2014 Chevrolet Silverado High Country

Cowboy On A Champagne Budget

Trucks are more expensive than ever these days. This is a growing trend we've observed over the years, something that we are still taken aback by when having a close look at the window stickers of our new test trucks, and something that you commenters point out just about every time we compose a review. The evidence has been stronger than anecdotal, but until attending the media briefing proceeding a drive event of the all-new Chevrolet Silverado High Country – the most luxuriant trim that the line offers – we couldn't frame it quite so well as we can now.

According to data mined deep within the accounting bunkers of General Motors, the American public is spending more money on new trucks than ever. Some 30 percent of all light-duty trucks sold in the last few years have crested the $40,000 mark. Not surprisingly then, GM minders told us that the average transaction price on pickups has risen by ten grand per truck since 2007. And while products from GMC and its Denali sub-brand have added mightily to that overall MSRP-growth – GMC tells us that Denali products now make up 60-percent of its retail sales. Unsurprisingly, The Big Bowtie is hungry for a bigger slice of the premium pie as well.

Welcome to High Country, pardner.

The Silverado looks proper in its high-zoot duds.

Chevy has definitely been studying the playbook of its sister brand GMC when it comes to the exterior styling of a top-trim truck. Any passerby even remotely interested in pickup spotting will easily pick out the gigantic High Country badging on the truck's front doors, and the chromed-out front grille will be equally hard to miss. The truck rides on a set of 20-inch chrome alloys, and both the side-mirror caps and the door handles have been dipped in the shiny stuff as well. There aren't many automotive canvasses these days that can handle this much swag, but we'll come right out and say that the Silverado looks proper in its high-zoot duds.

Inside, the High Country comes standard with a trim-specific saddle brown leather outfit on the seats and instrument panel, some rather subtle (as far as trucks go) wood trim, heated and cooled front seats, an eight-inch touch screen with Chevy's MyLink entertainment system and Bose audio.

The box-fresh Chevy had it all over the aging Ford in terms of interior styling, comfort and feature set.

Chevy was kind and confident enough to bring along competitor trucks to sample after we'd spent the morning traversing Austin's Hill Country in the High Country, meaning we were able to grab a few loops in the swank cockpits of the Ford F-150 King Ranch, and the Ram 1500 Laramie Longhorn, too. Though the leather trimming the Ford's seats was a touch softer than that found in the Silverado, it was clear that the box-fresh Chevy had it all over the aging Ford in terms of interior styling, quality, comfort and feature set. The Tonka-inspired Ford interior is less charming now than it was when brand new, and even the leathery King Ranch trim couldn't change that fact. The Ram, on the other hand, showed very well with its high-dollar duds. They might be too gregarious to suit every truck owner, but the western-style stitching, butter leather, and ultra comfortable bucket seats still have one over on the High Country. We thought the hidebound Ram had better fitting trim and nicer detailing than the Chevy, too.

Of course, once underway, the Silverado was in a class by itself in terms of ride quality and (especially) in-cabin quiet. Under full-throttle acceleration the Chevy's V8 engine would make itself known, but when cruising at 70 miles per hour or so it was downright tranquil. The Ram had a much louder exhaust note when floored (which some might feel is a positive trait), but it and the F-150 were not even in the same league as the Chevy in terms of road and wind noise at speed.

The 6.2L engine lines up as the strongest gasoline mill in this class right now.

This was our very first opportunity to drive a 2014 Silverado with the company's new 6.2-liter V8 engine. Dubbed EcoTec3, the beefy powerplant has been made to produce 420 horsepower and 460 pound-feet of torque, while offering great fuel economy thanks to a combination of cylinder deactivation, direct injection and continuously variable valve timing. The EPA ratings for the 6.2-liter-equipped Silverado haven't been finalized yet, but GM engineers on hand assured us that internal numbers were "impressive" and hit all of the targets. We will say that, on our 200-mile cruse from Austin to Dallas, in a 4X4 Silverado averaging about 70 mph, we returned just under 20 miles per gallon. That would seem to compare favorably with the numbers for the Silverado powered by the less-powerful 5.3-liter V8, which the EPA estimates at 23 mpg highway and 16 city.

The 6.2L engine lines up as the strongest gasoline mill in this class right now, and there's no question that one can feel that power when boot and throttle meet in anger. We found that the High Country performed a lot like an XL muscle car, especially when the engine got spinning past the 3,000 rpm mark. That said, initial acceleration felt weaker than we'd have expected based on the torque figure.

Towing capacity is rated at 9,800 pounds.

Most truck owners are more interested in working capacity than hooliganism, we'd guess, and after some great demonstrations, we can report that the Silverado's new V8 is well up to the task of towing and hauling. Towing capacity is rated at 9,800 pounds, and Chevy had a couple of roughly 8,000-pound trailers on hand for us to test the bulk of that number. While there's no forgetting the load when you're lugging a 30-foot-plus camper on your backside, the Silverado chugged amiably up steep grades and proved really easy to maneuver around curves and in and out of parking lots. The integrated trailer brake controller was an asset here, too.

We praised the ride and handling of the 2014 Silverado when we first got behind the wheel of the rig, and it's certain that the High Country package has done nothing to diminish it. If anything, traveling swaddled in leather and big-speaker audio enhances the quiet, unfussed at-speed experience. One sits rather low down the Silverado's captain's chair (compared with competitor trucks, that is), but we found fore and aft visibility to be still quite good. The truck was actually well able to keep up a good pace around the twisting Texas roads we crested, with Chevy's hydraulic body mounts keeping vertical and lateral movement in relative check. It's a silly (and hilarious) exercise to toss a 5,400-pound truck around Hill Country kinks like you might a sports car, but the truth is that this generation of Chevy pickup will competently understeer its way through such a manhandling. Just make sure you've unhitched your wagons, first.

It's extraordinarily competitive with the almost-as-new Ram 1500 edition, and a fair bit better than the older design of the F-150 King Ranch.

The High Country trim line starts at $45,100 (including a $995 destination charge) with the 5.3-liter V8 serving as its basic engine. That price is in lock step with competitors like F-150 King Ranch, Ram 1500 Laramie Longhorn and Toyota Tundra 1794 Edition, which is unsurprising considering the tooth-and-nail competition here. For all those customers willing to spend over forty large on a new pickup, optioning up a High Country with this new 6.2-liter V8 (upping the base price to $47,680 before destination) makes a lot of sense on the road, even if our tester's $54,565 sticker price is a bit of a whopper.

So much of which truck you are drawn to, be it at the top or the bottom of its respective range, often comes down to the brand you've grown up with. Ford guys tend to stick with Ford, Chevy with Chevy, etc. This is a conservative, loyal set of consumers. It's generally pretty easy to stick to your guns, too, because the space between Ram, F-150 and Silverado is so slim. At the luxury level in which the High Country is now competing, we think the truck is extraordinarily competitive with the almost-as-new Ram 1500 edition, and a fair bit better than the older design of the F-150 King Ranch (that said, a new F-150 hits the market in 2016).

Bottom line: if you're a cowboy with a checkbook as big as the rig you need to haul, the Chevy Silverado High Country is a powerfully pleasing way to spend a lot of dough. Saddle up.

Engine:6.2L V8Power:420 HP / 460 LB-FTTransmission:6-Speed AutoDrivetrain:All-Wheel DriveCurb Weight:5,429 LBSTowing:9,800 LBSSeating:2+3MPG:NABase Price:$47,680As-Tested Price:$54,565Autoblog accepts vehicle loans from auto manufacturers with a tank of gas and sometimes insurance for the purpose of evaluation and editorial content. Like most of the auto news industry, we also sometimes accept travel, lodging and event access for vehicle drive and news coverage opportunities. Our opinions and criticism remain our own – we do not accept sponsored editorial.

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2014 Chevrolet C7 Corvette Stingray [w/video]

Seventh Time's A Charm

Nobody likes to wait - especially for one of the most highly anticipated all-new sports cars on the planet.

But the world waited five years for the details.

It was back in 2008 when rumors about a future all-new C7 Corvette first started swirling. However, it wasn't until early 2012 when the first heavily cloaked test mules were spotted in the wild. But even with physical prototypes running in the public eye, Chevy was able to keep its upcoming flagship under impressively tight wrap. Finally, at the 2013 Detroit Auto Show in January of this year, the automaker officially lifted the covers off the 2014 Chevrolet C7 Corvette Stingray and revealed its inner workings.

And then everyone waited half-a-year to drive it.

Yet all of that pent-up frustration, mental anguish and years of misguided speculation immediately vanished this week when I climbed behind the wheel and laid two fat strips of molten rubber down on the asphalt. The agonizing was so worth it.

There is no need to embellish or sugar coat its past. The Corvette, America's iconic sports car for the past 60 years, has always fallen short of perfection. While late model versions have generated plenty of horsepower and delivered impressive cornering grip, the Corvette as a complete sports car package – styling, performance and passenger appointments equally weighed – has never left enthusiasts speechlessly impressed. That is, until now.

The all-new model has abandoned much of its heavy steel construction in favor of a lightweight aluminum frame.

But before I get ahead of myself with driving impressions, let's take a brief refresher course on the all-new seventh-generation C7. (For an excellent in-depth look, check out "2014 Chevrolet Corvette C7 Stingray: Everything There is to Know" that we published earlier this year.)

Like its ancestors, and despite endless rumors of a mid-engine successor, the new 2014 Corvette continues to use a front-engine, rear-wheel drive architecture. But in contrast to its predecessors, the all-new model has abandoned much of its heavy steel construction in favor of a lightweight aluminum frame. Thanks to innovative build techniques, including plenty of structural adhesive bonding, the new chassis is 99 pounds lighter than last year's model and 57 percent stiffer. Continuing that trend, there are new featherweight body panels, including a standard carbon-fiber hood and carbon-nano composite underbody panels, which assist in keeping weight to a minimum. The new bodywork is sleek (Cd of just .29), stylish, distinctive and light, boasting a curb weight of just 3,298 pounds.

The Corvette's eight-cylinder tradition continues, but with an all-new, and thoroughly modern, naturally aspirated 6.2-liter V8. The all-aluminum LT1 small block features direct injection and continuously variable valve timing to generate 455 horsepower and 460 pound-feet of torque. As such, it is strong enough to be called the most powerful standard engine Chevrolet has ever offered on a Corvette.

Gone is last year's six-speed gearbox, replaced by a new seven-speed manual gearbox with Active Rev Matching.

Thankfully, and despite the recent trend of dropping manual transmissions, Corvette buyers are again offered the choice of whether or not to row their own gears. Gone is last year's six-speed gearbox, replaced by a new seven-speed manual gearbox (Tremec TR6070) with Active Rev Matching (ARM) as standard equipment. Those who choose only two pedals in the footwell will receive a carryover six-speed automatic (Hydra-Matic 6L80) with standard wheel-mounted paddle shifters. In both cases, the gearbox is incorporated into a rear transaxle that helps to improve overall vehicle balance, and models equipped with the optional Z51 Performance package also receive a three-mode electronic limited-slip differential.

The suspension has also been significantly overhauled. Even though the short/long-arm configuration returns, its componentry is all new with hollow lower control arms and new aluminum rear tow links that combined save nearly 11 pounds compared to the previous design. Standard models arrive with 35-millimeter piston Bilstein monotube shocks, while the aforementioned Z51 upgrade includes 45-mm dampers. GM's third-generation Magnetic Ride Control (MRC), now reportedly reacting 40-percent quicker than its predecessor, is offered as an option.

Power steering is now electric to save weight, improve packaging and increase fuel economy, and the system provides variable effort and different ratios based on driving conditions. Chevy increased steering column stiffness by 150 percent, and torsional stiffness by 600 percent, which makes the system five times more rigid than its predecessor. Overall, the new steering was engineered to provide greater on-center sensitivity, more linearity and better feedback during high-performance driving.

Chevy claims the reduced footprint improves steering response while still delivering more than 1g in cornering forces.

The standard wheels are staggered cast aluminum measuring 18 x 8.5 inches front and 19 x 10 inches rear, wrapped in new Michelin Pilot Super Sport run-flat tires (245/40R18 and 285/35R19) designed specifically for the Corvette. Models with the Z51 package will wear even larger forged aluminum wheels (19 x 8.5 inches front and 20 x 10 inches rear). The tire width is the same, but the sidewalls are shorter and the dual-compound rubber is more aggressive. Even though some will note the tire width is narrower than many of last year's models, Chevy claims the reduced footprint improves steering response and fuel economy while still delivering more than 1g in cornering forces.

Braking is accomplished through standard Brembo brakes, with four-piston fixed calipers at each corner. Front rotors are 12.6 inches in diameter, while the rear rotors are 13.3 inches in diameter. The new system offers 35-percent more swept area, and Chevy says stopping distances are improved by nine percent. All Z51 models will feature slotted rotors with larger diameters front and rear (13.6 and 13.3 inches, respectively), and brake ducts to improve cooling under severe use.

Mechanically speaking, the new C7 looks impressive on paper – but so did its predecessor. As most will attest, the Corvette's Achilles' heel has always been its lackluster interior. But to its credit, Chevy has addressed this as well.

Everything within the C7 Corvette's cabin is now covered in premium materials.

All models of the new C7 feature an interior devoid of the hard plastic surfaces that sabotaged its forebears. While it still won't keep the craftsmen at Rolls-Royce up at night, everything within the C7 Corvette's cabin is now covered in premium materials, whether they are rubberized, wrapped in Napa leather or molded in genuine carbon fiber. The seats, an oft-mentioned embarrassment in the past, have also been redesigned. Buyers may opt for either a standard GT bucket, or a Competition Sport seat (late availability). Both are constructed with a lightweight magnesium frame to improve rigidity and decrease weight.

Rather than write another 5,000 words, and only cover a sliver of what's new with the C7, this space is better utilized discussing what really matters – the Corvette's driving dynamics.

Presented with nearly a dozen sparkling clean examples in a large parking lot, all with unique transmissions and options, I bolted towards a Z51-equipped model (tip: look for its full-width rear spoiler) with a seven-speed manual transmission and MRC suspension.

After a quick walk-around to inspect and admire the new styling (sharp, edgy and distinctive) and take in its size (the new Corvette is nearly identical to the size of a Porsche 911, but larger than the SRT Viper), I opened the servo-operated door and dropped into the two-place cockpit. My six-foot two-inch frame felt snug, so I moved the power-operated seat rearward to its full stop. With my legs comfortably extended, I had about an inch or two of headroom and my thighs and back were firmly supported by the new GT seats. In terms of comfort and bolstering, they are a full two letter grades better than the chairs they replace. What an improvement.

There are paddle shifters on all models, regardless of transmission choice.

The all-new cockpit is every bit as pleasing as the new seats, even in base configuration. I scanned every visible surface and was unable to find any "old GM" carryover components. The new steering wheel, slightly smaller in diameter, is thick and felt great in my hands. I also noticed there are paddle shifters on all models, regardless of transmission choice (more on that in a moment).

A press of the square start/stop button to the right of the steering wheel fired the V8 up instantly. The instrument cluster went through its light show and needle dance, and the engine settled to a quiet idle. By default, the exhaust note was muted and timid. That was to be easily changed.
Chevy has gone to great lengths to ensure its new Corvette is driver-focused, and a large part of its effort went into the new Driver Mode Selector. This cockpit-mounted rotary knob, located just aft of the transmission shifter, allows the operator to choose between five different pre-configured settings – weather, eco, touring, sport and track – that alter 12 different performance parameters, things like throttle response, the gauge cluster display, steering effort, traction control, active fuel management, etc. Each completely change the personality of the new C7.

I toggled out of touring, the standard start-up mode, and selected sport. The tachometer graphics reconfigured, and the four-cannon audio track from the center-mounted exhaust in the rear immediately became more menacing.

Chevy is claiming 0-60 happens in 3.8 seconds, with a quarter mile accomplished in 12.0 seconds at 119 mph.

The new seven-speed manual transmission has a mechanical feel, tacitly reassuring in a good way, with a clutch that only grabs during the last couple inches of travel. It took some getting used to its particular launch preferences (I'll admit to stalling the C7 more than once), but underway it was silky smooth. As mentioned, Active Rev Matching is standard on the 7MT versions. The wheel-mounted paddles, which are used to select gears on the 6AT cars, are tasked with switching the ARM system on and off with manual gearboxes (the digital gear indicator on the instrument panel goes from white to yellow when ARM is active). Unlike similar systems from other automakers, which must wait until the gear is fully selected, the GM system uses advanced sensors to predict the next gear. In practice, it works much better than any other system that I have interacted with.

Don't try to deny the power under the vented front hood. Pound the accelerator pedal and the new C7 Stingray launches violently off the line – there is nothing discreet about it. Chevy is claiming 0-60 miles per hour happens in 3.8 seconds with a quarter mile accomplished in 12.0 seconds at 119 mph. In real-world driving, it felt every bit that quick, with a delicious V8 soundtrack to accompany the head-snapping acceleration forces. Burnouts were a no-brainer (traction and stability control may be completely defeated), but the sticky Michelin tire compound didn't produce clouds of eye-candy white smoke. Maybe it was the asphalt surface?

The new chassis drives with a very light feel – you will be surprised.

Chevy is really proud that its Corvette earns 29 miles per gallon on the highway cycle. It accomplishes this through an annoyingly tall seventh gear and Active Fuel Management (the 455-hp V8 literally becomes a 126-hp V4 during steady-state cruising under certain conditions). During one highway segment, I brought the Stingray to 60 mph and put it into its tallest gear. Then I floored it. The acceleration was one click above non-existent, meaning it took about 10 seconds by my wristwatch to hit 70 mph – I am betting the Chevrolet Cruze Eco can beat it in this configuration. Sixth gear is only marginally better, so I spent my three hours behind the wheel only using first through fifth gear. Of course, I wasn't paying for fuel.

The C7 is very stable at speeds far above those posted on government-issued reflective roadside signs, but I found it equally competent in the twisty sections. Tire grip was excellent, and the MRC (still my personal favorite among the active systems on the market) was unflappable. The new chassis drives with a very light feel – you will be surprised – with quick transitions easily provoked through the nicely weighted steering. Braking was a strong point too. If asked to grade the Stingray, it earned straight As in the major performance categories (acceleration, braking, cornering and high speed stability).

But I was less impressed with the automatic model, which I drove later in the day, that lacked the Z51 and MRC options. The traditional six-speed automatic seemed to extinguish the C7's performance edge. I found it softer, slower and more lethargic (even paddle-initiated shifts had annoying lag). Even though it was every bit as quick in terms of outright acceleration, the gearbox took much of the excitement out of the driving experience. Don't place your bets on my long-term theories, but I am speculating that a future Z06 model will introduce a proper dual-clutch automated gearbox that will put the tired slushbox to pasture.

As far as disappointments go, the C7's list is rather short.

To simulate a track experience, Chevrolet coned-off a large skidpad at a local airport and allowed journalists to run endless laps in 7MT models equipped with the Z51 and MRC options. With Drive Select in track mode, the Stingray was impressively competent with a well-balanced chassis that was easy to place right on the base of each orange marker. Braking was strong, and pedal modulation was good. Mid-corner balance was excellent, but I did note moderate understeer when braking late into several tight corners – this was unexpected, and it really slowed me down. We cannot wait to run it on a proper track to explore its handling further.

As far as disappointments go, the C7's list is rather short. The new Driver Mode Selector is brilliant in design, but the electronics seemed slow to transition between settings and its click-by-click toggle made it hard to get the proper mode down on the first try (why not use a small wheel interface with physical detents as each mode is passed?). The stylish exterior mirrors look cool, but they are too small to provide a comfortable view to the rear and sides of the sports car. I also found that the tinted acrylic roof panel (one of three available choices) allowed too much heat into the cabin, causing the climate control system to work much harder compared to the opaque options. Lastly, I'd like two or three quick sequential presses on the door release to open the door, regardless of lock setting (having to hunt for the unlock switch each time makes exiting the Stingray a multi-step process).

It is the best Corvette I have ever driven.

Overall, I was really impressed by the all-new C7 – it is the best Corvette I have ever driven. But the elephant in the room remains obvious comparisons to the SRT Viper and Porsche 911. Lacking the three cars to drive back-to-back but having driven all three separately, my take is that the Viper remains the most engaging, exciting and visceral of the three. Despite SRT's attempt to tame it, it is an exotic that has a raw edge purposely engineered to increase heart rates when its V10 roars to life. The Porsche 911 remains the gentleman of the pack, with the best build quality and a rear-mounted flat-six demeanor that gives up some overall performance in exchange for impressive refinement, poise and class.

The all-new C7 Stingray emerges as the most versatile sports car of the trio, and a technological masterpiece. It is a performance bargain – by a large margin – and it offers the best balance between daily driver civility and track-ready capability. Unlike each of its six predecessors, which have always seemed to fall short of a complete package, Chevy has finally delivered a Corvette that raises the bar without any excuses.

Engine:6.2L V8Power:455 HP / 460 LB-FTTransmission:7-Speed Manual0-60 Time:3.8 SecondsDrivetrain:Rear-Wheel DriveCurb Weight:3,298 LBSSeating:2MPG:17 City / 29 HWYBase Price:$51,995Autoblog accepts vehicle loans from auto manufacturers with a tank of gas and sometimes insurance for the purpose of evaluation and editorial content. Like most of the auto news industry, we also sometimes accept travel, lodging and event access for vehicle drive and news coverage opportunities. Our opinions and criticism remain our own – we do not accept sponsored editorial.

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Chevrolet takes over Weather Channel app to promote Silverado

By Rebecca Borison

September 18, 2013

Chevrolet's ad in The Weather Company's app

Chevrolet is betting big on cross-screen advertising as part of a partnership with The Weather Company to promote the 2014 Silverado 1500 across mobile platforms.

The partnership is centered around The Weather Company's?new online series, called ?Hero Next Door,? which features weather heroes who help their neighbors after a severe weather event. As a part of the companies? cross-platform effort, the partnership will translate onto TV, desktop, smartphones and tablets.

?Mobile ads were leveraged in the larger ?Hero Next Door? campaign and strategy,? said Randi Stipes, vice president of client solutions at?The Weather Company, Atlanta.

?With so many devastating stories that come out in the aftermath of severe weather, it's good to remember the often heart-warming highlights, the caring individuals who risk everything to help, or even save, their neighbors,? she said.

"?Hero Next Door? with Chevrolet recognizes amazing weather heroes who take action, exude character and put their communities first. It's a twist on the usual weather news story that highlights those local stories of amazing human kindness and generosity that emerge from unthinkable disasters.?

Hero Next Door
The new online series includes six two to three-minute episodes that tell the story of a new hero. The Weather Channel will launch a new one every two weeks through the end of the year.

Consumers can nominate a weather hero by submitting a name, description of the heroic act and photo or video to the Weather Channel?s Facebook page. Nominated heroes may be chosen to be featured on an episode of Hero Next Door.

The contest runs through Oct. 31.

According to Ms. Stipes, The Weather Company decided to use Facebook because it lets consumers interact with the brand and join the community. It is also integrated with mobile, so consumers can easily nominate a hero.

While the videos are not accessible via mobile, the Chevrolet spots will run on mobile apps and mobile Web sites.

On the first day of the sponsorship, Chevrolet took over The Weather Company?s iPhone and Android apps. When a user opened the mobile app, he or she saw an image of the Chevrolet Silverado in different backgrounds depending on the time of day.

According to Ms. Stipes, Chevrolet will continue to have a presence on the Weather Company?s mobile screens throughout the program with ADaptors, custom-targeted ads and run-of-mobile/tablet video.

Chevrolet took over The Weather Company's app

Mobile weather
The Weather Channel has been?active in the mobile space over the years.

Last month, the company launched an updated version of its mobile site to give users all the information they need to easily plan their day (see story).

In April, The Weather Channel revamped its iPhone and iPod touch app to make it more personalized and relevant, with display live tiles on the home screen providing users with immediate access to radar, forecasts and new video (see story).

The company has also rolled out other video series which were accessible on desktop and mobile. Earlier this summer, weather.com featured six videos of eco-heroes through their journeys and challenges (see story).

?The Weather Channel continues to deliver the best information, whether that's the best forecasts, weather details, or the most relevant advertising or content on all of our mobile products,? Ms. Stipes said.

Final Take
Rebecca Borison is editorial assistant on Mobile?Marketer, New York

Rebecca Borison is editorial assistant on Mobile Marketer. Reach her at rebecca@mobilemarketer.com.

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