I’m not a truck guy. It’s not that I don’t like them, but my upbringing evolved around four-door sedans my father drove over the years. They transported us comfortably from point A to B, carried all of our luggage on road trips, and offered a driving experience not completely devoid of feel. He also never saw the need to haul loads of cargo or drive something cumbersome and with such a big footprint, especially since he drove by himself most of the time. However, if your use case requires the utility of a full-size truck and the capability to venture off-road, chances are the 2024 Chevrolet Silverado ZR2 Bison is on your radar. To paraphrase Optimus Prime, there is more to it than meets the eye.
The Silverado ZR2 Bison’s exterior has the presence of a Transformer, with its macho hood bulge, wide stance, metal bumpers, and exposed skid plates ready to tackle anything that gets in its way. I am not a fan of the standard Silverado’s front end and its chrome trim, but the ZR2 Bison’s front fascia looks less busy thanks to the chrome delete, blacked-out front grille, and shorter bumper. An odd omission from GM is not equipping this particular Bison with 35-inch all-terrain tires as seen on the smaller Colorado, though the 33-inch Goodyear Wranglers on our tester still did a good job on providing that off-road look, feel, and capability.
Adding to the movie references, Chevrolet specs are the Inception of car options — an option within an option. For starters, the ZR2 trim initially comes with steep approach angle bumpers, all-terrain tires, and Multimatic DSSV passive-damper shocks for additional ground clearance. Moreover, you can then opt for the $9,995 Bison package, which adds AEV-branded steel bumpers, additional skid plates protecting the fuel tank and rear differential, and rock sliders. Our tester is finished in Slate Grey Metallic, a $495 option, which looks similar to other Nardo Grey-esque-coloured vehicles on the road. It garnered many compliments and thumbs-up.
For 2024, the Silverado ZR2 is now offered with two engine choices. An all-new 3.0-litre Duramax inline-six turbodiesel comes standard on the ZR2, whereas the familiar 6.2L V8 gas motor is now a $1,995 option. Our tester is equipped with the latter, making 420 horsepower and 460 pound-feet of torque, which is more than adequate for pulling this behemoth. It is paired to a 10-speed automatic transmission that is well-calibrated, always willing to accelerate within its selected gear rather than constantly downshifting thanks to the sheer torque of this V8. The motor has a nice initial bark on start-up while not being obnoxiously loud; with the optional active exhaust, it wakes up into a growl in Sport mode without creating any additional drone.
Predictably, fuel economy is laughable. It’s rated at 16.8 L/100 km in the city, 14.1 highway, and 15.6 combined. I averaged a significantly worse 18.5 L/100 km combined in mostly city driving. The Duramax turbodiesel should return better fuel economy, rated at 11.9/10.8/11.4 city/highway/combined, if that’s what you’re looking for.
Inside the ZR2, I noticed the gloss — or gross — piano black trim surrounding the 12.3-inch digital instrument cluster and 13.4-inch infotainment touchscreen. Trim aside, the cabin is a nice blend of hard-wearing and soft-touch materials, lots of storage space, and a plethora of USB-A and USB-C outlets. Our tester also came equipped with the $2,355 Technology package, which adds a heads-up display, an electronically adjustable steering column, and adaptive cruise control, to name a few features. Unfortunately, Super Cruise is not available just yet.
However, the Silverado ZR2 still comes equipped with wireless Android Auto and Apple CarPlay, unlike newer-generation Chevy models that omit this feature. Since the Silverado still runs GM’s previous infotainment, the touch inputs don’t respond quickly, and audio streaming cuts out at times. Another quirk I discovered is that Waze or Google Maps voice navigation does not lower the music volume while giving directions, defaulting to a faint voice in the background while the music volume remains undisturbed. This is annoying, especially if you heavily rely on voice commands while driving.
In terms of seating accommodations, the Silverado has plenty of room in the front and back due to the Crew Cab configuration. The front leather bucket seats are firm but slightly narrow due to the aggressive side bolstering. They do hug you while taking tighter corners, though it is more apt for a sports car or sports sedan than a full-size pickup. These seats can become uncomfortable after a long drive, especially if you are a wider or heavier-set person. The lower seat cushion was also a little too short to my liking; I much preferred the seats in the Gladiator Mojave X and the F-150 Powerboost, as those two provided better cushioning and side bolstering that accommodates a wider range of body types.
Sitting behind the wheel of the ZR2 Bison took some getting used to. You first notice the giant hood bulge; although it looks very macho while piloting this truck, it detracts from your sightlines especially if you are going through tight off-road trails. You have to get used to scanning far ahead to see what obstacles you are driving over and guesstimate when you will hit it, something I didn’t experience with the Gladiator. To help in certain situations, the ZR2 Bison does come equipped with selectable front and rear differential lockers, which are not found on the Ford F-150 Raptor or the Ram 1500 TRX. The additional skid plates the Bison package adds is great peace of mind and much-needed for a truck that has a giant off-road footprint. Although the ZR2 Bison does not have the 13,300-pound max towing capacity of the standard Silverado, many truck buyers do understand the trade-offs for increased off-road capability. Compared to the F-150 Raptor and Ram TRX, the ZR2 Bison still offers the best towing capacity of the bunch, at 8,800 pounds.
One of the features I was most impressed with, as a non-truck person, is the multi-flex tailgate. It can fold down like a regular tailgate, while the foldable top portion acts either as a cargo capacity extender while upright, or as a step to get into the bed for easier access when the tailgate is down. A nifty grab handle can also be deployed for those who have a harder time balancing themselves.
The Silverado ZR2 starts at $86,699, significantly less than the F-150 Raptor and a bargain compared to the Ram TRX. Our tester with the optional V8, Bison and Technology packages, and other goodies came up to $103,384 as-tested. By comparison, the Raptor and TRX start at $106,975 and $112,371, respectively.
The 2024 Chevrolet Silverado ZR2 Bison will definitely satisfy those who want most of the utility of a full-size truck while offering off-road capability and immense road presence. And, unlike the Raptor and TRX, the diesel option is available for those who want more torque and better fuel economy, meaning that you can almost have your cake and eat it too.
