What's the difference?
The combined sales of GMSV’s 1500 and 2500 HD Silverado offerings currently represent more than 36 per cent of the Over $100K pick-up segment, in which extensive local remanufacturing of US-sourced vehicles to RHD ensures six-figure price tags.
Clearly, these large Chevrolets, which are primarily designed for carrying and towing heavy things, have established a strong foothold in Australia.
We recently trialled the latest MY24 version of the biggest Silverado from a tradie’s perspective, to see if this giant could be a superior alternative to local one-tonne ute offerings in the dual roles of weekday worker and weekend leisure machine.
Yep, it’s like deja vu all over again! Yet another fresh name in the Aussie new-car market, but this time in the form of a sub-brand from a carmaker that itself feels like it’s only been around for five minutes (but has in fact been in market here for a decade or more).
We’re testing the MG IM5 Performance, the IM badge standing alone in other markets. There, as here, signifying a new level of equipment, performance and quality.
And we’ve been steering this top-spec, dual-motor AWD version of the pure-electric, five-door liftback IM5, priced and specified to challenge a rapidly expanding group of high-performance mid-size EV sedans now occupying local showrooms.
So, read on to see if this premium electric performer has what it takes to tempt you into a new option from the latest challenger brand to jump into the ever-intensifying, no-holds barred contest for your new-car dollars.
This is a serious truck with load-carrying and towing capabilities far beyond Australia’s ubiquitous Ranger/HiLux-sized one-tonne utes. However, those vehicles thrive in urban use due to their relatively compact dimensions so, in that context, this pick-up is simply too large to be a practical alternative. However, if you have more specialised work and recreational requirements, like GCMs as high as 12 tonnes with spacious comfort for a crew of five, this big American would be tough to top.
The MG IM5 Performance is fast, comfortable, quiet and super refined. Putting some minor spec and active safety niggles to one side, it offers the features, tech and price to match it with its well-credentialled and already popular mid-size EV sedan competitors. Is there room for one more? We think there should be.
MY24 brings a freshened front-end appearance with new fascia, headlights, body-coloured bumpers and grille garnish, black body highlights and more.
With a traditional ladder-frame truck chassis and sprawling 4036mm wheelbase, this behemoth measures almost 6.4 metres in length (6387mm) and more than 2.2 metres in width (2263mm).
It also stands more than 2.0 metres tall (2039mm) and has a vast 16.1-metre turning circle. So, multi-storey car parks, drive-thru takeaways etc are best avoided. And domestic driveways (if wide and long enough to accommodate it) may suffer under its weight over time.
It rides on 20-inch high-gloss black alloys with LT275/65 R20 Goodyear Wrangler all-terrain tyres and carries a full-size spare.
New Z71 off-road suspension includes skid plates and Rancho twin-tube dampers, offering 251mm of ground clearance and 28.5 degrees approach/19 degrees ramp breakover/23.6 degrees departure angles.
However, its 4x4 capabilities would be better suited to accessing rugged worksites, pulling a large caravan out of a boggy campground or towing a large boat trailer up a slimy boat ramp, than hardcore bush-bashing on narrow tracks.
The Silverado’s extensive remanufacturing to RHD, performed on a dedicated production line in Melbourne, exudes OEM standards of fit and finish. The dashboard module is particularly impressive, in providing a mirror image of the LHD original in appearance and function.
The leather-appointed cabin is a highlight, offering palatial space and comfort for all. It features a tasteful blend of contrasting materials and surface treatments, including silver-grey woodgrain inserts on the doors, dash and centre console plus exposed stitching along seams and subtle splashes of chrome.
The entry pathway to the rear seat is expansive, thanks to wide-opening doors and a flat floor with no transmission hump to straddle. There’s executive-lounge rear head and legroom, even for tall people, combined with enough shoulder room to ensure a crew of five can travel in comfort.
Playing spot the straight line on the outside of the MG IM5 is like an automotive design version of Where’s Wally? There aren’t many, in the midst of an unrelentingly curvaceous exterior treatment.
At close to five metres long and two metres wide the IM5 is appreciably longer (+211mm), a little wider (+27mm) and a bit taller (+33mm) than a Tesla Model 3. Think BMW 5 Series in terms of overall size.
And the soft-form shape is functional; the swoopy liftback boasting an ultra-slick 0.24 drag coefficient.
That said, I’m not convinced by the ‘Periscopic’ cameras informing the driver assistance systems from the front guards. They scream tacked-on afterthought. But a touch-only initial opening function for the flush door handles is cool and makes life easier.
The curves continue inside with soft-padded surfaces around the dash and doors, but the straight edge obviously came out for the 10.5-inch central media screen and vast 26.3-inch upper display. There are next to no buttons; even exterior mirror adjustment is directed from the screen to a multi-function steering wheel control.
System software (powered by a Qualcomm ‘Snapdragon’ chip) is lightning fast with a two-finger up and down swipe shortcut function on the central screen for ventilation and other functions.
The interior is light and bright thanks to the enormous panoramic sunroof. It’s been fine in cooler winter conditions during this test but it could be interesting to revisit in the heat of an Aussie summer
There are two interior colour schemes available - the ‘Highland Grey’ of our test car or ‘Dover Beige’ for those brave enough to live life with the threat of scuff marks on your shiny new car’s glamorous but vulnerably light interior.
With its towering 3762kg kerb weight, the 2500 HD offers a choice of ADR load ratings (NB1 or NB2) which must be specified by the customer at the time of ordering (at no extra cost) to ensure the correct certification for vehicle registration.
The NB1 category allows up to 4500kg GVM/733kg payload, which can be driven by car licence holders. NB2 allows up to 5148kg GVM/1386kg of payload, but requires a truck licence. Our test vehicle is certified for the lower NB1 rating.
The 2500 HD is rated to tow up to 3500kg of braked trailer with a 50mm ball and up to 4500kg with a 70mm ball. These trailer weights are well within its capabilities, given that its GCM rating (how much it can legally carry and tow at the same time) is an eye-popping 12474kg.
Yep, that’s more than 12 tonnes, which allows for trailers weighing more than 4500kg using heavy-duty connections like pintle hooks, goosenecks/fifth-wheel turntables installed and certified by specialist aftermarket suppliers.
The enormous load tub offers almost 2.0 cubic metres of cargo volume and has large external steps front and rear for easier access. The load floor is 2089mm long, 1814mm wide and 533mm deep, with 1317mm between the rear wheel-housings allowing Aussie or Euro pallets to be carried.
It’s protected by a tough spray-on liner, plus there are 12 load-anchorage points, LED lighting, power tailgate and a camera to keep an eye on loads when driving. Our test vehicle was also fitted with adjustable and removable load-dividers, which are part of the GMSV accessories range.
Cabin storage for driver and front passenger includes two bottle/cupholders and a large bin in each door plus a single glove box. The centre console has a large open tray up front, two bottle/cupholders in the centre and an Esky-sized box at the back with padded lid that doubles as a plush elbow rest.
Rear seat passengers get a bottle/cupholder and bin in each door plus two more bottle/cupholders in the rear of the centre console and another two in the fold-down centre armrest. There are also large storage pockets on both front seat backrests and compartments cleverly hidden behind hinged upper backrest cushions.
The 60/40 split rear seat base can swing up and be stored vertically if more internal load space is required. This also provides access to the under-seat storage accessory fitted to our test vehicle. You’d seriously struggle to run out of cabin storage!
There’s plenty of breathing room up front and in terms of storage one of the first things worth calling out are the long but relatively narrow door bins. No good for anything above unusually slender bottles, even if they’re lying down.
No conventional glove box in the dash, but there is a large lidded box (cooled and heated) between the seats that doubles as a centre armrest. It’s supplemented by a big stowage area underneath the flying buttress style centre console.
There are two cupholders in the centre console as well as a wireless device charging pad in front of them with a vaguely phone-shaped oddments bin alongside it.
Move to the rear and the IM5’s 75mm wheelbase advantage over the Tesla Model 3 is clear. Heaps of knee and headroom for me at 183cm sitting behind the driver’s seat set to my position.
But… the seat sits low which pushes your knees up into the air to the point where my thighs are not contacting the seat cushion. Even though the rear seat reclines to a certain degree it’s a problem compounded by a chronic lack of room for your toes under the front seat. Awkward.
There are map pockets in the front seatbacks, modest bins in the doors and a fold-down centre armrest with two cupholders. Adjustable ventilation in the rear of the front centre console always makes life in the rear seat more pleasant.
The car also houses ‘Strong Magnets’ at various points around the cabin and boot, with a configurable adapter able to lock a phone or tablet into place for the entertainment of, in our case, back seaters.
Speaking of devices for entertainment, there are two USB-C sockets and a 12-volt outlet in the front and another USB-C and 12V in the back, so charging isn’t an issue.
The IM5 is a liftback so the boot aperture is generous and a capacity of 457 litres with the rear seats up is decent for a car of this size, although that’s less than the Tesla Model 3 (594L) which has an additional well under the floor.
Still, enough room for the largest (124L) and smallest (36L) suitcases from the CarsGuide three-piece luggage set with some room to spare.
The power tailgate can be operated hands-free via the key or an always welcome under bumper kick function.
Volume expands to 1290 litres with the rear seats folded and there’s a modest 18-litre ‘frunk’ under the bonnet.
The bad news is a repair-inflator kit rather than a physical spare wheel, but the better news is the IM5 Performance can tow a 1500kg braked trailer (750kg unbraked).
The IM range also features the ‘MG iSmart’ app allowing remote control of various functions including charging, checking vehicle location and route planning.
Our test vehicle is available only with GM’s 6.6-litre 'Duramax' turbo-diesel V8, 10-speed automatic transmission and dual-range 4x4 system for a list price of $163,000.
Our example has optional 'Slate Grey' prestige paint ($1250) plus GMSV accessories including a powered roller tonneau cover ($3970) and rear under-seat storage ($455) which adds more than $5600 to the price. So, with on-road costs, it's drive-away is more than $170K.
MY24 upgrades include styling, performance, towing and safety enhancements. There’s also a redesigned interior, with its most notable feature being upsized dash screens comprising a 12.3-inch configurable driver’s info display (paired with a colour head-up display) and larger 13.4-inch multimedia touchscreen.
There’s also a premium Bose sound system, Apple/Android connectivity and wireless phone-charging, plus USB ports front and rear, dual-zone climate control, heated leather-rimmed steering wheel (with four-way adjustment), a power sunroof and power sliding rear window.
Leather-appointed seating offers 10-way driver and front passenger power adjustment, heated/ventilated front seats, heated rear seats, rear privacy glass, a power tailgate, tubular side-steps, 360-degree camera (and up to 14 different camera views), full LED lighting including fog lamps and DRLs plus heaps more. It’s what you might call fully-loaded - even without a load.
At $80,990, drive-away, the IM5 Performance sits at the top of a three-grade line-up that starts with a 75kWh RWD Premium model at $60,990, followed by a mid-spec 100kWh RWD Platinum for $69,990, both drive-away.
Its most prominent competitor is arguably the Tesla Model 3 Dual Motor AWD ($80,900), with others including the BYD Seal Performance AWD ($68,798), Hyundai Ioniq 6 AWD Epiq ($86,500) and Polestar 2 Long Range Dual Motor Performance ($80,380).
Worth noting, too, the IM6 range - essentially the same car with a taller SUV body - has the same model walk-up and identical pricing.
Once you’ve crossed the $80K threshold it’s fair to expect a decent basket of standard fruit and aside from the dynamic and safety features we’ll get to shortly, the IM5 Performance comes to the party.
Highlights include a double-glazed panoramic roof, power-adjustable (12-way driver, six-way passenger) heated and ventilated front seats (also heated in the rear), dual-zone climate control, 20-speaker audio (with digital radio), 256 colour ambient lighting, a power tailgate (with hands-free function) and 20-inch alloy rims.
There’s also adaptive cruise control, a heated steering wheel, wireless Android Auto and Apple CarPlay, LED headlights, keyless entry and start, wireless device charging (50W), a 10.5-inch central control screen and a sweeping 26.3-inch upper screen; the right side for instrumentation and car data, the (touch-sensitive) left side for multimedia and other onboard functions.
There’s more and it’s clear this car at least matches or betters its direct competitors for included equipment.
The 6.6-litre Duramax turbo-diesel V8, with driver-switchable exhaust brake, is tailored for heavy-hauling with an external engine oil cooler and functional bonnet scoop feeding fresh air to the engine’s intake system.
In the latest MY24 specification, it produces 350kW at 2800rpm and 1322Nm of torque at 1600rpm. That’s 18kW and 98Nm more than the previous model.
The refined 10-speed torque converter automatic with column-shifter is also fitted with an external oil cooler, while closer gear ratios and revised final-drive ratios for MY24 enhance all-round performance.
A dual-range transfer case offers a choice of four drive modes comprising 2WD, 4WD high-range, 4WD low-range and Auto (traction-sensing full-time 4WD). Also new is an automatic-locking rear differential.
Its armoury of advanced towing hardware and technology includes a 4500kg tow-bar with 12-pin wiring harness and integrated trailer brake controller.
Plus, there’s a rear-view camera with hitch guidance, automated trailer lighting test, in-vehicle trailering app with trailer profiles, trailer theft alert, trailer tyre pressure/temperature monitoring and lots more.
New MY24 features include adaptive cruise control which can be used when towing (detecting the additional weight behind the vehicle to automatically increase braking distances). Others are 'Trailer Side Blind Zone Alert' (TSBZA), which extends the blind zone area when towing, plus 'Gross Combination Mass Alert' (GCMA) which alerts if you exceed the GCM.
The MG IM5 Performance is powered by an electric motor on each axle - the rear (372kW/500Nm) more powerful than the front (200kW/300Nm), for overall outputs of 572kW (that’s close to 770hp) and 802Nm of pulling power.
The official term for that amount of grunt is… a lot. And we’ll get to what it means on the road in the Driving section shortly.
The dash readout was claiming 17.5L/100km at the end of our 351km test, which comprised mostly city and suburban driving plus some highway running with a full payload.
Our own figure, calculated from fuel bowser and tripmeter readings, came in slightly lower at 16.8, which is decent economy for a vehicle weighing more than 3.7 tonnes unladen in ‘real world’ driving.
So, based on our figures, you could expect a realistic driving range of around 800km from its big 136-litre tank.
The MG IM5 Performance features an 800-volt electrical architecture which means the 100kWh NCM battery can accept a DC peak charge of close to 400kW.
Only snag is the highest you’ll currently find in Australia is 350kW. But even at that rate you’ll still be looking at a 30-80 per cent charge in just over 15 minutes. Maximum AC charge rate is 11kW.
Claimed range is 575km (WLTP) which is less than the Tesla Model 3 Dual Motor AWD at 629km.
Over a week of city, suburban and some freeway running we saw average energy use of 20.6kWh/100km which is on the high side for an EV of this size but maybe not for one with this kind of performance potential.
Side-steps and large handles on the A- (and B-) pillars assist climbing aboard. It’s a very comfortable driving position, given the multiple seat and steering wheel adjustments along with plush elbow rests on both sides.
The large door mirrors, combined with numerous camera angles including the central rear view mirror's pin-sharp image, provide commanding all-around vision.
The steering is nicely weighted and surprisingly communicative for such a giant, providing good feel and response at all speeds.
The suspension tuning is supple enough to provide a smooth ride, yet retains enough firmness to minimise the ponderous feel inherent in vehicles of this size and weight.
Braking response is also reassuringly strong, without requiring huge pressure on the brake pedal to achieve it.
The 6.6-litre turbo-diesel V8 and 10-speed auto provide effortless performance. With maximum torque tapped at just 1600rpm, the engine is barely ticking over at city and suburban speeds.
And it requires less than 1500rpm to quietly maintain 110km/h on the highway, which combined with its low tyre and wind noise results in a supremely relaxed long-haul cruiser.
With its NB1 GVM rating, we loaded more than half a tonne into the load tub, which combined with our crew of two was just under its 733kg payload limit.
It simply didn’t notice the added weight, storming up our 13 per cent gradient, 2.0km-long set climb with acceleration unmatched by any loaded vehicle we’ve tested on this ascent.
Its engine-braking on the way down using the exhaust brake also set a new benchmark, never exceeding 50km/h and 2000rpm on overrun without once touching the brake pedal.
First things first, the IM5 Performance is supercar fast. This 2.3-tonne five-seater blazes from 0-100km/h 3.2 seconds and with its dual motors combining to produce 572kW/802Nm, eye-widening performance always resides underneath your right foot.
But it’s not all about straight line speed. Ride comfort is excellent. Underpinned by an all-new platform, the IM5’s suspension is by double wishbones at the front and multi-links at the rear. But the key to its bump and rut smoothing ability is air suspension and ‘continuous control’ active damping.
Fold in double-glazing on the full-length glass roof and side windows, as well as active noise cancellation and you have a serene interior environment at any speed. Also worth noting the front seats are great; as grippy as they are comfortable.
Not only that, despite its relative heft, this mid-sizer steers well, too. Not the last word in road feel but it points accurately and the standard rear steering helps with prompt (but never jerky) cornering turn-in. Flick to ‘Sport’ mode and the IM5 is up for some enthusiastic running.
The rear wheels can turn up to 12 degrees in the opposite direction to the fronts at slow speed, which makes for a usefully tight 10-metre turning circle. But above that, at lesser angles, it adds extra stability and decisiveness in the way the car steers through even tight, twisty sections.
Rubber is top-shelf Pirelli P Zeros on 20-inch alloys (245/40 fr - 275/35 rr) and it grips hard, especially in the wet weather over much of the test period. Braking is solid, as it needs to be, with ventilated discs all around and four-piston callipers at the front.
No adjustable regen braking but you can feel the ‘Cooperative Regenerative Brake System’ (CRBS) doing its thing when you lift off the accelerator.
The physical rear view is modest thanks to the slope of the back window reducing its functional area for the driver to that of a 1950s VW Beetle. Even the interior rear-view mirror is tiny and folds up into a recess in the headliner if you’d prefer life without it.
But that’s where a rear camera view popping up on the upper screen display (accessed via the right-hand steering wheel click control) comes in handy. Side camera views are also available as is a 360-degree overhead view, which makes parking straightforward.
If you need more parking help there are various self-parking modes including a nifty ‘Curbside’ function that will realign the car hands-free if you’re parallel parked too far out from the kerb.
In a similar vein, a ‘Rainy Night’ mode projects left and right rear views onto the main screen using AI to enhance clarity and highlight pedestrians and cars.
Overall the ADAS (Advanced Driver Assistance Systems) are relatively unobtrusive but we found ourselves switching off the incessant overspeed chime that sounds for 10 seconds if you creep over the indicated speed limit, even when the system has misfired on the correct speed. For example, 40km/h school zones on a Sunday.
The over-zealous driver distraction warning also occasionally issued a visual and audible slap on the wrist when I was looking straight ahead. Tellingly, there’s a specific quick screen for turning both these functions off, but it kinda defeats the purpose of having them in the first place.
We also found the adaptive cruise control to be hesitant in multi-lane environments, reducing speed occasionally because the system seemingly believed a car was set to merge, when it wasn’t.
ANCAP star ratings are not applicable in this vehicle class, but it does come well equipped with six airbags including side-curtain protection for all outboard seating positions.
There’s also forward collision alert with low-speed AEB, lane departure warning, blind-spot monitoring (including when towing trailers), rear cross-traffic alert, front and rear parking assist, up to 14 camera views including 360 degrees ‘birds-eye’ and more.
There are three top tether points across the second row seat for securing baby capsules/child seats with ISOFIX anchors on the two outer positions.
No independent ANCAP safety assessment at this point but there’s a full suite of active safety tech onboard including AEB, lane departure warning, blind spot detection, rear cross-traffic alert & braking, forward collision warning, lane-change assist, tyre pressure monitoring and heaps more. And we touch on how it all operates in the Driving section above.
There are no less than nine HD cameras, 12 ultrasonic sensors and three millimetre-wave radars on duty.
If a crash is unavoidable there are seven airbags including full-length side curtains and a front centre bag. Multi-collision brake also minimises the chances of subsequent impacts after an initial crash. There are also three top tether points and three ISOFIX child seats anchors across the second row.
All right on the pace for this part of the market and the IM5’s competitive set.
The Silverado is covered by a three year/100,000km warranty with three years roadside assist.
Scheduled servicing is every 12 months/12,000km, whichever occurs first, and there's no capped-price servicing. This ownership package falls short compared to rivals like Ford's RHD F-150.
The MG IM5 Performance is covered by a seven-year/unlimited km warranty, which is a plus, but the catch is it’s conditional on authorised dealer servicing. Go elsewhere and the term drops to a more common five years/unlimited km. The drive battery is covered for eight years/160,000km, which is the norm in the Aussie market
Servicing is required every 12 months or 20,000km with charges averaging $586 per workshop visit for the first five years, which is on the high side for an EV, even at this price point, the average bumped up by a more than $1400 doozy at year four.
MG IM models are sold (with service available) through all of MG’s 100-plus dealerships across the country, so no concerns there.