2007–2013 Chevrolet Silverado Base (2nd Gen) Specs & Guide

2007–2013 Chevrolet Silverado 1500 Base (WT): The GMT900 Workhorse, Decoded

Historical Context and Development Background

Chevrolet launched the second-generation Silverado 1500 (internal GMT900 platform) for the 2007 model year, replacing the GMT800 with a stiffer, quieter truck built around a fully boxed, hydroformed ladder frame and a new coil-over front suspension. The Base—badged most often as WT (Work Truck) and targeted at fleets and trades—sat at the entry point, but benefitted from the same architecture and core powertrains as the plusher trims.

Design was evolutionary outside and markedly improved inside: tighter panel gaps, better aerodynamics, and a cabin that banished the tinny feel of older light-duty GM pickups. The competitive set was fierce: Ford’s eleventh- and twelfth-generation F-150 straddled the era, Dodge/Ram launched a new 1500 for 2009, and Toyota’s second-gen Tundra arrived for 2007. Despite that, the Silverado line—this generation included—took home major accolades, including North American Truck of the Year honors at launch.

Motorsport didn’t directly hone the Base, but the Silverado nameplate maintained visibility in the NASCAR Truck Series (as a silhouette racer) and in off-road competition, burnishing the brand’s hard-use credibility—exactly the image a WT buyer wants attached to a vinyl-floor, steel-wheel spec truck.

Engines and Technical Specifications

The Base/WT trim offered straightforward, durable small-block derivatives. The standard 4.3-liter V6 remained a fleet stalwart; the 4.8-liter V8 was the step-up; and the 5.3-liter V8—with Active Fuel Management on many variants—was widely available depending on cab, drive, and package. All used electronic throttle control and sequential fuel injection.

Transmissions on Base models were primarily the 4L60-E four-speed automatic; the 6L80 six-speed joined V8 applications later in the cycle. A five-speed manual was available in limited, early WT configurations. Two-wheel drive trucks use a rack-and-pinion steering gear; four-wheel drives use a recirculating-ball setup. Brakes are front discs and rear drums with ABS.

Driving Experience and Handling Dynamics

Even in WT trim, the GMT900 Silverado shed the wobble and cowl shake that once dogged light-duty pickups. The coil-over SLA front end and a well-located live rear axle on leafs deliver predictable, honest handling with usefully suppressed fore-aft pitch. Steering effort is light but accurate on 2WD trucks thanks to hydraulic rack-and-pinion assist; 4x4s feel a touch more old-school through the wheel. Unladen ride will always be a pickup compromise, but the chassis is composed, and body control is notably better than its predecessor.

Powertrains feel distinct: the 4.3 V6 is smooth enough and thrifty at light loads, best paired with short-bed regular cabs where mass is lowest. The 4.8 V8 wakes the truck up without the extra complexity of cylinder deactivation. The 5.3 V8 brings a broader torque curve and relaxed highway lope—particularly with the 6L80, whose taller top gear drops revs on the interstate. Throttle mapping is linear via drive-by-wire, and the four-speed’s wide steps are the Base truck’s main dynamic limitation under load; the six-speed addresses that with closer ratios and smarter downshifts.

Performance Specifications

Performance varies by body, axle ratio, and equipment. The figures below reflect representative, commonly tested configurations.

Variant Breakdown: Base/WT Configurations

The Base/WT was offered across cabs, beds, and drivetrains. Production totals by sub-variant are not publicly broken out by GM.

Ownership Notes: Maintenance, Parts, and What to Watch

• Routine service: The trucks use GM’s oil life monitoring; many owners adhere to 5W-30 and reasonable change intervals based on use. Iridium plugs are 100,000-mile parts. Dex-Cool coolant is long-life; observe the service interval and keep the system topped with the correct chemistry.
• Transmissions: 4L60-E longevity depends on heat management and load. Fluid and filter service is wise under towing/hauling. The 6L80 is stout but appreciates clean fluid and proper cooling.
• AFM considerations (5.3L): Some 5.3 V8s with Active Fuel Management experienced lifter collapse and oil consumption complaints. Consistent maintenance and updated PCV/deflector parts addressed many cases; non-AFM 4.8L trucks sidestep this entirely.
• Exhaust manifold bolts: Broken bolts on small-block V8s are common as mileage accrues. Listen for cold-start ticking at the flanges.
• Chassis and brakes: Front wheel bearings, tie-rod ends, and idler/pitman components (on 4x4) are consumables on heavy-use trucks. Rear drums are simple and durable; inspect for line corrosion in salt climates.
• Electrical and trim: Door lock actuators, HVAC blend actuators, and the dash pad (cracking near the passenger airbag on some trucks) are known wear items. Check ground straps and the fuel pump control module area for corrosion in rust-belt trucks.
• Parts availability: Outstanding. Driveline and chassis parts are ubiquitous, with OE and aftermarket options at every price point. Body panels and interior pieces interchange widely within GMT900.
• Restoration difficulty: Straightforward. These are bolt-and-bushing trucks with excellent documentation and community support; the challenge is finding low-mile, unmolested WT examples.

Cultural Relevance and Market View

The GMT900 Silverado line’s awards at launch set the tone, and its ubiquity in American work fleets cemented its image. The Base/WT trim, in particular, is the pickup-as-tool ethos distilled: no nonsense, spec what you need, and put it to work. In enthusiast circles, oddball specs—regular-cab short-bed V8s, early five-speed manuals—draw the most interest. Auction and private-sale values track mileage, cab/bed desirability, drivetrain, and condition closely; unusually original fleet trucks with documented light use tend to command a premium over high-mile workhorses.

FAQs

Which Base engine is the most durable?

The 4.8L LR4 V8 has an excellent reputation for longevity without the complexity of cylinder deactivation. The 4.3L LU3 V6 is also a proven, simple workhorse. The 5.3L (LMG/LC9) is strong and efficient but, in AFM form, is best bought with evidence of diligent maintenance.

Did the Base/WT have rear disc brakes?

On 1500 models in this generation, no—front discs with rear drums and ABS were used across Base/WT trucks.

What transmissions were offered on Base trucks?

Primarily the 4L60-E four-speed automatic; the 6L80 six-speed joined many 5.3L applications later. A five-speed manual was available in limited early WT configurations.

What are typical towing capacities for Base configurations?

They vary by axle ratio, equipment, and body. As a general guide, 4.3 V6 Base trucks often fall in the mid-4,000 to roughly 5,000-pound range; 4.8 V8s can reach around 7,000 pounds; 5.3 V8s with the proper axle and towing package can approach the upper-9,000s. Always verify the specific truck’s ratings on its labels and in the owner’s manual.

How efficient are these engines?

EPA estimates for light-duty Silverado 1500s of this era commonly span the mid-teens city to low-20s highway depending on engine, drivetrain, and gearing. AFM-equipped 5.3L 2WD trucks often carry the best highway ratings among Base-available engines.

Any perennial issues to inspect before purchase?

Beyond regular wear: AFM lifter/oil use (5.3L), exhaust manifold bolts (V8s), transmission service history (especially on towing trucks), steering/suspension joints, brake lines in rust climates, HVAC actuators, and dash pad condition.

What axle ratios were common?

3.23, 3.42, and 3.73 were typical in Base/WT trucks. The ratio materially affects acceleration, towing capacity, and highway rpm.

Are Base/WT trucks collectible?

They’re valued primarily for utility, but low-mile, original-spec regular-cab short-bed V8s—especially with manual transmissions in early years—have a following among enthusiasts who appreciate the simplest expression of the GMT900 platform.