Growing up, I spent time shifting gears in my father’s Chevrolet S-10 pickup from the passenger seat, but I never saw myself as Chevy’s ideal customer. I prefer hatchbacks to trucks. However, after spending a day driving the Silverado EV around Detroit, I started to see its appeal.
The Silverado EV offers a driving experience similar to a car, yet it boasts a huge bed and a spacious front trunk. The back seat is roomy enough for even long-legged passengers, and the cabin remains quiet. It has the capability to power a home during a hurricane and can handle hauling, towing, and freeway driving without manual steering. Additionally, it can travel over 400 miles on a single charge. This combination seems ideal for American pickup enthusiasts.
Despite these features, the Silverado EV isn’t selling as expected. GM managed to sell around 14,000 units last year in the U.S. and Canada, whereas the traditional fuel-powered Silverado sells ten times that in just a quarter. After driving it, I’m puzzled. GM might have created the perfect American EV, but sales aren’t reflecting that.
Perhaps it’s the design? The Silverado EV bears a resemblance to the Chevy Avalanche, which may be a positive or negative, depending on your feelings about the original. Like the Avalanche, the Silverado EV features four doors, a short bed extendable into the cabin, and a “sail” between the cabin and bed to reduce drag. I think the EV looks decent, but I’m not exactly a truck enthusiast.
Climbing into the Silverado EV requires a significant step up, but inside, it’s roomy and pleasant. Pressing the brake brings the vehicle to life, with crisp screens at eye level. The seating is comfortable, and like many electric vehicles, it accelerates quickly. Measuring nearly 20 feet in length, it’s far from small, yet rear-wheel steering enables it to navigate parking lots as easily as a compact car—except when trying to fit into narrow spaces.
The Google-powered infotainment system is sharp, responsive, and nearly as fast as a smartphone, with effective voice commands. Conveniently, there are physical controls for volume and temperature, along with some HVAC buttons below the vents. It’s reassuring to see Chevy still values tangible controls.
The navigation system, powered by Google, functions efficiently. When I entered my destination, it presented multiple route options similar to Google Maps, with an added feature: an estimate of how long Super Cruise, GM’s hands-free driving system, could be used. If you prefer not to drive much, you can choose a route that maximizes Super Cruise time. This rationale might be a compelling reason why GM removed CarPlay from its EVs, though I’m not fully convinced.
On the topic of Super Cruise, this hands-free, Level 2 advanced driving system lives up to its reputation. In March, I briefly tested it with the Bolt and was impressed. While driving the Silverado EV through Detroit’s peak traffic, Super Cruise proved almost essential, offering a largely stress-free experience.
However, it’s not without flaws. Maintaining lane position can be challenging, and like my experience with the Bolt, Super Cruise can be thrown off by cars abruptly merging from the right.
There was a particularly tense moment when the Silverado EV nearly collided with a trailer covered in paint splatters. It’s possible the taillights confused the system, though the radar should have detected it.
Overall, Super Cruise contributes to a smooth ride, aided by the 205 kilowatt-hour battery pack. Kudos to the engineers for the excellent ride and handling—it’s a smooth truck indeed.
The efficiency is notable. I recorded around 2.1 miles per kilowatt-hour, which is 10% to 20% less than my smaller Audi e-tron, which has a smaller frontal area.
So, why the lackluster sales?
Some attribute it to the Silverado EV’s high price, but I’m skeptical. Full-size truck buyers typically spend an average of $66,000, just $5,000 less than a Silverado EV LT Extended Range, which offers 410 miles per charge. (The LT Max Range I drove offers an additional 68 miles but costs $20,000 more.)
Others point to its limited towing range, reduced by 60%, as a drawback. Yet, this might not be a major issue since about 75% of full-size truck owners tow only once a year. There should be 400,000 potential Silverado buyers ready to transition to electric. Yet, sales figures remain underwhelming.
It seems GM and other automakers may have misread the truck market, which often resists change. Buyers are concerned about range, charging, and other factors I might not know. This has slowed EV adoption, especially for trucks.
It’s unfortunate because most concerns fade with EV ownership experience. The Silverado EV is a promising start for electric trucks. With additional engineering, GM could possibly reduce its weight, enhancing payload and towing capacity and allowing for a smaller, cheaper battery.
GM might address cost issues soon. The company has hinted at introducing a new lithium-manganese-rich (LMR) battery chemistry that could cut costs by about $6,000 while maintaining range, expected later this decade. If savings reach consumers, it could make the EV as affordable as its fossil fuel counterpart.
If these changes occur and reduce prices, I might consider the Silverado EV myself. However, it’s too large for my 1950s two-car garage. I’d need a bigger home to accommodate the truck. What could be more American than that?
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