First Drive – The Best of Both Worlds: Chevy and GMC Hybrid Trucks
Review by Dean Washington – Photos courtesy GM Canada
What would you say if I told you there was a pickup that averaged over 11.7 L/100km (20 miles per gallon) in the city and still gave you the ability to tow your 5,000-pound boat to the lake on the weekend?
My guess is that you might say that I’ve been sniffing the fuel savings. But, it is true. The new Chevrolet Silverado and GMC Sierra Hybrid 1500s both sport GM’s new two-mode hybrid system. You heard it right. GM has introduced the first (and only) full-sized hybrid pickup on the market.
You may recall back in 2004, they introduced a parallel hybrid truck, or as Mike Tulumellow, GM’s Vehicle Line Director describes it, “a mild hybrid that had some of the features of this truck, such as AutoStop, as well as some regenerative braking features, but that was simply the entry point for this new incarnation, as it (the full hybrid) was in the works as soon as that model was launched.”
Based on appearance alone, one would be hard-pressed to recognize this vehicle as a hybrid other than some badging on the front quarters and tailgate. The same goes once you’re behind the wheel. The only indicators that this is a hybrid are a few gauges that tell you whether or not you’re running on the gas engine or electric motor. In fact, there are very few changes from a regular 1500, according to Tulumellow. “There are virtually no differences other than a slightly different arrow on the nose of the truck, selected aluminum body panels, some aluminum suspension parts and lightweight seats to control mass,” he explains. “The team set some aggressive goals for fuel savings so they had to find ways to lighten the vehicle to offset the 300-pound batteries (300-volt nickel-metal hydride Energy Storage System (ESS)), while not compromising the functionality of the truck.”
Another difference between this and its gas-only cousin is the hybrid is only available in two trims. The base model features a cloth interior, a front bench seat and no navigation or hybrid mode display, while the next level gives you the aforementioned navigation unit, bucket seats and leather. Both very appealing and really just a matter of your taste and how much you want to spend.
Once on the road, the shift from the electric motor to the gas engine are so seamless you would be hard-pressed to recognize the transition. On level ground, you can travel to approximately 48 km/h or 30 mph on the electric motor before the 6.0-litre V8 gas engine kicks in. As you accelerate to higher speeds, you can’t even feel the Electrically Variable Transmission (EVT) shifting from gear to gear, nor do you notice the back-and-forth from the electric to gas motors, or the gas engine switching from eight to four cylinders.
Just as smooth is the ride of this vehicle. GM went to great lengths to maintain their status as the top-riding truck by taking steps such as replacing the number three body mount below the batteries from rubber to hydraulic, that corrected a beaming or highway hop issue that arose from the extra weight (something that GM has now installed in their extended and crew cab models). We had the opportunity to drive in several different situations, including towing a boat and a horse trailer (both in the 5,000-lb range) which this hybrid handled with ease in two-wheel drive mode.
So, we have established it is a great riding truck and it’s got the power to pull our toys around, but does it live up to GM’s claim that there is up to a 40-percent fuel savings in city driving conditions? Yes is your answer. We toured around downtown San Antonio, Texas for over three hours, stopping at what seemed like every traffic light and stop sign in the city, and ended up with an overall average of 11.9L/100km (21.2 mpg) in two-wheel drive (GM’s numbers are (2wd) 11.2L/100km (21 mpg) city, 10.7L/100km (22 mpg) hwy and (4wd) 11.7L/100km (20 mpg) for both.)
That’s fantastic. But how much do you have to pay for these wonderful fuel savings? The hybrid will run you $50,875, and if you look at the equivalent gas-powered LT model that, with the same options sells for $45,170, the difference is $5,705. Not a terrible amount considering the fuel savings one will enjoy. Add into the equation that many provinces have rebates available for these types of vehicles, and an argument in favour signing on the dotted line is now easier made.
Interestingly, GM did not design this truck with any one customer in mind. More so, they are looking at the future. With government regulations such as CAB that have to be met by 2013, Tulumellow and his team are already looking forward, trying to predict what the landscape may be in the next five or so years to be in position with a product that’s compliant with government standards as well as a business model that makes sense, so they can actually make some money on the product.
Though this is not predicted to be a high sales volume vehicle at present, he explains they are venturing into uncharted territory with a brand new technology, and it is probably wise to be strategic when entering the market and not be too widespread until they work out the bugs. Tulumellow wouldn’t be surprised that if in the near future, this technology became standard equipment for all new GM vehicles in one form or another.
With the a reasonable price point, a full eight years warranty on the batteries and the full functionality of any half-ton pickup, the trucks of the future just maybe have arrived.[PSGallery=dy7h06d5m]
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