Tow test: MY24 Chevrolet Silverado LTZ 2500HD

Tow test: MY24 Chevrolet Silverado LTZ 2500HD

In 2022 I hooked up an impressive Evernew RTX35 to the back of a 2500HD Silverado and came away blown away by the big brute’s softer side and unrivalled ability to tow. For the 2024 version of this Truck, the interior gets an update along with some minor cosmetic changes and one to towing with cruise control.

I bet the last bit caught you out. It did me too, so let’s jump into it. 

Towing using cruise control is a contentious topic. I do it, but I have also had a few ‘Oh @##$%’ moments when the tow vehicle roared over a crest or carried a bit too much momentum for my liking, so I will not put a hand up to say it’s the way to tow everywhere, always.  

So why promote it in the MY24 LTZ 2500HD? It comes down to the integration of what was already a fantastic bit of tech, the ability to load dimensions and weights of trailers into the vehicle infotainment screen, and an update to the hardware used for judging safe distances between you and the vehicles in front of you. 

The MY24 LTZ 2500HD has adaptive cruise control with an added camera that, when combined with the information of the bulk and weight towed behind you, changes the distance the cruise control will follow what’s ahead of you on the road. Smart stuff. But to get the best of it, you need to use one of the best features of the 2500HD: the ability to program trailer weight and dimensions into the system.

It is intuitive and easy to use. You enter in the axle type (tandem, single, triple) and trailer type (gooseneck trailer or traditional) plus the braking type and overall dimension of the van, trailer or so on. This information is fed into the adaptive cruise control and is also used to display blind spots and impact zones in the camera feeds from up to 14 camera angles — plus give you alerts for low bridges when using the vehicle’s navigation system. 

Just how big is it?

The LTZ 2500HD sits, as standard, at a smidge over 2m tall and will be over 6.5m long if you leave a tow hitch on. Width is also substantial with the body nearly 2.3m wide, so a fair chunk longer than a Ford Ranger, taller than an LandCruiser 300 Series and wider than a Nissan Patrol. Is it too big? Not on the road or outback, but parking in the city can be a challenge.

Since my more full-on review of the Silverado LTZ 2500HD Premium, I have sampled more 1500 and 2500-class trucks than I had when I wrote about the differences between the more sedate — but still relatively huge — 1500 and the 2500 series trucks.

I mentioned how 1500s can use the same cab as the 2500s, typically benefitting from the option-on 1500’s long bed as well as very, very different underpinnings. Nothing has changed here, with the exception of the 2500 carrying over a column-mounted shifter, and the MY24 LTZ 2500HD now uses the same cabin as the MY23 1500 Silverado.

That’s a good thing. The Silverado 1500s I have driven are a nice place to be. They have a great ergonomic layout for elbow rests, deep seats and fully adjustable steering columns. The MY24 model now coming with the updated cabin only makes the package more appealing and comfortable. 

What about that truck licence?

If I can do it, anyone can. I say anyone because within the walls where Caravan World is created, we had a couple of staff members fail their first go at getting a truck licence.

Back in 2018, we put a number of staff through the process to give the team confidence (and insurance) in driving big motorhomes and trucks. I got my Heavy Rigid Automatic endorsement at the same time through the same people, TDT Training Australia, who now have six locations in Victoria offering everything from truck to motorbike and forklift licencing. 

The cost today is $1300 for a Heavy Rigid Automatic endorsement, but for a licence that will let you get on the road with a NB2 classified 2500HD, it will cost you as little as $695 in Brisbane, $770 in Sydney and from TDT Training Australia, $1100. In my opinion, it is a must-do to get the best of the mighty 2500HD. 

Why though?

There is capacity in the 2500HD for a gross combined mass (GCM) of 12,474kg and gross vehicle mass (GVM) of 5148kg, which allows for a payload of up to 1386kg if you have the vehicle registered as NB2 and carry the necessary licence. Without it, the GVM drops to 4495kg which after you subtract the hefty 3762kg kerb weight leaves you with less payload than an INEOS Grenadier and most utes

If you want a refresh on weights and capacity jargon, head here 

Tow testing the MY24 2500HD

Last time out, I saw mid-20L/100km travelled hauling an Evernew RTX35 over approximately 550km. That trip was up to and around the skirts of the Victorian High Country so a lot of up, down and slow going. This time was similar but not as long and not as start-stop.

I got over 80km in the hot seat by negotiating to return one of the test vans back to the hotel we were staying at (most journos just went round the block, so to speak). This time I saw around 23L/100km which is frankly absurdly good when towing an approximately 2600kg, full-size, offroad van like the Titanium Hardcore ATX 18ft 6in. 

To put it into perspective, towing a similar caravan in the Roadstar Safari Tamer 18’6 with an LC300 we saw the same fuel figures and I regularly see around 30L/100km with petrol 1500 Series trucks. The only vehicles that have bettered this, with similar-sized vans are the INEOS Grenadier (diesel) and Isuzu pairing of the D-MAX and MU-X. 

I appreciate that weather and road conditions play a part and that 80km is not a real test run of the 2500HD’s fuel efficiency, but combine that distance with the approximately 550km I did previously with the mechanically identical 2022 model and I stand by it, this is the real deal for big-trailer hauling. It’s relaxed, it’s capable and it’s efficient.

In terms of ride, the MY24 2500HD is pretty good. Unhitched it is firm and rides flat and while the tyres are light truck-rated, they have decent grip on dry and wet roads and on dirt. Do not expect car-like dynamics, expect to feel its weight but I bet you’ll suggest it drives better than expected. 

Once hitched up, it does show a little grievance in that the front end can wallow on uneven roads. What I mean by this is that the front can rise and fall more than I want when you have some ball weight on and when the road has dips and bumps like our backroads do. 

The shocks on the MY24 2500HD are the same Rancho Twin Tube models under the 2022 edition and in that truck, I felt the same porpoising-like front ride when towing. I asked the team from GMSV and they didn’t have an answer — I would suggest a set of firmer shocks from the likes of Fox or Kings which with an alignment could set you back between $3500 and $7500. I know what you’re thinking, how could a stock vehicle need adaptation from the factory? It’s a reality that no vehicle is perfect for Australia, as close as the 2500HD is. The best kit I could see that retains stock ride height is from Offroad Industries in Melbourne which offers a Fox Performance kit for $3500 plus shipping and fitting. 

What other upgrades are needed to the 2500HD?

Certainly not power upgrades with its 350kW of power and 1322Nm of torque and the factory-fitted brake controller negates the need to fit a REDARC unit. I have no issue with the wheels and tyres and the interior is practically perfect, but some will want a change in looks. 

You’ll want to fit a UHF radio for comms and power to the towbar for trailer charging, but there is no need to fit a tyre pressure monitoring system (TPMS) as an option exists from GMSV that includes monitors for your trailer that display real-time pressure and temperature on the 2500HD’s factory infotainment screen (another detail I love).

The only consideration I would take is a larger fuel tank. Although you’ll likely see up to 900km from the 136L tank when unhitched, with a towing range of around 600–700km, you might want to consider a 200+L tank to get that up to closer to 1000km. A factory direct replacement exists from Titan, a brand Offroad Industries retails for $3000

The best bit — Transparent Trailer view

One cost you should take on is for the optional camera accessory that affords you Transparent Trailer.

Mounted to the rear of the trailer you are towing and plugged into the back of the truck, once configured it melds views from the rear-view camera, side cameras and the Transparent Trailer camera to effectively allow you to look through your trailer. 

It doesn’t hide the trailer fully — you’ll see its outline on the main infotainment screen so you can judge its proximity to passing traffic, but you’ll see what is behind and beside the trailer on both sides. Witchcraft to some. To me, it is hardly believable and imminently useable; it allows so much confidence when hauling long and big loads. It’s a must-have. 

Front camera view

Inside trailer view

Rear side view (turn signal activated)

What does the LTZ 2500HD cost in Australia? 

The answer to this is less than a well-spec’d and GVM upgraded LC300 and not a lot more than an off-the-shelf F-150 Lariat which retails at around $155,000. The MY24 LTZ 2500HD Premium has an RRP of just $163,000 which in our post-COVID price boom seems cheap even if the same vehicle in America can be had for about AU$100,000. So why the mark-up? Left-hand drive (LHD) to right-hand drive (RHD) conversion is the big one plus shipping, taxes and local market specifications. 

The wrap

I asked back in 2022 that I’d love to know if there is a better tow vehicle than the LTZ 2500HD. That question has still not been answered. I have driven the RAM 2500 and Ford F-250 and while I found them both very capable, I find the Chevy has the better interior now and a more relaxed drive (I do covet the airbag suspension available in the RAM 2500 Limited, however).

The MY24 LTZ 2500HD is menacing to look at and I know some people (including my family) cannot reconcile its girth. I know there is a place for the 2500HD on our roads and that is as the pinnacle of big-van tow rigs. 



  • Unbeatable tow 
  • Seriously comfortable 
  • Surprisingly good on fuel 


  • It’s the size of a small house
  • The front end feels a bit light on rough roads 

MY24 Chevrolet Silverado LTZ 2500HD SPECS


Length  6387mm (6.4m / 20ft 10in)
Width    2263mm (2.3m / 7ft 4in)
Height   2039mm (2.04m / 6ft 7in)
Wheelbase  4036mm (4.04m / 13ft 2in)
Ground clearance (at kerb weight) 251mm (10in)
Kerb mass 3762kg
Gross vehicle mass 4495kg (NB1) 5148kg (NB2)
Gross combined mass Up to 12,474kg
Towing capacity Unbraked: 4500kg
Braked: 750kg
Towball (max) 450kg


Engine   6.6L V8 turbocharged diesel
Transmission  10-speed automatic transmission with two-speed four-wheel drive transfer case
Power   350kW at 2800 rpm
Torque  1322Nm at 1600 rpm


Fuel capacity  136L
Suspension  Front: Independent, coils, sway bar
Rear: Multi-link solid axle    
Brakes  Disc all-round
Wheels  Alloy
Warranty  Three years/100,000km

More information: GM Speciality Vehicles 

 MY24 Chevrolet Silverado LTZ 2500HD price $163,000 RRP


If you need help choosing your first tow vehicle or are considering upgrading your existing one, check out the Chevrolet models available on TradeRVs today.

The sellers will be happy to help and answer any inquiries you may have about the products advertised for sale.


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