Chevrolet Silverado vs RAM 2500

What's the difference?

With its unique V8 soundtrack, all-terrain capabilities and sumptuous comfort, the ZR2 is a quintessential American muscle truck that's as capable of carting crews and accessing rugged worksites during the week as it is towing boats, horse-floats and caravans or getting muddy on weekends. For either work or play, there's a lot to like here.

If you're a grey nomad with a massive caravan searching for something to do the big lap in, or a big boater seeking an effortless weekend getaway machine, then this sort of ute makes sense. The HD series shows just how much more muscle is available, for those who genuinely need it.

But if towing or hauling to the max isn’t your priority, then the far-more dynamic – and class-leading – Ram 1500 series does everything else with much-greater aplomb.

Note: CarsGuide attended this event as a guest of the manufacturer, with accommodation and meals provided.

The Silverado’s extensive remanufacturing to RHD, performed on a purpose-built production line in Melbourne, meets OEM standards of fit and finish.

As the off-road focused 1500 model, the ZR2 has hardware and detailing consistent with its rugged bush-bashing persona, highlighted by aggressively treaded mud-terrain tyres and unique raised suspension with high performance dampers.

Other ZR2 features include a raised bonnet with ZR2 applique, ‘off-road cut’ front bumper, bash plates, black grille with ‘Flow Tie’ (flow-through) bow-tie motif, ‘Performance Red’ chassis-mounted front recovery hooks, concealed dual-outlet exhaust, black fender flares/door handles/bumpers/window surrounds and chrome ZR2 badges.

It has a tough and purposeful look with bluff-fronted styling and an imposing stance. 

An expansive length of almost 6.0 metres (5931mm) and a 14.4-metre turning circle highlight formidable (and at times impractical) dimensions for urban life.

The cabin is spacious and airy with a tasteful blend of contrasting tones and textures combined with many soft-touch surfaces, yellow stitching along seams and splashes of chrome and satin chrome creating a plush look and feel.

You can spot the HD facelift by the bi-LED headlights and bulgier bonnet, while chrome’s been replaced by black trim inside and out, including in the restyled grille, alloy wheels and side steps, for a more-modern appearance.

Both models are identical bar the badging. However, while they share a tri-link solid front axle system, the 2500 HD features coil-spring rear suspension, while the super heavy-duty 3500 HD relies on leaf springs. That’s for it to achieve maximum pulling and hauling capability.

Inside, the already-contemporary dashboard, with its 12-inch Tesla-esque portrait touchscreen, remains much the same as before, except for a few detail updates to accommodate the big new centre console, twin wireless charger housings, extra USB ports and restyled electronic instrument cluster.

Otherwise, it’s as vast as ever.

The ZR2’s hefty 2587kg kerb weight and 3300kg GVM results in a 713kg payload, which is modest given a seated crew of five big tradies could use up about two-thirds of that payload capacity before loading any of their gear.

It can also legally tow up to 3500kg of braked trailer on a 50mm ball and up to 4200kg on a 70mm ball. The latter figure is 300kg less than the LTZ due to the specialised off-road suspension.

However, given the ZR2’s 6851kg GCM rating (or how much it can legally carry and tow at the same time), you would be left with a mere 64kg of vehicle payload if you wanted to tow the maximum 4200kg.

That’s barely enough for a driver - and a light one at that. Fact is, few if any owners in real-world use would need to tow 4200kg, but it’s important to be across these legal limits if you’re planning to.

The load tub is protected internally by a spray-on liner and offers almost 1.8 cubic metres of load volume. Its load floor is 1776mm long, 1813mm wide and sits 569mm deep, with 1286mm between the rear-wheel housings. More than wide enough for hauling Aussie or Euro pallets.

There are also 12 load-anchorage points, power assistance for lowering the tailgate and a tub camera to keep an eye on loads when driving. The rear bumper provides surefooted tub access using either the centre step or concave side-steps.

All occupants enjoy luxurious space, particularly rear passengers thanks to easy entry created by the wide-opening doors, a flat floor with no transmission hump for the centre passenger to straddle and palatial head and legroom even for tall people. Combined with ample shoulder room, a full crew can travel in enviable comfort.

Cabin storage for the driver and front passenger includes two bottle holders and a bin in each door. There’s also a large glove box and the centre console has an open tray and two USB ports up front, two bottle holders in the centre and a big box at the back topped by a padded lid that provides comfy elbow support.

Rear passengers get a bottle holder and bin in each door, plus more USB ports and two more pairs of bottle holders in the rear of the centre console and in the bench seat’s fold-down centre armrest.

There’s also storage pockets on both front seat backrests and handy compartments for small items are cleverly concealed within the rear seat’s upper-backrest cushions. Its 60/40-split base cushions can also swing up and be stored vertically if more internal load space is required, or to access ample under-seat storage.

As with all Walkinshaw Automotive Group utes (that includes the Silverado), the Ram HD’s fit and finish seem exemplary, with an insider suggesting the quality may exceed the North American factory original.

This is no small feat. Ateco Automotive, the instigator and original importer of over 35,000 (and counting) remanufactured left-hand to right-hand-drive DS, DT and DJ full-sized utes in Australia since the first 2500 HD rolled off the Melbourne production line in 2015, says “between 400 and 500” unique engineering pieces are necessary.

Compared to the pre-facelift versions, the DJ Series II sees a switching out of the old front bench seat, which meant the earlier versions were six seaters, to shapelier individual items. Apparently, comfort and convenience are what buyers prefer, since a large centre console with armrest is now included. It’s certainly seems plush and luxurious inside.

Along with greater storage, the Ram’s electronic instrumentation is new and the multimedia system has been updated, with extra USB ports as well as twin phone chargers.

The driving position might be compromised for some by a lack of reach adjustability for the steering column (unlike in the DT 1500), and the foot-operated park brake seems like an anachronistic nowadays, but otherwise everything is easy to reach and operate – despite being scattered all about – after you’ve learned what all the buttons and switches do.

Meanwhile, the now-fixed seats can accommodate a trio of burly occupants no problems due to the sheer width of the cabin.

Included are air vents, extra USB ports, a sliding back window and storage underneath the seat cushions and within a special floor compartment.

Owners can also create a raised floor section, by tilting both cushions up and folding down two corresponding bases for a flat and even load area, with additional hidden storage within the now-covered footwells.

Overall, the Ram’s cabin balances convenience and utility quite well.

Further back, the tub length is 1938mm, width is 1687mm and 1295mm between the wheel arches and height is 511mm. This compares to the Silverado 2500’s superior corresponding figures of 2089mm/1814mm/1317mm/533mm, respectively.

A swing-away step is provided to help tub access, as well as a spray-in bedliner, strut-assisted tailgate-close and 12-pin towbar fitted as standard.

Maximum towing capacities vary from 3.5 tonnes to an unmatched eight tonnes with the correct accessories. The 2500’s payload is 785kg while the 3500 more than doubles that. And standard exhaust brakes help with braking on long descents when fully laden.

Which brings us to the heart of the matter. Muscle.

Coded as the DJ, the 2500 and even heavier-duty 3500 differ significantly compared to the DT-series 1500, and use many of the body, chassis and mechanical components from the previous-gen DS-series 2500/3500 HD. Hence the unique model code.

Only launched in North America earlier this year, the DJ Series II kicks off from $172,950 (all prices are before on-road costs) for the 2500 HD. That’s the same old retail figure as before, despite the newcomer ushering in a minor facelift, major muscle boost and more kit, although the Silverado 2500 HD is still cheaper, at about $5K less, while the old runout versions now start from under $170K driveaway.

It’s also worth keeping in mind that the Ram 3500 HD has no direct rival in Australia.

As you’d expect, many luxury features are standard, such as heated and vented front seats with driver’s side memory, leather upholstery, retractable exterior mirrors, a surround-view monitor and adaptive cruise control. Upgraded driver-assist safety systems have also been added. More on those later on.

The newly-added items include a sunroof, centre console bisecting the front seats, a 12.3-inch instrument display, wireless Apple CarPlay/Android Auto, dual smartphone chargers, eight USB ports and traffic sign recognition.

So, no more three-person front bench. And it seems the reclining rear seat has been binned for a fixed-position item.

Like the LTZ, the ZR2 is powered by a 6.2-litre petrol V8 producing 313kW of power at 5600rpm and 624Nm of torque at 4100rpm. It features cylinder deactivation to optimise fuel economy when full power isn't required.

This is paired with a refined 10-speed torque converter automatic, armed with an auxiliary external oil cooler ideal for heavy towing duties and off-road slogging. It also offers sequential manual shifting using steering wheel-mounted paddles and there are numerous selectable drive modes.

Its dual-range transfer case with push-button control offers the choice of '2WD High', '4WD High', '4WD Low' and '4WD Auto', with the latter being a full-time torque-on-demand system. It’s also equipped with driver-selectable front and rear locking differentials for optimum traction in the rough stuff.

Under the now-bulgier bonnet may be the torquiest engine money can buy, at least in something that does not require a special driving license. Or pilot's licence.

Completely overhauled with a redesigned engine head, larger intake and exhaust valves, a new turbo, heavier-duty pistons, a higher-pressure fuel system and upgraded intake manifold amongst other changes, the Cummins-sourced 6.7-litre in-line six-cylinder turbo-diesel unit now delivers 313kW of power at 2800rpm and 1458Nm at 1800rpm.

Formerly making 276kW and 1152Nm, the new figures are 13 per cent and 26 per cent better than before (respectively), reducing the power gap with the Silverado’s 350kW/1322Nm 6.6L V8 turbo-diesel, while easily leap-frogging it for torque.

At 3710kg (kerb), the HD’s power-to-weight ratio improves significantly despite putting on about 100kg, from 76.5 kW/tonne to 84.4kW/tonne.

Meanwhile, a ZF-supplied eight-speed auto replaces the old six-speed unit. It’s now a second faster to 100 at under 7.3 seconds and the spread of extra gears should improve highway fuel consumption, albeit slightly.

Drive is sent to the rear wheels in two-wheel drive (2WD) mode in most cases. However, 4WD High (4H) is also available via a part-time dual-range transfer case and is selectable on-the-fly, though it is not recommended for operation above 80km/h, while 4WD Low (4L) is for rougher terrain at very low speeds.

GMSV claims official combined cycle (urban/extra-urban) fuel consumption of 12.7L/100km and the dash display was showing 15.3 when we stopped to refuel at the completion of our 397km test, which included our usual mix of suburban, city and highway driving of which about half was hauling a variety of payloads.

This compares to our own figure, calculated from fuel bowser and tripmeter readings, which was higher again at 16.8L/100km. That exceeds the usual 2.0-3.0L/100km discrepancy between official and real-world consumption but is still acceptable for a 2.5-tonne pick-up powered by a big petrol V8 in urban use.

So, based on our real-world consumption figure, you could expect a driving range of around 540km from its relatively small 91-litre tank.

Ram says the Australian Government doesn't mandate an official combined fuel consumption figure for full-sized utes like these, so there is no average economy number for us to share.

But the trip meter in two of our test vehicles said it consumed between 15 litres per 100km and 15.6L/100km of diesel fuel, and both had not been towing a trailer or load since being reset.

Despite the new ZF eight-speed auto’s revised final drive ratio (now 3.42:1 instead of 3.73:1) to help improve efficiency, clearly this is no Toyota Prius.

Based on those trip computer numbers, expect the 117-litre fuel tank to provide about 760km between refills. Handily, the 28.4L AdBlue reservoir comes with its own tank display on the dash.

The ZR2’s raised off-road suspension requires more of a climb aboard than the LTZ, but the low-slung removable side-steps fitted to our test vehicle certainly make boarding easier and are an accessory worth considering if most of your driving is on-road.

There are large handles on the truck’s A- and B-pillars to assist entry to the cabin where the driver is treated to multiple power adjustments of seat and steering wheel plus a large left footrest, which together provide a very comfortable driving position.

The ride and handling are outstanding, as the ZR2’s suspension combined with the additional cushioning of its baggy all-terrain tyres is commendably supple over bumps, yet it's surprisingly responsive to steering input without the ponderous feeling expected in a vehicle of this size and weight.

This response is optimised when the ‘Sport’ mode is selected as it sharpens steering, brake pedal feel and suspension tuning for a more engaging drive. It also activates the louder and freer-flowing exhaust setting and modifies the auto’s shift calibration, which allows the V8 to shine with a guttural roar under full throttle that is not only an aural delight but can quickly reach triple-digit speeds with remarkable ease.

By contrast, it can also deliver relaxed and fuel-efficient highway travel thanks to the V8’s auto cylinder deactivation and less than 1500rpm being required to maintain a leisurely 110km/h. Engine, tyre and wind noise are negligible at these speeds.

To test its payload rating we forklifted 475kg into the load tub which combined with our crew of two equalled a total payload of 655kg that was within 60kg of its legal limit.

The rear leaf-springs only compressed abut 35mm under this loading, which left more than enough bump-stop clearance to ensure there was no bottoming out on our test route. The ZR2 performed so effortlessly with this payload it was easy to forget we even had one.

Our only criticism of the driving experience was the tri-fold tonneau cover. When hauling loads, this accessory is designed to fold forward into a flat bundle that leans against the rear of the cabin with two adjustable struts to brace it in place (see photo).

This worked fine during suburban driving up to 80km/h but was not suited to higher speeds, as the increased air pressure made it flex enough to block the rear-view mirror's camera view. So, an alternative tonneau design would be preferable for those needing to do lots of highway travel with uncovered loads.

The Ram HD’s column shifter and foot-operated park brake say it all. This is a big, floaty and, at times, old-fashioned American truck, and that is certainly how it feels from behind the wheel.

2500 HD first.

From the initial burble of the forced-induction in-line six diesel, you can feel the torque simmering restlessly within. Slot the awkward selector into Drive, and – depending on how much heft you’re hauling – the Ram will lurch off the line like a startled bull, and before you know it, you’re bounding along.

If lightly laden, you’ll even momentarily spin the rear wheels in the lower ratios – second (the start-off gear; first’s for lugging only), third and maybe even fourth if the surface is slippery enough, though the traction controls will quell anything more than a bit of a bum wiggle.

From there on in, on a straight piece of highway anyway, the 3.7-tonne ute just strides along effortlessly, picking up the pace with ridiculous ease as required. You’re soon aware that the cruise control is vital if you’re going to keep your licence.

If you’re wondering how different the HD feels compared to the related regular Ram 1500, the first corner will serve up some answers soon enough.

The steering is light and reassuringly measured in response, but also numb and less precise than expected, if not quite vague, meaning you need to feed in inputs carefully. Especially at speed. Rushing it in, or blundering through a tighter turn carelessly, will have the laws of physics reminding you of this truck’s length and girth, and not to mention maybe the long arm of the law on your tail as well before long. Anyway, other road users will soon let you know as well. Take it easy.

Over the varied and at-times tight rural roads of Victoria’s Gippsland region, the endless pitter-patter of the unladen suspension, combined with the constant pitching from the body and trigger-happy brakes, resulted in motion queasiness, if not sickness. We’ve been assured that with a load as intended, everything including our internal sense of balance should settle down. Which makes sense. A boat or caravan out back should provide the anchoring effect required.

Back on straighter and smoother ground, where the 2500 smothers and smooshes most things before it, you’ll be glad for the commanding vision aided by the massive mirrors and surround-view cameras, helping to boost driver confidence, particularly when weaving through traffic or in parking scenarios.

But the compromises demanded for the ability to haul up to eight tonnes means this is a very niche proposition.

Which is why Ram insisted on us testing the sole 3500 HD with a 3.5-tonne caravan hitched out back, on the ex-Holden speed loop at Lang Lang.

This was a test of acceleration and control, and – again – we managed to spin the rear wheels in the lower gears.

Likewise, all that torque was delivered without struggle or strain, and almost immediately the 3500 was sitting steadily at 110km/h. The planted chassis and various electronics seamlessly kept everything in line.

But the track surface was too calm to assess the ride comfort from the leaf-sprung suspension, and we weren’t allowed to venture on to public roads.

Returning back to base, we even forgot all about the caravan quietly shadowing our every move out back, which is a sign of the 3500’s towering towing confidence.

Which is exactly what it says on the tin.

Neither ANCAP nor Euro NCAP have tested any full-sized American utes at this stage.

However, the 2500 HD is alone in its class in having a National Highway Traffic Safety Administration rating for 2025, scoring four out of five stars.

For the Series II upgrade, the autonomous emergency braking system now includes cyclist and pedestrian detection and braking, the traffic-sign recognition tech is new, whilst rear-cross-traffic alert, blind-spot monitoring, a 360-degree view camera and tyre-pressure monitors continue. No operation parameter data for the AEB is provided.

Plus, dual front, front side and curtain airbags are fitted, along with three child-seat restraining top-tether points and a pair of ISOFIX latches in the rear outboard seats.

Now comes standard with a class benchmark five years/unlimited km manufacturer warranty, plus five years of roadside assist.

Scheduled servicing is every 12 months/12,000km whichever occurs first, but there's no capped-price servicing. Expect a three year service bill of around $2000, which isn't outrageous for a vehicle of this type.

GMSV has an Australian network of 50-plus dealers across most states and territories and all dealerships can provide vehicle servicing.

So, here's where the news may not be so good for potential HD buyers, because the Ram’s warranty is well below its main competitor.

Now it is the sole US full-sized ute with a three-year, 100,000km warranty, instead of the five-year/unlimited-kilometre coverage offered by the others.

And don’t forget, this is the era where (albeit smaller) utes from Kia have seven years while Mitsubishi, Nissan and MG are up to 10 years (conditionally).

Service intervals are at just six months or 12,000km and there are no capped-price servicing options either.

As a result of trailing the competition so badly in these key areas, the Ram HD’s overall rating has been dragged down significantly.

Along with the 75 Ram dealers throughout every state and territory in Australia, there are an additional three garages that will service the vehicles.