Chevrolet Silverado ZR2 v RAM 1500 TRX 2023 Comparison

These two extreme examples of America’s obsession with full-size pick-up trucks are both expensive, but there’s a substantial price gap between the 2023 Chevrolet 1500 ZR2 – starting at $133,000 plus on-road costs – and the 2023 RAM 1500 TRX, which kicks off from $209,950 plus ORCs.

That simply reflects the amount of bespoke engineering that’s gone into the RAM, which is essentially a standalone model.

The Chevy, by contrast, is a new and improved version of the off-road-oriented Silverado LT Trail Boss. It has some unique features as well as some it shares with the standard Silverado 1500 LTZ Premium also sold in Australia.

Our RAM added $10,000 for the optional panoramic sunroof and $950 for its metallic paint. The Silverado was absolutely stock.

Rivals for these two are pretty rare on the ground. The Ford Ranger Raptor is smaller, but also the most similar in intent as a dual-cab, ladder-frame 4x4 with a high-performance petrol engine.

Of course, if you don’t need the sheer capability offered by these two and don’t want to pay this sort of money there are more affordable Silverado and RAM 1500 models also sold in Australia.

But if your heart is set on these two then be aware, the waiting time after you place your order is roughly three to six months, according to dealers we spoke to.

What equipment comes with the Chevrolet Silverado ZR2 and RAM 1500 TRX?

You would have to question, on the basis of the comfort equipment they come with, whether the 2023 Chevrolet Silverado 1500 ZR2 and RAM 1500 TRX are worth the amount of money they command.

Their price tags are more the result of the investment put into them to extract serious performance.

And don’t forget, additional cost is incurred because they both arrive in Australia from their factories in North America completely built up and have to be pulled apart again by the Walkinshaw Automotive Group to be converted to right-hand drive.

In both cases they’ve done a top-notch job. They are factory quality.

Externally, both trucks come with 18-inch alloy wheels mounted with Goodyear Wrangler rubber (33-inch Mud-Terrain for the Chev and 35-inch All-Terrain for the RAM) and spray-in bedliners. Only the RAM gets side steps, which makes it harder for shorter people to access the ZR2.

Both miss out on sports bars for their cargo boxes, but do we really care?

The ZR2 looks a lot like other Silverados, although it does get a hollow bow-tie badge on the grille to improve airflow, black pack trimmings for stealthier looks and a cutaway steel bumper with removable ends for improved off-road approach.

Reflecting its 152.4mm-wider track, 203.2mm increased width to a massive 2235.2mm and the increased cooling demands of its supercharged powertrain, the TRX has unique fender flares, body parts and functional vents including the bonnet scoop with LED marker lights. The grille has also been redesigned.

Inside, they both have keyless entry and start, leather seat trimmings, heating for seats and their leather-wrapped steering wheel, power-adjustable front seats with memory for the driver and power-sliding centre-rear windows.

The TRX also has ventilation for all outboard seats while that feature applies only to the ZR2’s front seats.

Dual-zone climate control with rear vents is standard in both, but really at these prices they should be tri-zone systems with separate controls offered in the rear.

As is to be expected of a genuine off-roader, full-size spare tyres are standard for both. They also include tyre pressure monitoring with readouts in the instrument panel.

Both come with short three-year/100,000km warranties. The Chev gets one-year roadside assist while the RAM gets three.

The ZR2 has 12-month/12,000km service intervals while the RAM has short six-month/10,000km intervals. Neither offer capped-price servicing programs.

Neither the 2023 Chevrolet Silverado 1500 ZR2 nor RAM 1500 TRX have an ANCAP independent safety rating or are ever likely to have one.

However, they do have US safety ratings. The respected IIHS test protocol gives the current-generation Chevrolet Silverado (since 2019) the top ‘Good’ rating in most crashworthiness categories.

The current-generation RAM 1500 family also performs well. However, we don’t know how effectively that translates to the TRX with a different engine and a chassis more than 70 per cent changed compared to the ladder frame used by other models in the range.

Both vehicles come fitted with six airbags, 360-degree and reversing cameras and autonomous emergency braking (AEB).

They can also monitor lane changes, blind spots, crossing rear traffic and have high beam assistance for their LED headlights. In the case of the TRX, they will also track with the turning steering wheel.

Left to their own devices on the freeway, their active driver assist systems proved basic and both vehicles were soon softly pogoing their way down the lane.

The ZR2 and TRX offer multiple camera views to aid manoeuvring, but the Silverado gets more of them that are displayed on a bigger screen at a much crisper resolution. That’s handy because it misses out on front parking sensors.

Compared to the TRX, the ZR2 also misses out on an adaptive function for its cruise control that allows a set gap to be established to the vehicle in front.

The ZR2 does, however, vibrate the driver’s seat to alert to possible safety issues like a car suddenly braking in front. It also gets a sophisticated suite of trailer and towing aids that can be accessed via the touch-screen.

Both have three child seat top tether strap points mounted on the backrests of the rear bench seat.

Step into either the 2023 Chevrolet Silverado 1500 ZR2 or RAM 1500 TRX and you’ll find no shortage of infotainment features.

In fact, the ZR2 arrives as part of a significant 2023 model year overhaul that includes a huge uplift in cabin tech and presentation.

A 13.4-inch landscape-style touch-screen now sweeps across the dashboard and is complemented by a 12.3-inch digital instrument panel.

The instrument panel is very configurable, offering four skins and the ability to place different information in the left, right or centre zones. The touch-screen allows some adjustments, but nothing as comprehensive as this.

The RAM has a portrait-style 12.0-inch infotainment touch-screen complemented by analogue dials with a 7.0-inch digital driver info display in between them.

Both vehicles have Apple CarPlay and Android Auto smartphone mirroring. In the Chev it’s wireless while the RAM’s Uconnect system requires cables. Bluetooth is standard in both, as is wireless phone charging.

The RAM’s mirroring system actually proved a bit glitchy, dropping out one afternoon when we were trying to connect Apple CarPlay. It returned after the car sat overnight and clearly had a good think about things.

The RAM alone includes embedded sat-nav and a head-up display. It pumps the tunes out via a 19-speaker Harman Kardon audio system versus the six-speaker no-name system in the ZR2.

The ZR2 also misses out on the LTZ Premium’s digital rear-view mirror. It can take a bit of getting used to, but it is very handy when the cabin is full of people or the tray full of stuff and an orthodox mirror is obscured.

There are USB connectors for both the front and rear seat passengers of both vehicles.

The 6.2-litre L87 small-block V8 in the 2023 Chevrolet Silverado 1500 ZR2 and its attendant transmission is unchanged compared to the other Australian Silverado model, the LTZ Premium.

The naturally-aspirated pushrod unit makes 313kW of power at 5600rpm and 624Nm of torque at 4100rpm.

Those are impressive numbers until you compare them with the 6.2-litre Hellcat HEMI V8 in the 2023 RAM 1500 TRX.

A supercharged pushrod design, it produces 523kW at 6100rpm and 882Nm at 4800rpm. That makes the TRX the most powerful production pick-up ever.

The ZR2’s engine hooks up to a 10-speed automatic transmission and a 4x4 system that allows running in rear-wheel drive, auto 4x4 high, locked 4x4 high and low-range 4x4.

The TRX drives via an eight-speed auto and a BorgWarner 4x4 system that eschews rear-wheel drive, allowing auto 4x4 high, locked 4x4 high and low-range 4x4.

Despite their surfeit of power and torque, the ZR2 and TRX have reduced braked towing capacities compared to their less sexy brethren.

While the latter claim 4500kg, the ZR2 tops out at 4200kg and the TRX 3500kg. Go to the maximum and the Chev only leaves you with 68kg payload to play with, while the TRX offers a more useful 331kg.

The 2023 Chevrolet Silverado 1500 ZR2 and RAM 1500 TRX are huge and heavy vehicles. They both measure up just under six metres long, weigh in at 2583kg (ZR2) and an astonishing 3057kg (TRX) and have the aerodynamic efficiency of a block of flats.

Combine that with their V8 powertrains and it’s no surprise they suck fuel at an astonishing rate.

Officially, on the ADR combined cycle, the Chev claims a respectable 12.2L/100km average. In part this is down to automatic engine idle-stop and a tricky cylinder deactivation system that can reduce the L87 to just two operating cylinders when running at low stress.

The TRX’s Hellcat engine has no such aids. Instead, it just gorges on fuel, claiming a voracious 19.6L/100km on the ADR cycle.

So, to the real world. We drove both trucks unladen over the same combination of city, country and freeway running to see what they would achieve and then sent them out again on another identical loop with 325kg loaded in their trays.

The Silverado managed 16L/100km unladen and 19.9L/100km when the 325kg load was tied down.

The RAM started off at 22.1L/100km unladen and inched up to 23.2L/100km laden. That really reflects the sheer capability of the Hellcat engine. Asking it to cope with an extra 325kg is like asking a Clydesdale to cope with an extra can of beer.

Both engines prefer premium unleaded, which adds more cost to the mix. Understandably, they also have sizeable fuel tanks – 91 litres for the ZR2 and 125 litres for the TRX. So you might eke 600km range out of them going soft on the throttle. But who is going to do that, right?

Neither of these vehicles are offered in the US with a diesel engine, hence no sign of that fuel-saving option here either.

Big and bigger. The 2023 Chevrolet Silverado 1500 ZR2 and RAM 1500 TRX never let you forget their size when you are driving them.

Considering all that size and weight and that they roll on off-road rubber, they do a remarkable job on-road of behaving competently.

Because of their size and fuel consumption, neither would be top of the pops for commuting daily to the office and back – unless it’s across some sand dunes – but they still offer a pleasant environment in which to endure such a task.

Being ladder-frame vehicles they naturally shield the cabin from plenty of extraneous noises. You still do get road roar off the rubber, a sense of friction from all the mechanical bits whirring and meshing underneath and some wind noise off the exterior, especially noticeable in the RAM.

But coming with long-travel suspension fitted with excellent components (Multimatic DSSV dampers in the case of the ZR2 and Bilstein Black Hawks for the TRX), they have the ability to roll over most bumps and blisters without too much shake, rattle and roll.

The Chev relies on leaf springs at the back while the RAM has coils in its unique five-spoke set-up, but there was no obvious advantages or disadvantages on test caused by either.

They handle ponderously, of course – there’s just no getting around all that high-mounted mass – but they do it in a way that’s benign and user-friendly.

The Silverado rides that little firmer and more connected, no doubt due to the set-up of its adaptive (but not driver-adjustable) Multimatic shocks.

There was little noticeable ride or handling change with the extra 325kg onboard. They both have too much strength in depth for that to truly impact. If anything, it seemed to settle the ZR2 a little.

The TRX has the advantage of eight drive modes that tailor its suspension, powertrain and steering for different on- and off-road conditions. A Custom mode to select your favourite combination is available.

Left in Auto mode, the TRX is softer in its ride and has more body movement. It does firm up and add steering weight in Sport mode.

The TRX is well ahead when it comes to powertrain performance no matter what mode is chosen. The Hellcat is crushing – there’s just more of everything everywhere. The Silverado’s standard donk feels like it is held back more by its weight. It is merely strong.

There’s even launch control in the TRX. Our best effort was 3.9 seconds from 0-100km/h, according to the TRX’s own performance pages readout. The official claim is 4.5 seconds.

It’s quite an experience, massive shove overcoming excess weight overlaid with an obvious supercharger whine.

It’s more even between these two when it comes to braking performance. More please! Neither set of discs felt underdone, although the added 325kg did mean more pedal pressure was called for, especially with the Silverado’s firmer set-up.

Bottom line is you can never have too much retardation when hauling around this much weight.

Where the ZR2 leaps ahead of the TRX is in its wieldiness. Stepping out of the RAM and into the Silverado is like swapping from an 18-wheeler to a rigid. No other vehicle in the world could make the Chev feel this lithe and nimble.

Both struggle to fit in parking spaces lengthways, but the TRX has no hope when it comes to width either. The lane keep alert flashes constantly on narrow roads – not because you’re being errant but because the vehicle overlaps the edges.

You cannot drive the TRX down some narrow streets for fear you won’t get out again, especially if there are cars parked along the way. You seriously have to plan your route ahead of time to take the TRX’s enormous width into account.

The 2023 Chevrolet Silverado 1500 ZR2 and RAM 1500 TRX are truly spectacular off-road. Their added ground wheel travel and clearance means they can clear hurdles their standard long-wheelbase and lower-riding brethren cannot even consider.

But just like the on-road experience with these two, the more open it is the better they like it.

In fact, in US parlance, they are what’s known as desert runners. The ZR2 and TRX are designed to roar at high speed over sand dunes and along endless gravel tracks.

In the Australian context, the run across the Simpson Desert would be right in their wheelhouse.

Sadly, as the trek to the Simpson reminds 4x4 adventurers, our deserts don’t start near our major urban areas.

So, for us, going for a strop into the Outback wasn’t part of the plan. Instead, we headed for the bush terrain more familiar to Aussie off-roaders escaping the ’burbs for a weekend away.

In those conditions, both trucks proved impressively capable thanks to their strong, immense powertrains and sophisticated 4x4 and suspension systems.

They also have electronic extras in their toolkits to aid their fundamental capability. For instance, the ZR2 offers both an off-road slow-speed cruise control and a terrain mode that sorta simulates low range without having to select it.

Add in impressive wheel articulation and tyres designed for the conditions and the ZR2 and TRX climbed, descended and forded everything we chose to challenge them with.

The Silverado has several advantages. The driver can lock the front as well as rear differential to help conquer really tough stuff (we only ever needed the rear lock). Being narrower with a slightly better turning circle (14.4m v 14.7m) and ground clearance, it proved easier to manoeuvre and less prone to making contact with the ground. The lack of side steps helped here.

But the TRX was only marginally behind.

That said, it was a nerve-wracking exercise manoeuvring around tight corners and between trees in either. There was lots of consulting of cameras and jumping out of the cabin to make sure a turn could be completed without going over the edge on the outside or hitting something on the inside.

Even with the best and most careful of intentions, there’s no doubt both these vehicles will emerge from a run through forested country wearing pinstripe suits.

If the worst happens and you do get stuck, the TRX has tow hooks front and rear while the ZRT has hooks only at the front – but they are painted red! The TRX also has more comprehensive underbody skid plate protection.

If size is a negative for the 2023 Chevrolet Silverado 1500 ZR2 and RAM 1500 TRX when it comes to picking a route through the bush, it certainly pays off inside the cabin.

Both these vehicles have an incredible amount of interior space. Three adults could sit across the bench seat in the rear of either and they wouldn’t struggle for headroom or legroom either.

They also have masses of cabin storage. If you can’t find a place to stow your stuff in these two then you’re not trying or you’ve got too much stuff!

There are secret storage spots under the floor of the RAM and in the rear seat backrest of the ZR2, as well as under the flip-up bench seat of both. The RAM also gets a double glove box and double pockets in each door.

But for all the interior improvements delivered by the MY23 ZR2, especially in a tech sense (see above), it can’t match the TRX for sheer presence and quality.

The materials and design of the RAM is rich and prestigious with soft-touch materials and quality stitched leather. The front seats offer more under-thigh support than the ZR2 and the rear seat is more generous too.

There’s heaps of detail things that reinforce this: the flat-bottom steering wheel with its far longer and more useable flappy paddles, TRX badges including a VIN plate on the centre bin lid, an image of a Tyrannosaurus Rex in the bottom of the storage bin (surprise stuff like this is known as an ‘Easter Egg’) and even the vast layers of on- and off-road performance information (wheel articulation, peak G-force and air/fuel ratio, just to name a few) contained within the instrument panel.

Both vehicles have reach and rake manually adjustable steering and orthodox centre console-mounted gear levers – rather than a column shifter or press buttons. A digital speedo is embedded within each instrument panel and a single stalk controls indicators and wipers. Cruise controls are located on the steering wheel spokes. The RAM alone has adjustable pedal positioning.

Head to their sizeable trays and you’ll find the payload numbers aren’t anything special. The ZR2 can carry 717kg and the TRX 743kg (if fitted with the sunroof). Yep, your average HiLux or Ranger can carry heaps more.

The ZR2 has a surfeit of hooks and the TRX moveable mounting points to aid securing a load. Both also have lights in the walls of the box, and power-assisted tailgates that lower and raise easily.

The Silverado has a handy step in the rear lower corners of the box to aid exit and entry, while the TRX has a single step in the centre of the rear bumper.

If we were in the US, we probably wouldn’t even consider conducting a comparo between the 2023 Chevrolet Silverado 1500 ZR2 and RAM 1500 TRX.

That’s because there is a complex model range walk over there. The TRX sits right at the top alongside the Ford F-150 Raptor as an ultimate supertruck. The ZR2 is down the pecking order, lining up more against the likes of the RAM 1500 Rebel, Ford F-150 Tremor and Toyota Tundra TRD Pro.

But none of those trucks are sold in Australia through official factory-supported outlets so these two move closer together here because of their off-road intent.

Taken in isolation, each of them is a mighty impressive achievement. So heavy and big and yet so capable in so many ways.

Personally, I think there are better dual-cab utes for Australia that are smaller and have diesel engines. But if the choice has to be made between only these two then it’s the ZR2 that edges ahead – even if the extra cost of the TRX is put to one side.

Be clear, the TRX is an amazing physics-defying machine, full of passion and character. But its sheer size and thirst make it suited best to a very narrow range of applications that revolve around going fast on wide and open gravel roads.

The Silverado is also a big statement and it’s of dubious value for most people given its size, expense and orientation.

But it fits more readily into the Australian roadscape than the TRX. You could almost, maybe justify it as a logical purchase.

The TRX is pure, flagrant excess. God bless America.

2023 Chevrolet Silverado 1500 ZR2 at a glance:
Price: $133,000 (plus on-road costs)
Available: Now
Engine: 6.2-litre V8 petrol
Output: 313kW/624Nm
Transmission: 10-speed automatic
Fuel: 12.2L/100km (ADR Combined)
CO2: 283g/km (ADR Combined)
Safety rating: Not tested

2023 RAM 1500 TRX at a glance:
Price: $209,950 (plus on-road costs)
Available: Now
Engine: 6.2-litre V8 supercharged petrol
Output: 523kW/882Nm
Transmission: Eight-speed automatic
Fuel: 19.6L/100km (ADR Combined)
CO2: 506g/km (ADR Combined)
Safety rating: Not tested