The Chevrolet Silverado 2500HD is a big and capable truck that can be found at work sites across the country. In the 20th century, “2500” models were often known as “three-quarter ton” trucks, as opposed to the more common 1500-grade “half tons.” Those designations are vestigial these days because modern trucks offer much more capability than classic ones and none more so than heavy-duty (HD) models like this.
Chevrolet also builds an even burlier Silverado 3500HD with a maximum towing limit of more than 13,000 kilograms (30,000 pounds), and commercial truck Silverado grades up to 6500HD, but the 2500HD level is where most civilian truck buyers top out. It’s much more popular than the all-in 3500HD and more affordable, too. The 2500HD is not available with a dual rear wheel (DRW) setup as on the 3500HD, but the 2024 model can tow up to 9,000 kilograms (20,000 pounds) with a conventional hitch and 10,000 kilograms (22,500 pounds) with a fifth-wheel setup. Except for the most extreme regular-cab 3500HDs, the 2500HD’s limits aren’t that much lower than its big brother’s.
Chevrolet has also improved the truck’s cabin over the years. In the early 2000s, basic creature comforts such as upgraded stereos and power doors and locks were among the highlights. Now, there are leather interiors, sophisticated infotainment systems, lots of driver assist gear and even dedicated luxury trims. The result is a truck that offers heavy duty towing and hauling capacity, almost commercial truck grade, but many of the same amenities as a “half ton” mainstream consumer pickup.
Historically, the Silverado 2500HD hasn’t ever had the highest capacities in its segment. That honour has usually gone to the Ford F-250 Super Duty. But it has had a long reputation for refinement and reliability, with some exceptions.
In this guide we’ve outlined each generation of the Silverado 2500HD since the modern versions debuted in 2000. Before that, there were both 2500 and 3500 versions of the Chevrolet C/K pickups, but they aren’t quite the same animal.
Chevrolet Silverado 2500HD Buying Guide: Cost, Reliability, and the Best Years to Buy
- Frequently Asked Questions
- Chevrolet Silverado 2500HD Pros and Cons
- Chevrolet Silverado 2500HD Generations
- Fourth Generation (2020-Present)
- Third Generation (2015-2019)
- Second Generation (2007-2014)
- First Generation (2000-2006)
Frequently Asked Questions
Which Chevrolet Silverado 2500HD years are the best?
2018 and newer Silverado 2500HDs have the fewest problems, but they’re also the newest and lowest-kilometre versions on the road, and most newer models are still under warranty. Among older models, the second-generation 2008 to 2010 models get good marks from owners, in contrast to those same years in the 3500HD, where transmissions seem weak. How drivers use these closely related trucks could account for that discrepancy. Consumer Reports gives its best marks to 2008, 2016, 2019, and 2022 models. RepairPal ranks the model (all years) only so-so in terms of maintenance cost.
What are the worst Chevrolet Silverado 2500HD years?
The mid-2000s Silverado 2500HDs, built from roughly 2003 to 2006, generate the largest number of gripes from owners, and these models also get relatively poor ratings from reliability trackers like Consumer Reports. Among more recent versions, 2015 to 2017 models also seem to have missed the mark. In the case of these newer models, complaints centre around steering and suspension troubles, HVAC issues, and powertrain problems. The earlier trucks get singled out for electrical gremlins, build quality demerits and HVAC and engine management system troubles.
Is a used Chevrolet Silverado 2500HD a good deal?
It can be, but it depends on what you need from a truck. If you don’t need more than the payload and towing limits of a Silverado 1500, then the 2500HD isn’t a great deal because it gets worse fuel economy and doesn’t handle as well. Keep in mind that newer 1500s can match the capacities of some (but certainly not all) older 2500HDs. Conversely, if you are looking at some of the lower-capacity 3500HDs, the lighter 2500HD might be better overall, and it offers some things the 3500HD does not. It’s also worth considering the Ford F-250 Super Duty and Ram 2500, both strong alternatives for many years.
Chevrolet Silverado 2500HD Pros and Cons
Pros:
- Powerful engine options
- Dependable, High tow ratings
- Wide variety of configurations
Cons:
- Basic interiors on all but the most expensive versions
- Many years lack safety features
- Some rivals have higher limits, more refinement
Chevrolet Silverado 2500HD Generations
Fourth Generation (2020-Present)
The 2010s were a veritable arms race for pickup trucks, with automakers constantly one-upping each other with “best-in-class” claims. With such brinksmanship, a truck like the new-for-2020 Silverado 2500HD was inevitable. Prices soared along with it, and seemingly every attribute that you could associate with a truck was ramped up to its max. As a result, the current Silverado 2500HD can haul up to 9,000 kilograms (20,000 pounds) on a conventional tow hitch, a huge leap from the previous generation’s 6,500-kilogram (14,500-pound) limit. Back then, the bigger, beefier 3500HD was the 20,000-pound hauler.
Chevrolet also gave this new generation of HD trucks much more aggressive styling. They’re both spectacularly tall and large, and have such a bluff front end that it can be hard to see what’s immediately in front of the truck when cresting a hill or maneuvering in tight spaces. Not everyone cares for the aggressive looks or the reduced visibility, but it is distinctive. Underneath, the menacing grimace hides a new, fully boxed frame made from seven different types of steel that the automaker says is 20% stiffer than before.
In other respects, the fourth-gen Silverado 2500HD’s formula is familiar. The standard engine is a gas 6.6-litre V8, making 401 horsepower and 464 pound-feet of torque. The optional 6.6-litre Duramax turbodiesel V8 puts out 445 horsepower and 910 pound-feet of torque. Both engines were inherited from this truck’s predecessor and send power through a 10-speed automatic transmission. Shoppers can select rear-wheel drive (RWD) or available 4-wheel drive (4WD) with low range.
A dual rear wheel (DRW) option is not available on the 2500HD, but buyers can choose from regular, extended, and crew cab configurations, and unlike on the Silverado 1500, the latter two can be fitted with a standard 6.6-foot bed or a full 8-foot long bed (which is standard on the regular cab).
Trims for the Silverado HD are Work Truck, Custom, LT, LTZ, and High Country. Base trim status notwithstanding, the Work Truck comes with a 7-inch touchscreen, a V8 engine, Bluetooth connectivity, Apple CarPlay and Android Auto, a subscription-based Wi-Fi hotspot, and a 3.5-inch digital instrument display. The Custom trim adds 20-inch aluminum wheels and a body-colour split grille bar.
For 2024, Chevrolet added the ZR2 trim to the 2500HD with the optional ZR2 Bison package. These versions are aimed at off-road truck fans. The Bison adds special cosmetic and mechanical tweaks from extreme truckbuilder American Expedition Vehicles (AEV). It looks the business, but the 2500HD’s sheer size does limit its trail capability. These vehicles are still brand new, so you’re unlikely to find very many of them on the used market, but Ford’s F-250 Tremor and Ram’s 2500 Power Wagon and Rebel are similar.
The Chevrolet Silverado 2500HD comes standard with a hitch, seven-pin connector, trailering mirrors, federally mandated rearview camera, and hitch-guidance technology, but Chevrolet also added many new driver and trailering assistance features to the redesigned 2500HD. Available safety gear includes blind spot monitoring with rear cross-traffic alerts, park assist, adaptive cruise control with trailer monitoring, and more. The truck’s camera views and clear display greatly help out in tight spaces and make this huge truck feel smaller than it is. No competitor offers gear that’s quite as sophisticated or helpful.
The Silverado 2500HD’s limits are high, too. While the most extreme configuration can tow 9,000 kilograms (20,000 pounds) with a regular hitch (or 10,000 kilograms (22,500 pounds) with a Gooseneck), all of the other versions can manage at least 6,500 kilograms (14,500 pounds), and some are closer to 7,700 kilograms (17,000 pounds), putting them on par with older 3500HD models. Nor do you need to select the regular cab to get the highest rating, as the ratings are largely shared between the configurations, a boon to family buyers. Some versions lag on payload, with limits as low as 1,000 kilograms (2,200 pounds), but a few go up to 2,700 kilograms (6,000 pounds) and most hover around 1,700 kilograms (3,800 pounds).
Back in 2020, we tested the LTZ trim with the Z71 Off-Road package. It featured leather upholstery, a heated steering wheel, heated and cooled front seats, heated rear seats, and remote start. The High Country is the range-topping trim. Many optional features on the LTZ come standard on the High Country. This includes a power open/close tailgate, spray-on bed liner, and front and rear park assist.
Because these trucks first arrived at dealers at the height of the Covid-19 pandemic, some were built without features they might otherwise have gotten during the subsequent supply-chain crisis. Many of these have been added back by dealerships, but if you’re looking at 2020, 2021, or 2022 models, it’s essential to verify that the features you want, like heated seats, are actually there on the vehicle.
In general, this generation of Silverado 2500HD has a very good reliability record and most examples are still under warranty. Consumer Reports gives it good marks for the serious things (powertrains, overall reliability), but both that outlet and others have dinged it for overall build quality quibbles.
As a used vehicle, the added capacities of this fourth-gen truck and its higher prices when new make it a pricey proposition. Many of them are WT (Work Truck) base grades and in good condition with under 120,000 kilometres on the clock, and these start at around $40,000 to $50,000. The more civilian-oriented LT and LTZ cost about 10% to 20% more than that, and you’ll pay $75,000 minimum for a clean top-trim High Country, with some variations stretching to nearly $90,000. Diesel engines also command a premium, as they add more than $10,000 to the price of a new one and lots of capacity.
In total, this Silverado 2500HD is the most capable one ever and a solid value, provided that you don’t hate the styling. It does drink a little more fuel than its rivals, according to crowdsourced data from outlets like Fuelly (Natural Resources Canada does not rate heavy-duty trucks for fuel economy), but it’s got lots of brawn. Ford’s F-250 Super Duty hauls yet more but isn’t quite as refined a driver. Ram’s 2500 is a better handler but falls just short of the Chevy on capacity. Both have nicer cabins, however.
Third Generation (2015-2019)
Introduced a year after the redesigned third-generation Silverado 1500, this version of the Silverado 2500HD hit showrooms in 2014 as a 2015 model. It brought a redesigned exterior with big-rig looks, a new frame, and a new and newly tech-heavy interior as well as some of the earliest driver-assistance features to be offered in any heavy-duty pickup. At first, they included only lane departure warnings and forward collision alerts, but they where there, and parking sensors and GM’s Teen Driver assist system eventually joined them.
The new tech offerings included an available 8-inch digital driver display (included on most trims other than the base-grade WT work trucks) and an 8-inch touchscreen. Later in its first year, Chevy added OnStar with a 4G LTE Wi-Fi hotspot. The basic formula, however, only changed a little. Despite the third generation’s all-new chassis and appearance, it carried over the second-gen powertrain options, both gas and diesel.
The standard 6.0-litre gas V8 remained, mated to a six-speed automatic transmission, and in this version put out 360 horsepower and 380 pound-feet of torque. A Compressed Natural Gas (CNG) version was available again, though with far less power. The Duramax diesel also continued but with some changes during the run. In 2015 and 2016, this engine made 397 horsepower and 765 pound-feet of torque, but 2018 saw it upgraded to 445 horsepower and 910 pound-feet, figures it still has today in the fourth-gen model. Diesels could also, once again, be had with a heavy-duty Allison six-speed automatic.
In this generation, the tow ratings don’t really differ very much between the gas and diesel options. All third-gen Silverado 2500HD models can tow up to 5,900 kilograms (13,000 pounds), and a few can do as much as 6,500 kilograms (14,500 pounds), or 7,200 kilograms (15,900 pounds) with a gooseneck hitch, but the ratings are shared regardless of engine. Payload capacity ranges from 1,139 kilograms (2,513 pounds) to 1,603 kilograms (3,534 pounds), depending on configuration. In towing and payload, those numbers are notably lower than the contemporary Ford F-250 Super Duty, which could manage as much as 8,150 kilograms (18,000 pounds) with a regular hitch and handle up to 1,900 kilograms (4,250 pounds) of payload.
Features in the base WT are highlighted by an AM/FM stereo setup with four speakers. Moving up to the LT or LTZ trims add a six-speaker stereo with a CD player and satellite radio. Used Silverado 2500HD shoppers who opt for the LTZ will get the then-new 8-inch touchscreen infotainment system, which should prove easy to use.
Other available features include remote engine start, heated front seats, a remote garage door opener, and an auto-dimming rear-view mirror as standard. There are some luxury-grade features on upper trims, including heated and ventilated front seats, leather upholstery, and power-adjustable front seats. The 2500HD is also available with the Z71 Off-Road Appearance package, which adds beefed-up axle ratios, larger wheels, tubular sidesteps, a spray-in bed liner, and an integrated trailer brake controller.
Standard safety features include stability control, antilock brakes, and front- and side-mounted airbags. The new tech added to the truck in this generation also included available lane-departure warning, forward-collision warning, parking sensors, and a safety alert driver’s seat. There’s no adaptive cruise control or other extras in this generation.
This truck also gets fairly good marks for reliability, though 2015 models have more issues than the other years, according to CarComplaints.com, and Consumer Reports gives 2017 models poor marks for engine and transmission issues. Despite those demerits, it’s a solid buy, though no HD truck is exactly “cheap.”
Low-kilometre, nice-condition WT models in these years start at around $30,000, and good deals abound under $40,000. Plusher LT and LTZ trims start at around $40,000 and go as high as $65,000. High Country models start around $60,000, and all will cost a little more with a turbodiesel V8. At those prices, it might be worth looking at newer fourth-generation LT and LTZ models instead of the third-gen High Country, as the redesigned 2020 and newer trucks offer more brawn and features for not that much more money.
Second Generation (2007-2014)
Known to fans as the “GMT900” trucks for their internal design code, the second-generation 2500HD and 3500HD marked the single biggest moment of change in the history of these models. Nor did GM let them linger on the vine, as the trucks got a major refresh in 2011 complete with a new frame. These heavy-duty models got their own styling, distinct from the lesser Silverado 1500 for the first time, and delivered ride and handling that was a cut above other HD trucks, with major gains in refinement.
The frame beneath the 2007 models was new, but made even better in 2011 with its fully boxed replacement. The suspension was tuned for ride comfort and stability, even incorporating wide leaf springs to keep the truck unperturbed while towing over rough surfaces. Subsequent designs from GM and Ram have since eclipsed these trucks, but at the time they were a big step forward. They looked good too, offering more payload and towing capacity, style, and features than any previous heavy Chevy.
Some traditions continued, however. As before, this Silverado 2500HD was available with regular, extended, or crew cabs and six-and-a-half or eight-foot beds. Shoppers could also spec the standard rear-wheel drive (with the highest tow ratings) or four-wheel drive, and gas and diesel V8s remained.
In this generation, the base gas 6.0-litre V8 made 353 horsepower and 373 pound-feet of torque at first, and then from 2009, 360 horsepower and 380 pound-feet of torque, delivered via a six-speed automatic transmission. The desirable “LBZ” Duramax diesel and 8.1-litre gas big block did not carry over, but the 6.6-litre Duramax got a light redesign. At first it put out 365 horsepower and 660 pound-feet of torque. In 2011, output was increased to 397 horsepower and 765 pound-feet of torque.
When properly equipped, the 2500HD offered 5,900 kilograms (13,000 pounds) of conventional towing. If you needed fifth-wheel towing, it could top out at as much as 17,800 pounds.
The Silverado 2500HD features a comfortable and functional cabin. There is plenty of space for passengers and gear, and the controls are all easy to use. This truck also delivered many more creature comforts and features than its first-generation predecessor. Some are included on upper trims, or available as part of an options package. You can find used Chevrolet Silverado 2500HD examples with dual-zone automatic climate control, six-way power-adjustable front seats, steering-wheel-mounted audio controls, and heated front seats.
You won’t find standard side-impact and side-curtain airbags on the earlier Silverado 2500HD examples, despite some of these features being offered on the smaller Silverado 1500 in these years. You do get standard antilock disc brakes, dual front airbags, daytime running lamps, StabiliTrak Electronic Stability Control, traction control, and a tire-pressure monitoring system.
Unlike it’s 3500HD sibling, these years of Silverado 2500HD have a pretty good reliability record, although data is scarce on 2010 to 2012 models. Consumer Reports gives the 2007 and 2008 versions high marks for reliability, and some other reliability trackers also rate these years as being trouble free. Since they are fairly old, a pre-purchase inspection is advised for all Canadians, particularly since one of the main weaknesses of these trucks, over time, is corrosion.
The trim structure in these years was simpler than in later years, consisting of WT, LT, and LTZ trims. Work Truck models in good condition, even with fairly low mileage, start at just under $25,000 now, though they are very basic inside. LT and LTZs, which have many more creature comforts, tend to run from $20,000 to $30,000, though the diesel models command a significant price premium. You can, of course, find many worn or higher-mileage examples for less. For an aging truck, it’s still a good value if you can find one in good shape.
First Generation (2000-2006)
When Ford created its first F-250 Super Duty in 1998, Chevrolet had to respond. Ford had grown tired of making compromises to the regular F-Series so that it could do double duty as a consumer truck and a heavy-duty one, and spun off the F-250 and higher models into the Super Duty that year, largely creating the modern Heavy Duty truck class in the process. There had already been Chevrolet C/K 2500 and 3500 models, but in 1999, they were replaced by the first 2500HD and 3500HD models, hitting dealerships for the 2000 model year.
Both were based on the standard “GMT800” Silverado 1500, itself freshly redesigned in late 1998. Interestingly, the 1500 was offered in an HD trim at this time, and it was a light-duty truck that was beefed up for additional towing and hauling. The higher number HDs were created specifically for buyers who needed to haul and tow more, adding beefier frames and mechanical components to the GMT800’s basic architecture, as well as a trio of impressive powerplants.
All HD models, 2500 and 3500, had the same engine offerings. The base powerplant was the long-running 6.0-litre “Vortec” gas V8, with 300 horsepower and 360 pound-feet of torque. Above that, starting in 2001, was an 8.1-litre version of the Vortec, with up to 340 horsepower and 455 pound-feet. The real breakthrough engine, however, was the 6.6-litre Duramax diesel, developed in concert with Isuzu, then a part of General Motors. This smooth, quiet, and very torquey oil burner made 300 horsepower and 520 pound-feet of torque.
Later on, the Duramax was updated to 310 horsepower and 605 pound-feet, and in 2006 it was lightly redesigned into the “LBZ” series Duramax, a legendarily tough version with 360 horses and 650 pound-feet, big numbers at the time.
When properly set up for fifth-wheel towing, the Silverado 2500 can move up to 7,250 kilograms (16,000 lbs). Even with the trailer hitch alone, the Silverado 2500HD can tow up to 5,400 kilograms (12,000 pounds). Both the extended and crew cabs can seat five to six passengers, depending on the trim, but the crew is for families and the extended cab is meant for short-term seating in the back. As with Chevrolet’s 1990s extended cabs, the smaller rear door swings backwards for a very easy entrance. The regular cab version seats three abreast on a bench and only comes in the most basic trims.
Power—and the power of choice—highlight this generation of the Silverado 2500HD. It offers a wide selection of stout engines, as well as multiple beds, cabs, trims, and options packages. Where the 2500HD falls short is on build quality, creature comforts, and safety, but remembering that these trucks are built for work will help keep expectations in check. The interior is plain, there are very few modern safety features, and the limits are comparatively low when judged against today’s 2500HD, but these are still capable trucks.
Unfortunately, this generation gets the lowest marks for reliability from most outlets, with complaints centred around transmission, electrical, and drive system issues, which in the case of four-wheel-drive models, can mean expensive-to-replace transfer cases. Still, the 2500HD is incredibly capable, offers plenty of space, and is easy to operate.
On the bright side, they’re relatively inexpensive now for what they are. Only the LBZ diesels command serious money, but you can buy a clean, low-kilometre, gas-powered 2500HD from these years for as little as $10,000. Expect to pay up to $20,000 for the nicest, highest-trim LBZ diesels. For a short time, in 2007, this truck was sold alongside its second-generation replacement, so that year offers models from both generations to choose from.
