2025 Chevrolet Silverado EV

The LT is new for 2025 and is the volume retail configuration, offered only with the Extended Range pack; its dual-motor eAWD setup is rated at 645 hp with Wide Open Watts engaged. Roughly double a 5.3L V8 Silverado 1500 and well up the truck band, though short of the RST halo.

Instant, full-from-zero torque from the dual permanent-magnet motors puts the Silverado EV near the top of the truck torque band — about double the 383 lb-ft of the gas Silverado 1500's 5.3L V8.

MotorWeek recorded 4.60 s to 60 mph and 13.50 s at 100.0 mph in the quarter for a 2025 LT Premium Extended Range — genuinely quick for a truck carrying roughly 8,500 lbs, and quicker than any gas half-ton, though the mass still blunts it relative to lighter performance EVs.

Dual-motor Ultium delivery with no lag, no shift interruption, no engine coarseness under load and very low NVH — reviewers consistently name the immediate, seamless thrust as the truck's defining dynamic trait. Sits just below GM's Hummer EV (93) on the same architecture.

Single-speed reduction gear — there is nothing to hunt, hold or shift harshly. One-pedal driving and the Regen on Demand paddle are well calibrated, though heavy regen can feel abrupt with a load aboard.

The properly-equipped LT's 12,500-lb rating leads every other electric pickup and beats most gas half-tons on paper. The real-world caveat — that towing collapses electric range far harder than it hurts a V8's — is an efficiency matter and is captured in cat2, not here.

The 170 kWh pack consumes most of the GVWR headroom, leaving payload well below a comparably equipped gas Silverado 1500 (~2,260 lbs). This is the Silverado EV's weakest capability metric despite its class-leading tow rating.

Carries GM's full trailering suite — integrated trailer brake controller, up to 14 camera views including an accessory transparent-trailer view, trailer profiles, hitch guidance, an in-vehicle trailering app and trailer-aware blind-zone steering assist — plus Super Cruise that remains available while towing. Scored just under the gas Silverado 1500 (87) for the absence of a trailer-backup steering knob.

Dual-motor electric all-wheel drive is standard on every 2025 trim — WT Standard/Extended/Max Range, LT and RST alike — with independent front/rear torque control and available four-wheel steering. Broader standard availability than the gas Silverado, but held below the Hummer EV (94) by the absence of a low range or locking differentials.

For 2025 the range is WT/LT/RST only — there is no off-road trim at all (the Trail Boss with its lift, 35-inch all-terrains and underbody protection arrives for 2026). What is left is standard road tires, no lockers, no low range and roughly 8,500–9,000 lbs of curb weight, so it is pavement-and-jobsite oriented rather than trail-credible. Well short of the gas Silverado 1500 ZR2 (85) and of the Rivian R1T.

One powertrain type only — dual-motor Ultium BEV — with variation limited to output tiers and three battery sizes (119 kWh Standard, 170 kWh Extended, 205 kWh Max Range). A buyer wanting gas, diesel or hybrid has to cross-shop the separate Silverado 1500 nameplate. Scored in line with the Hummer EV (45).

EPA rates the volume retail configuration — the non-WT (LT) Extended Range truck — at 68 MPGe combined, or 49.9 kWh/100 mi. Strong for an 8,500-lb full-size electric pickup and mid-upper in the EV-truck band.

Regenerative braking makes the city cycle the Silverado EV's strongest, at 74 MPGe and a 442-mile city range — the truck is at its best in exactly the stop-start use a gas half-ton handles worst.

Highway is the weakest EV cycle — 61 MPGe against 74 in the city — but the purpose-built, forward-cab BT1 body holds up better at speed than a converted pickup would, and the 367-mile highway range is still the best in the electric full-size class.

The volume LT carries the 170 kWh Extended Range pack, EPA-rated at 408 miles — the longest-legged mainstream electric pickup configuration on sale for 2025 and roughly 100 miles clear of a Cybertruck AWD. The Max Range WT's 492-mile rating is the lineup headline but is a fleet-oriented configuration, not the volume truck.

On DC a contactor switches the dual-stack pack into series for an approximate 800V architecture, letting the truck accept up to 350 kW — the highest rate any production pickup takes, and the top of the truck band. Chevrolet quotes 100 miles of range added in about 10 minutes.

Chevrolet quotes 40 minutes for 10–80% on a 350 kW DC charger and independent testing matched it. The class-leading peak power does not make this a quick stop: 70% of a 170 kWh pack is roughly 120 kWh of energy, so the Silverado EV still takes longer than a small-battery EV — a mid-band result behind a 350 kW headline.

EPA puts annual energy cost at $1,100 — roughly a third of what a gas full-size truck burns over the same 15,000 miles. Every 2025 Silverado EV configuration falls in a tight $1,100–$1,200 band.

Cheap overnight home charging with no fuel-grade question at all, the fastest public charging in the segment, and access to both CCS and Tesla Supercharger networks by adapter. Held below the top of the band because a 170 kWh pack is genuinely slow to refill at home — EPA lists 18.6 hours on 240V for this configuration — so a buyer without a high-amperage circuit feels the pack size every night.

NHTSA physically tested the 2025 Silverado EV and awarded 5 stars overall with a clean sweep of the crash conditions — 5 stars for both driver and passenger in the frontal barrier and 5 stars in both the side barrier and side pole tests, which is a better result than any gas half-ton including the Silverado 1500 (4-star frontal composite). Rollover is 4 stars, but the 11.1% rollover risk is roughly half the gas Silverado's 19.8% because the Ultium pack sits low in the floor and drops the center of gravity.

IIHS has not tested the Silverado EV at all — it appears nowhere in the large-pickup class ratings — so there is no award and no small-overlap, updated moderate-overlap or updated side result to credit. It lands at the floor of the no-award band rather than lower because the gap is absence of data, not a bad result: NHTSA's full 5-star sweep is real independent crash evidence that the structure performs, and unlike the gas Silverado 1500 there is no Poor rating on record against it.

Unlike the gas Silverado, where blind-spot monitoring and adaptive cruise are both options, the Silverado EV makes Safety Package 2 standard equipment — so every one of the five features this item weighs (AEB, ACC, LKA, BSM, rear cross-traffic) is fitted to the volume LT as delivered, alongside reverse automatic braking, intersection AEB, traffic sign recognition, a safety alert seat and HD Surround Vision. Held just short of the ceiling because blind zone steering assist (the intervening version) and the driver attention monitor sit in higher packages.

The hardware list is unusually complete for a pickup — Enhanced AEB plus front pedestrian braking, side bicyclist alert, intersection AEB and reverse automatic braking all standard — but IIHS has run no front crash prevention evaluation on this truck, so none of it is verified, and the most recent IIHS result for GM's closely related pickup calibration is only Acceptable on the pedestrian test. Scored mid-band on confirmed breadth with no measured performance to credit.

Blind-spot monitoring is standard and rear cross-traffic coverage is the braking version rather than alert-only, so the standard configuration already includes active intervention — the distinguishing requirement of the top band. Trailer-aware coverage exists in the form of Blind Zone Steering Assist with Trailering but arrives only with the Trailer Integration Package, and there is no safe-exit alert, which keeps it off the ceiling.

Lane Keep Assist with Lane Departure Warning is standard on every trim and behaves as a corrective nudge, but continuous lane centering is a Super Cruise function and Super Cruise is an option package on both the LT and the RST — so a volume LT bought without it holds no lane on its own. Rated a little above the gas Silverado 1500 because the EV at least allows a volume-trim buyer to order centering rather than restricting it to the top trim.

GM's full-speed-range adaptive cruise is standard equipment here rather than an option as on the gas Silverado — it holds a set gap, brakes to a stop in traffic and resumes, and reviewers find it composed. What separates it from the top band is that the combined highway-assist layer (centering plus lane changes) is not part of it; that only appears if Super Cruise is optioned.

Super Cruise is the most mature hands-free system on sale, covers roughly 750,000 miles of mapped North American highway, ships with a three-year trial, and on this truck remains available while towing — and crucially it can be ordered on the volume LT, not just a halo trim as on the gas Silverado 1500. It misses the very top only because it is a costly option bundle rather than standard, so most trucks on a lot will not have it.

One LED headlamp setup is fitted across the range with IntelliBeam automatic high beams standard, so there is no trim lottery in which the volume buyer gets the worse lamp — but IIHS has never measured them, and GM's recent full-size pickup record on this exact test is Poor, which makes an unverified assumption of good reach unsafe. Scored mid-band on standard-across-the-range LED hardware with auto high beams and no measured result either way.

Natural sightlines are poor even by full-size pickup standards — it is wider and longer than a Silverado 1500, with a tall hood and a body reviewers describe as filling its lane and being unparkable without electronic help — but the camera compensation is genuinely comprehensive and, unlike on the gas Silverado where HD Surround Vision is an option, it is standard equipment on every trim. Rear visibility with the back seat occupied still suffers because the camera rear-view mirror sits in the optional Tech Package.

Every Silverado EV is a crew cab, and the rear compartment is one of the roomiest in the segment — a wide flat bench with near-vertical doors and enough legroom that reviewers single it out for tall adults, which makes fitting multiple seats straightforward. Scored only slightly above the gas Silverado crew cab because there is no IIHS LATCH evaluation for this truck and GM's pickup lower anchors sit in the seat bight rather than being surface-mounted, so the ease-of-use half of this item is unverified.

The Silverado EV is built exclusively as a five-passenger crew cab on the purpose-built BT1 platform; there is no regular cab, no extended cab and no six-seat front bench on any 2025 trim including the fleet WT.

The LT carries the same fixed-glass roof as the RST, and Chevrolet notes the glass roof actually raises headroom rather than eating it — 43.9 in is above the top of the truck band and is among the most generous front headroom figures in the full-size class.

Chevrolet publishes a single front legroom figure for the whole range, and at 44.8 in it sits near the top of the truck band — the forward-cab BT1 architecture buys real front-seat stretch-out room.

This is the one dimension where the Silverado EV gives ground: the sloping roofline and the glass panel over the second row cost an inch against the WT, leaving 38.7 in — near the bottom of the truck band and below a conventional Silverado 1500 crew cab. Rear passengers get abundant leg and shoulder room but comparatively little air above their heads.

44.3 in is effectively class-leading second-row legroom for a full-size pickup and one of the truck's headline comfort assets; reviewers repeatedly single out the back seat as limousine-like.

One bed length for the whole lineup at 5'11", which is short-bed territory and lands in the lower third of the truck band. The Midgate pass-through is the answer to long loads, but on the standard LT it is an option rather than standard equipment.

The bed is short but unusually wide and deep, so 57.7 cu ft is mid-band despite the 5'11" length — and the lockable, drainable 10.7 cu ft front trunk adds secure volume no gas half-ton offers.

This is the Silverado EV's standout category: a wide deep center console, flip-up rear seat cushions, the 10.7 cu ft weathertight eTrunk with its own drain plug and power open/close, the Multi-Flex Tailgate with a 375-lb step, the Midgate pass-through, and PowerBase supplying up to eleven outlets and 10.2 kW to the cabin, bed and eTrunk. Held just below the very top because the Midgate and the accessory power bar are LT Premium Package items, not base-LT standard.

The LT gets 12-way power heated and ventilated leather front buckets and heated rear outboard seats, and testers describe both rows as big and comfortable over long stints — the second row in particular benefits from 44.3 in of legroom. Short of the very top because the cushions are conventional truck-firm rather than luxury-plush and there is no massage function.

The LT rides on 4-wheel independent coil suspension, not the RST's Adaptive Air Ride, so it is composed and planted — roughly 8,800 lbs of low-mounted battery mass does the heavy lifting — but it transmits tar strips and expansion joints more than the air-sprung trims. Better than a leaf-sprung gas half-ton unladen, well short of an air-suspended R1T.

With no engine at all and heavy acoustic treatment the cabin is among the quietest in the segment; reviewers reach for words like 'whisper quiet' and 'exceptional.' Docked slightly because the flat forward-cab face generates noticeable wind rush at highway speed, which stands out precisely because nothing else is making noise.

The volume LT arrives with heated and ventilated power front seats, heated rear outboard seats, a heated steering wheel, heated mirrors, automatic climate control with rear vents, and app-based remote preconditioning — comfort content that is a paid option or a top-trim item on most rivals is standard on the trim people actually buy here.

Chevrolet's published 2025 entry price is the Work Truck with the standard-range pack at $57,095 delivered, a substantial cut from the 2024 lineup's opening price. The caveat matters: WT trims are sold through the commercial/fleet channel and the WT Standard Range was never listed as consumer-orderable, so no retail buyer could transact at this number.

The LT is new for 2025 and is the retail volume configuration — the only Silverado EV under the $80,000 federal-credit truck cap and the trim Chevrolet positioned as the mainstream offer between the fleet WT and the $89K+ RST. Kelley Blue Book anchors its whole 2025 cost-to-own model to this $75,195 figure, so it is also the price the depreciation and maintenance projections below are computed against.

Well under the full-size truck norm, and for the usual BEV reason: no oil, no spark plugs, no transmission or exhaust service, with brake wear stretched out by one-pedal regenerative braking. The offsetting cost is tires — an 8,500 lb truck on 22-inch rubber chews through them — which is part of why the maintenance line is not lower still.

This is the number that decides the category. KBB projects $47,090 of depreciation on a $75,195 LT, leaving 37.4% — below even the Rivian R1T's projected 42% and far below the 50–75% band a gas full-size truck plays in. Electric full-size pickups have been the worst-depreciating class in the US market, and the expiry of the $7,500 federal credit on 30 September 2025 pulled used values down further by removing the new-car price support that had been holding residuals up.

GM has held its basic new-vehicle limited warranty at 3 years / 36,000 miles across Chevrolet, and nothing about the electric Silverado extends it. That is the floor of the 3–5 year band and it matches the Ram 1500 REV while trailing Rivian's 4 yr / 50,000 mi and the 5-year coverage Hyundai/Kia-adjacent brands offer.

The BEV's 8-year / 100,000-mile battery and propulsion coverage is the one warranty line where the Silverado EV clearly beats its gas sibling, which gets 5 yr / 60,000 mi. It is the federal EV minimum rather than a standout — the same term Ram quotes on the 1500 REV and Rivian on the Dual Standard — so it lands mid-band rather than high.

The included-maintenance side is thin — one covered visit inside the first 12 months, which for a BEV means a tire rotation and an inspection rather than the oil change that gives the perk its value on a gas truck — so the 80-100 band is out. The surrounding perks are genuinely above average for the segment, though: eight years of core OnStar connected services at no additional charge (Automatic Crash Response, remote commands, in-vehicle navigation and voice), Google built-in standard on the LT, roadside assistance through the 3-year basic term, and GM's Qmerit-installed home 240V charging outlet offer for eligible new EV buyers. That is a better package than Rivian's roadside-only provision or Ram's on the 1500 REV.

$75,195 volume-trim price minus its estimated resale value after 5 years (37.4% retained, or about $28,123) leaves about $47,072 in depreciation. Add the projected $5,062 in 5-year maintenance and repairs, and owning this vehicle for 5 years costs about $52,134 in total.

Consumer Reports has no model-specific survey data for the Silverado EV — the sample is too small for statistical confidence — so it issues a prediction, and the prediction is negative: less reliable than the average new vehicle, extrapolated from Chevrolet's brand history, the gas Silverado 1500, and GM's other Ultium EVs. J.D. Power publishes no Quality & Reliability figure for the EV either (the 84/100 that circulates belongs to the gas Silverado 1500). With no positive model-level signal from either major source and an explicit below-average call from one, this lands in the low band rather than the mid band.

Chevrolet's own multi-year standing is the strongest part of this scorecard, and the two major sources split on it. J.D. Power is positive and consistent — third among mass-market brands at 178 PP100 in both the 2025 Initial Quality Study and the 2026 Vehicle Dependability Study, behind only Buick and Mini on the latter. Consumer Reports is flatly average, placing Chevrolet 17th overall in its 2026 brand rankings with the note that the established combustion models carry the brand while the newer electrified ones struggle. Upper-mid-pack, and materially better than sibling GMC (23rd at CR, scored 60 on the Hummer EV).

The 2025 model year itself carries a single NHTSA campaign — 24V937000, a pedestrian alert sound system that may not reach sufficient volume, covering just 46 Work Trucks — which is about as minor as a recall gets. The generation's wider record is busier but equally small-bore: three separate seat-belt anchorage campaigns (23V786000, 24V087000, 25V015000, the last covering 5 vehicles), a propulsion wiring campaign covering 10 trucks, and on 2026 builds an ESC warning-lamp software compliance recall, an improperly secured battery module (11 vehicles, fire risk) and cracking steel wheels (952). Every one is a low-unit-count campaign caught early rather than a systemic failure, which is the profile of a low-volume launch under close watch. What keeps this out of the 70s is the service-bulletin and OTA churn underneath it: owners describe repeated dealer visits purely to get the truck current on software bulletins.

The 800-volt Ultium pack and dual permanent-magnet drive units are barely four years into production with no high-mileage fleet behind them, and the field reports that exist are mixed: most owners pass 15,000–30,000 miles on software updates alone, while a minority chase persistent high-voltage codes, coolant leaks and charging-controller failures that end in module or full-pack replacement. The NCMA pouch cells come from Ultium Cells LLC, the GM/LG Energy Solution joint venture — the same partnership whose Bolt cells produced 13 confirmed fires and a $1.9 billion settlement, which is different cells from different plants but not a reassuring lineage, and the 2026 battery-module recall shows pack assembly is still being corrected. Unproven rather than known-bad, so mid band, and level with the same architecture in the Hummer EV (56).

At $75,195 the LT gets a handsome, tech-forward cabin — 17.7-inch center screen, 11-inch cluster, a nicely textured dash top and upper doors — but the materials underneath do not track the price. Every trim, including this one, wears the same Evotex synthetic leather rather than hide; reviewers note the textured dash surface is 'not very giving to the touch'; and the Work Truck's hard black plastic door panels reveal the baseline the design was drawn to. Competitive rather than class-leading, and short of what a similarly priced F-150 Lightning Lariat or Rivian R1T puts in front of the driver.

Physical assembly at Factory Zero holds up — owners repeatedly describe the truck as mechanically solid with only scattered trim complaints, and Chevrolet's placing in the study that actually surveys this model year is good. But J.D. Power's initial-quality problem mix is now dominated by infotainment and software, and that is precisely where this truck collects its complaints: infotainment freezes, laggy responses, cameras that drop out until a reboot, and driver-assist features that did not work as advertised until a later update. Solid hardware with a noisy software layer, so a notch below the gas Silverado 1500 (72) on the same brand-level evidence.

Chevrolet runs roughly 2,900–3,000 US franchised dealers, one of the two densest networks in the country, and it ranked highest of all truck brands in J.D. Power's 2025 Customer Service Index at 877 — so an owner is rarely far from factory service and the brand's service reputation is genuinely good. The EV caveat is real and specific: only a subset of stores have EV-certified technicians, J.D. Power finds EV service satisfaction trailing gas vehicles industry-wide for exactly that reason, and Silverado EV owners describe software updates taking days and technicians escalating to GM engineering. Far better coverage than the startups or sibling GMC (62), well short of the gas Silverado's 83.

The Silverado name buys nothing here. BT1 is a bespoke electric platform, not the gas truck's T1, so the enormous Silverado 1500 aftermarket does not carry over to the parts that fail; the high-voltage hardware is dealer-only and warranty work must go to a certified store. Owners report trucks sitting in body shops for weeks and module or pack replacements delayed by backorder, and out-of-warranty traction-battery work runs from roughly $6,500 for module-level repair to five figures for a full pack. Routine running costs are genuinely low — the 5-year maintenance and repair projection of about $5,062 is well under the full-size truck norm — but this item grades parts and repair exposure, and a single out-of-warranty HV event dwarfs that saving. Above the $100k Hummer EV (38) on volume and price, still firmly in the low band.

The 17.7-inch center display is standard on the LT rather than a top-trim upgrade, and it is one of the largest screens fitted to any pickup — near the top of the truck band.

GM's Google built-in system on the 17.7-inch screen is fast, cleanly laid out and gets strong reviewer marks for responsiveness and voice recognition, and a persistent climate bar keeps the essentials one tap away. Kept out of the top band because vehicle settings and PowerBase controls live several menus deep and there are few hard buttons left.

Neither Apple CarPlay nor Android Auto is offered on the LT or RST in any form, wired or wireless — GM deleted phone projection from its retail EVs in favour of Google built-in. A handful of points above zero only because the native Google stack genuinely replaces most of what projection delivers; scored in line with the 2025 GMC Hummer EV (20), which carries the same system.

Google built-in means Google Assistant for natural-language commands and Google Maps as the native navigation, with EV routing that factors charge state and trailer load — the best-case version of a manufacturer system, and the reason the missing CarPlay stings less than it otherwise would.

A branded Bose system is standard rather than optional on the LT, which is better than most rivals' base arrangement, but at seven speakers it is a modest Bose installation rather than the 14- to 18-speaker flagship setups available in a Ram 1500 or an F-150.

An 11-inch fully digital driver information centre is standard on every LT — no analogue fallback and no trim lottery — with configurable layouts and EV-specific energy and trailering pages. Not quite top-band only because it is less reconfigurable than the best systems.

The Silverado EV is on GM's software-defined vehicle stack and receives whole-vehicle over-the-air updates that have added real features and drivetrain calibration changes post-delivery, not just map data. Scored below Tesla and Rivian because GM's cadence is slower and several early updates were corrective rather than additive; matched to the 2025 Hummer EV (86) on the same architecture.

myChevrolet covers the full remote set — lock/unlock, remote start and climate preconditioning, locate, charge scheduling and limits, range and tire-pressure readouts, plus Energy Assist EV route planning that works while towing. Held mid-band because there is no digital key on the 2025 truck and owners report the app periodically dropping remote-start availability after updates.

Nothing in the segment beats this: USB-C in both rows, a wireless charging pad, and PowerBase supplying up to eleven outlets and 10.2 kW across cabin, bed and eTrunk — including 240V — with vehicle-to-home export on top. The outlets can be switched on from the screen with the truck powered down.

Proximity entry, push-button power-on, app-based remote start, and fob-operated power tailgate and power eTrunk are all in place on the LT — but the 2025 truck has no phone-as-key, which keeps it out of the top band. GM publicised Digital Key for the following model year and then cancelled it, so no 2025 owner received it.

HD surround view is standard on the LT rather than a top-trim option, and the system stretches to as many as 14 camera views including trailering angles; the LT Premium Package adds enhanced automatic parking assist. On a vehicle this large the camera suite is doing essential work and it is well specified for the money.

A 14-inch diagonal head-up display is standard on the volume LT — one of the largest HUDs fitted to any production vehicle and exactly the top-band case the item describes, since the buyer does not have to reach a halo trim or a package to get it.

Every Silverado EV is a crew cab with 44.3 in of rear legroom, near-vertical rear doors and a flat floor, and the lockable weathertight eTrunk swallows a stroller without eating bed space — all strong family logistics. Pulled down by the height: this is a 78.7-in-tall truck, so lifting a child into a rear seat means a step, and the tight 38.7 in of rear headroom limits how tall a high-back booster can sit.

NHTSA gave the truck five stars overall and GM makes its Safety Package 2 standard, so blind-spot monitoring, adaptive cruise, AEB with pedestrian detection and rear cross-traffic braking all arrive on the volume trim rather than as options. Two things cap it: IIHS has never tested the Silverado EV, so there is no independent small-overlap or updated side result, and the cheapest retail trim is $75,195 — 'the trims families actually buy' is an expensive proposition here.

A 408-mile EPA range, an exceptionally quiet cabin, heated rear outboard seats with their own vents and USB-C, class-leading rear legroom, and a bed plus a 10.7 cu ft frunk for luggage make this a genuinely good long-haul family vehicle. The limiter is charging: 40 minutes for 10–80% means a stop that a gas half-ton makes in five.

In traffic this is the Silverado EV at its best — silent, instantly responsive, with well-judged one-pedal driving and a Regen on Demand paddle, adaptive cruise standard and Super Cruise available through the LT Premium Package. What keeps it out of the top band is sheer bulk: 233 inches long and roughly 8,800 lbs makes every lane change a considered act.

EPA puts annual energy cost at $1,100 against roughly three times that for a gas full-size truck, the 74 MPGe city figure means the commute is the cycle it does best, and the LT's 18-inch all-seasons are cheap to replace next to the RST's 24s. Regenerative braking barely touches the friction brakes, so consumables are minimal.

This is the truck's weakest use-case dimension: 233.1 in long and 94.3 in wide across the mirrors, it overhangs most parking spaces and fills its lane, and the LT does without the four-wheel steering the RST uses to shrink its low-speed footprint. Standard HD surround view and a turning circle that is reasonable for the length keep it from the bottom of the band, but urban duty is a chore.

12,500 lbs of towing with the Max Trailering Package leads every electric pickup and beats most gas half-tons, and 645 hp with 765 lb-ft means the truck never runs out of motor under load. Two real constraints hold it mid-band: 1,800 lbs of payload is well short of a comparably equipped gas Silverado 1500, and towing at rated weight cuts electric range far harder than it cuts a V8's, which reshapes what a workday looks like.

The BT1 platform is two model years old with no accumulated fleet mileage behind it, and GM's Ultium trucks have had a software-heavy early life. It scores above the other new-entrant electric pickups because a purpose-built fleet Work Truck variant exists, the dealer and upfitter network is nationwide, and GM publishes a full upfitter specification guide — the institutional scaffolding of work-truck ownership is there even if the durability record is not yet.

PowerBase is a genuine jobsite differentiator — up to eleven outlets and 10.2 kW of exportable power spread across cabin, bed and eTrunk, switchable from the screen with the truck shut down, plus vehicle-to-home with the GM Energy charger. Add the Multi-Flex Tailgate with its 375-lb step, standard LED bed lighting, tie-downs, available spray-in liner and a published upfitter guide, and this is near the top of the band.

408 EPA miles is the longest legs of any mainstream electric pickup configuration, the cabin is close to silent, the seats are comfortable over long stints, and Super Cruise — available through the LT Premium Package and usable while trailering — removes real fatigue on mapped highway. The 40-minute 10–80% stop and the fact that the LT rides on coils rather than the RST's air springs keep it short of the very top.

Dual-motor e4WD is standard on every trim and 8.9 in of ground clearance plus onboard power make it a fine gravel-road and basecamp vehicle. But 2025 has no off-road variant at all — the Trail Boss comes later — so there are no lockers, no low range, no skid plates and no all-terrain tire option, and roughly 8,800 lbs on street rubber is not something to take far off pavement.

A 57.7 cu ft bed, a lockable weathertight 10.7 cu ft eTrunk with a drain plug, the Multi-Flex Tailgate, and the Midgate opening a 10 ft 10 in load floor without giving up rear seating for two — few vehicles in any segment swallow awkward gear this flexibly. Not full marks because the Midgate arrives with the $9,800 LT Premium Package rather than standard on the LT.

The battery sits low enough that the truck feels planted and stable rather than top-heavy, and it changes direction far better than 8,800 lbs has any right to. But push it and the mass asserts itself with body roll and understeer, and the LT does without both the adaptive air suspension and the four-wheel steering that sharpen the RST — secure rather than agile.

Column-mounted electric assist gives light, consistent effort that suits the truck's size and makes parking manageable, but it relays almost nothing from the front tires. Accurate enough to place the vehicle confidently; no more than that, and without four-wheel steering the LT lacks the RST's low-speed party trick.

115 feet from 60 mph is a genuinely strong instrumented stop for a vehicle of this weight, and the regen-to-friction blending is smooth enough that one-pedal driving covers most deceleration without touching the pedal. Held out of the top band because repeated hard stops produced brake overheating warnings — the mass eventually beats the hardware.

Dual permanent-magnet motors through a single-speed reduction gear: no shifts, no lag, no stop/start shudder, nothing to hunt. Tip-in is progressive rather than abrupt despite 765 lb-ft, and the Wide Open Watts mode layers on the drama only when asked. Essentially the best case for a truck powertrain, matching the calibration of GM's other Ultium trucks.

There is no engine, so under load the truck makes only a faint motor whine and tire noise — an enormous refinement gain over any V8 half-ton, and reviewers describe the result as exceptional. Just short of the very top because hard acceleration does surface some inverter whine in an otherwise silent cabin.

Short front and rear overhangs and a generous steering lock keep the turning circle near 42 ft despite a 145.7-in wheelbase — tight for a truck this long, and well inside an F-150 Lightning. Confidence is MEDIUM because Chevrolet publishes a figure only for the four-wheel-steer RST; the LT number comes from per-trim spec data rather than GM directly.

Twelve-way power front seats, a commanding seating position and a large clear display give a comfortable, adjustable cockpit for most builds. It is dragged toward the middle by the things the size imposes — a tall step-in without running boards, a hood and beltline that create genuinely poor natural sightlines, and secondary controls that now live in touchscreen menus.

There is real novelty and real speed here — 4.6 seconds to 60 in a full-size pickup, silent instant thrust, and a Wide Open Watts mode that makes a party of it. But the entertainment is one-dimensional: once past the straight-line shock, the numb steering, the mass and the absence of any sound leave it impressive rather than involving.

The LT is heavily equipped for a $75,195 truck: a 17.7-inch center touchscreen and 11-inch cluster with Google built-in, 12-way power front seats that are both heated and ventilated, heated rear outboard seats, heated steering wheel, head-up display, Bose audio, wireless charging, 5G connectivity, remote start, adaptive cruise, LED bed lighting and the power eTrunk — content a gas Silverado only reaches in High Country trim. Two things keep it out of the top band: Super Cruise and the Multi-Flex Midgate, the two features most associated with this truck, are locked behind the $6,800 LT Premium package rather than standard, and there is no Apple CarPlay or Android Auto at any price.

On capability per dollar the LT argues well — roughly 390 miles of range, 645 hp in Wide Open Watts, a 10,000 lb tow rating and 10.2 kW of offboard power for $75,195, and through most of 2025 it sat under the $80,000 federal-credit cap, so an eligible buyer transacted nearer $67,700. Against its direct electric rivals that is competitive. What holds the score to fair-value rather than bargain territory is the comparison a shopper actually makes: a similarly equipped gas Silverado 1500 LT costs roughly $20,000 less, and the projected 37% five-year resale retention means far more of this truck's price is consumed than the sticker gap alone suggests.

Three battery tiers — standard (282 mi), extended (390–422 mi) and max (460–492 mi) — give real range choice, and 2025 widened the ladder by adding the LT beneath the RST. Body choice is where it collapses: every Silverado EV is a crew cab with the same 5-foot-11 bed, with no regular or double cab, no bed-length option and no single-motor rear-drive variant, against a gas Silverado's three cabs, three bed lengths and eight trims. The advertised $57,095 WT Standard Range entry point also never became consumer-orderable, so retail buyers chose among just three configurations.

2025 was the Silverado EV's best year and the strongest growth in its segment — 11,275 US deliveries, up 51.8% on 2024's 7,428 — which puts it third among electric pickups behind the Cybertruck and F-150 Lightning and ahead of the Rivian R1T and its own Sierra EV sibling. In full-size-truck terms it is still a rounding error: roughly 2% of Silverado nameplate volume. Growth is the reason this sits above the R1T rather than beside it, but the trajectory reversed immediately after — 3,672 units through the first half of 2026, pacing to roughly half the 2025 total.

Silverado is one of the strongest nameplates in the US market and Chevrolet carries decades of truck credibility and dealer reach that no EV startup can match — and by mid-2025 Chevrolet had become the country's second-largest EV brand, so the electric halo is real too. The discount is that the Silverado EV does not look or load like a Silverado: its Avalanche-style sloped, integrated-bed body divides traditional truck buyers, and GM's electric trucks carry weak resale perception that pulls against the badge.

Scored as buyer benefit, and a 2025 Silverado EV shopper did unusually well: the LT qualified for the full $7,500 federal clean-vehicle credit until it expired on 30 September, stacked on 0% APR financing, up to $4,250 customer cash, a nationwide lease program and a Costco member rebate of up to $1,250. That is heavy support and it plainly signals soft demand, but the item asks what the buyer gets, and the answer was five figures off a truck that was still in its second model year. Short of the top only because the deepest incentives were concentrated late in the year.

2025 is the second model year of a nameplate that launched for 2024 on GM's bespoke Ultium platform with an 800-volt architecture, and it is a change year rather than a carry-over: Chevrolet added the LT trim, broadened the WT range and introduced the Max Range pack that lifted the peak EPA figure to 492 miles. No redesign risk for a buyer, and the electrical and battery hardware is as current as anything in the segment. Held below the 90s only because the underlying body and interior are unchanged from launch.

Reviewers have been consistently positive and several frame the 2025 LT as the configuration that finally makes the truck make sense — MotorWeek titled its road test 'The EV Truck Goldilocks Has Been Waiting For,' and U.S. News ranks it #2 among electric trucks on a 4.6 expert score. Chevrolet's electric pickup also took Cars.com's Top Pick for EV Pickup Truck, cited for range, towing and maneuverability. It falls short of the top band because it is rarely the outright winner: it was a MotorTrend Truck of the Year finalist but lost to the gas Ram 1500, and the missing Apple CarPlay/Android Auto is a recurring deduction.