2027 Chevrolet Silverado ZR2 review

Don’t worry, V8-powered American pickup trucks aren’t completely gone, not yet anyway.

At a time when nearly all of Australia’s most anti-social models have shifted to six-cylinder propulsion, General Motors (GM) has stuck firmly with the engine type that made this class of automobile – the full-size pickup – so desirable for many in the first place.

And so, the Chevrolet Silverado is still available with a naturally aspirated V8 engine, and a fairly old-school one at that. Next year, an update is launching overseas that’ll bring a new, more powerful V8, though this hasn’t been confirmed for Australia.

For now, the Silverado continues largely as it was. It’s sold locally by General Motors Specialty Vehicles (GMSV), following an extensive right-hand drive ‘remanufacturing process’ by the Walkinshaw Group.

It received a minor update earlier this year – dubbed ‘2026i’ – that brought higher payload and gross vehicle mass (GVM) figures, revised suspension for the base trim level, and black badging including black tailgate lettering.

It remains one of four full-size American pickups officially on sale in Australia, but only one of two to offer a dedicated off-road trim.

That’s the 2027 Chevrolet Silverado ZR2 on test here, which gets unique suspension, underbody protection, wheels and tyres compared to its road-going sibling.

We don’t often get the chance to drive pickups like this in the environments they’re designed for, so GMSV invited media including CarExpert to Tasmania for an extensive drive event covering both the Silverado and the Corvette. The latter will be covered in a separate review.

How does Chevy’s V8 pickup stack up as the local segment shifts to six-cylinder power, and is the ZR2 worth the extra money?

How much does the Chevrolet Silverado cost?

The ZR2 is the most expensive Silverado 1500 variant currently on sale, priced at $147,490 before on-road costs.

As an off-road-focused pickup, its only direct rival is the Ram 1500 Rebel.

The V8-less Ram has two fewer cylinders than the Silverado, yet boasts the same power output and slightly more torque. It’s also cheaper at $141,950 before on-road costs.

It’s still worth mentioning the other two American pickups currently on sale, even if they aren’t sold here in explicit off-road trims. The Ford F-150 tops out at $163,950 plus ORCs, while the Toyota Tundra is the dearest of all at $172,990 plus ORCs.

To see how the Chevrolet Silverado stacks up against the competition, check out our comparison tool

What is the Chevrolet Silverado like on the inside?

Spacious and borderline luxurious, with no clear signs that it’s all been taken apart and put back together in the local conversion process.

Everything feels buttoned together to a high standard, to the point that you’d think it was built in right-hand drive from the factory. That’s exactly the impression a quality remanufacturing job should give, and it’s a credit to Walkinshaw, given Australian-delivered Rams are the same.

Like every other American pickup, the Silverado is huge inside. The centre console is nearly as wide as either front seat, and it feels like your passenger is sitting in another postcode from a standard driving position.

That brings significant gains in storage capacity. There’s no shortage of places to put things, with large centre console cupholders, a two-tier passenger-side glovebox, and a cavernous central box between the front seats being just some of the highlights.

More options reveal themselves the more time you spend with the truck, including notably discreet cubbies in the door cards and above the central touchscreen. It’s an incredibly practical cabin no matter where you look.

On top of that, it’s comfortable. The seats are appropriately plush and prove supportive on longer drives, and the space around you lets you spread out as desired while cruising. The generous padding on the key touch areas is also a highlight.

The only thing is that general ergonomics could be better. There may be plenty of power adjustment in both the driver’s seat and steering wheel to find a suitable driving position, but some items don’t fall to hand as easily as we’d like.

Behind the huge steering wheel is only one stalk on the left-hand side, which feels a touch too far away and too high to instinctively reach with an average-size hand. The dials to the right of the wheel also take a second to find, and reaching the left-side extremity of the central touchscreen requires a decent lunge.

But those are nitpicks in a cabin that’s otherwise a joy to spend time in. Slick tech is a key factor, thanks in no small part to the 13.4-inch infotainment touchscreen that’s both responsive and nice to look at.

Wireless smartphone mirroring is standard, though the screen’s slim landscape layout means your phone’s projection doesn’t take up the whole display. Instead, it sits on the left of the screen, with the right-hand portion reserved for a small selection of widgets.

The screen sports GM’s standard graphic identity, which is relatively clean and easy to navigate. The same is true for the 12.3-inch display in front of the steering wheel, even though it’s noticeably more cluttered.

There’s no shortage of information crammed in here, which means you’ll always have a clear idea of what’s going on with the vehicle. You can navigate the various info readouts using buttons on the steering wheel and toggle the complexity of the screen’s bottom ribbon to your taste.

The only sub-optimal tech inclusion is the head-up display. We like the idea, but the execution is disappointing: it’s distorted and skewed, and no amount of adjustment seems to help.

Beyond that, it’s great that the Silverado still has so many physical controls. The climate system alone has an almost overwhelming number of buttons and dials, but it’s still preferable to the partly digitised arrangement in the Ram 1500.

Directly below the infotainment system is an array of switches for various other functions, including the differential locks, while the steering wheel’s face has another small selection of buttons. Newcomers may miss the buttons behind the wheel positioned below the paddle shifters, used for audio controls.

So everything here is fit for purpose, but we’ll still point out the use of glossy black plastic. There’s heaps of it around the screens and climate controls; it ages poorly in a regular vehicle and makes even less sense in a rugged off-roader.

Still, that off-road intent is portrayed inside by the earthy upholstery colours, and there’s no compromise on other luxuries like a solid sound system, leather-clad steering wheel, and seat heating and ventilation.

As with every other American pickup, the second row of seats is huge. Legroom and headroom are plentiful, the black headliner makes it look more upmarket, and the large windows make the space feel a touch brighter.

You can comfortably fit three adults back here, and all three seating positions are reasonably soft. When the middle seat isn’t in use, rear occupants can use a fold-down armrest with cupholders, and the outboard positions get seat heating.

The back of the centre console also has two USB ports and air vents, with additional cupholders above. There’s an openable rear window at the back of the cab if you need more airflow.

Out back is a colossal tub, with greater claimed capacity than the 1500 Rebel (1.7m³ vs 1.5m³). The tailgate is power-down only, a downgrade from the assisted open/close function of the LTZ Premium, but a spray-in liner is standard along with no fewer than 12 tie-down points.

To see how the Chevrolet Silverado stacks up against the competition, check out our comparison tool

What’s under the bonnet?

Powering the Australian-spec Silverado is still GM’s venerable ‘L87’ 6.2-litre naturally aspirated pushrod V8, though a more powerful 6.6-litre V8 is coming next year, at least in the US. The current engine produces 313kW of power and 624Nm of torque, sent through a 10-speed automatic transmission.

We didn’t get enough time in any one Silverado to record a representative real-world fuel economy figure. That said, a day of sand driving had the pickup’s trip computer showing roughly 19.0L/100km.

GMSV doesn’t quote a carbon dioxide emissions figure for the Silverado.

To see how the Chevrolet Silverado stacks up against the competition, check out our comparison tool

How does the Chevrolet Silverado drive?

The Silverado is brash and burly, and the ZR2 captures the big ol’ truck experience better than any other currently on sale in Australia.

While it’s not everyone’s cup of tea, Chevy earns brownie points for retaining V8 power in its smallest pickup here in Australia. It’s currently the only American brand to do so, at least until Ram’s V8 resurgence takes full effect.

Honestly, this is the way these big rigs should be. Other petrol-six pickups may be smoother, faster, and more fuel-efficient, but you simply cannot beat the rumble and roar of an old-school pushrod V8, especially in a full-size pickup.

Every cold start is full of intent, and its meaty character sticks around long after you flick the large gear selector down into Drive. The engine burbles away at a crawl, and it quickly becomes clear there’s no shortage of grunt under your right foot.

The truck offers oodles of performance right across the rev range, and throttle response is nicely calibrated. Its lack of forced induction also creates predictable, linear power, and we love hearing the engine inhaling before the exhaust bark.

Both Silverado variants feature a valved exhaust with two settings that are tied to drive modes. It’s relatively sociable in its standard (closed) setting, but switching over to Sport mode using the dial to the right of the steering wheel makes it far more shouty.

It’s all a bit of fun, really. These vehicles aren’t nearly as common here as they are in the US, so they’re still a novelty to drive and offer an incredibly unique experience. That’s especially true in the Silverado ZR2.

Plant the throttle and you’ll feel the rear-end squat as it hauls itself up to speed. The size of the thing can make it feel like you’re piloting a boat, or more accurately a ship, such is its scale relative to most other vehicles on the road.

It makes no effort to mask its heft, either. The steering ratio is slow, and moving the huge steering wheel translates into much smaller front-wheel inputs than you’d probably expect. It’s the polar opposite of ‘nimble’.

When it comes to the ZR2’s suspension, the Multimatic damping setup doesn’t offer driver-controlled settings, but its character varies depending on the type of driving at hand.

It’s softer at low speeds, making it more compliant in urban environments while also aiding wheel articulation for off-roading. This understandably creates a wobbly feel and exacerbates that boaty charm at lower speeds, especially when rolling over wavy trails.

Everything gets firmer when the pace picks up. While this does improve stability, it also makes the ride busier and, in my opinion, less comfortable. The Silverado’s ladder-frame construction prevents it from being truly plush, but some rivals still perform slightly better on the freeway.

Naturally, the firmer setting also improves handling, but the ZR2’s mud-terrain tyres negate any gains here. As expected, there’s a noticeable lack of lateral grip on sealed surfaces, but road noise from the chunky rubber is surprisingly subdued at speed, at least by mud-terrain standards.

The ZR2, however, isn’t meant to be a highway cruiser. Those adaptive dampers and huge tyres are only two parts of an overall package built to be as good off-road as possible, a target this Silverado clearly hits.

You’ll rarely find an obstacle this truck can’t easily navigate. Its huge ground clearance eliminates concerns regarding underbody scrapes, and the generous approach angle gives you more front-on leeway than you may ever need.

Better yet, its long wheelbase helps to navigate bumps and holes, keeping the tyres in contact with the ground to maximise traction. The torque on offer also keeps things chugging along with very little effort, and low-range gearing is easily accessible if needed.

Not that the driving at the GMSV event was conducive to low-range testing. As you can see from these images, the main drawcard was sand blasting on Tasmania’s northern beaches.

There’s nothing quite like stretching the legs of a V8 pickup in an environment such as this. It genuinely feels as if you can be full-throttle everywhere, and the engine really does sing as the tyres scramble for traction.

An advantage of this platform is the ability to switch between four-wheel and rear-wheel drive on the fly. Flooring it in rear-wheel drive tends to bring out the teenager in you as sand shoots out behind, and you can easily engage the front axle if there’s a soft-sand climb to tackle.

Some momentum always helps, but the ZR2 never felt out of its comfort zone. In fact, the biggest sticking point was the vehicle’s size, because there were several instances when we had to be extra careful not to scrape the vehicles on protruding bushes and branches.

Given the steering’s indirect nature and the loose surface below, delicate inputs here were difficult. This is something to consider if you’re planning on bush-bashing your Silverado; pinstripes down the sides of the vehicle are nearly impossible to avoid.

But still, the ZR2 is buckets of fun on the open dunes. We were constantly working the steering wheel as the rear-end squirmed around, an experience more akin to sailing than driving – Jeremy Clarkson’s “speed and power” technique was legitimately useful in keeping things moving in the right direction.

And while you can still bog down in the sand if you slow down, the mud-terrain tyres always dig in to pull you free. The ZR2 is an incredibly easy vehicle to drive off-road, with plenty of safety nets in place if you somehow get into trouble.

Naturally, there will be a learning curve in normal driving. The ZR2’s bulging bonnet is colossal in your view out the windscreen, and it’ll take a moment to adjust to the truck’s width when you’re navigating alongside parked vehicles.

A wide range of safety gear is included as standard to help you out. Among the most useful is the surround-view camera, which helps you to fit between the lines if you do find a parking space wide enough, even if it will inevitably be too short.

The usual blind-spot monitors are also helpful, even if their warning method is somewhat unusual. In typical GM fashion, the driver’s seat vibrates to alert you if you’re about to merge into someone’s lane. This will always feel odd if you’re used to vehicles from most other brands.

All said, the Silverado’s driving experience is difficult to fault. It’s plenty quick enough, sounds excellent, and is reasonably refined; what the ZR2 loses in on-road comfort, it makes up for in off-road capability.

That’s why it’s good that Chevy Australia offers two different light-duty Silverados with clear use-case differences, and both are well-equipped. If you’re unlikely to take your Silverado properly off-road, the LTZ Premium will keep you very happy.

Perhaps best of all, there isn’t much out there that provides the ‘king of the road’ experience like this pickup does, and that’s what these trucks are all about.

To see how the Chevrolet Silverado stacks up against the competition, check out our comparison tool

What do you get?

Two grades of the standard-duty Silverado are available in Australia.

2027 Chevrolet Silverado LTZ Premium equipment highlights:

• 20-inch sterling silver alloy wheels
• All-terrain tyres
• Full-size spare wheel
• Auto rear locking differential
• Auto LED headlights
• LED tail-lights
• Chrome exterior accents
• Dual chromed exhaust outlets
• Dual active sport exhaust
• Digital rear-view mirror
• Leather-wrapped steering wheel
• Power steering wheel adjustment
• Heated steering wheel
• Black leather-appointed seat upholstery
• 10-way power driver’s seat adjustment with position memory
• 10-way power front passenger seat adjustment
• Heated and ventilated front seats
• Heated rear outboard seats
• Head-up display
• 12.3-inch digital instrument display
• 13.4-inch touchscreen infotainment system
• Wireless Apple CarPlay and Android Auto
• Bluetooth
• Front and rear USB ports
• 7-speaker Bose sound system
• Wireless phone charger
• Dual-zone climate control
• Rear air vents
• Sunroof
• Rear privacy glass
• Power sliding rear window
• Power tailgate – up/down
• Spray-in bedliner
• Cargo bed camera
• Keyless entry

Silverado ZR2 adds:

• 18-inch gloss-black alloy wheels
• Goodyear Wrangler Territory mud-terrain tyres
• Driver-controlled locking front differential
• Driver-controlled locking rear differential
• Lifted suspension
• Multimatic DSSV dampers
• ZR2 skid plates
• ZR2 off-road front bumper
• ZR2 raised bonnet
• Black exterior accents
• Hidden dual-exit exhaust
• Black/grey leather seat upholstery
• Power tailgate – down

To see how the Chevrolet Silverado stacks up against the competition, check out our comparison tool

Is the Chevrolet Silverado safe?

The 2027 Chevrolet Silverado does not have an ANCAP star safety rating, but it did earn a ‘Bronze’ collision avoidance rating in 2025 testing. ANCAP’s assessment lists a vulnerable road user protection score of 27 per cent, and a safety assist score of 49 per cent.

Standard safety equipment highlights:

• 6 airbags
• Adaptive cruise control
• Autonomous emergency braking
• • Pedestrian detection
• Blind-spot monitoring
• Front and rear parking sensors
• Hill descent control
• Lane-keep assist
• Rear cross-traffic alert
• Surround-view monitor (14 views)
• Tyre pressure monitoring

For context, the Ford F-150 earned a ‘Platinum’ collision avoidance rating in 2025 testing. It has a vulnerable road user protection score of 82 per cent and a safety assist score of 81 per cent. The Ram 1500, meanwhile, holds a ‘Gold’ collision avoidance rating, with individual scores of 74 per cent and 70 per cent.

To see how the Chevrolet Silverado stacks up against the competition, check out our comparison tool

How much does the Chevrolet Silverado cost to run?

Like the Ford F-150 and Toyota Tundra (but not the Ram 1500 which is covered by only a three-year. 100,000km warranty), GMSV Australia backs the Silverado with a five-year, unlimited-kilometre warranty. Servicing is required every 12 months or 12,000km, whichever comes first.

However, it does not offer capped-price servicing. This is also the case for Ram, which puts both brands behind Ford and Toyota when it comes to service cost peace of mind in the American pickup segment.

Ford covers five years of F-150 servicing with a $1968 prepaid maintenance plan, while Toyota charges a whopping $4700 over the same period. And, crucially, the Japanese brand demands twice-yearly servicing for its pickup.

To see how the Chevrolet Silverado stacks up against the competition, check out our comparison tool

CarExpert’s Take on the Chevrolet Silverado ZR2

Big American pickup trucks aren’t for everyone, but if you’re going to get one, it may as well be a Silverado.

The thing is, there isn’t much logic behind that except for “it’s a V8”. It doesn’t do anything fundamentally different to the other trucks available in Australia, and its right-hand drive conversion is just as thorough as Ram’s. But the Ram 1500 isn’t a V8, and the Chevy is.

That’s what people expect of these vehicles, and Chevrolet clearly understands. The V8 is just the cherry on top of a super-spacious, well-appointed and, in the case of the ZR2, immensely capable pickup.

No, you don’t need an ZR2 unless you’re serious about off-roading, and that’s where the LTZ Premium comes in, as it’s marginally more comfortable and well-priced against the competition. Things may well change if the Ram 1500 gets its V8 back, even if its straight-six is extremely capable indeed.

For now, the Silverado remains arguably the most well-rounded pickup currently available in Australia, and the ZR2 is a great way to enjoy it if you can justify the extra outlay.

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