2004 Chevrolet Silverado 1500 truck reviews

Review By Dr. David A. Zatz

Back in the 1970s, people thought nothing of putting a straight-six powered pickup with a harsh ride and minimalist two-seat interior to work; but the idea of using one for everyday family driving was limited to a hard core of truck lovers. Then, in 1993, the Dodge Ram’s redesign, which tripled its market share, added comfort and convenience features hitherto unseen. The next Chevy pickup not only matched these, but added excellent braking, and continuously stronger engines, based on a sturdy and time-tested block. The result is a powerful and quick pickup with an interior more spacious than most cars, and a price tag that would not be out of place at Cadillac. For those with more traditional bank accounts, there are of course less optioned-out models than our test truck, which was loaded to the gills.

General Chevy Silverado usage

The Silverado 1500 can comfortably carry five people, yet tow a fairly heavy trailer with ease. On the other hand, those who think the space and overhead DVD system make it an ideal family hauler should think twice, unless they vacation with a trailer. The Silverado is more comfortable than most big pickups, but it is a big pickup, and the suspension jostles you along unless it’s loaded with heavy stuff in back. Bumps are not too shocking, but there’s a lot of bouncing and busyness even on relatively smooth roads. Compared to past pickups, it’s a luxury-car ride, but compared with a custom-designed SUV or minivan, it’s a bit rough – still a bit better than the Ford F-150.

The sheer bulk of a full-sized pickup means it doesn’t fit into many parking spaces, despite a rather good turning radius. Likewise, the heavy-duty suspension means a steep climb into the cabin; a step is optional, and we have to recommend it for shorter drivers or those who expect to have passengers. A step cut into the rear bumper would be handy; getting into the bed is a tough climb even for six-footers. Loading into a bed that high is difficult, though the (still) heavy gate seems lighter than in past models. Buyers should consider a bed liner to avoid the inevitable scrapes and scratches.

Gas mileage is also an issue; the Silverado is competitive with all other full-sized pickups, but as a class, these are not fuel-efficient vehicles for anything other than heavy-duty hauling and towing. At a time when global warming is generally accepted as reality, and when foreign policy supports ruthless dictatorships for the sake of low-cost oil, it’s a shame that people drive these vehicles as a “lifestyle choice.” But you can’t beat a Silverado if you really need its size and strength.

Lots of gadgets for a pickup truck

Two generic GM features were included in our test vehicle: XM stereo and OnStar. The first is a subscription radio service with a hundred stations, featuring music you will not hear on centrally programmed, monopoly-owned commercial radio. There are few ads, little DJ chatter, and an incredible variety of music, and the system is programmed into the radio as just another band, like FM (which unfortunately means that when you switch from FM to XM you need to go through two FM channels, AM, and two XM channels). But the name of the channel (e.g. Bluegrass, DeepTrak, the 1970s) is shown on the display so you know where you are. You can use presets to return to your favorite XM stations. If you’re on the road a lot, this system is well worth the $325 down and monthly subscription.

Likewise, OnStar, which is cleverly integrated into the mirror and speakers (with a microphone hidden somewhere), can quickly make itself useful for those who travel and sometimes need a little help getting un-lost. By automatically calling an ambulance after an accident, OnStar may even save your life.

Our vehicle had a compass and external thermostat unobtrusively built into the auto-dimming rear view mirror, along with OnStar controls on the bottom. Also present, though you can’t see it, is a system that automatically deactivates the passenger-side air bag, based on the weight and position of the passenger seat occupant, to help protect children and small adults from air-bag induced injury. This system annoying kept a message in amber on the rear-view mirror at all times, to tell us whether the system was on or off.

Commercial operators will be happy with the annual mileage log and separate personal and business trip logs (which also record gas mileage and average speed), built into the odometer display with wheel-mounted controls. The oil life monitor and personal preference panels (e.g. door locking actions) are built into that system, as well. The information makes record keeping easier, and setting your own preferences is a friendly and helpful feature.

We are usually annoyed by automatic headlights, but GM has a headlight-defeat feature which lets you shut them off – giving you a warning light and resetting to defaults with the next trip.

Other features include a towing mode for the transmission and four wheel steering, automatic or manual pushbutton four wheel drive, and an optional, easy to use thermostatically controlled, dual-zone climate system. The fan makes little noise even on high, thanks to large openings. The automatic climate control allows you to set temperature separately from the fan, if you don’t like default settings.

Some features are not attention-getting or technologically advanced, but are clever nonetheless. For example, the door handles are the “pull straight out” variety, easy to grab and use, and are in black matte plastic mouldings to avoid the inevitable paint damage over time.

Silverado 1500 interior notes

The standard stereo has GM’s usual high-quality sound, with good stereo separation and easy controls. The automatic volume is nice but not really needed given the advances in quieting the cabin. The LT model comes with Bose speakers, and a six-disc changer that you can operate as a single CD feed for convenience.

Interior lighting is quite good, with dome lights in front and back that double as swivelling map lights with individual on-off buttons. The seat belts are not adjustable, which means they may be too low for some and too high for others (this is true for both front and back seats). Some people have difficulty with the rear seat belt fasteners. Front seats come with minivan-style built-in armrests; they are subtly designed so you can pretend they don’t exist.

Controls are a mixed bag. The stalk-mounted cruise control is inconvenient to all but GM purists, the door handles are set back and rise at an odd angle, and the emergency brake release is under the steering wheel, further to the right than normal. The emergency brake goes right down to the floor each time you press it, giving no evidence of grabbing. On the lighter side, all lights are grouped together in one area, all climate control systems in another, and all audio controls in another. The heated seat option has different controls for the seatback and the full seat, which is a nice wrinkle. The four wheel drive system, with four pushbuttons, is easy to understand and use. We also liked having turn signals on the mirrors – in a vehicle of this size, that’s a good safety feature – and power folding outside mirrors, to help out in tight spots.

There are many convenient aspects of the cab, including a massive covered center console with a built in coin holder (no pennies allowed) and cushioned top, a central storage bin including large dual cupholders, and two empty spaces in the center console plus one overhead for sunglasses and such – all lined with rattle-removing rubber. The rear seats fold down if needed, and all four main seats are generously sized. The crew cab has enough room for five full size adults to sit in comfort, thanks to a low transmission hump. The high roof means your hat can stay on, too.

Rear passengers get four cupholders, two from the front console and two from their own console. Our Silverado had an optional rear sound system, too, so they could choose their own music.

Driving the Chevrolet Silverado 1500 pickup

On the road, the Silverado 1500 is very quiet at idle, with a muscle-car exhaust sound under acceleration. Handling is surprisingly good both around town and on the highway, and we suspect the Silverado will outhandle many a sedan. Braking is better than equivalent Fords, which is reason enough to choose a GMC over an F-150. The near-total absence of wheel hop was a very pleasant surprise.

Acceleration is good, hardly surprising given the power under the hood, though the weight of the Silverado is clear. A very gradual tip-in means that you have a lot of control over when the engine kicks in, handy for those times when you need to move just a little, but a bit hard to get used to at first. The engine provides good feedback. We were pleasantly surprised at the lack of chirping from a standing stop, and the lack of wheel hop on acceleration and sharp cornering. GM’s engineers have clearly been working hard on their pickups. Perhaps it’s time to move some of those truck engineers into the car divisions – or perhaps they have, judging from the Malibu.

The transmission has been vastly improved over past models, and is now considerably more responsive and less indecisive. Shifts are smooth but firm. The tow-haul mode is useful for those with heavy loads – that is, the people who should be buying a pickup! (Even one with a huge cab and DVD system.) There is a rather large gap between gears which will presumably be addressed at some point with an extra gear.

Visibility is good in all directions, thanks to large mirrors and small cab posts, though small cars are quickly eclipsed by the tall truck. We were pleased by the low door sills, which allow good downwards visibility, and by the extenders built into the sun visors, which provide better coverage of the large windshield. The large mirrors (in our truck, including turn signal indicators) fold in which is handy in tight parking spaces or on narrow streets, or if you’re still getting used to the width of your truck (think bend, not break).

The base price of the Crew Cab LT with four wheel drive is $37,678, putting it near the top of the pickup range. That includes synthetic axle fluid, trailer harness, four wheel antilock disc brakes with dynamic rear proportioning, theft protection, chrome bumpers, dual zone air, driver information center, tilt wheel, tachometer, cruise, and 24 hour roadside assistance; not to mention power folding, auto dimming, heated rear-view mirrors with built-in turn signals for the “cool factor,” rear defogger, pushbutton transfer case, fog lights, Bose six-disc CD stereo with steering wheel controls, aluminum wheels, auto dimming interior mirror with compass and thermometer, leather wrapped steering wheel, and OnStar with one year “Safe & Sound” service. Options were the $1,300 DVD system, heavy duty trailer package ($330), XM Satellite Radio ($325), and a 3.73 axle ratio.

With GMC making trucks like this, we have to wonder about all those Ford pickup buyers – have they ever taken a ride in a GMC? The Vortec engines are more efficient than their Ford counterparts, the brakes far better, even the heavy-duty hydroformed frames an advance over the F-series. The interiors are not at all fancy, but they are very functional and comfortable, and look as though they can stand the test of time. These are compelling trucks which would no doubt make more of a dent in F-series sales if they could get more cross-shoppers.

Overall, the 1500 is an top-of-the-heap work truck, even when loaded with consumer goodies like DVD entertainment systems. Don’t buy one for commuting, though – the gas mileage and sheer bulk make it less than practical for casual drivers, and the height of the pickup bed make it less convenient for carrying “ordinary” loads. It is designed for heavy towing and hauling, and will be welcome for those who need it.

 

Chevy Silverado Specifications

Overview
Models:	Chevrolet Silverado 1500, including 1500HD and 2500 Regular Cab Fleetside / Sportside Short Box, 2WD and 4WD: Base & LS Regular Cab Fleetside Longbox, 2WD and 4WD: Base & LS Extended Cab Fleetside/Sportside Short Box, 2WD and 4WD: Base, LS & LT Extended Cab Fleetside Long Box, 2WD & 4WD: Base LS & LT Crew Cab Fleetside Short Box, 2WD & 4WD, LS & LT
Body style / driveline:	2/3 passenger Regular Cab or 5/6 passenger Extended Cab, 2- and 4-wheel-drive pickup
EPA vehicle class:	full-size truck
Manufacturing location:	Oshawa, Ontario, Canada; Fort Wayne, Indiana; Pontiac, Michigan
Key competitors:	Ford F-Series Pickup, Dodge Ram Pickup, Toyota Tundra Pickup, Nissan Titan Pickup

 

Engines	Vortec 4300 4.3L V-6 (LU3)	Vortec 4800 4.8L V-8 (LR4)	Vortec 5300 5.3L V-8 (LM7)	Vortec 6000 6.0L V-8 (LQ4/LQ9)
Type:	4.3L V-6	4.8L V-8	5.3L V-8	6.0L V-8
Displacement (cu in / cc):	262 / 4293	294 / 4807	327 / 5328	364 / 5967
Bore & stroke (in / mm):	4 x 3.48 / 101.6 x 88.4	3.78 x 3.27 / 96 x 83	3.78 x 3.62 / 96 x 92	4 x 3.62 / 101.6 x 92
Block material:	cast iron	cast iron	cast iron	cast iron
Cylinder head material:	cast iron	cast aluminum	cast aluminum	cast aluminum
Valvetrain:	OHV	OHV	OHV	OHV
Ignition system:	direct composite distributor, platinum-tipped spark plugs, low-resistance spark plug wires	coil-near-plug, platinum-tipped spark plugs, low-resistance spark plug wires	coil-near-plug, platinum-tipped spark plugs, low-resistance spark plug wires	coil-near-plug, platinum-tipped spark plugs, low-resistance spark plug wires
Fuel delivery:	sequential fuel injection	sequential fuel injection	sequential fuel injection	sequential fuel injection
Compression ratio:	9.2:1	9.5:1	9.5:1	9.4:1
Horsepower (hp / kw @ rpm):	195 / 145 @ 4600	285 / 212 @ 5200	295 / 220 @ 5200	300 / 224 @ 4400 (LQ4) SS: 345 / 257 @ 5200 (LQ9)
Torque (lb-ft / Nm @ rpm):	260 / 353 @ 2800	295 / 400 @ 4000	330 / 447 @ 4000	360 / 488 @ 4000 (LQ4) SS: 380 / 515 @ 4000 (LQ9)
Recommended fuel:	87 octane	87 octane	87 octane	87 octane
Maximum engine speed (rpm):
Manual:	5600	5600	5600	5600
Automatic:	5900	5900	5900	5600
Emissions controls:	3-way catalytic converter, exhaust gas recirculation, positive crankcase ventilation, evaporative collection system	3-way catalytic converter, exhaust gas recirculation, positive crankcase ventilation, evaporative collection system	3-way catalytic converter, exhaust gas recirculation, positive crankcase ventilation, evaporative collection system	3-way catalytic converter, exhaust gas recirculation, positive crankcase ventilation, evaporative collection system
	C1500 Series (2WD)		K1500 Series (4WD)
Estimated fuel economy (mpg city / highway / combined):	auto 4.3L: 16 / 20 / 18		auto 4.3L: 16 / 20 / 18
	man 4.3L: 17 / 23 / 20		man 4.3L: 15 / 18 / 16
	auto 4.8L: 16 / 21 /18		auto 4.8L:15 / 18 / 16
	man 4.8L: 16 / 20 / 18		man 4.8L: 15 / 19 / 17
	auto 5.3L: 16 / 19 / 17		auto 5.3L: 15 / 18 / 16

 

Transmissions
	NV3500 (MG5)	NV4500 (MW3)	Hydra-Matic 4L60-E	Hydra-Matic 4L80-E
Type:	5-speed manual	5-speed manual	4-speed automatic	4-speed automatic
Gear ratios (:1):
First:	4.02	5.61	3.06	2.48
Second:	2.32	3.04	1.62	1.48
Third:	1.40	1.67	1.00	1.00
Fourth:	1.00	1.00	0.70	0.75
Fifth:	0.73	0.75	–	–
Reverse:	3.55	5.04	2.29	2.08
Final drive ratio:	3.08 3.42 3.73 4.10	3.42 3.73 4.10 –	3.08 3.42 3.73 4.10	3.42 3.73 4.10 –

 

Chassis/Suspension
Front:	1500 4WD, 2500: independent with computer-selected torsion bars, 30-mm stabilizer bar 1500 2WD: computer-selected coil springs; gas-pressurized shocks; 32-mm stabilizer bar 1500 4WD, 2500: independent with computer-selected torsion bars, 30-mm stabilizer bar 1500 2WD: computer-selected coil springs; gas-pressurized shocks; 32-mm stabilizer bar
Rear:	solid axle with semi-elliptic, variable-rate, two-stage multileaf springs; gas-pressurized shocks
Traction control:	2WD only
Steering type
1500 4WD & 2500:	power recirculating ball
1500 2WD:	power rack-and-pinion
With Quadrasteer four-wheel steering:	front: hydraulic power, recirculating ball; rear: electrically powered (system also uses front steering-wheel position sensor, steerable solid hypoid rear axle, electric motor-drive actuator and control unit)
Steering ratio:	14.2:1
Steering wheel turns, lock-to-lock:	3
Turning circle, curb-to-curb (ft / m):
Ext. Cab Short Box with Quadrasteer:	37.4 / 11.4
2WD Reg. Cab Short Box:	40.1 / 12.2
2WD Ext. Cab Short Box:	46.6 / 14.2
4WD Ext. Cab Short Box:	47.3 / 14.4
Brakes
Type:	(all) vacuum booster, power, 4-wheel disc, 4-wheel ABS, DRP
Rotor diameter x thickness (in / mm):
1500 up to 6400 GVWR:	front: 12.01 x 1.14 / 305 x 29; rear: 12.8 x 0.78 / 325 x 20
1500 with Quadrasteer:	front: 12.01 x 1.14 / 305 x 29; rear: 13 x 1.18 / 330 x 30
1500 HD, 1500 HD with Quadrasteer, 2500:	front: 12.8 x 1.5 / 325 x 38; rear: 1300 x 1.14 / 330 x 29
Total swept area (sq in / sq cm):
1500 up to 6400 GVWR:	front: 213.6 / 1378; rear: 211.1 / 1362
1500 with Quadrasteer:	front: 213.6 / 1378; rear: 223.7 / 1443
1500 HD, 1500 HD with Quadrasteer, 2500:	front: 245.5 / 1584; rear: 236.5 / 1526
Wheels/Tires
Wheel size & type:	Base: std: 16-inch steel; opt: 16-inch chrome-styled steel LS: std: 16-inch chrome-styled steel; opt: 16-inch cast-aluminum LT: std: 16-inch cast-aluminum
Tires:	P235/75R16 all-season steel-belted radial P265/75R16 all-season steel-belted radial LT 225/75R16 all-season steel-belted radial LT 245/75R16 all-season steel-belted radial

 

Dimensions
Exterior	Short Box Regular Cab	Long Box Regular Cab	Short Box Extended Cab	Long Box Extended Cab	Short Box Crew Cab
Wheelbase (in / mm):	119 / 3023	133 / 3378	143.5 / 3644	157.5 / 4001	153 / 3886
Overall length (in / mm):	203.2 / 5161	222 / 5644	227.6 / 5781	246.6 / 6264	237.2 / 6025
Overall width (in / mm)
Base/fleet:	78.5 / 1994	78.5 / 1994	78.5 / 1994	78.5 / 1994	79.7 / 2034
With YE9 package opt. mirrors folded:	81.5 / 2070	81.5 / 2070	81.5 / 2070	81.5 / 2070	81.5 / 2070
With YE9 package opt. mirrors extended:	93.1 / 2363	93.1 / 2363	93.1 / 2363	93.1 / 2363	93.1 / 2363
Quadrasteer models w/YE9 opt. mirrors folded:	–	–	83.5 / 2103	–	83.5 / 2103
Overall height (in / mm)
2WD:	71.2 / 1808	71.2 / 1808	71.2 / 1808	70.8 / 1798	74.5 / 1892
4WD:	73.8 / 1875	73.7 / 1872	73.9 / 1877	73.7 / 1872	76.2 / 1935
Track (in / mm)
All except Quadrasteer models
Front:	65 / 1651	65 / 1651	65 / 1651	65 / 1651	68.6 / 1899
Rear:	66 / 1676	66 / 1676	66 / 1676	66 / 1676	66 / 1676
Quadrasteer models
Front:	–	–	65 / 1651	–	65 / 1651
Rear:	–	–	71 / 1804	–	71 / 1804
Min. ground clearance (in / mm):
2WD:	8 / 203.2	8 / 203.2	8 / 203.2	8 / 203.2	9.1 / 230
4WD:	8.4 / 213	8.4 / 213	8.7 / 221	8.4 / 213	10.6 / 269
Ground to top of load floor (in / mm):
2WD:	31.6 / 803	31.6 / 803	31.6 / 803	31.6 / 803	–
4WD:	33.7 / 856	33.7 / 856	33.7 / 856	33.7 / 856	–
Step-in height:
2WD:	19 / 482	19 / 482	19 / 482	19 / 482	24.6 / 624.8
4WD:	21.3 / 540	21.3 / 540	21.3 / 540	21.3 / 540	25.1 / 637.5
Approach angle:	25.4°	25.4°	25.4°	25.4°	–
Breakover angle:	12.4°	12.4°	12.4°	12.4°	–
Departure angle:	27.5°	27.5°	27.5°	27.5°	–

 

	GVW (lb / kg)	Curb Weight (lb / kg)	Payload (lb / kg)	Weight Distribution (% front / rear)
2WD pickups*:
C15703 Reg. Cab Short Box:	6100 / 2767	4142 / 1879	1958 / 888	57 / 43
C15753 Ext. Cab Short Box:	6200 / 2812	4555 / 2066	1645 / 746	57 / 43
C15743 Crew Cab Short Box:	8600 / 3900	5506 / 2497	3094 / 1403	57 / 43
C15903 Reg. Cab Long Box:	6400 / 2903	4227 / 1917	2123 / 963	57 / 43
C15953 Ext. Cab Long Box:	6400 / 2903	4828 / 2190	1572 / 713	59 / 41
4WD pickups*:
K15703 Reg. Cab Short Box:	6100 / 2767	4439 / 2013	1661 / 753	58 / 42
K15753 Ext. Cab Short Box:	6400 / 2903	4925 / 2234	1475 / 669	60 / 40
K15743 Crew Cab Short Box:	8600 / 3900	5817 / 2639	2783 / 1262	59 / 41
K15903 Reg. Cab Long Box:	6400 / 2903	4579 / 2077	1821 / 826	59 / 41
K2500 Ext. Cab Long Box:	6400 / 2903	5112 / 2319	1288 / 584	60 / 40

 

Cargo box	Short Box Sportside	Short Box Fleetside	Long Box Fleetside
Cargo volume (cu ft / L):	43.5 / 1231.7	56.9 / 1611	70.7 / 2002
Length at floor (in / mm):	78.6 / 1996	78.7 / 1999	97.6 / 2479
Width at floor (in / mm):	49.1 / 1247	64.8 / 1646	64.8 / 1646
Width at top (in / mm):	49.1 / 1247	61.9 / 1572	61.9 / 1572
Width between wheelhousings (in / mm):	50 / 1270	50 / 1270	50 / 1270
Tailgate width (in / mm):	49.1 / 1247	63.8 / 1621	63.8 / 1621
Inside height (in / mm):	19.7 / 500	19.5 / 495	19.5 / 495

 

Interior	Regular Cab	Extended Cab, Front	Extended Cab, Rear	Crew Cab, Front	Crew Cab, Rear
Head room (in / mm):	41 / 1041	41 / 1041	38.4 / 975	41 / 1041	39.9 / 1018
Leg room (in / mm):	41.3 / 1049	41.3 / 1049	33.7 / 856	41.3 / 1049	38.8 / 990
Shoulder room (in / mm):	65.2 / 1656	65.2 / 1656	66.3 / 1684	65.2 / 1656	65.1 / 1661
Hip room (in / mm):	61.4 / 1560	61.4 / 1560	61.4 / 1560	61.4 / 1560	62.9 / 1598
Capacities	Short Box Regular Cab	Long Box Regular Cab	Short Box Extended Cab	Long Box Extended Cab	Short Box Crew Cab
Seating:	2 / 3	2 / 3	5 / 6	5 / 6	5 / 6
Fuel tank (gal / L):	26 / 98.4	34 / 128.7	26 / 98.4	34 / 128.7	26 / 98.4
	Vortec 4300	Vortec 4800	Vortec 5300	Vortec 6000
Engine oil (qt / L):	4.5 / 4.3	6 / 5.7	6 / 5.7	6 / 5.7	–
Cooling system (qt / L)
Manual trans:	12.9 / 12.2	13.7 / 13	13.4 / 12.7	15.2 / 14.4	–
Automatic trans:	12.6 / 11.9	13.4 / 12.7	14.9 / 14.1	14.4 / 13.6	–
Maximum trailer weight (lb / kg)
1500 Series w/Vortec 5300:	8400 / 3809.5 with weight-distributing hitch and sway control
1500 Series w/Vortec 5300 &	8600 / 3900.2 with weight-distributing hitch and sway control
Quadrasteer:
1500 HD (std Vortec 6000):	10,200 / 4625 with weight-distributing hitch and sway control
2500 Series (std Vortec 6000):	10,700 / 4852.6 with weight-distributing hitch and sway control

2WD/4WD 1500 Series models limited to 5,000-pound (2,250-kg) trailer ratings unless equipped with Z85 Increased Capacity or ZX3 Manual Select Damping or Z71 Off-Road Suspension Package. Z82 Heavy Duty Trailering Package includes trailer hitch platform, trailer electrical connector and suspension upgrade, if necessary.