2022–2024 Chevrolet Silverado ZR2 — Fourth-Gen T1 Off-Road Flagship
Historical Context and Development
The ZR2 nameplate moved up to full-size duty in the 2022 model year, arriving as the factory off-road apex of the fourth-generation Silverado (T1 platform). Chevrolet had already established bona fides with the Colorado ZR2 in competition and customer use, leaning hard on Multimatic’s Formula-grade DSSV spool-valve dampers and front/rear locking differentials. The Silverado ZR2 scaled that formula to a half-ton: a 2-inch factory lift, high-clearance front bumper, skid plating, uniquely tuned DSSV dampers, and standard 33-inch Goodyear Wrangler Territory mud-terrain tires formed the core hardware.
Corporate timing coincided with the Silverado’s significant 2022 refresh—an overhauled cabin with larger displays and updated electronic architecture—so the ZR2 launched not just as a hardware package, but as a halo trim with its own front fascia, grille, and underbody treatment. Development drew on Chevrolet Performance’s desert program; a preproduction Silverado ZR2 competed in Best in the Desert with Chad Hall Racing as a rolling testbed, validating thermal management, suspension tuning, and component durability in race conditions.
Chevrolet positioned the Silverado ZR2 against serious rivals. At one end sat Toyota’s Tundra TRD Pro and Ford’s F-150 Tremor as capable, all-around off-roaders; at the top rung, Ford’s F-150 Raptor and Ram’s 1500 TRX chased high-speed desert prowess with greater power and long-travel suspensions. The ZR2 answered with precision damping control, locking differentials at both ends, and robust protection rather than headline power—which, in real terrain, often matters more than dyno figures.
Engines and Technical Specifications
Two engines defined the ZR2 during this span: the standard 6.2-liter L87 V8 gasoline and, added later, the updated 3.0-liter LZ0 Duramax inline-six turbodiesel. Both pair to GM’s 10-speed automatic and a two-speed Autotrac transfer case with 4HI/4LO and Auto 4WD modes.
| Engine | Configuration | Displacement | Horsepower | Induction | Redline | Fuel System | Compression | Bore x Stroke |
|---|---|---|---|---|---|---|---|---|
| L87 6.2L V8 (gas) | OHV V8, pushrod, DI | 6162 cc | 420 hp @ 5600 rpm / 460 lb-ft @ 4100 rpm | Naturally aspirated | ~6000 rpm fuel cut | Direct injection, DFM cylinder deactivation | 11.5:1 | 103.25 mm x 92.0 mm (4.065 in x 3.622 in) |
| LZ0 3.0L Duramax I6 (diesel) | DOHC inline-6, aluminum block/head | 2993 cc | 305 hp @ 3750 rpm / 495 lb-ft @ 2750 rpm | Turbocharged (VGT), intercooler | ~5100 rpm fuel cut | Common-rail direct injection | ~15.0:1 | — |
Chassis highlights include the Multimatic DSSV dampers—position-sensitive spool valves delivering distinct low- and high-speed damping curves—dedicated upper/lower control arms up front, and leaf-sprung solid axle out back, all tuned specifically for unsurfaced ride control and impact management. Crucially, the ZR2 carries electronic locking differentials at both axles, a rarity in the class, enabling true locked traction for technical rock work. Skid plates protect the front, transfer case, and fuel tank, with additional boron-steel armor on Bison models.
Driving Experience and Handling Dynamics
The ZR2 projects a different kind of speed. On broken, washboard two-tracks, the DSSVs allow genuine pace without the porpoising or heat fade typical of off-road packages that rely on conventional twin-tube dampers. The steering is an electrically assisted rack with sensible weighting; on pavement it tracks cleanly despite the aggressive-tread 33s. Ride quality is controlled rather than plush—body motions are tightly checked, with the dampers delivering a decisive “one-and-done” response to big hits that would have lesser shocks oscillating.
Throttle mapping varies by drive mode; Off-Road and Terrain adjust pedal progression for finesse, the latter enabling one-pedal rock crawling where the truck automatically blends throttle and braking at very low speeds. The 10-speed’s calibration is a strong point: short, well-timed shifts keep the 6.2 V8 in its midrange muscle, while the diesel’s abundant low-end torque makes light work of steep grades in high range. The Autotrac transfer case’s Auto 4WD setting is useful on mixed-traction surfaces, seamlessly apportioning torque fore and aft without driver intervention.
Braking performance is dependable, though the mud-terrain tires and curb mass extend stopping distances compared with street-oriented trims. The e-lockers transform slow-speed capability; locking both ends makes the truck pick up a leg and pull itself over diagonally offset obstacles that would stall an open-diff half-ton.
Performance Specifications
| Spec | ZR2 6.2L V8 | ZR2 3.0L Duramax |
|---|---|---|
| 0–60 mph | ~5.9–6.2 s (independent testing) | ~7.0–7.9 s (independent testing) |
| Quarter-mile | ~14.5–14.9 s @ mid-90s mph | ~15.6–16.0 s @ high-80s mph |
| Top speed | Electronically limited ~98 mph | Electronically limited ~98 mph |
| Curb weight | ~5950–6150 lb (equipment dependent) | ~6000–6200 lb (equipment dependent) |
| Layout | Front-engine, 4WD (2-speed transfer case) | Front-engine, 4WD (2-speed transfer case) |
| Brakes | 4-wheel vented discs, ABS | 4-wheel vented discs, ABS |
| Suspension | IFS with DSSV coilover; solid rear axle with DSSV | IFS with DSSV coilover; solid rear axle with DSSV |
| Gearbox | 10-speed automatic (Hydra-Matic 10L80) | 10-speed automatic (Hydra-Matic 10L80) |
Note: Acceleration figures reflect multiple instrumented tests on production vehicles and vary with tire, surface, and atmospheric conditions.
Variant Breakdown
| Variant | Model Years | Engine(s) | Key Differences | Markets | Production Numbers |
|---|---|---|---|---|---|
| ZR2 | 2022–2024 | 6.2L L87 V8 (std); 3.0L LZ0 Duramax I6 (added later) | 2-inch factory lift, DSSV dampers, front & rear e-lockers, 33-inch Goodyear Wrangler Territory MTs, unique fascia/skid plates, off-road drive modes | North America (primarily U.S. and Canada; limited availability in Mexico) | Not publicly disclosed |
| ZR2 Bison (AEV) | 2023–2024 | 6.2L L87 V8; 3.0L LZ0 Duramax I6 | AEV-stamped steel front/rear bumpers with recovery points, hot-stamped boron-steel skid plates, AEV wheels, unique fender treatment and badging, revised approach angles, additional underbody protection | North America | Not publicly disclosed |
Ownership Notes
- Powertrain care: The L87 6.2 V8 uses GM’s Dynamic Fuel Management. Use dexos1-approved 0W-20 and adhere to the oil-life monitor. Some owners report lifter-related valvetrain noise on small-block trucks; proper oil quality and timely service mitigate risk.
- 10-speed automatic: The 10L80 is robust when serviced; calibration updates and correct fluid are key. If shudder is felt under light throttle lockup, a TCM reflash and fluid service typically rectify it.
- Differentials & transfer case: Severe off-road or towing use benefits from front/rear differential fluid service around 45,000 miles or per severe-duty schedule. Keep an eye on e-locker harnesses/connectors after heavy mud use.
- DSSV dampers: Durable and fade-resistant; inspect for leaks after hard desert running. Replacement parts are obtainable through GM/Multimatic channels.
- Tires and alignments: The factory 33-inch mud-terrains are excellent off-road but can cup if under-rotated. Rotate frequently and check toe-in after impacts.
- Diesel-specific: The LZ0 requires clean DEF and timely fuel filter changes; adhere to the service interval and drain water separators when prompted.
- Service intervals (typical GM recommendations): oil up to ~7,500-mile intervals under normal duty (follow OLM), engine air filter around ~45,000 miles, spark plugs on the L87 near ~97,500 miles, brake fluid every ~5 years, diff/transfer case per severe duty when applicable.
- Parts availability & restoration: Body-on-frame construction and shared components with volume Silverado trims make collision and wear parts easy to source. Armor and AEV Bison pieces are bolt-on and supported by the aftermarket.
Cultural Relevance and Market Footing
The Silverado ZR2’s significance lies in how it reframed Chevrolet’s half-ton off-road narrative. Rather than chasing triple-digit sand-running with oversized power, the ZR2 leaned on competition-derived damping, real lockers at both ends, and factory-backed durability—an approach validated by its development in desert racing. Media coverage consistently highlighted the DSSV composure and the ZR2’s ability to carry speed over broken terrain without drama.
Collector interest trends toward well-preserved examples with the 6.2 V8, and to the Bison collaboration for its added hardware and limited availability. Early allocations drew attention at online auctions; sale prices track mileage, options, and condition, with Bison models typically commanding a premium over standard ZR2s.
Frequently Asked Questions
Is the Silverado ZR2 reliable?
Overall reliability has been solid when maintenance is followed. As with other late-model GM small-block trucks, some owners report lifter/DFM-related valvetrain noise; proper oil, warm-up, and timely service help. The 10L80 transmission responds well to updates and correct fluid.
How does the ZR2 compare to an F-150 Raptor or Ram TRX?
It trades peak power and long-travel theatrics for precision damping, lockers at both axles, and robust protection. In tight, technical terrain, the ZR2’s e-lockers and DSSV control are standout advantages; in open desert, the Raptor/TRX can carry higher absolute speeds.
What engines are available?
A 6.2L L87 V8 (420 hp, 460 lb-ft) was standard at launch. A 3.0L LZ0 Duramax inline-six turbodiesel (305 hp, 495 lb-ft) joined later, prized for torque and range. Both pair to a 10-speed automatic and a two-speed transfer case.
What are known trouble spots?
Watch for valvetrain noise on the V8, tire cupping from aggressive tread if rotations are missed, and transmission shudder under light lockup that typically resolves with calibration and fluid. Off-road use can stress front-end alignments and skid plate hardware—inspect periodically.
What makes the ZR2’s suspension special?
Multimatic DSSV dampers use spool valves with precise, repeatable damping curves that manage both small-chop compliance and big-hit control better than typical twin-tube shocks, especially over sustained rough surfaces.
Does the ZR2 have locking differentials?
Yes. It features electronic lockers at both front and rear axles—uncommon among half-tons—and they can be engaged individually for technical obstacles.
Are production numbers known for the ZR2 and ZR2 Bison?
No official production totals have been published. Availability has been more limited than volume Silverado trims, and the Bison collaboration is notably rarer.
Is the diesel ZR2 slower than the V8?
In most independent tests, yes. The diesel’s strength is effortless torque and range rather than outright acceleration, though its low-speed tractability off-road is excellent.
