Chevrolet has offered big heavy-duty pickups for many decades, but the Silverado 3500HD and related 2500HD, formerly the 2500 and 3500 grades of the C/K pickup line, were only created in the early 2000s. They’ve always been based on the standard “half ton” Silverado 1500 but have gradually grown apart from their smaller sibling over the years, with unique styling now wrapped around their beefier mechanical pieces and frames.
Similarly, the Silverado 3500HD’s main rivals, the Ford F-350 Super Duty and Ram 3500, have also grown apart from their half-ton siblings, creating a class of heavy-duty machinery that performs more like the trucks of yore than modern half-tons, which often double as family transportation. While “1500” buyers have become more interested in luxury and creature comforts, the names of the heavy-duty game are brawn and durability. These big trucks drive like trucks, not cars, and they are meant for towing that 35-foot sport fisher or a trailer full of race cars.
In this guide we’ve broken down each generation of Silverado 3500HD and included information about what to look for and what to pay. Note that fuel consumption data and some reliability data are crowdsourced because heavy-duty trucks are not rated for fuel economy, and only a few reliability tracking outlets include data on such vehicles. You can rely on the 3500HD to be a very durable machine, but as many have been worked hard, a mechanical inspection is advisable. Some outlets, like RepairPal, also rank it relatively low in reliability, behind alternatives from Ford and Ram.
Chevrolet Silverado 3500HD Buying Guide: Cost, Reliability, and the Best Years to Buy
- Frequently Asked Questions
- Chevrolet Silverado 3500HD Pros and Cons
- Chevrolet Silverado 3500HD Generations
- Fourth Generation (2020-Present)
- Third Generation (2015-2019)
- Second Generation (2007-2014)
- First Generation (2006-2012)
Frequently Asked Questions
Which Chevrolet Silverado 3500HD years are the best?
According to most reliability trackers, 2014 and newer Chevrolet Silverado 3500HDs are generally more reliable than the earlier years. They also have more features, and the newest years have a slate of available driver-assist gear that makes navigating the world in a truck this large much easier. That includes trailering assistance with see-through cameras and trailer blind spot monitoring. The downside of these newer models is, of course, cost. They’re newer, fancier, and more expensive than what came before. 2006 and 2007 diesel 3500HDs are also highly prized by truck buyers thanks to their optional 6.6-litre Duramax LBZ engine, one of GM’s finest oil-burning offerings.
What are the worst Chevrolet Silverado 3500HD years?
The second-generation 3500HD, built from 2008 to 2013, comes in for more complaints from owners than the other versions. Their issues tend to centre around electrical, engine, and transmission problems. These issues seem unevenly distributed, with earlier years and models coming in for much more criticism than later ones. Transmissions in heavy-duty trucks take a lot of abuse, so if there’s a single point of most likely failure, that’s usually it. Despite criticism of this design’s gearboxes, the 3500HD’s later 6L80 transmissions can last well over 200,000 kilometres with proper care.
Is a used Chevrolet Silverado 3500HD a good deal?
If you need the capacity of a truck like this, there are really only three other options: the Ford F-350 Super Duty, Ram 3500, and GMC Sierra 3500HD. The last of those is essentially the same vehicle with different styling and a few extra features. Of these, the Chevy tends to be one of the pricier offerings, though newer F-350s cost more, and Ford generally offers higher capacities model for model. Both Ram and Ford have nicer cabins. This doesn’t mean the Silverado 3500HD is a bad deal, but it pays to shop around if you’re not a brand loyalist.
Chevrolet Silverado 3500HD Pros and Cons
Pros:
- Comfy cabins and lots of available features
- Huge towing & payload capacities
- Many configurations, excellent diesel engines
Cons:
- Some rivals offer even more brawn, better fuel mileage
- Basic cabins in many versions
- Gas versions less capable, diesel versions more expensive
Chevrolet Silverado 3500HD Generations
Fourth Generation (2020-Present)
The fourth-generation Silverado HD debuted in 2020, one year after a comprehensively redesigned Silverado 1500. This time, the HD models (including the 2500 and 3500) got very aggressive new looks, with a huge bluff front end. They’re not to everyone’s taste, but there’s no mistaking this truck for anything else on the road.
This truck’s specs are as intimidating as it looks, with towing that maxes out at 16,300 kilograms (36,000 pounds) and up to 3,300 kilograms (7,290 pounds) of payload capacity. You’ll need to opt for a single cab, rear-drive, dual-rear-wheel option, and a gooseneck (fifth-wheel) hitch to get one that capable, but even the lowest-rated four-wheel-drive 3500HD will still manage 8,000 kilograms (17,600 pounds) of trailer pull using a conventional hitch. This truck has a gross combined weight rating (GCWR) of almost 20,000 kilograms (22 tons) at the outer limit.
Chevrolet offers two V8 engines in this 3500 HD. The standard 6.6-litre gas-powered engine makes 401 horsepower and 464 pound-feet of torque, but if you really want to haul, the optional Duramax turbodiesel V8 beckons. This motor produces 445 horsepower and a heady 910 pound-feet of torque. Both engines use an Allison ten-speed automatic transmission, but the diesels offer the option of integrated Power Take-Off (PTO) for running big accessories like dump beds. Most civilian users won’t choose that, but it’s nice to know you can.
In Canada, Chevy currently offers four trims: WT (Work Truck), LT, LTZ, and High Country. Off-road performance ZR2 models have since been added to the 2500HD, but you can’t get those on the big 3500HD. Rear-wheel drive is standard, with four-wheel drive optional, and most users prioritizing towing will choose the former as it comes with higher ratings. You can also spec a dual-rear-wheel (DRW) setup for added stability, something you can’t do on the 2500HD.
There are four cab and bed combos: regular, extended (double), and crew cabs with 8-foot long beds or a crew cab with a 6.5-foot bed. The bed comes standard with 12 cargo tie-downs, and Chevrolet offers its useful Multi-Flex Tailgate on all trim levels. The new Silverado HD is also the only truck in its segment to offer a power up/down tailgate. Notably, if you want the regular or extended cabs, you’ll have to be content with the lower trims, as the High Country is crew-cab only.
These trucks come with a solid list of safety features, though not many were standard when the trucks debuted. Available safety gear includes blind spot monitoring with rear cross-traffic alerts, park assist, adaptive cruise control with trailer monitoring, and more. Chevy also equips plenty of tech, with a touchscreen infotainment system, Apple CarPlay and Android Auto, Bluetooth, a Wi-Fi hotspot, SiriusXM satellite radio, and more.
To help owners take advantage of the truck’s hauling power, Chevy offers an advanced trailering app with detailed camera views and display in the truck’s infotainment system. The truck’s camera views and clear display greatly help out in tight spaces and make the more-than-full-size truck feel smaller than it is. If there’s one area where the Silverado 3500HD is a market leader among its peers, it's these features.
According to crowdsourced data sites like Fuelly, Chevy lags Ford and Ram in other areas, like driving dynamics and fuel economy. The cabins of these trucks have also been criticized for being too basic compared to their opposite numbers from Ford and especially Ram, which uses better materials in its higher-trim 3500s.
Because the fourth-gen 3500HD was rolled out at the height of the Covid-19 pandemic, some trucks 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 even if the trim lists those features as standard.
In general, this generation of Silverado 3500HD has an average-to-good reliability record and most examples are still under warranty. Chevrolet also offers extended warranties on them, and the diesel models come with more coverage than the gas ones.
They won’t come cheap, however. Expect to pay a minimum of $55,000 to $70,000 for a basic gas-powered WT and roughly $75,000 to $90,000 for a diesel High Country. Specialized variations may cost even more, although the highest capacity models are usually work trucks and LTs.
Third Generation (2015-2019)
The third-gen Silverado 3500HD debuted for the 2015 model year as one of the first HD trucks to offer modern driver-assist features. They weren’t standard and at first included only lane departure warnings and forward collision alerts, but they were there when few others offered them. Chevy also improved the truck’s tech offerings with an available 8-inch digital driver display and 8-inch touchscreen. Later in its first year, Chevy added OnStar with a 4G LTE Wi-Fi hotspot, giving these trucks a fair bit of technology for that time in addition to handsome new good looks (they still look nice today compared to the controversial styling of the fourth-gen model).
As in other generations, Chevrolet continued to offer gas and diesel V8s in this new Silverado 3500HD. The standard engine was a 6.0-litre gas-powered Vortec V8 making 360 horsepower and 380 pound-feet of torque, but there was also a compressed natural gas (CNG) flex-fuel version with slightly less power when operated using CNG (301 horsepower and 333 pound-feet).
Two different turbodiesel V8s were equipped at different times. 2015 and 2016 models used the 6.6-litre Duramax “LML” V8 with 397 horsepower and 765 pound-feet of torque, while 2017 through 2019 models use the 6.6-litre Duramax “L5P,” which is still used in the fourth-gen models. This heavy hitter makes 445 horsepower and 910 pound-feet, and as in the fourth-gen models, it’s the best choice if you want maximum towing brawn. (It also gets better fuel economy, but the savings is offset by diesel’s higher cost per litre.) GM’s 6L90-E six-speed automatic transmission was standard, but diesel models could get a tougher Allison six-speed.
In addition to the extra tech, Chevy began offering heavy-duty alternators alongside the Duramax diesel engine. Variants equipped with four-wheel drive got an off-road information screen, and the trucks came standard with a heavy-duty locking rear axle. As before there are several cab and bed configurations: regular, extended, or crew cabs with 8-foot beds or extended and crew cabs with 6.5-foot beds. Unlike the newer Silverado 3500HDs, there’s no special multi-function tailgate, and the regular cab was mysteriously unavailable for the 2019 model year.
In 2016, the Silverado got a facelift, which brought a larger standard touchscreen and other tech improvements, including Chevrolet’s MyLink infotainment system. The next year, Duramax-equipped HD trucks got a revised hood with improved cooling and airflow. Chevy again updated its MyLink system, and certain body styles picked up Chevy’s Teen Driver system and front and rear parking sensors.
This generation of Silverado 3500HD’s towing and payload ratings are formidable but not necessarily best in class. Depending on the configuration, they can tow from 5,900 kilograms (13,000 pounds) to 8,900 kilograms (19,600 pounds) with a conventional hitch, though most models skew below 6,800 kilograms (15,000 pounds). They can do about 10% more with a gooseneck hitch, up to a maximum of 10,300 kilograms (22,900 pounds) in rear-drive, regular cab form with a DRW setup. Payload can reach up to 3,250 kilograms (7,180 pounds), but again, most models fall between 1,350 kg (3,000 lb) and 2,720 kg (6,000 lb).
These trucks, part of the “K2XX” generation of Silverados along with the circa-2014 Silverado 1500, are generally reliable and trouble-free when adequately maintained. They also offer a fairly plush interior on the top LTZ and especially High Country models, and plenty of room. Ram’s interiors in this period are a little plusher, but the difference isn’t as great as in post-2019 trucks. According to Fuelly.com, these Silverado 3500HDs get about the same fuel economy as contemporary Ford F-350 Super Duty models but better than similar Ram 3500s. Though still expensive like all HD trucks, these Silverado 3500HDs represent a good combination of reliability, modern features, and affordable prices.
Good, low-kilometre WT (Work Truck) models with gas engines start at about $27,000, with diesels costing about $10,000 more. Since the diesel V8 was a pricey option when new, expect to pay more for them. Top-end High Country models, replete with luxury features like leather interiors, start out around $55,000 and can soar up past $60,000 depending on spec and odometer reading. They’re still a decent value, even at those lofty prices.
Second Generation (2007-2014)
Collectively known as the “GMT900” trucks for their design code, the 2007 to 2015 Silverado heavy duties, 2500HD and 3500HD, were probably the single biggest change in the history of these models. Nor was GM content to rest on its laurels, as the trucks got a major refresh in 2011. For the first time, the heavy duty models got their own styling, distinct from the lesser “half ton” Silverado 1500. The big heavies also delivered ride and handling that was a cut above other large trucks, with major gains in on-road refinement.
The big 8.1-litre V8 from the first-generation models was dropped, leaving the 6.6-litre Vortec gas V8 with three levels of power depending on configuration. Standard units got 360 horsepower and 380 pound-feet of torque, a setup that would continue into the third-generation versions, but DRW versions got only 322 horses, while chassis-cab units got 312 horsepower and 373 pound-feet.
Several versions of the 6.6-litre Duramax turbodiesel V8 were offered during these years. 2007 models got 360 horsepower and 650 pound-feet of torque, which were soon upped to 365 and 660, respectively. The 2011 refresh upped power again to 397 horsepower and 765 pound-feet. That year’s mechanical changes also included an entirely new, fully boxed frame, giving this truck a much quieter ride and stiffer chassis to compliment its smooth-riding suspension. GM also created extra wide rear leaf springs to make the truck more stable during heavy towing.
As in the later third-generation models, a GM-sourced six-speed automatic transmission was standard, while diesel 3500HDs could have an Allison six-speed with more durable internals. As transmissions are a source of controversy on these models as used vehicles, if you can go for a diesel with the Allison, it’s a better bet for long-term durability as well as generally offering higher towing and payload capacities.
Just what are those limits? Conventional hitch trailering limits range from 4,150 kilograms (9,200 pounds) to 8,150 kilograms (18,000 pounds), and the highest limits are, surprisingly, reserved for crew and extended cab models. In later years if you want to max out, you have to go for a regular cab (all three configurations were offered on these trucks). The rear-drive regular cab gets the highest gooseneck/fifth-wheel rating, however, at 10,500 kilograms (23,100 pounds). The diesel 3500HDs generally all offer superb towing and payload capacity, even if can’t top that of the contemporary Ford F-350 Super Duty.
The Chevy may not be tops in brawn here, but it’s the better driver, with a softer and quieter ride and what qualifies as responsive handling for a huge old truck in this class. The cabin is roomy and comfy as you’d expect, if a little basic, but in later years, a media touchscreen and navigation were offered, as well as plenty of luxury extras like moonroofs, leather, and upgraded audio systems.
Unfortunately, this generation of Silverado 3500HD has a mixed reliability record, although some owners really love them. It also gets pretty average fuel economy, about the same overall as a Ford F-350 Super Duty and slightly better than a Ram 3500 (or, before 2011, a Dodge Ram 3500).
The trim structure in these years was simpler than in later years, consisting of WT, LT, and LTZ trims. You can find pretty decent WTs for around $20,000 now, but they are very basic inside. LTZs in good condition, with more features, tend to run closer to $35,000, with a premium for the diesel and Allison transmission. All told, the F-350 Super Duty offers more capacity and is easier to find in good condition, and if you can swing a third-gen Silverado 3500HD, it might be a better choice. Still, GMT900s do have a loyal fanbase.
First Generation (2006-2012)
There had always been heavier-duty grades of pickup, but the dawn of the modern HD truck started in 1998 with the debut of the Ford Super Duty. Tired of having to stretch its F-150 design to satisfy the needs of casual truck buyers and those who used their trucks for seriously tough purposes, like towing a 30-foot horse trailer, Ford spun off the F-250 and F-350 models into the Super Duty, a dedicated heavy-duty pickup platform. GM’s response came two years later in the form of the first-generation Silverado 2500HD and 3500HD trucks. There was also a short-lived 1500HD.
These trucks were based on the “GMT800” platform architecture introduced in 1999 on the Silverado 1500, but used beefed-up mechanical bits and impressively new and powerful engines. There were two “Vortec” family gas-powered V8s, a 6.0-litre unit making 300 horsepower and 360 pound-feet of torque (the only engine early on), and a huge optional 8.1-litre version. Over the years and in different models, the “big block” V8 made up to 340 horsepower and 455 pound-feet of torque, though there were also versions that made less power than the 6.0.
Much more impressive was the new 6.6-litre Duramax turbodiesel V8, developed in concert with truckmaker Isuzu, then a GM subsidiary that still sold SUVs and trucks in North America. The Duramax was a very modern turbodiesel powerplant, far smoother and more powerful for its size than older big block diesels from the 1980s and 1990s. Early on, it made 300 horsepower and 520 pound-feet of torque, but in the ultimate first-generation, the “LBZ” design offered in 2006 and 2007, it made 360 horsepower and 650 pound-feet, numbers that were almost unheard of for a diesel of this size at that time.
The Duramax family still powers these trucks today, a testament to the longevity of the design, which contributed to their legendary reputation for reliability. Though the 1500 light-duty trucks could tow and haul more than most people ever need, heavy-duty trucks picked up the slack beyond their capabilities, with towing that reached 7,500 kilograms (16,700 pounds) in the 3500HD. Four-wheel drive lowered that staggering rating by a few hundred pounds, but even that was still plenty for the time.
GM’s 4L80 four-speed automatic was standard, but diesel models got an optional Allison five-speed automatic, which was later upgraded to a six-speed unit in 2005. There were also (rarely ordered) manual transmission options and this is the only generation of 3500HD that offers that choice. A five-speed was optional with the 6.0-litre Vortec, and a six-speed manual with the 8.1-litre big block or the turbodiesel. They are rare today and tend to be work trucks, but command a significant price premium over an equivalent automatic.
Much of the first-gen HD’s interior was the same as that of the Silverado 1500, and even the exterior styling was not all that different (all Silverados got a visual refresh in 2003), but the truck was comfortable, durable and impressively capable. Its numbers aren’t as impressive as later models, however. With a conventional hitch, these trucks have a towing limit of 5,400 kilograms (12,000 pounds), but that increases to a maximum of 7,350 kilograms (16,200 pounds) with a gooseneck. The payload maximum is just over 2,268 kilograms (5,000 pounds), but most configurations are closer to 1,800 kilograms (4,000 pounds).
The GMT800 Silverado 3500HD has a good reliability record, but it’s also important to remember that the very newest ones are pushing 17 years old now and many have towed things for long distances in all kinds of weather. Inspect carefully for rust and mechanical wear before purchase. In Canada, used examples this old are scarce due to our harsh climate. If you find one worth buying, expect pricing to start at around $15,000 to $20,000. Diesels can go for much more, particularly the 2006 and 2007 LBZ-block ones. You can’t go too far wrong with one of those, however, as this is a simpler truck than later versions, with fewer things to break and a strong reputation for quality.
For a brief period in 2007, the first-generation Silverado HD models were marketed alongside the second-generation ones, so if you’re searching for models from that year, you'll find both designs among the listings.
