Until recently, I’ve been among those who’ve had virtually no experience with one — but that changed in February.

My first time in a BEV (battery electric vehicle) was in the cab of John Deere’s soon-to-be-introduced tractors at a vineyard in California. Operating the tractor was virtually identical to running a regular one with a CVT transmission.

The biggest difference was the absolute silence in the cab and no tachometer to monitor.

When the national Plug’n Drive event hit town, I expanded my range of experience with BEVs by getting behind the wheel of a couple of passenger vehicles. Sadly, none of the electric pickups were included in that event — but clearly, farmers buy regular cars sometimes too, so it seemed a worthwhile event to attend.

First up for review was Hyundai’s Kona: a smaller SUV that still offered a fair bit of internal legroom and storage space but was small enough to feel like a nimble little grocery-getter. It proved to be a nice little car to drive.

But it was the electric angle that I was looking to evaluate.

Most ICE vehicles these days are extremely quiet and the BEVs I drove took that up a notch — not surprisingly, no sound at all.

Acceleration was impressive for a car that size. That’s to be expected. Electric drive makes torque instantly available at any speed, something you don’t necessarily get with a compact ICE vehicle.

Regenerative braking allows for short bursts of recharging when stopping, and the adjustable feature allows the driver to use that in place of standard braking, with a selector paddle behind the steering wheel to control the rate of deceleration.

—> READ MORE: Silverado EV, F-150 Lightning take a cold comparison

Of course, there were ample high-tech displays and camera views on the dash.

The Kona has a published range of 420 km and a starting MSRP of $46,499. Our test unit had an as-equipped price tag of roughly $53,000.

Next up for a test run was the Chevy Equinox: a larger car with more cargo space and internal room. It had a more solid, heavy feel than the little Kona, no doubt due to the added size and much larger battery pack that offered a published 513-km range.

And while the Kona had good acceleration, the Equinox put it to shame. Mash the accelerator pedal and the car instantly responds so much the back end wants to break loose at nearly any average speed.

I wouldn’t have believed it had that much torque. I’ve driven old-fashioned muscle cars, but I can’t think of any that had that much throttle response.

Starting MSRP for the Equinox is $48,418.

A plug-in charger is included with both models, according to the Plug’n Drive staff. While every BEV is different, they said that an average BEV, when plugged into a standard 110-V outlet, should gain enough charge to put on an additional five km of range per hour. With a 220-V fast charger, a full recharge should be possible within five hours.

The charger for the Equinox was capable of plugging into a standard 110-V or 30-amp or 50-amp 220-V outlet. That means if you have a welder plug in the garage, nothing more is required to keep your Equinox charged and ready.

It’s fair to say electric vehicles won’t work for everyone — yet, at least. But they may be a better fit and have a broader application than many might expect.

I’ll be the first to admit nothing gets my heart rate up like the sound of a big diesel engine pouring a stream of thick black partly-burned hydrocarbons out a vertical exhaust, but for a runabout grocery-getter set of wheels that would add a little fun to a parts run into town, these BEVs have convinced me they’re well worth considering. And the lack of a gas or diesel engine shouldn’t disqualify them from consideration.

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GM CEO Mary Barra on Wednesday told the annual CES technology conference via video that the electric Silverado will launch in two stages in 2023, starting in the second quarter with a $39,900 WT work truck that will be delivered to a limited group of commercial fleets (all figures US$).

In the fall of 2023, GM plans to start delivering a consumer, outdoor adventure-oriented model that will start at $105,000 — more than an electric Mercedes EQS sedan.

Retail customers will see less expensive versions of the electric Silverado roll out in 2024 and beyond, Chevrolet officials said in briefings ahead of Barra’s CES speech. Barra was scheduled to make her speech online after GM pulled out of in-person attendance at CES due to the spread of the Omicron variant of the coronavirus.

The electric Silverado’s debut escalates a battle for sales and customer loyalty in a segment that includes some of the most profitable vehicles the Detroit automakers sell. Startup Rivian Automotive’s electric R1T pickup, first shown in 2018, and Tesla CEO Elon Musk’s polarizing vision for an all-electric pickup called the Cybertruck, spurred the Detroit Three to accelerate development of electric pickups.

The Cybertruck’s launch date remains uncertain. For now, the first lap of the electric pickup race is a contest among Ford, GM and Rivian, which began shipping the first of its $67,500 and up R1T models late last year.

The electric Silverado, built on the same architecture as the GMC Hummer EV, will enter the race for both fleet and consumer buyers a year or more behind the electric Ford F-150 Lightning. That gap reflects contrasting strategic choices by the long-time rivals.

Barra and GM president Mark Reuss are betting GM will win in the long run by first developing dedicated electric vehicle architectures and a vertically-integrated battery and motor production chain, then launching electric vehicle models in high volume during the middle and latter part of this decade.

By then, GM executives expect the costs of the company’s proprietary Ultium battery technology will be lower than rivals, conferring a decisive advantage.

Ford took a different path. The F-150 Lightning due for delivery starting this spring is a modified version of the current, gasoline F-150 that is part of the best-selling vehicle line in the United States.

Ford’s approach was faster, and Ford CEO Jim Farley last month said the company had to cap at 200,000 the number of reservations it will take from consumers for the truck.

Farley is pushing aggressively to build as many Lightnings as possible before GM’s Silverado and other rivals hit the market. On Tuesday, Ford said it planned to double capacity for building Lightnings at its Rouge complex in Dearborn, Michigan. to 150,000 vehicles a year. Ford last September said it was increasing Lightning capacity to 80,000 from 40,000 vehicles.

Ford also is starting work with battery partner, SK Innovation, on an $11.4 billion network of vehicle assembly and battery-making plants in Tennessee and Kentucky.

Ford and GM both are targeting commercial fleet customers with electric pickups priced just below $40,000.

GM said the WT, or work truck, version of the Silverado EV will have a 400-mile driving range and will first go to a select group of fleet customers under deals already negotiated. GM expects to deliver “tens of thousands” of electric work trucks, said Steve Carlisle, head of GM’s North American operations.

Ford and GM are taking different paths to winning retail customers. The F-150 Lightning for retail customers has a 300-mile range, a 400-litre capacity front trunk that can function as a drink cooler and an option that enables the truck to power a house during a blackout. It can carry 1,800 pounds of stuff. The consumer Lightning had a starting price of $52,974, excluding tax breaks, before Ford capped orders.

The electric Silverado RST for retail buyers has a 400-mile range, a “mid-gate” in the back of the cab that can accommodate kayaks and surfboards, but carries less cargo and will not have backup generator capability when it launches.

Carlisle said the generator function is “very much on the radar.” A Chevrolet spokeswoman said bi-directional charging to power a home will be available within the first year of production.

GM executives said they will emphasize the Silverado’s superior range in advertising that will start this year.

GM’s decision to charge European luxury car prices for the first Silverado RSTs mirrors the strategy for the first Hummer EVs, which started at over $110,000 and are now available for starting prices of $99,995 — more than double the average transaction price for a GM vehicle.

— Joe White is a Reuters automotive industry correspondent in Detroit.

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Catching up with rival trucks from Stellantis NV and Ford Motor Co., most 2022 Silverado models will get larger dashboard screens and new connectivity technology featuring built-in Google voice commands and software.

Chevrolet also will add a 420-horsepower Silverado ZR2 designed for rugged off-road adventures — or to give the appearance that the owner would have them. The Silverado ZR2 will chase Ford’s F-series Raptor and the Ram TRX from Stellantis, which are attention-getting performance models for those brands.

The current Silverado, launched in early 2019, has been outflanked in sales by rival Stellantis NV’s Ram pickup. The Ram in 2018 got a makeover with a more refined interior and a 12-inch dashboard screen that was closer in style to a Tesla Model S sedan than a conventional pickup truck.

The Fiat Chrysler unit of what is now Stellantis also expanded production capacity for Ram pickups in North America, gunning to displace the Chevy Silverado as the No. 2 brand in the North American pickup segment.

That strategy — led by Mike Manley, now head of Stellantis North America — worked. Through the first half of 2021, Ram’s pickups have outsold the Silverado and are now in second place behind Ford’s F-series trucks, the best-selling model line in the United States for more than 40 years, according to sales data compiled by Automotive News.

Smartphone-like experience

Steve Carlisle, head of GM’s North American operations, told Reuters GM has learned from the challenge from Ram. “You have to be very agile and react,” he said. “And maybe ask different types of questions.”

Going forward, Carlisle said GM sees the market moving from “bigger is better” when it comes to dashboard displays to more emphasis on improving the user experience.

Carlisle said his goal for the revamped Silverado is to knock Ford out of the top spot in the segment.

“We will not rest until that happens,” he said, though he added, “we are going to do the right thing from a brand point of view.”

Ram and Ford have their own upgrades coming for 2022. Ram trucks will get enhanced infotainment systems. Ford is touting a hybrid system available on the F-150 pickup that can power a house, and promoting its all-electric F-150 Lightning coming next spring.

The new Silverados will get other new technology. The redesigned trucks will be the largest-scale application of GM’s partnership with Alphabet Inc.’s Google to create a more smartphone-like experience in cars. And top-of-the-line Silverados will offer GM’s Super Cruise system as an option to enable hands-free driving on more than 200,000 miles (321,869 km) of roads in Canada and the U.S.

The Silverado ZR2 responds to a more traditional form of automotive competition. Powerful pickup trucks equipped with tall, beefy suspensions and other modifications to handle racing over rough desert or leaping sand dunes have become the 21st century answer to Detroit’s 1960s muscle cars. Ford and Ram had models designed for extreme off-road enthusiasts. Chevy did not. Now it will.

Carlisle said 60 per cent of Chevrolet Silverados sold now are “lifted trucks” with tall suspensions. The Silverado ZR2 will add a 420-hp, eight-cylinder gasoline engine to the formula. Carlisle said the ZR2 could account for more than 10 per cent of Silverado sales.

Ford’s Raptor has a starting price of nearly US$66,000. Carlisle said Chevrolet’s ZR2 will be more “accessible” with a lower starting price.

— Reporting for Reuters by Joe White in Detroit.

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The U.S. National Highway Traffic Safety Administration (NHTSA) in November into 2.73 million U.S. 2014-2016 model year SUVs and pickups after receiving 487 reports of hard brake pedal effort accompanied by extended stopping distance that were attributed to deterioration of the engine-driven brake assist vacuum pump.

Transport Canada’s probe covers 249,700 vehicles for the 2015 through 2017 model years including the Cadillac Escalade, Chevrolet Suburban, Chevrolet Tahoe and GMC Yukon as well as 2014-2017 Chevrolet Silverado LD and GMC Sierra LD vehicles.

The U.S. agency said it had reports of nine incidents of vehicles incurring damage as a result of colliding with another vehicle or fixed object at low speeds and reports of two injuries. NHTSA said if the pump fails to operate, the amount of brake power assist can be significantly reduced, extending vehicle stopping distance.

The NHTSA sent GM an information request in a Feb. 7 letter. A GM spokesman said he had no update on the investigation.

— Reporting for Reuters by David Shepardson.

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Strong U.S. sales this year of the highly profitable big trucks have helped offset lagging passenger car sales.

But it is not clear how much of the truck demand is linked directly to ample factory incentives and dealer discounts, or how far sales might decline without those subsidies.

A Reuters survey of Ford, General Motors’ Chevrolet and Fiat Chrysler Automobiles’ Ram truck dealers across the U.S. indicates stores are offering deep discounts on some of the country’s best-selling full-size pickup trucks.

“The walls are not crashing down on full-size trucks,” said Sam Fiorani, vice-president of global vehicle forecasting at AutoForecast Solutions in Chester Springs, Pennsylvania. Detroit-based automakers want to keep cranking out their high-margin trucks, he added, and “giving up a little of the profit is the cheapest way to do it.”

Stores are offering discounts of up to $12,000 on the 2018 Ford F-150, which remains the best-selling vehicle in the country, recording more than 80,000 sales in May (all figures US$).

Discounts run up to $13,000 on the 2018 Chevrolet Silverado and as high as $16,000 on the Ram 1500.

Average transaction prices for full-size pick-ups range from around $42,000 to $45,000, industry analysts and automakers say.

All three companies are spending furiously — GM and Fiat Chrysler to help sell off carryover 2018 trucks to prepare for redesigned 2019 models, and Ford to sustain its long-held sales crown.

A supplier fire that temporarily shut down production of the F-150 last month “changed the game,” said Jeff Schuster, senior vice-president of forecasting at LMC Automotive in Troy, Michigan.

The supply halt nudged Ford’s crosstown rivals “to ratchet up incentives on the current models to go after weakness at Ford,” he said.

Deals advertised on the companies’ official websites range from rebates and low-interest loans to ultra-cheap lease rates, but they are not telling the whole story.

Ford, for instance, advertises a $2,000 rebate and a $500 financing credit on sales of certain F-150 models.

But James Collins Ford in Louisville, Kentucky, is offering discounts of up to $12,215 on the 2018 F-150 XLT SuperCrew 4×4.

The price cuts are even steeper at a number of GM and Fiat Chrysler dealers.

Quirk Chevrolet is selling the 2018 Silverado 1500 Double Cab at $13,000 off sticker. Gurnee Chrysler Dodge Ram Jeep outside Chicago is marking down the 2018 Ram 1500 Harvest Crew Cab 4×4 by up to $16,000.

— Paul Lienert is a Reuters correspondent covering the U.S. auto sector from Detroit.

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“Chevrolet’s return to the conventional cab medium duty segment is part of a multi-year strategy to earn the business and loyalty of Commercial and Government customers by expanding into new product segments, delivering innovative business solutions, superior value and an exceptional customer experience,” said Ed Peper, U.S. vice president, GM Fleet, in a press release.

“It’s a fact: The more choices we offer truck customers, the more we drive sales across our entire portfolio. That’s because brand and dealer loyalty run deep in this business.”

Under the hoods of these bigger models, buyers will find GM’s recent diesel engine introduction, the 350 horsepower Duramax 6.6 litre, which gets coupled to an Allison automatic transmission with a PTO option.

There are seven different cab-to-axle options ranging from 60 to 162 inches. The big Silverados will use painted one-piece frame rails for better corrosion resistance, and they can ride on a factory installed rear air suspension option. The tilt-forward hood has 50 degree wheel cuts to allow for “walk up” access to engine components.

The trucks are available in both two and four-wheel drive configurations. Production begins later this year.

“Chevy’s designers and engineers were obsessed with making this Silverado the most customer-focused medium duty truck of any major competitor,” said Peper. “By customer-focused, I mean work-ready trucks that are easy to up-fit, easy to drive, easy to service and easy to own.”

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Arguably one of the most notable additions will be the 3.0 litre in-line, six-cylinder, turbocharged diesel engine, which means diesel power is now available in both the HD models, and Silverado and Sierra 1500 trucks.

The new 3.0 litre Duramax engine, which will be built at GM’s Flint, Michigan, plant, gets paired to a new Hydra-matic 10-speed automatic transmission (as does the 6.2 litre). In all there are a total of six different engine options.

And like both of the other Detroit Three automakers (Ford and Ram) have done, GM has made the Silverado lighter. 450 pounds (204 kilograms) lighter, to be exact.

“It has a longer wheelbase, more passenger and cargo volume, and yet, thanks to our mixed materials strategy and mass reduction expertise, the new truck is 450 pounds lighter than the current model,” said Mark Reuss, executive VP of global product development, purchasing and supply chain.

The Sierra sheds a little less at 360 pounds (163 kilograms).

But that said, it looks like GM can still criticize Ford’s F150 aluminum bed floor and drop a heavy toolbox through it on those TV commercials. GM will use “higher strength steel” on Silverado bed floors. But GM will use aluminum components too, in places such as the forged upper control arms on the suspension.

One notable use of alternative materials on the Sierra only is the CarbonPro carbon fibre box, which uses that material on the inner panels and floor. Carbon fibre can be significantly stronger than an equal amount of steel by weight.

“In 116 years of making GMC pickup trucks, our industry-first carbon-fibre box is the toughest and most durable pickup box we have ever made,” said Duncan Aldred, vice president of Global GMC.

The trucks grow a bit for 2019 as well, getting a 3.9-inch (100 millimetre) longer wheelbase and an overall length increase of 1.6 inches (41 millimetres). The cabs get stretched too, offering three additional inches of rear seat legroom.

Silverados will bet a fully boxed steel frame that is 40 pounds lighter than the previous design but has 10 per cent more torsional rigidity.

To improve fuel mileage numbers, the new 5.3L and 6.2L V-8s will get Dynamic Fuel Management, which actively shuts off any number of cylinders, in a variety of combinations, depending on immediate needs to optimize fuel economy. This, claims GM, will result in instant power when called for. And although GM has had a cylinder shut-off system on earlier models, the company claims this version of the technology is an industry first.

2019 sees a throwback design feature from ‘50s and ‘60s models incorporated into the new Silverados: “Chevrolet” is stamped into the tailgate for that nostalgic touch. But it will also pair that retro vibe with some modern consumer preferences like dual exhaust and available 33-inch diameter tires as options.

Of course, there are the usual digital components like onboard Wi-Fi and, well, all the other technology stuff.

There will also be a brand new trim level for 2019 Silverados, the Custom Trailboss. It gets a two-inch suspension lift, the Z71 off-road package and a spiffy set of Goodyear Duratrac off-road tires.

As usual, next year’s models will go into production this fall.

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This year we had a field of 11 pickup trucks, falling into four classes: midsize, half ton, three-quarter ton and one-ton trucks.

All pickups are tested in the same way, by six automotive journalist judges who drive them back-to-back in each condition. The test loop we use is 17 kilometres long and combines gravel, pavement and highway. There are twists, turns and elevation changes. An off-road course on the IronWood test site is saved for the last afternoon of testing. The trucks are always driven empty first. Then, we add payload and do the loops again. Finally, we travel the route pulling loaded trailers. This is the best way to feel the differences between them.

• PHOTOS: The competitors: Pickup trucks of 2017

This year the midsize trucks carried a payload of 500 pounds and towed a total of 4,000 pounds. The full-size half tons used a payload of 1,000 pounds and towed 6,000 pounds, while the three-quarter tons towed 10,000 pounds and also used 1,000 pounds for payload. These figures take into consideration the lowest manufacturer-set limits among the entries. The weights we used never exceed any of those limits.

Mid-size category

In the midsize group we had the all-new Honda Ridgeline and the Chevy Colorado diesel. Toyota opted not to give us a Tacoma (which we did test last year) and the Nissan Frontier was also not offered — no doubt because it’s in the last year of its current cycle before a major upgrade.

Between the two midsize trucks, the Honda impressed the judges most. As with anything new, it had an edge, even though the Colorado diesel was a big splash last year. However, it wasn’t just the new factor that pushed its score past that of the Colorado. The prior generation of Ridgeline was a niche, quirky truck that appealed to a select buyer. Now, the Ridgeline has moved closer to the mainstream while retaining some of its unique characteristics. It did almost everything (payload, towing, even off-road) well and still offered the most car-like ride.

Half-ton category

The full-size half-ton category is the meat of the market. In Canada it makes up just under 80 per cent of total pickup sales. As such, it is one of the most competitively fought over among the builders. For us at the Challenge, it’s a segment that we annually consider most carefully, as in what to test and how.

Despite the competition, there are rarely more than two “new” half-tons in a given year. Generational upgrades are typically seven years apart, while lesser changes do come along in between. This leaves us with a problem when it comes to testing. How do we field a full spread of pickups where perhaps only one is really new?

This year we came up with an idea that should appeal to Canadian buyers. We asked each of the manufacturers to give us a truck with their best-selling body style, cab and power-train combination. This way we’d test the trucks that Canadians buy most often. We had a Ram 1500 crew cab with the 5.7L Hemi V8, the Chevy Silverado crew cab with the 5.3L V8, the new Nissan Titan crew cab with the 5.6L V8 and the Toyota Tundra TRD Pro crew cab with the 5.7L V8. For Toyota, the TRD Pro (or off-road version) of the Tundra was the newest truck they had, not really the most often purchased. But that was the machine they chose to enter. The others were exactly what we asked for.

Ford, the leader in half-ton Canadian truck sales, chose not to compete.

The three-quarter tons

In the three-quarter ton category, each of the trucks was diesel powered. These are the most common big haulers being bought by Canadians, and the judges made a point of saying that under load was when they really felt how well they behaved. The scoring here was close, as each truck did well. However, the Ram 2500 with the Cummins 6.7L diesel did come out slightly ahead.

What was more interesting was the Nissan HD tied with the HD Silverado. The first uses the all-new 5L Cummins diesel V8, which is new this year, while the Chevy had the veteran 6.6L Duramax diesel under the hood.

One-ton truck group

For the one-ton trucks, we had a field of two — again we missed Ford, particularly because its 2017 Super Duty trucks are all new. However, we still performed a full field of tests on the Ram 3500 and Silverado 3500. After a full day of driving both trucks back to back, the judges awarded the win to the Chevy Silverado 3500.

The winner

It’s worth noting that all the trucks performed well, and as a group you’ll notice how close all the scores are. If anything, this makes it tough for the judges to crown a winner because none of these trucks are “bad.a”

The group of judges worked through the field of trucks creating a mass of data in 20 key categories. Each judge hailed from a different part of the country and is a member of the Automobile Journalists Association of Canada. Collectively, they brought over 200 years of experience to this intensive testing. Over three long days they drove almost 4,000 km while evaluating the trucks.

The overall winner of the 10th annual Canadian Truck King Challenge, with the highest collective score of 79.4, is the 2017 Hemi-powered Ram 1500. (see individual results below)

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And how do a truck’s features compare to what’s available in competitive models? It’s almost impossible to make a detailed comparison of trucks if you test drive one, then have to wait a couple of days to test another on a completely different route. And it’s unlikely any dealer would welcome you showing up for a test drive with a loaded trailer to measure a truck’s pulling ability.

There’s only one way to find out how today’s crop of half-ton trucks really compare with each other, and that is to operate each of them in exactly the same way on exactly the same roads. And make them do what farm pickups do: work.

That’s precisely what happens at the annual Canadian Truck King Challenge. This year Grainews was there and took part in the testing and judging. The major brands with something new to offer in the half-ton truck category each submitted a model for testing.

The contestants

Here’s who showed up:

Ford entered two F150s, one with a 2.7 litre EcoBoost V6 and six speed transmission, as well as another 3.5 litre version. A Ram 1500 with a 3.0 litre EcoDiesel-eight speed combination was there too. And lastly, GM delivered a pre-production Silverado with the 5.3 litre EcoTech3 V8 mated to an eight speed transmission.

To evaluate exactly how these trucks perform and how much fuel they drink in the process, each of the four judges drove all the trucks along the same predetermined route under the same conditions. They were driven over an off-road course as well.

For the on-road portion of the test, trucks made the trip empty as their performance, ride and other characteristics were reviewed. Second, the trucks again drove the route with a 454 kilogram (1,000 pound) load in the bed. Third, a 2,727 kilogram (6,000 pound) trailer was hitched to the back, and the trucks were once again driven along the test route. To really simulate farm conditions, that route included both pavement and gravel roads in a rural area.

To provide an overall evaluation, judges rated a variety of features and characteristics, such as throttle response, handling and braking feel. Some of the categories rated required a little subjective opinion; but to compensate for that, all the scores were added up and averaged. An overall winner was declared based on the total scores.

The winners

The scores were close, reflecting just how good today’s crop of half tons really is; but the Ram 1500 EcoDiesel inched out victory by a few overall points, and three out of four judges rated it highest in the group. So the decision was almost unanimous.

The Ram also had the lowest overall fuel consumption in the group, and by quite a bit. It averaged 9.76 litres per 100 kilometres across the entire testing period, roughly three litres less than the second-place 3.5 litre Ford gas engine. It achieved the lowest consumption numbers in every test.

All of the trucks seemed to excel in at least one or two areas.

Take the 2.7 litre Ford, for example. This relatively tiny engine showed impressive ability, even when pulling the trailer, much better than most judges expected. If, however, you believe there is no replacement for displacement, Chevy’s Silverado had the biggest power plant, and it was clear during the trailer towing test this V-8 had loads of torque. To help with fuel consumption, it has a cylinder shut down feature.

The updated Chevy has new front-end styling, which makes it a good looking truck, but the high hood would also make it the most difficult of the group to navigate through a parking lot with tight quarters. It just wasn’t as easy to see obstructions close to the front bumper on this truck as it was on the others.

Looking for more? Check out our video on e-QuipTV at the Canadian Truck King Challenge.

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