2007 Chevrolet Silverado 3500
    MSRP
    $27,160
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    2007 Chevrolet Silverado 3500 Expert Review:New Car Test Drive

    All-new, the most car-like of the heavy-duty pickups.

    Introduction

    The new, 2007 Chevy Silverado HD completes the phase-in of Chevrolet's redesigned full-size truck line, with new frame, engines, transmissions, interiors, and sheetmetal that requires no badge to tell it apart from a GMC. 

    Silverado HD pickups are about real work and serious play. The 2500-series is often used like a second car and charged with pulling the boat or trailer on weekends, while the 3500 usually sees hauling and pulling duty on a routine basis and tows the fifth-wheel RVs and six-horse trailers. With a trailer of 5,000 pounds or less, or infrequent carriage of building materials, you'd be better served with a Silverado 1500. 

    But for those who need it, the Silverado HD models are the only heavy-duty pickups with independent front suspensions on four-wheel-drive units, for better ride and steering than the competition. And in the power department, the 6-liter gas V8 is the strongest standard engine, and the 6.6-liter is the most powerful turbodiesel. The standard six-speed automatic one-ups the others' and only GM includes OnStar. It is well finished, inside and out. 

    The Silverado HD offers a choice of interiors, with different dashboards rather than merely varied finishes. You can have it sweep-out simple, or served up with heated leather, navigation, and an expensive-looking opaque shade for the moonroof. Regular cabs are roomy enough for three crew-mates, extended cabs are ideal for younger families and have a thoughtful new rear door design, and the crew cab is suitable for four or five big athletes or pony-sized dogs. 

    Whether referring to interior appearance or driving feel, the Silverado HD is the most car-like of big pickups, yet it carries and tows as well as other 250/2500 or 350/3500-series trucks. With close to 100 derivatives in cab/box/trim/drive choices and option sheets to fill a page, determining the right one requires due diligence and patience. There should be an example to fit your tastes and requirements. 

    Lineup

    Silverado HD pickups are offered in 2WD and 4WD versions. Three cab styles are available, regular, extended, crew, along with two box sizes. They come in 2500 (3/4-ton) and 3500 (1-ton) versions; the 3500-series is available in single-rear-wheel and dual-rear-wheel versions (though duallys won't arrive before May 2007). Cab and chassis models, suitable for fitting a custom work or tow body on, are available. 

    Trim levels vary from vinyl-floored Work Truck models through LT to plush LTZ, the latter using a unique interior design. 

    The basic WT comes with six-speaker AM/FM stereo, ABS, air conditioning, tire pressure monitors, 40/20/40 vinyl front bench with armrest, and six-speed automatic with tow/haul mode and dual overdrives. 

    LT versions are split in LT1 and LT2 by package. To a WT the LT adds auto-dimming mirror and compass, cruise control, driver lumbar, locking seat cushion storage, leather-wrapped steering wheel, electronic shift 4WD, and chrome wheel trim. At about $1800 the LT2 upgrade adds cloth upholstery, power-adjustable front seats, fog lamps, and audio controls on the steering wheel. 

    Top trim LTZ includes an upscale dashboard design, Bose audio system with subwoofer, locking differential, remote start, leather upholstery with 12-way power and heated seats in front, two-person driver memory, trailer package, 17-inch aluminum wheels, and heated windshield washer fluid system. 

    The standard engine is a new iron-block 6-liter V-8 with variable valve timing and 353 hp; on models with GVWR greater than 10,000 pounds the engine is derated to 312 hp. The Duramax diesel option, bumped slightly in power to 365 horses and 660 lb-ft of torque, remains optional, and emissions upgrades and sophistication have driven the charge past $8,000 ($7195 for the engine and $1200 for the required transmission). The 8.1-liter big-block and all manual gearboxes have been dropped. 

    Variety characterizes the Silverado option palette, with working gear such as integrated trailer brake controller, dual alternators on diesels, remote start, and snow plow prep package to luxury features like satellite radio, heated seats and a moonroof. Many options are interrelated so check everything carefully. 

    Safety equipment includes frontal airbags, front seat belt pretensioners (a first for HD pickups), ABS, and OnStar. 

    Walkaround

    For this new generation the Chevy Silverado and GMC Sierra do not share near-identical appearance. Lamps and trim vary but so do fenders, boxes and the hood; mechanical bits are shared. Dual-rear-wheel pickups now have a hydroformed sheetmetal pickup box with integral overfenders and better paint finishing. 

    With the big chrome crossbar and bow-tie logo it's immediately known as a Chevrolet and maintains visual relationships to the 1500 Silverado. The hood could have been drawn by a snowmobile designer, with upswept shelves at the sides ending in plastic trim louvers (that serve a vent function on diesels) and Vortec (gas) or Duramax (diesel) badging. Label the new look evolutionary refinement rather than a design revolution. 

    Useful new features include an optional tailgate lock and lift assist, dual-element towing mirrors, a cargo management system with multiple adjustable tie-down points (500 pounds per) and a wealth of dealer-supplied toolboxes, and a 2.5-inch receiver hitch capable of towing 13,000 pounds on the top-rated models. 

    The Silverado HD matches up against other heavy-duty pickups in most dimensions as they all carry the proverbial 4x8 sheet of plywood flat in long-box models. However, the Silverado tends to have a lower roofline, especially on 4WD models, worth noting if you visit commercial garages or have a low door at home. 

    Interior

    Regardless of cab size the Silverado HD offers two distinct styles inside: 'pure pickup' which is what you historically expect in a truck, and a 'luxury-inspired' version that essentially duplicates a Tahoe or Suburban. Either level is a marked improvement over the previous generation, as even the faux wood trim is well-done and the cabin is squeak and rattle-free. 

    For recreational towing the luxury version may be the choice, but the pickup level gives up nothing in build quality, function (it has a second glovebox, the luxury does not) nor appearance; we did note interior color has an effect on how inviting any version is. Seats are easily adjusted and supportive, with a split bench in back and bench with locking storage below or buckets in front. Adjustable pedals and tilt wheel are both available, though the steering wheel is offset slightly from the seat center and may fatigue your back or upper arms on long drives. Those truckers who add myriad lights and accessories will note a lack of dedicated switch blanks while others will appreciate the cohesive design. 

    The mid-size Extended Cab back seat is suited for smaller adults and kids, and for better access the side doors now swing 170 degrees for easier loading in tight locales. And the windows in those small doors now roll down (completely) for more comfort and venting options. The moonroof cover is a solid material on most trim levels, while the luxury version has a semi-transparent shade that might require a baseball cap in bright conditions. 

    All controls are plainly laid out, the only possible nitpick being the number of similarly shaped and sized black buttons, some of which large-fingered individuals might find hard to push without hitting the adjacent one as well. Instrumentation is complete and responsive. Dual-zone climate control supporting a side-to-side delta of 30 degrees (Fahrenheit) is offered on many models (diesels get a fast warm-up function), and the navigation system is available only on LTZ models; turn-by-turn navigation instruction is included with the standard OnStar, but once past the introductory time frame OnStar has a monthly service charge. 

    Of the heavy-duty pickups, the Silverado is the most car-like inside and will consequently find favor with many buyers. Visibility is good because you're nearly six feet off the ground, though the larger hood and lower dash present an imposing view forward. The higher box sides haven't compromised rear visibility, and the new towing mirrors are a big improvement. 

    Driving Impression

    The Silverado HD makes marked gains in ride quality similar to those enjoyed by the new 1500 versions. Again, it is the most car-like of big pickup trucks. 

    An HD Silverado drives heavy, as in a solid feel and deliberate control inputs. It is confident empty or with a maximum load on board, and the added frame stiffness and body build quality mean there is much less sensation of a separate cab and box. They are, of course, still separate pieces, but you don't feel like you're being tossed between two camel humps. Pogo-sticking or bobbing is dependent on road surface and wheelbase and ultimately hard to avoid everywhere, but such motions are now well-controlled and unlikely to redistribute improperly secured cargo. 

    Yet the HD is still a truck, designed to carry anywhere from a ton up, so the predominant cornering attitude is understeer, or push. Drive too fast into a corner and it will tend to keep going straight ahead as it scrubs off speed, a condition far preferable in a loaded pickup than oversteer which would have you looking for the rear fender in a side window. The steering is heavily weighted, as is the throttle, perhaps to remind you there is much weight under your control, and the amount of precision is directly related to which type of tire you have: street or all-terrain. 

    The Silverado has slightly crisper steering response than the competition for three reasons: One, it tends to ride closer to the ground for a lower center of gravity. Two, it tends to be a bit lighter up front, especially comparing a gas Silverado to a V10 gas Ford. And third, the Silverado uses torsion-bar independent front suspension on two- and four-wheel drive models, where the Ram and Super Duty use a heavier, live axle on 4WD models. The areas where some of the competition deliver a better ride are those with small bumps and irregularities where their larger tires soak up more, and in empty dually configurations; the Silverado does not kick more in the back, but it is noticed more because the front is more relaxed. 

    Brakes are all vented disc with ABS and plenty stout to handle the load or aggressive driving. New for this model is an optional integrated trailer brake controller to slow your trailer much more comfortably and controlled than an aftermarket controller can. Like Ford's system, however, it's not compatible with the electric-hydraulic disc brakes becoming more common on high-end RVs. 

    A new 2.5-inch receiver hitch allows conventional trailer ratings to 13,000 pounds, eclipsing many competitive offerings; the maximum for fifth-wheels 16,700 pounds. The strongest Silverado HD will haul 23,500 pounds of truck, cargo, and trailer. 

    The new 6.0-liter V8 gas engine is a redesign of last year's same-sized product, now with variable valve timing to widen the power curve. It generates 353 hp in lighter models and 312 hp in heavier models, with 373 lb-ft of torque at 4,400 rpm in either case. That's about the same horsepower as last year's big-block 8.1-liter V8 but down 80 lb-ft on torque, so a new six-speed automatic is used to make up for the deficit. 

    And it makes up fairly well, smoothly and quietly propelling the truck on daily chores. It will tow, but grades will have it working above 3500 rpm and since it's providing essentially the same propulsion as an 8.1-liter with four-speed automatic, it will use some gas doing it. The Tow/Haul mode works exactly as it should, as does the tap shift manual control, and were we making a habit of driving around with more than 12,000 pounds in truck, cargo, or trailer, we'd spend the big bucks on the diesel. 

    The Duramax turbodiesel and Allison six-speed automatic brings only a small bump in horsepower but nearly doubles torque to 660 lb-ft at just 1600 rpm, and truckers and engineers alike will tell you horsepower is irrelevant for getting a load moving. Additionally, the turbocharged diesel will lose only a fraction of the horsepower the V8 lo. 

    Summary

    The Silverado HD is an ideal choice for those who want big pickup workability with less of the cumbersome feeling occasionally associated with large trucks. It can be dressed down for work or dressed up for those who spend a lot of time in it. For the first time, the diesel is at least as environmentally friendly as the gasoline engine. It is ready, willing and able to work. 

    G.R. Whale filed this report to NewCarTestDrive.com from La Jolla, California. 

    Model Lineup

    Chevrolet Silverado HD Regular Cab 2500 ($23,675-$30,318), Extended Cab 2500 ($26,575-$37,890), Crew Cab 2500 ($28,145-$39,880), Regular Cab 3500 ($23,895-$31,625, Extended Cab 3500 ($27,885-$38,245), Crew Cab 3500 ($29,075-$40,110). 

    Assembled In

    Pontiac, Michigan; Flint, Michigan. 

    Options As Tested

    2LT package ($1780); Z71 suspension ($600); EZ tailgate ($95); cargo management system ($175); trailer wiring harness ($35); LT265 all-terrain tires ($200). 

    Model Tested

    Chevrolet Silverado 2500HD LT Extended Cab 4x4 6.0 auto ($33,100). 

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    Read 2007 Chevrolet Silverado 3500 LT1 4x2 HD Regular Cab 133 in. WB SRW reviews from auto industry experts to gain insight on the Chevrolet Silverado 3500's drivability, comfort, power and performance.
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