2027 Chevy Silverado HD 8.3L Diesel Has All The Torque In The World, But You Don't Need It

Along with updates to the light-duty Silverado for 2027, Chevrolet also updated its lineup of HD models. Mainly, GM updated the two engine options to stay competitive in the battle for who has the most torque in the universe. But after spending a day towing with both powertrains, you really don't need to spring for the diesel unless you absolutely need it.

At nearly 8,000 feet above sea level at a national forest outside of Tucson, we had a chance to sample both the 6.6-liter gasoline V8 engine (not the same as the one in the light-duty) and the new "Mongoose" 8.3-liter Duramax turbodiesel. That diesel makes a whopping 1,230 lb-ft of torque and, depending on equipment, can tow a gooseneck trailer weighing up to 38,000 pounds. Or, to put it another way, it has a gross combined weight rating (GCWR)—how much you can weigh on a scale—of 46,500 pounds.

To reach that maximum GCWR, you'll need a regular cab 3500 dually with the maximum towing configuration. Chevy had one on hand for us to sample, loaded nearly to the brim, and it was a pleasant overall experience. A reg cab, max tow package truck is one of those things you know you need if you need it. If you do, it's pretty slick.

Because I would've needed a CDL to drive it on the road at this weight, Chevy set up a closed course for us. Even then, the truck accelerated briskly (for what it is), and nothing felt nerve-wracking or dangerous. While it's cliché to say you can't really feel a trailer when towing with a modern truck, the only real indicator you were towing a properly heavy trailer was during a gear change in the 10-speed automatic transmission. That lack of forward torque when changing gears causes the trailer to push forward ever so slightly, as a little reminder it's back there.

What's more important than maximum towing is comfort while doing so. While some things were removed to lower the cab weight, the creature comforts that make a truck livable remain. Air conditioning is still standard. The infotainment screen lets you mirror your phone. You still get comfortable seats and a place to store your things.

At nearly 8,000 feet, a naturally aspirated engine can get a little wheezy. When I first drove the last version of the 6.6-liter gas engine, with the 6-speed automatic, in Bend, Oregon a few years back it felt like a complete dog of an engine. It was a combination I could not comfortably recommend. But this updated 6.6 with the 10-speed is a real peach of a setup.

Towing a camper at those altitudes was uneventful. Our approximately 14,000-pound trailer didn't hinder us in any way from getting to a high-flung campsite, and while it wasn't a rocket ship, it accelerated quickly enough that you should be able to merge on the freeway and come away without white knuckles.

For most people, most of the time, this is the powertrain setup to go with. It might always have been that way, but if you can find a gasser that fits your towing requirements, you won't be making a mistake towing with it.

Switching up to a Duramax and a heavier 5th-wheel camper, you immediately notice the difference in performance. With your foot down at altitude in the gas truck, you would accelerate slowly. In the diesel on the same road, with a combined weight of around 26,000 pounds, you accelerate much faster. It's fair to say acceleration is similar to a compact car in a similar scenario, just without all the truck-and-trailer nonsense.

Coming back down the hill, you get the added benefit of engine braking through the diesel exhaust brake. While you should always use the brake pedal when needed, the exhaust brake helps you maintain speed on a grade without boiling your brake fluid. Overall, you certainly have more confidence towing, especially at altitude, in the diesel than in the gas. But that's not the end of the story, and it's why you still might want to consider the diesel.

In a world where money is no object, go ahead, get the diesel, and call it a day. But in reality, where we all live, the Duramax upcharge isn't cheap. To add that 8.3-liter, oil-burning, turbocharged goodness, you'll need to spend an additional $11,400. Add in the fact that diesel is pretty darn expensive right now — plus the regular fuel filter changes and the required diesel exhaust fluid (DEF) — and it's not a cheap way to get extra torque you might not need.

What's great about the new Silverado HD, in addition to having two viable engine options, is the independent front suspension and the new for 2027 electronic power steering. Maneuvering at low speeds is effortless now, and it feels like a real luxury coming from other trucks without it.

Plus, the new trucks get the new infotainment system (not the instrument cluster, though, which is fine), so you feel like you are in a new, modern truck, with all the camera views and features that you could ever want or need.

The 2027 Silverado HD is one of the easiest HD pickup trucks in the world to live with and work with every day. The improved 6.6-liter just means you might not have to spring for that diesel to be happy with your towing experience.