FILLING MY EARS is the deep burble of what can only be a V8 engine, the rear vision mirror lets me glimpse a large practical tray, and ahead of me is a straight, empty drag strip. Itís all oddly familiar, with images of Australiaís home-grown Holden and Ford V8 utes at the front of my mind. The mental picture is nothing but a cultural ghost of Australiaís lost manufacturing, with those car-based utilities now dead and long buried.

What Iím experiencing is a new era (for Australians at least) of pick-up performance, and it comes in a package thatís as subtle as a bald eagle holding a shotgun. Australia, meet your new V8 ute overlords: the Chevrolet Silverado 1500 and Ram 1500 Laramie.

Representing the GM faithful is the Silverado, sold by the soonto-be rebranded HSV in a single high-specification LTZ grade for $113,990. Ford doesnít have an officially licensed F Truck in the country so taking its place in the blue corner is Fiat Chryslerís Ram brand, distributed locally by Ateco with approval from North America. We have the top-spec Laramie specification on test which carries a sticker price of $99,950. Both pick-ups are delivered to Australia as they would be sold in the US and then undergo a Ďre-engineeringí process at Walkinshawís Clayton facility at the hands of skilled Aussie workers.

While both 1500s are substantially larger than our traditional dual-cabs (roughly 100mm taller, 200mm wider, and a full half metre longer) they still sit beneath the truly gargantuan 2500 offerings from both Chevrolet and Ram that have been sold locally. But itís not just size that differentiates these powerhouse pick-ups from your usual worksite fare. You wonít find any turbo diesels here; both have atmo V8 petrol engines under the bonnet. Dep ed Enright and myself have brought both behemoths to Heathcote Raceway for what surely has to be one of the strangest (if not heaviest) performance testing exercises in Wheelsí recent history. Enright has just finished recording numbers, so Iíve jumped into the Chev for a familiarisation run.

The 6.2-litre petrol V8 builds revs gradually as I load it up against the torque converter. Side-step the brake and thereís a brief squeal from the Goodyear Wrangler Trailrunner all-terrain tyres as they use 313kW/624Nm to get the 2588kg mass moving, the central diff transferring power fore and aft as required. Itís an impressive middle finger to physics as the big beast squats and then lunges forward. The 10-speed automatic slurs through the ratios but itís surprisingly quick: in 14.5sec Iím past the 400m mark and travelling at a licence-incinerating 150km/h. The 0-100km/h sprint takes 6.4sec. Thereís currently no ute on sale that can beat it in a straight line.

The Ram isnít far behind. Its 5.7L V8 is down on capacity and performance compared to the Chev, yet it still runs a respectable 6.8sec to 100km/h and is only three tenths shy to 400m.

While the Ram is the less powerful of these two, its engine has more character. It has a hearty engine note and it builds revs more readily, which makes it feel more energetic. And its eight-speed auto (controlled by a dash-mounted dial) is less prone to shortshifting compared to the Chev, so you get to enjoy more of that bent-eight burble as you build speed.

Despite the slightly smaller capacity, the Ram is thirstier, drinking 14.5L/100km during our test compared to the Silveradoís 13.5L/100km. We had a VW Amarok 580 along as a benchmark and turbo diesel V6 drank 9.8L/100km. Going big has its consequences. Peeling out of Heathcote, itís easy to see the appeal of these large pick-ups. Both boast impressive towing capacities (a claimed 4500kg braked each is a full tonne more than the best dual-cab), making them prime targets for people with regular heavy hauling duties. Ram provides trailer brake assist, but the Silverado goes the extra-mile with a specific towing drive mode and sway control.

But where they really raise the bar compared to more traditional dual-cabs is their luxury and refinement. Interior room rivals that of the largest SUVs, with both featuring more cup holders than a cinema, vast centre consoles, heated steering†wheels, heated and cooled leather-trimmed electrically adjustable front seats, sunroofs, and smartphone mirroring.



While there is plenty of American chintzy plastic inside, both pick-ups are comfortable with plush seats in both rows. There are ergonomic quirks, though, like the Chevís hilariously over-sized column-mounted shifter that loves sliding straight past drive into low range, or the Ramís foot-operated hand brake which sits on the right of the footwell. Ironically given its size, the Ramís headroom is limited for anyone taller than six foot.

Even with impressive blind-spot vision and excellent rear-view cameras, extreme care is needed when parking, mostly due to sheer physical size. While initially intimidating around town, the Ram more readily shrinks around the driver thanks to the softer edges of the bonnet. The Silverado feels a sizeable beast at all times and side-steps are a must for entering the cabin.

Both conversions are expertly done and we didnít experience any squeaks or rattles. Despite high bonnets, and large wing mirrors, neither generates significant wind noise. The exterior noise suppression is top notch.

From the driverís seat, the biggest difference is the way these two pick-ups travel down the road. If you only ever traversed smooth highways, the Silverado and its floating waftiness would be quite pleasant. However, on bumpier roads the ride feels underdone. Thereís a disconnect between how the front coils and rear leafs deal with imperfections, resulting in a jostling pitchand-roll that can be quite unsettling. HSV is working on a local suspension tune, but our tester was running the stock US set-up. Experience with this car tells us that adding weight to the tray settles its leaf-sprung rear-end substantially.

The Ramís suspension is much more modern and is fitted with an independent coil-sprung rear-end. As a result, it has a clear advantage in terms of refinement, while still matching the†Silveradoís claimed towing ability (and besting it for payload). The Laramie sits confidently on the road and it feels well suited to the pockmarked bitumen of rural Australia.

Neither are what youíd call great handlers. The Ramís steering is vague off centre and while the Silveradoís tiller is confident and well-weighted at the straight-ahead position, it lacks feel as you progress through a corner.

Then there is the sticky issue of value. Even the more affordable Ram is almost $30,000 more than the most expensive dual-cab on the market. That premium can be justified to an extent given the Ramís notable increase in hauling ability, luxury, and road presence. But adding almost $14,000 to the equation for the extra few tenths of acceleration in the Silverado is harder to justify. Youíll also need to set aside $3000 each year for insurance, and then thereís the fuel bill to consider...

While it might not make your accountant happy, there is an undeniable coolness about the Silverado. It encapsulates the pulling-power of a large American pick-up with giant globs of grunt and a luxurious interior. However, its queasy ride and high price tag means it falls shy of the top spot.

The Ram canít match HSVís hero product for tech, but the cheaper pick-up offers better value for money without sacrificing spec levels. It also slightly better to drive, rides more comfortably and has, perhaps most importantly, a more characterful engine. The Hemi pulls your face into a wry smile with every throttle application, while the Chevís 6.2-litre is more subdued. You donít buy a monstrous V8 ute to be subdued.

These brutes are clearly not a like-for-like replacement for the Falcon and Commodore utes, but push your right boot to the firewall and itís clear they share a part of that same special V8 workman spirit. The fact they are prepared for Aussie customers by Aussie workers sounds pretty fair dinkum to us.

Chev Silverado


Being a newer model, the Chev is equipped with active safety missing from the Ram including AEB, lane departure warning, adaptive cruise and forward-collision warning.


Cruising five-up in the Silverado is a breeze. There is space under the 60:40 split rear seat to store toolboxes etc. The bench folds up for extra space when two-up.


Electric tailgate on the Chev can be operated from inside the cabin. There is also a handy side-step and lights that illuminate the tray. Payload is 712kg, 88kg less than the Ram.

Ram 1500


Both pick-ups are rammed (geddit) with tech. Digital touchscreens, smartphone mirroring and sat-nav are all standard. RAMís 8.4-inch screen larger than Chevís 8.0in unit.


A flat platform can fold out to cover the transmission tunnel when rear seats are stowed. Unusually, sunroof eats into headroom up front, but not an issue for those riding in the back.


RamBoxes can be locked remotely, but make for a narrow rear tray (1270mm). Still, 1737mm length means thereís plenty of space.†Tailgate is operated manually.


Back-seat drivers

Both offer limo-like legroom, with space to sit threeabreast comfortably. Ramís (right) centre seat has a mystifyingly small cushion making Chev better for five-up driving. Both rear seats can be folded away, while Chevís back cushions (left) hide extra storage.