is more from the Dmax high turbo lag. That’s a calculated decision from GM. They have a simpler turbo than ford, and not a “hot V” design. It hurts their overall performance, but gives them 1 advantage, less stress and breakdowns. The Dmax is well known for less issues than the PS line. Something way more important for farmers.
LOL, We ran 4:10’s in our Fords on the roads for years without the benefit of OD transmissions. 4:11’s and even 4:56’s were common in 3/4 ton Chevys in the 70’s. In fact my 84 Fiero had a 4:10 final drive ratio with no OD.
And you got 8 miles to the gallon
Then they are ignorant of what actually goes on in the trucks.
The Dmax puts way more to the ground than the ford with even the 4:10’s because ford’s transmission isn’t up to snuff on all the torque, and doesn’t let the engine surpass 1000fltlbs till 3rd gear. Meanwhile the Dmax allows its full torque in 1st gear, and even supports converter lockup in 1st, which is good for another 10% of power to the ground. For the ford to have that much torque in 1st, they would need a 5-6:1 rear axle to remain competitive.
The 0-60 times is more from the Dmax high turbo lag. That’s a calculated decision from GM. They have a simpler turbo than ford, and not a “hot V” design. It hurts their overall performance, but gives them 1 advantage, less stress and breakdowns. The Dmax is well known for less issues than the PS line. Something way more important for farmers.
Reliability should be important for EVERYONE.
Anyone with a modern diesel, knows anything that breaks is $10,000 to fix. I’ll live with it being a fraction second slower if that means it’ll stay out of the shop.
For the 1 out of 50 people who care about 0-60 performance on a HD truck, the 3.73 or 4.10 gears would be great but I’m going to guess, most HD truck buyers really don’t care about 3 tenths of a second difference between the Ford and the Chevy.
The new Silverado 3.0 diesel comes with 3.73’s if you get the max tow package. It works because there are three overdrive gears. 7th is 1:1.
It’s less about final drive and more about how much steel there is back there. That 3.73 I believe is still a 10” semi floating axle vs the 13” full floating in the HD. Despite the 3.42 ratio. FYI, going from 3.42 to 3.73 is less than 10% increase. Going from the th400/4l80 in 1st to the 6speeds is a 50% increase in reduction. From the 6’s to the 10’s is another 30%. You’re not shy on torque.
Being a fleet mechanic for decades i can guaranty the ford super duty will be detuned at the very first recall campaign ! Even if its just a door handle ! I first hand seen this on thousands of trucks ! 6.0 – 6.4 -6.7 ! Its to prolong the true life of the engines ! Only way around it is tune it yourself but make sure its out of warranty !
With 10sp transmissions the diff ratio is not nearly as important as it was years ago. With ultra low bottom gears and multiple overdrives the diff ratios are only a small part of the equation. Also I think a push button front diff locker is priceless. It’s a joke it isn’t an option in all trucks. 90% of the time u get stuck in snow if u had true 4 wheel drive u could get moving again. The spinning tire immediately packs the snow and turns to ice so u have zero traction on that axle.
Its disappointing that GM is able to put a locking front differential in their compact and half ton, but not the 3/4 ton. At that price level they should have made it happen.
Maybe price of the vehicle is irrelevant in this scenario. Maybe since is a HD truck, it undergoes different durability requirements and the locking differentials don’t meet those standards?
It has nothing to do with durability, but rather traction control – read the article…
A front locking diff is irrelevant to 99.9% of the people who buy these and the 1500, they will never put them in a position where a front locker is of any benefit. The system it has should be put in the 1500, a front brake based traction system is all that is needed. You have to be in one heck of hairy situation where it is any benefit. There is a reason front lockers in IFS have been so rarely used over the years. Look at the angles it has to content with when locked, it just asks for breakage. All it does is add to the cost and is a bragging point for suburban dads at the local starbucks for those that don’t own a raptor or trx.
Wish people would start buying these that actually uses them, it has driven up the costs tremendously being bought by suburban box checkers.
Now you are telling people what truck should they buy and what to use it for, hoping that will drive down the cost.
Like Sting was saying in his song named “Russians”, “I don’t subscribe to this point of view”.
front locker is absolutely life saving in low traction environments where you cannot start with a momentum or maintain it.
my offroader has twin lockers and i use the front more often than the rear as it really helps pull the vehicle over obstacles….
the reason they dont offer it is because people will turn it on and ruin things due to how the ackerman steering works.
Wrong! Anytime you need 4 WD in snow or mud , a front locker is priceless.
Disagree. I’ve got a Z71 I use to farm in the mudslides of the Appalachians. I got a G80 locker. It rarely engages. For mudslides and rutted roads, I use the stabilitrack “brake limited slip” and it works wonders. It’s responsive, flawless, smooth and gives more than enough traction. Only time I would want a locker would be a scenario where I would burn the brakes, AKA, when I got a full bed or am in tow. Enter the G80 locker, standard on the Z71 package. All my weight is towards the back anyways, so I wouldn’t need a front locker.
A front locker in snow is dangerous. If your front wheels don’t have slip, they will be more likely to break loose and steer you off the road. Leave it open in the snow.
GM should offer any options in gears as they did in the 60’s and 70’s. If I wanted a low gear, what’s the beef! Better sales.
Most likely cost increase not better sales.
This is my next truck. No doubt.