The modern rental car experience often feels like navigating a fleet of well-worn vehicles. Gone are the days when picking up a rental from major companies like Hertz, National, or Enterprise guaranteed a practically new car with minimal mileage. Supply chain disruptions, impacting new car availability, have trickled down to rental fleets. So, arriving at the Hertz Atlanta airport location, my expectations were set low – bracing for a high-mileage, potentially tired Tesla Model 3. I envisioned sticky steering, questionable alignment, and a general sense of automotive fatigue.
However, what greeted me instead was a striking, brand-new 2024 Chevrolet Silverado EV 3WT. Positioned prominently, almost as a showcase piece like a Porsche, Maserati, or Shelby GT-H Mustang, this Electric Silverado stood out. Initially, the thought of upgrading my already pricey Tesla Model 3 rental ($72 daily, plus tax) was unappealing. I proceeded to the “gold isle,” hoping to find the freshest Model 3 available, or at least a Dual Motor version – if I was destined for a less-than-perfect rental, at least it could be a quick one.
After a disappointing inspection of the available Model 3s, checking mileages and build dates, the Kia EV6 started looking like a more promising alternative. However, upon approaching a seemingly fresh EV6, I was informed it, along with a whole row of other EV6s, Ford Mustang Mach-Es, Model 3s, Model Ys, and Chevrolet Bolts, needed charging. Eventually, I located an EV6 at 98% charge.
Needing a quiet space for a business call, I spent nearly an hour in the EV6 in the parking garage, phone connected. Just as the call concluded, Hertz called, concerned I hadn’t formally checked out and hadn’t left the premises. Perhaps they imagined I’d driven off the garage side in frustration after encountering yet another rental with questionable cleanliness – a scenario not far from reality, given past experiences.
Driven by a mix of frustration and curiosity, I inquired about the pristine, refrigerator-white electric Silverado parked out front. The response: “$100 extra per day.”
At this point, the less-than-appealing Kia, combined with the allure of the unexpected electric Silverado, prompted a negotiation. After a brief discussion with a supervisor, the daily upcharge dropped to $75. When I questioned if she realized it was a work truck model with vinyl seats and rubber floors, she seemed unfazed, simply stating, “That truck is quick…” Intrigued, I decided to take the plunge. Moments later, I was driving away from Hertz in a mint-condition 2024 Chevrolet Silverado EV 3WT, boasting a mere 46 miles on the odometer.
First Impressions: The Electric Silverado Up Close
My initial impression of the electric Silverado was a strong resemblance to a contemporary Chevrolet Avalanche from the early 2000s. Having attended the Avalanche’s media launch during my college years as a writer for The Car Connection, the design cues felt familiar and updated for the EV era.
Hertz had equipped this electric Silverado with an aftermarket, budget-looking tonneau cover, which I promptly secured before leaving. Opening the tailgate revealed a standard pickup bed, devoid of any liner. Constructed from metal, it presented itself as a functional, no-frills truck bed, ready for work. No spray-in or composite liner here – just honest, capable truck bed material, rated for hauling up to 1,700 lbs of cargo. The bed depth also appeared substantial.
With just a single suitcase, I opted for the expansive rear seat area, placing it on the practical rubber flooring. Sliding into the driver’s seat, I began to familiarize myself with the cockpit of this electric Silverado. Two well-integrated screens immediately caught my eye: one serving as the driver’s instrument cluster and another centrally located in the instrument panel. Connecting my iPhone via USB-C enabled Apple CarPlay seamlessly. Surprisingly, the audio system delivered impressive sound quality, especially considering this was the Work Truck trim level.
The interior, while not luxurious, was well-executed. The vinyl seats, while clearly not leather, were soft to the touch and featured a pleasant texture. The cabin was constructed entirely of hard plastics, but the components fit together precisely and the overall design was aesthetically pleasing.
The center console was a significant storage element, featuring an open compartment with USB-C ports at the base and front. Two cupholders and a small tray, which momentarily “swallowed” my iPhone, completed the front section of the console. At the rear, a comfortably padded and wrapped armrest covered another large storage bin. While functional, I couldn’t help but think a flip-and-fold desk feature, similar to the Ford F-150 Lightning, would have been a welcome addition, enhancing practicality.
As a daily driver of a quad-motor Rivian R1T, I appreciated the presence of manually adjustable HVAC vents on the dashboard. The fully automatic climate control system was straightforward to operate, utilizing traditional knobs and buttons. Everything functioned efficiently and intuitively. The urethane steering wheel, surprisingly, featured buttons on both the front and back, reminiscent of modern Dodge, Jeep, and Ram vehicles.
Alt Text: Image of the author, Nick, standing next to his Rivian R1T, emphasizing the size comparison and his experience with electric trucks.
The rear-mounted button on the steering wheel’s left side controlled music track changes, while the right side adjusted volume. Front-facing buttons handled adaptive cruise control on the left and screen display changes behind the steering wheel on the right. Despite the Silverado EV WT’s manual seat adjustments, it was equipped with a four-way power-adjustable steering wheel – a surprising touch of convenience in a work-oriented trim.
Driving Dynamics: Electrifying the Workday
The drive selector, located on the right side of the steering column, mirrored the placement in my Rivian and many contemporary vehicles. Initially, pulling it down to engage “drive” resulted in a concerning crunching sound and no gear engagement. A closer look at the selector’s markings revealed the need to pull it forward before pulling down to select “drive.” (Having past experience at GM, I understand the influence of GM Legal in such design choices). Notably, the electric Silverado lacks a traditional on/off button. Simply entering the vehicle with the key fob and selecting “drive” initiates operation. For someone accustomed to EVs like Teslas and Rivians, this “always-on” approach feels natural and intuitive. For first-time EV drivers, it might require a slight adjustment in mindset.
In its default setting, the electric Silverado exhibited a slight creep after releasing the brake pedal – a characteristic I’ve grown to dislike after years of primarily driving EVs. Later, I discovered the setting to activate maximum regenerative braking and one-pedal driving, accessible through an icon at the top of the center screen.
At lower speeds, the electric Silverado felt undeniably large, as expected from a full-size pickup. However, it didn’t feel cumbersome or difficult to maneuver in parking situations. The chassis felt remarkably solid and quiet, delivering the kind of comfortable, plush low-speed ride often associated with body-on-frame, internal combustion engine (ICE) Silverados.
Starting my journey with a 67% state-of-charge, I planned a stop at a DC fast charger, anticipating significant driving in the coming days. The Electrify America station in East Point, GA (evoking Outkast vibes) proved to be well-secured, with numerous open DC fast chargers and security personnel present. Perhaps the low charger utilization hinted at a reason for caution, but I proceeded.
The charge port, a substantial plastic door located on the driver’s side rear of the bed, opened to reveal the CCS1 port. After wrestling with a somewhat cumbersome rubber plug, I connected to the Electrify America charger and initiated charging via my phone. Surprisingly, the charger functioned flawlessly.
This charging stop provided an opportunity to further explore the electric Silverado. Pressing the key fob button twice popped the frunk open – but only partially, requiring manual opening for full access. Inside, I stowed a large plastic bag, found in the rear seat, containing charging cables and miscellaneous items. The truck included an Ultium-branded portable charger with 120V and 240V (NEMA 14-50) cables and a J1772 connector. A hefty steel tow hook and some plastic trim pieces also found their way into the Ultium bag, preventing them from rattling around. My suitcase also fit comfortably within the frunk, although the hard plastic lining suggested items might slide during driving.
Inspecting the exterior further, I noted black-painted aluminum wheels with a sporty design, fitted with robust 18-inch Bridgestone Alenza A/S tires (LT265/70R18, Load Range E). Early promotional images of the Silverado EV WT from January 2022 showed grey bumper fascias and steel wheels. The decision to paint the fascias and upgrade to aluminum wheels likely coincided with the price increase from the initially announced $40,000 to the current $77,905.
Despite being a Work Truck trim, the electric Silverado presented a respectable appearance. Painted door handles and lock buttons on the front doors added subtle refinement. The order guide indicated that “refrigerator white” is the primary color option, with black becoming available later. Color choices and options remain limited, primarily differentiating based on battery size – a smaller and larger pack.
This particular 3WT model featured the smaller of the two battery options. EPA estimates suggest a 393-mile range for the smaller pack and 450 miles for the larger (4WT) version. GM data submitted to the EPA indicates the larger pack has 215 kWh of usable capacity. Extrapolating from the smaller pack’s 393-mile range and EPA-estimated consumption of 51 kWh/100 miles, its usable capacity likely hovers around 200 kWh.
Unless engaging in heavy towing, the 3WT’s range should prove more than adequate for most users and potentially offers a lighter overall vehicle weight.
These Ultium battery packs utilize nickel and cobalt-based lithium-ion pouch cells, arranged in modules within the pack. Ultium Cells, a joint venture between GM and LG Energy Solutions, assembles these cells in Lordstown, Ohio. A notable feature of the Ultium battery pack is its wireless battery management system, potentially offering a slight weight reduction and other, perhaps less obvious, benefits.
Powering the electric Silverado are two electric motors, delivering a combined output of 510 horsepower and 615 lb-ft of torque. Each motor, front and rear, produces 191 kW of power and 404 Nm of torque.
Acceleration felt brisk and easily kept pace with traffic flow, though it lacked the visceral, gut-punch acceleration of my quad-motor Rivian R1T. However, for the vast majority of drivers, the electric Silverado‘s acceleration will be more than satisfying.
Like many modern EVs, the electric Silverado employs artificial low-speed sounds emitted from an external speaker for pedestrian awareness. These sounds were relatively subtle. Less appealing was the artificial noise piped into the cabin during acceleration – a subjective feature that some may appreciate, but I personally found unnecessary.
Overall, the driving experience was refined and polished. Beyond the comfortable low-speed ride, I found myself surprisingly enjoying throwing this large pickup into corners. The combination of ample tire sidewall, substantial weight, and a low center of gravity made spirited cornering surprisingly enjoyable.
The chassis tuning, undoubtedly executed by skilled engineers at General Motors, deserves praise. Steering feel was nicely weighted with linear torque buildup, and the balance between ride comfort and handling exceeded expectations. It felt significantly more composed than the body-on-frame Ford F-150 Lightning, which exhibits a more traditional truck-like handling feel. While my Rivian R1T, with its advanced air suspension and hydraulic stabilizers, is exceptionally capable, its low-speed ride can be somewhat jarring.
The electric Silverado is proudly assembled in Hamtramck, Michigan, at GM’s Factory Zero plant by UAW Local 22.
EPA testing indicates a weight of 8,594 lbs for the Silverado EV 3WT. GM lists pricing at $77,905 for the 4WT and $79,800 with destination. The 3WT is priced at $72,905 and $74,800 with destination.
Final Verdict: Electrified Rental Redemption
Yes, I would absolutely rent the 2024 Chevrolet Silverado EV 3WT again! It’s a genuinely impressive vehicle. However, purchasing one directly is currently limited to fleet customers and those with GM’s preferential access, like Hertz.
For retail consumers, the 2024 Silverado EV RST is on the horizon, promising air suspension, leather seating, 24-inch wheels, enhanced power, and the luxury features expected in today’s high-end truck market – along with a corresponding price tag around $105,000.
GM’s decision to offer a Work Truck version of the electric Silverado is commendable. The inclusion of practical features like vinyl seats and rubber floors speaks to an honest, functional truck ethos. Personally, I even found myself wishing for the simplicity of crank windows and steel wheels – a testament to the unexpected appeal of this no-nonsense electric Silverado workhorse.
