2021 Chevrolet Silverado 1500 LTZ Premium v 2022 Ram 2500 Laramie comparison

If you're in the market for a full-size US pick-up, two vehicles stand head and shoulders above the regular dual-cab brigade. Both literally and figuratively. With local expertise and remanufacturing that results in a near-factory RHD conversion, the Chevrolet Silverado 1500 and Ram 2500 are the best opportunity Australians have ever had to make the step up to one of the big guns.

These two trucks offer passenger car levels of comfort and interior refinement, vast storage and interior space, unrivalled towing ability, and trays that make a regular dual-cab look like a toy. Sales have been strong from the get-go, and it's fair to say no-one in Australia predicted just how popular they would be. We do live by the big car, big country mantra to some extent in Australia, but not quite this big.

To be upfront, this comparison is not a fair fight. The correct match would be Chevrolet's 1500 against Ram's 1500 model, both priced similarly, and both V8 petrol powered. Later this year, Chevrolet will step into the ring with its own heavy-duty 2500.

For now, though, we're looking at what peak-truck buys you from each brand. Where the differences lie, and why you might prefer the size, power and amenities of one over the other.

Let's get the real heavyweight fight underway and try to work out whether 1500 or 2500 is the smart way to go.

The Chevrolet Silverado is what Americans call a ‘full-size’ pick-up truck. For reference, pick-ups popular with Australians like the Toyota HiLux, Ford Ranger and Isuzu D-Max are considered mid-size pick-ups. Also, we call them utilities or utes, not pick-ups, although Chevrolet has been building trayback utility vehicles since the 1920s, so we probably should have followed its naming convention.

In America, there are at least 10 Silverado and Silverado Heavy Duty variants with half a dozen engine options and three different transmissions. That level of variety is justified because the Silverado was the third-best-selling new vehicle in the USA in 2021 – the best if you include sales of its GMC Sierra mechanical twin.

In Australia, two Silverado variants are imported by General Motors Specialty Vehicles, the spiritual successor to Holden Special Vehicles: the LT Trail Boss ($106,990) and the LTZ Premium ($114,990). Both prices are before on-road costs. They also don’t include $1250 for paint if you choose any colour but Summit White.

Both variants are based on the Silverado crew cab, which means they have four doors and seats for five inside. The LT and LTZ are 5931mm long and 2063mm wide – 606mm longer and 208mm wider than the Toyota HiLux SR5 dual-cab 4x4. (All figures in brackets below are compared to the HiLux.) 

The LTZ Premium we’re testing is 1933mm tall at the roof line (+68mm) and rides on a 3750mm wheelbase (+665mm). It weighs 2540kg (+485kg), is rated to carry up to 760kg in the tray and cabin (-235kg), and can tow 4500kg (+1000kg) when fitted with a 70mm tow ball. 

So, in short, the Silverado is for people who want a big ute/pick-up that can tow a lot. If you plan on towing something close to the Silverado's 4500kg limit, make sure you don’t have any passengers. The Silverado’s gross combined mass rating is 7160kg, which after the 2540kg car itself leaves just 120kg for occupants and luggage.

This 4500kg towing capacity is the Silverado's main selling proposition, outstripping most of our mid-size pick-ups' maximums of 3500kg by a full tonne. That is also why it needs a strong 6.2-litre Ecotech V8 with outputs of 313kW and 624Nm resting behind its chrome-covered snout, and mated to a 10-speed automatic transmission with a low-range transfer case.

The LTZ Premium is the more premium of the two Australian-spec Silverado variants, as the name and price suggest. Major differences include uprated shock absorbers, cargo bed camera, and a tailgate that both opens and closes at the touch of a button (the LT’s only opens electrically). 

The LTZ is differentiated at the front by bright chrome crossbars (the LT’s are black). It also has chrome mirror surrounds, chrome door handles, chrome badging and brightly polished alloy wheels.

On the side, the LTZ has wheel-to-wheel side steps that make getting up into the cabin much easier, and 20-inch Bridgestone Dueler All-Terrain tyres (the LT wears 18-inch mud-terrain tyres). The Silverado LTZ comes with a tyre pressure monitoring system and 17-inch full-size spare wheel and tyre.

Australian Silverados come in Z71 spec, which includes the low-range transfer case as well as a locking rear diff, underbody protection and passive twin-tube shock absorbers. It also gives you hill descent control.

For those who tow, both variants come standard with a tow bar and electric trailer brake controller, plus a rear-view camera with hitch guidance. But only the LTZ gets a trailering app integrated into the entertainment system and trailer theft alert. 

Inside, the LTZ gets wireless smartphone integration, a larger 8.0-inch instrument cluster display, 360-degree HD camera with 13 camera views, a rear-view camera mirror that sees beyond cargo in the tray, head-up display, Bose sound system, wireless phone charging, a power rear window and sunroof.

The LTZ also gets leather seats, driver seat memory function and heated rear seats to match the toasty fronts.

That's a lot of useful extras for an $8000 price difference, which more than justifies the step up over the LT Trail Boss.

Despite the regular howls of protest from some, Australians have hoovered up full-size US pick-up trucks in large numbers since they were first made available in remanufactured RHD configuration.

Sure, smaller operations were converting them for years, but when Ford brought the F-250 into Australia as a factory RHD in 2001, it couldn't keep them on showroom floors long enough for anyone to see them. Check out their residual value on the second-hand market, too, so many years later.

When Ram Trucks Australia brought the Ram 1500 into our market, that changed the game again. The 2500 and 3500 followed and Ram Trucks Australia could barely keep up with demand. So much so, that GM wanted a piece of the action and brought the Silverado to the Aussie market.

For many, though, whether they are Chrysler fans or not, the 2022 Ram 2500 is the truck to have. Forget the protestations – if you need to tow anything heavy and do it regularly, a US truck is the safest way to do it. They put even the Toyota LandCruiser and Nissan Patrol to shame – no mean feat.

The fact that these trucks are the default family vehicle in so many parts of the US means they are well-equipped, robust, and practical. If you have the space to park them, and the use case for them, they make a hell of a lot of sense. No, they don't work well in a tight lane in the Sydney or Melbourne CBD, but you're not using a Porsche 911 to tow bore-drilling equipment either. Horses for courses as they say.

US trucks aren't cheap. And before you try to formulate the argument, they have to be bought from the factory, they have to be shipped to Australia, they have to be disassembled and rebuilt, and there's all the requisite RHD-specific equipment and modified or newly engineered parts. It's not as simple as a cut here, a weld there, and a few bolts.

Having seen the process up close, there's a hell of a lot of work and engineering that goes into them. Further, the factories in the States don't do us any favours. It's not like they need to sell units to a tiny market like Australia. Our trucks could happily stay Stateside and sell as a regular left-hooker as they were originally intended to.

Pricing for the 2022 Ram 2500 range starts from $157,950 before on-road costs. Dealers tell us, though, that most buyers aren't stepping up from dual-cabs. Rather they are moving from large four-wheel-drives, like LandCruisers and Patrols. And in the case of the old 200 Series, and new 300 Series, they are hardly cheap in their own right. The Laramie is the top-spec variant, and the 2500 we're testing here is the heavily updated DT variant, which takes over from the older DS, still a formidable beast in its own right.

There's revised styling front and rear, a 64kg weight reduction, new details like the grille, and LED headlights. Standard equipment includes 18-inch alloy wheels, part-leather trim, power adjustable, heated and cooled outboard front seats, heated steering wheel, and dual-zone air-conditioning.

You can option in a Driver Assistance Level 1 Package, which costs $1950. It adds blind-spot monitoring with rear cross-traffic alert and trailer detection.

Premium paint is $950, and you can also add the clever RamBox storage system for $4950, but as useful as the RamBox system is, it does cut into tray space. Still, it's handy for anyone who has smaller objects that you need to get to regularly and quickly.

Let's delve into the performance on offer from the truck you buy if you've got some heavy-duty work to do.

First impression is that the Silverado LTZ’s cabin delivers on the $100K-plus price tag. This is a luxurious and spacious workspace that will make sure every drive – even long-distance trips – are accomplished comfortably. 

Leather covers the seats, the doors, the dash, the steering wheel and pretty much everywhere else that isn’t woodgrain on burnished chrome. The front seats adjust electrically and are heated and cooled. All windows, including the sunroof and the one between the back seat and tray, open and close electrically.

There are two cupholders in every door plus more in the centre armrest (front and rear). The front armrest hides a cavernous storage bin, plus there are two gloveboxes and plenty of other places to stash life’s trinkets. There are even storage compartments accessed through the base of the two outer back seats, presumably to keep valuables or hi-vis vests out of sight.

The hardest thing to live with about the cabin is getting in because it is a big step up. In the LTZ’s case, side steps and hand-grabs make it easier. If you’re like me and you have baby seats, be prepared to lift Junior high to get him in there – maybe not as high as Rafiki lifts Simba in The Lion King, but close…

Once inside, though, there’s room for all. The Silverado's cabin helps you understand what Americans mean by full-size truck. It doesn’t matter where you sit or what basketball team you play for, you will have enough legroom and headroom to be comfortable. And yes, you can fit three adult men across the back seat.

The Silverado LTZ's maximum payload is 760kg, which must account for everything in the tray and everyone in the cabin. The tray is 1776mm long internally and 1286mm between the wheel arches. It comes with a durable plastic liner that makes it easier to slide loads in and out, just be careful sliding things out of reach. There are 12 tie-down points and LED bed lighting to illuminate the area in the dark. 

The cabin delivers limousine-like levels of comfort, space and inclusions. It's quite simply that spacious and accommodating.

The Ram is a big truck, and that's never more evident than inside the cabin where it makes a regular dual-cab feel like a toy, and even embarrasses heavyweights like the 300 Series and Patrol. That extends to the back seat as well, where there's an enormous amount of room no matter how long the drive or how tall the occupant. The second row in a 'Cruiser can not even compare to the Ram's.

I really do like the way the American trucks deliver on interior usefulness as well. Yes, designers have the space to work with, but they really do make the absolute most out of it too. Visibility is fantastic aided by the high seating position. And that's the case from any seat.

Use the hefty side step properly, and getting into or out of the 2500 is also a cinch. Once in, you can accommodate three adults taller than six-foot each across the second row, and they will all be comfortable. Up front, there's a centre jump seat to make the 2500 a true six-seater.

The design, the leather trim, the quality of the fit and finish, all help to deliver a genuine premium feel to the cabin. Cooled seats are brilliant in an Aussie summer, as are heated seats in colder parts of the country. Makes you wonder why we don't see more of it. The front seats are like sitting on the lounge at home.

The only aspect of the conversion that grates a little is the column-mounted automatic shifter, which sits on the right side of the wheel. It's way too complex to swap to the left, I assume, and you do get used to it, but it's unusual for starters. The smaller 1500 doesn't have that issue thanks to the rotary dial for gear selection. The parking brake is foot-operated, as we're familiar with in this segment. The conversion work, carried out by Walkinshaw, is otherwise very high-end in every aspect.

When you're not using the middle seat in the front row, it becomes a cavernous storage space, armrest and cupholder, with three spaces on offer across the front of it. Into the second row, there's plenty of storage again, with useful door pockets, and under-seat as well as under-floor storage space too.

Chevrolet’s infotainment system offers access to audio and climate functions, phone integration, user customisation and trailer towing enhancements. There are seven trailer profiles readily available depending on whether you’re dragging a horse, boat, cows, caravan, car or cargo. It’s also ready to handle conventional tow bars, goosenecks and fifth wheels – and if you have to ask, then this isn’t the vehicle for you.

The infotainment system is easy to use, well laid out and responsive, although the graphics are falling behind the times. There’s also no satellite navigation, which is a strange exclusion from a six-figure vehicle.

There are USB-A and USB-C ports in both rows. 

Connecting smartphones by wire or wirelessly is straightforward. We didn’t encounter any problems using wires, but we did have a couple of Android Auto dropouts when connected wirelessly. We’ve experienced this with cars for a handful of brands, so suspect this is an Android issue, not a Chevrolet issue.

The whopping 12.0-inch centre touchscreen is two things – incredibly easy to use and clear no matter how bright it is outside. It's the area of tech and infotainment where the new Ram leaps ahead from the old model.

The screen alone, and the way in which it's integrated into the cabin, makes a huge difference to the way you interact with the new Ram. You get nine USB outlets in the massive cabin, so no-one is going to be struggling for charge. There's also a clever 360-degree camera with trailer guidance, and also a cargo-view camera.

According to Ram, there is active noise-cancelling inside the cabin, but to be fair, I quite like the noise of the hefty diesel getting to work up front. We tested Apple CarPlay and Bluetooth extensively during our time with the 2500 and both were faultless.

So much of the control work is undertaken through the touchscreen that the Ram doesn't need buttons and switches everywhere. Those that it does have feel robust, built to last, and easy to decipher.

General Motors Specialty Vehicles is importing the Silverado in relatively low volumes, so it’s unlikely to get crash-tested by ANCAP. America's test body, the NHTSA, awarded a left-hand-drive version of the 2021 Silverado 1500 a four-star rating overall – five stars for side impact and driver protection, and four stars for front passenger protection and rollover resistance. 

Both the LT and LTZ come with six airbags, blind-spot warning, lane-keep assist, rear cross-traffic alert, a reversing camera, and both front and rear parking sensors. The LTZ adds forward collision alert and low-speed (8–80km/h) AEB that can also sense pedestrians. It also has high-beam assist and adaptive cruise control.

The LTZ has cameras all over its body providing all-round vision to make driving, parking, towing and off-roading less stressful. It also has a camera display built into the rear-view mirror so you can see behind you when there's a tall load in the tray.

In addition to the 8.0-inch infotainment touchscreen, the Silverado LTZ has another 8.0-inch display in the driver’s instrument cluster, plus a 15.0-inch head-up display in the windscreen. Like all head-up displays, it is hard to see if you wear polarised sunglasses.

The Ram hasn't been crash-tested locally by ANCAP, but it has been put through its paces in the US. It gets adaptive cruise control, forward collision warning with active braking, hill-start assist, trailer-sway control, lane-departure warning, and six airbags.

You also get front and rear parking sensors (which you'll need), a digital rear-view mirror, rear-facing cameras and 360-degree cameras. There's also the aforementioned drive assistance package, which can be added as an option.

All General Motors Specialty Vehicles come with a three-year, 100,000km warranty that includes three years' roadside assist. This warranty does not cover the bedliner, however.

Owners will need to get their Silverado serviced every 12 months or 12,000km, whichever comes first. Chevrolet does not offer capped-price servicing, nor does it have a pricing schedule, so we are unable to give you any indication of servicing costs. We highly recommend asking your dealer before you buy so you avoid any shocks later on.

Based on the US claims, the Ram 2500's fuel use should sit around 15.6L/100km on the combined cycle. We used an average of just under 15L/100km with more emphasis on the open road than around town. On prolonged highway stretches, that number drops into the very low 14s and high 13s. With nearly 2800kg hitched up for a quick tow assessment, the real-world average sat on 15.7L/100km, which shows just how effortless the big diesel is when you put it to work.

A three-year/100,000km warranty could be a little longer, but it's standard for a truck of this type. What might get annoying, especially if you live out of the big cities, are the six-month/12,000km service intervals. They might come up a little quicker than you'd like.

We know the Silverado can tow, so I didn’t bother testing that this time. Instead, I wanted to see how this big vehicle slotted into a more mundane lifestyle that is more representative of everyday use.

Let's cut to the chase: I love it.

The Silverado may be ubiquitous in North America, but in Australia it is such a unique vehicle that every drive feels special, and feels like an occasion. It’s big and brash and requires a bit more care piloting on our narrower roads, but it travels those roads with a regal disdain that’s empowering and addictive. 

Yes, driving a vehicle of this size does give your ego a boost – how can it not! You sit above everything short of a prime mover (you even see eye to eye with bus drivers) and can see forever down the road. Potholes hardly ruffle its demeanour, and hills are insignificant as the 313kW V8 propels the mighty truck inexorably to the peak.

The engine delivers plenty of grunt to get things moving and has some finesse to the throttle, which is important when towing and off-roading. It pairs well with the Ford-GM co-developed 10-speed auto that changes gears smoothly and doesn’t get flustered shuffling quickly on kickdown.

Yes, the Silverado is big. We all know that, and I’ll leave it to you whether you care. But that size does come with some downsides, especially when driving in a city like Melbourne. For starters, forget about those parking spots in the middle of some of Melbourne CBD’s streets. The Silverado’s 5.93m length (plus tow bar) means it hangs out at the front and the back, and that towbar is likely to be hit by less observant passing traffic. 

As for Melbourne’s famous laneways… You can drive down them, sure, just don’t expect to open your door.

Then there are the ubiquitous speed humps that plague Australian roads. There’s something about the standard width of a speed hump and the Silverado’s long wheelbase that makes this a particularly reactive and uncomfortable combination. The Silverado’s soft and floaty suspension tune means it doesn’t dampen oscillations as quickly as most mid-size utes do.

About the only other thing the Silverado fears are small car parks. A long body and long wheelbase mean a wide 14.1m turning circle, so plan your parking well in advance and get swinging on that tiller. Luckily the steering is light enough to make light work of tight turns.

It's when you start driving that you most notice the difference between the 1500 and the 2500 we're testing here. The 2500 really does feel like a bigger and more formidable truck. The 14.6m turning circle is something you'll need to get used to, the steering isn't as sharp as the 1500, and the brakes require some enthusiasm. All of which you get used to pretty quickly, it has to be said.

The engine is a thumping example of why diesel engines are, and will probably remain for some time, the first choice for proper working vehicles. Its 276kW might not seem like a lot of power, but the torque figure – a thunderous 1152Nm from just 1700rpm – is what the big diesel is all about.

Weighing in at 6.7 litres, Ram has opted for an inline six rather than the more expected V8 architecture, and it works a treat. It sounds like a Mack truck winding into action, and it provides the 2500 with a surprising kick in the backside from a standstill or when you're rolling on the throttle to overtake.

The wave of torque seemingly never lets up, and when you do crank into it off the mark, the 2500 keeps piling on speed until you let off. The amount of torque on offer and the linear way in which it's delivered are relentless. Rather than old-school diesel clatter rising with the climbing revs, there's a thunderous roar that almost feels more like a V8 than a six. It does sound as tough as nails. It's just as effortless with weight on the tow bar too. Even up near 3000kg barely affects the way the 2500 gets to work.

The heavy-duty six-speed automatic is smooth and decisive, and seems to use the torque on offer to select the best gear and stay there without slurring into and out of gears for the sake of it. We were surprised with the frugality of the fuel use, as listed above. This is an engine that really doesn't have to work too hard to do all but the heaviest of tasks. Generally speaking, it feels effortless and relaxed at any speed.

Forget regular carparks of any kind, the 2500 is too tall for that. Another reason that city dwellers probably won't be able to justify driving one even if they simply want to. The refinement inside the cabin, though, starts to help you forget the exterior dimensions. It's quiet, comfortable and insulated from behind the wheel. It doesn't take long to get into a groove with the 2500, becoming comfortable with the way you need to manoeuvre it and place it in the lane. That's the case even in town.

The steering isn't heavy, it could be a little more direct, but doesn't feel vague either. It's a subtle reminder that there's some heft at the front end. What is pleasantly surprising is how easily the 2500 deals with a winding country road. If you're keen on working up a sweat on a twisty B-road on the weekend, you've bought the wrong vehicle of course, but at a cruise, even up at the speed limit, the Ram 2500 does well.

The ride is excellent, too, aided by the damping and the wheelbase, and it takes a genuinely nasty road to unsettle the Ram. One of the major points of difference here is the 2500's five-link coil sprung solid axle at the rear, compared to a leaf-sprung rear axle on the heavier-duty 3500.

You will need to work the brakes a bit harder than anticipated, and you need to give yourself more room for that too. We didn't notice any change in pedal feel after repeated downhill work, so the feel that it does have through the pedal is consistent. On rough country roads, the cabin's comfort is rarely ever interrupted, and it really is a beautiful way to knock over a long-distance country run.

Silverado wins the first round on paper, with its significantly more affordable starting price, but that's not entirely fair either. Comparing an apple with an orange isn't always an easy one to decipher. If you line the Silverado 2500 up against the Ram 2500, it's obviously a much more even fight of course. However, there's a distinction, too, with the 2500 being the workhorse. There's no doubt that around town, the 1500 is the smarter option.

The engines are likewise a different take on the same ultimate goal. Chevrolet's barnstorming petrol V8 is as good as it currently gets in terms of its flexibility, efficiency and power delivery. Those of you with a penchant for the old-school way of doing things will love its characteristics. Conversely, the sheer mountain of torque delivered by Ram's effortless six-cylinder turbo-diesel is peerless when the going gets tough. If you've got serious work to do, the diesel is the winner.

Both trucks have tough-as-nails drivelines and smooth, well-behaved automatic transmissions. There's no argument that in this company, the 2500 does feel more like a truck than the 1500, but that's to be expected. The steering response, front end behaviour, and general road manners of the 1500 are much more akin to a conventional dual-cab than the bigger, beefier 2500.

All this means that the Ram 2500 is the one you choose for serious work, regular long-distance towing, and rural areas. Around town (not the inner city, mind you), the Silverado 1500 shines in terms of how easy it is to pilot and how comfortable it is with any road surfaces. There is a horses-for-courses argument to be made, but if you can pick only one, and you live in town, pick the 1500 – be it a Ram or a Chevrolet.

With the availability of the new DT Ram, the cabin has been lifted significantly from the older DS model, which is still on sale in Australia alongside the new variant. Ram's infotainment screen, user interface, switchgear and controls are all excellent in terms of layout and functionality.

The added benefit here is the Ram 1500 not requiring a column-mounted gear shifter, which is the only aspect of the Chev's conversion (and that of the Ram 2500) that grates for Australian buyers. You get used to it, but it's a factor. While both cabins are well-equipped, comfortable and functional, the Silverado edges slightly ahead in this battle.

With more active safety assistance, the Silverado is a marginal winner here, too, but it's worth noting that both trucks are almost impossible to split in terms of structural safety and construction. Both with a full chassis, and untested by ANCAP in Australia, it's worth noting the intrinsic strength, even though it's unlikely either will be tested by ANCAP anytime soon.

With almost identical warranties and servicing expectations, not to mention similar fuel-usage returns, the running costs for these trucks will be very close once you do buy the one that best suits your needs. We'd like to see both covered with a longer warranty, and capped-price servicing would be ideal for buyers in this segment too.

It's difficult to pinpoint a clear winner here, given both are different in their execution and purpose. While we try not to fence-sit, we'd recommend the 1500 for a certain type of buyer, and the 2500 for a different buyer. If we could only have one, we'd edge to the 1500, but only just. And that's largely because those of us who work at Drive live in town, or at least make the trip in often.

However, the 2500 is the one to have if you need to tow and do so regularly. While both are effortless on the open road, no matter how long the distance, it's the 2500 that gets down to work the most effectively. Its ability to haul a heavy load without raising a sweat is unparalleled.

We reckon the good news lies in the fact you can actually buy a US truck in Australia with such a high-quality conversion. Whichever beast you prefer, you're going to be stepping up into a realm of performance and capability that puts the regular dual-cab brigade well and truly in the shade.