2027 Chevrolet Silverado First Drive Review + Video

The 2027 Chevrolet Silverado arrives at something of an awkward time — not that much seems to get in the way of truck sales in this part of the world, although astronomical gas prices could bring them back to reality if they don’t subside.

It mostly matters for what’s under this half-ton’s hood, with a pair of new V8 engines that are bigger and more powerful than the ones they replace. There’s also the small matter of how much they cost, with the larger of the two in particular requiring a six-figure outlay — significantly more than before, when the biggest engine in the lineup could be had for what suddenly seems like a reasonable sum.

Indeed, if half-ton trucks weren’t already pushing the boundaries of affordability, the arrival of the redesigned Silverado signals just how far upmarket the segment has moved.

But First, More Power

After about a dozen years of dutiful service, Chevrolet parent company General Motors (GM) is retiring its longstanding duo of 5.3L and 6.2L eight-cylinder engines from service in the Silverado and its mechanical twin, the GMC Sierra. Replacing them are eight-cylinders with more displacement and output — the former a particular rarity in the modern era of motoring.

The largest of the two, a ripsnorting 6.6L, also happens to be the most powerful naturally-aspirated engine in the segment, according to Chevrolet. If its 481 hp and 501 lb-ft of torque are too much for your needs, its sibling 5.7L makes a more than respectable 402 hp to go with 428 lb-ft of torque — nearly as much as the outgoing 6.2L (420 hp, 460 lb-ft).

Meanwhile, the entry-level turbocharged four-cylinder makes 350 hp and 455 lb-ft of torque — versus 310 hp and 430 lb-ft in the previous Silverado — plus the hearty diesel soldiers on unchanged, leaving this (as well as the Sierra) the only half-ton offered with one. That inline six-cylinder remains among the very best engines on the market, with ample low-end torque.

There’s 495 lb-ft of it, all of which comes online at 2,750 rpm, making it the ideal choice if you plan to tow with any frequency. Better still, Chevy’s people peg its cruising range at 1,400 km on a full tank that can now hold 128 litres (up from 91 litres before), plus it has a bigger 28-litre diesel exhaust fluid (DEF) reservoir, which should make long-distance drives more manageable.

But it’s the smaller of the two V8s that figures to be the volume seller, and it’s a promising successor to the 5.3L from before. Output is plentiful, and so is smoothness — not just from the engine itself, but the way it works with the 10-speed automatic transmission that’s now standard across the Silverado lineup. It’s enough to make the 6.6L seem like an unnecessary upgrade. Well, until you hear one roar to life with the authority of a muscle car.

This monster somehow manages to make 402 hp seem pedestrian, plus it sounds incredible as the revs rise (although your neighbours might not appreciate the accompanying cold starts). The 6.2L was admirable in all the same ways, but its successor is an absolute gem. And best of all, both new engines are built in St. Catharines, Ont. (They’re also made at two plants in Michigan.)

The Best Ride Around

Across a range of Silverado trims, this remains the best-riding truck in the segment — quite the engineering accomplishment considering it skips the complex air suspension that’s offered in its rival Ram 1500. Yes, the top High Country trim uses magnetorheological dampers; and the off-road-ready Silverado ZR2 has a slick spool-valve setup. But even the Trail Boss trim that’s probably the stiffest in the lineup is a smooth operator in most situations.

The Silverado proved itself compliant and easy to operate along winding mountain passes east of Tucson, Ariz., with tight switchbacks better suited for a sports car than a full-size pickup. But it handled even the sharpest curves with grace. OK, that’s probably not the way you want a rough and rugged truck to be described, but both the suspension and steering are exceptional.

And then there’s the Silverado ZR2 — a truck that’s endlessly capable, if you’re brave enough to put it through its paces. Don’t forget its asking price: a whopping $98,699 before freight ($2,700), and another $2,495 if you want the 6.6L gas engine. (The 3.0L diesel is standard.) Then there are the all but obligatory rocker guards, as well as extra skid plates underneath.

No, this truck doesn’t come cheap, but then it comes by its abilities honestly, whether snaking through narrow sections of rocks the size of small cars made slick and slippery by an uncharacteristic deluge in the area, or launching it off a dirt jump. The new jounce control capabilities built into the dampers help with the latter, allowing for a surprisingly soft landing on the return to terra firma.

Other new additions this year are massive 35-inch all-terrain tires (versus 33-inch rubber before), as well as a baja drive mode that manages to pull off the proverbial shrinking act when drifting the Silverado ZR2 around loose surfaces. It might lack the outright lunacy of the similarly executed Ram 1500 TRX SRT, but it feels equally unstoppable no matter the conditions.

Crawling along a rocky trail that splits from the Redington Pass — itself a challenging dirt road that cuts between two enormous mountains — with the diesel engine clattering quietly under the hood, there wasn’t an obstacle that needed more than a second attempt to overcome. And on the trip there and back, the spool-valve suspension isolated the cabin from washboard roads that could rattle the fillings from your teeth in a stiffer truck.

Filled With Features

For all its abilities, the Silverado ZR2 is about as well featured as the luxurious High Country trim — a sensible packaging decision considering their similar price tags (more on that shortly). That includes heated and ventilated front seats, which also have massage settings for the first time in this truck’s history, plus a passenger-side display that’s obscured from the driver’s view and can be used to stream content or play games on the go.

All that stuff is available in the Silverado High Country, too, but what stands out the most is the mix of materials that feel significantly more upscale than before. Perhaps the last truck’s biggest undoing was the way many of the surfaces inside looked and felt the same as the ones in the base truck — an issue Ford addressed long ago with the best-selling F-150’s flashiest trims.

But even the entry-level Silverado makes significant strides, with an enormous 16.3-inch touchscreen that’s standard along with a 12.2-inch digital instrument display, both of which are configurable to prioritize certain information. The Google-based infotainment system also offers a number of familiar features including Spotify, Apple Music, wireless Apple CarPlay and Android Auto, and integrated Google Maps.

Chevrolet has also expanded the availability of its Super Cruise hands-free highway driving system, which is now offered with from the mid-grade Z71 trim and up instead of the High Country-exclusive option it was before. Additionally, it now works while towing, although it can’t automatically change lanes with a trailer hooked up to the back the way it can without.

It’s all part of a somewhat simplified lineup, although there are still seven trims to choose from (compared to nine before). Chevy’s people are also saying all the right stuff about added value, and some of it is in the most literal sense. Previously optional packages are now included with certain trims, which helps offset the typical price increases that are commonplace with this volume of change.

But then there used to be five ways to get the Silverado with a 6.2L V8 under its hood — the largest one available. Its replacement is now reserved for the two most expensive trims in the lineup, which means paying at least $98,449 before the obligatory freight charge for the High Country trim, or $101,194 for the ZR2. That compares to as little as $75,519 for the 2026 Silverado RST that’s no longer offered.

Final Thoughts

There’s no denying that today’s trucks are more versatile than ever, and the 2027 Chevrolet Silverado is proof. From Work Truck — the literal name of its entry-level trim — to luxurious land yacht or high-flying off-roader, there’s no shortage of ways you can get this half-ton pickup. But buyer beware, as you’ll need especially deep pockets if you want yours with the most powerful naturally-aspirated engine available in a truck like this.

On the bright side, this redesigned pickup is markedly better in meaningful ways, including a High Country trim that doesn’t feel like a dolled up WT, not to mention the standard and available features offered across the lineup. Improvements abound in the 2027 Silverado, not all of which require such significant sums to access. It’s just too bad that sweet-sounding eight-cylinder engine isn’t among them.