Charging Monster! Chevy Silverado EV DC Fast Charges Faster Than Any EV We've Tested (GM 24-Module)

[@KyleConner]

What's even crazier is I just went through some of my data and found the truck to do even better in the middle section holding around 300kW to 53% or so. Will update the data on our website

[@EdwardBoicourtIV]

Can't wait to see how the Escalade IQ does. I really hope they make a Yukon/Tahoe version.

[@AChilds52]

​@@EdwardBoicourtIV I agree! If GM can put out an electric Tahoe or Suburban (and Yukon/Escalade counterparts) with the 4WT battery and charging curve their is no reason I'm passing it up... I'm going to buy one today.. i wanted the etransit and esprinter to work but not looking favorable for me at the moment

[@johnpoldo8817]

Do these charts claim the Silverado can add 200 miles of highway range faster than all Tesla models? Is the downside less efficiency with higher kW/mi ratio so road tripping costs more?

[@badbasic]

Good info, but he's about to be proven wrong instantly on the "I don't see anyone having a better charging curve soon" opinion. New Tycan is about to blow past it in a few weeks, not years. What a crazy time for EVs.

[@EdwardBoicourtIV]

@@badbasic he already did the taycan I thought? It maxes out at 330ish.

[@khoatran9482]

I love that you guys post this data publicly and freely available. Thank you.

[@eddiegardner8232]

Just want to say that everyone on the Out-of-Spec team is really impressive and committed to do all this testing, very long road trips, boring charger watching, and occasionally getting stranded in Roadsideville, Nowhere waiting to be rescued as 80,000 pound trucks whiz by a few feet away. Hats off to Kyle, Ryan, and the others for doing this and bringing us the data. Respect!

[@MatthewLibanio]

GM correctly reason that when it comes to pickup trucks efficiency is far less important than charging speed and range. These factors are very important to truck drivers and less important to normal cars which focus on efficiency. This is an absolutely incredible vehicle and by far the most charging efficiency anyone has ever seen.

[@tobias_dahlberg]

There's only so much you can do with a big truck and horrible aerodynamics. Currently there is no way to get reasonable efficiency with these vehicles at high-way speed or towing, so you simply need a huge battery with good charging. They realised this, and they delivered.

[@l10industries]

I would imagine truck drivers are also more likely to not be surprised by the sticker shock at the pump. Or in this case the charger.

[@iseewood]

GM’s brute force solution is what was needed to make a competitive truck, not just in the EV space but for all trucks.

[@MatthewLibanio]

The amazing part is they give you 100% more battery than the Cybertruck and yet will cost the same. How do you figure that? Amazing job by GM

[@4literv6]

@@tobias_dahlberg the ev trucks available get 3-5x or better the efficiency of comparable ice trucks SMDH. A fully loaded 72,000 tesla semi from the run on less pepsi event data shared in Sep 2023, gets the same efficiency per mile driven at 60mph as my empty 2019 f-150xl work truck does! 😀

[@WeightsAreFriends]

As a consumer idc what that what size the battery is…. All I know is I wan to go far and charge fast. Chevy did an amazing job with this one. Definitely plan on getting one

[@miodice3]

Bigger packs are more to replace I’d guess.

[@Williamxmr]

@miodice3 yeah and sometimes your water pump is $60 and sometimes it's $300.

[@Toro-Berts]

There's no question the amount of charge the Sylverado can hold is impressive. I am a big fan of the fold down rear window and the tailgate combo for truck purposes (loads. moving things. work, etc) I wish Tesla would take a stab at it. Until it has a reliable place to charge it "at those speeds" other than your house, good luck with that.

[@miodice3]

@@Williamxmr what does that mean? I’m saying if a Tesla 80kw pack for a model 3 is 22k I’d be worried what a pack 2.5x bigger is on a truck, roughly calcing to $55k

[@Williamxmr]

@miodice3 I'm saying most consumers don't take replacement costs into account, most people would get a new car before replacing an entire pack

[@CraigMatsuura]

This is exactly what was needed to allow a truck to do truck things, you add energy because you can not over come aero if you are towing something large. I know there are a bunch of nay sayer that don't agree but if we want large vehicle in the US (which pretty much everyone does), we need to put in energy dense batteries. As the tech improves hopefully we can reduce the weight of the battery and increase the energy density. Infrastructure needs to keep up. I have a F-150 3.5L twin turbo with a 36 gal tank. I can go any where from 400 to 500 miles on a tank (no towing) driving highway speed in UT and I really only need it when towing our boat, other than that I have to stop for bathroom breaks. Hope to get a Silverado EV RST to replace out truck, as Lightning just does not have enough battery, Great job Ryan and OOS.

[@brandenflasch]

This is what Cybertruck should’ve been

[@bad50]

yup....this tesla fan just bought a 4wt.....range is awesome and it actually gets its epa estimate. almost 2k miles in 2 weeks. ;)

[@timj9350]

I also got one and love it. Traded in a Lucid Grand touring and I'm enjoying this so much more.

[@sherik233]

Such a fun time to be seeing the results of engineers doing their thing in such a really big, visible way.

[@Paul-cj1wb]

Thanks Spiderman, I mean, Ryan. Great video and chart comparison. And thanks again for updating the Out of Spec Studio charging charts. That information is invaluable. And as far as your "it's a kind of a dumb way to achieve this -- just slap a big battery in there" comment, that's the way all EV's will be (especially trucks and larger SUVs) by the end of this decade. Not physically larger (in fact, many will be physically smaller) but larger in kWh energy density wise. So the battery will only need to be charged to 80% every time (other than once in a while to help balance the cells), extending their longevity all the more.

[@ur4ufuerufhjehjbedjh]

Really excited about my First Edition RST, very glad I am not getting the CT. The out of spec crew has all been amazing for getting the best information period. Keep up the amazing work.

[@wtmayhew]

Agreed, the RST is more about getting it done than projecting an appearance. The RST makes sense for people who use trucks to earn a living. There is a lot of cool technology in the Cybertruck such as using the on-board air compressor to pressurize the battery case to help prevent water intrusion. As such, I view the Cybertruck as a sort of giant beta test program to try out innovations on a company-friendly owner group and then filter what works well into Tesla’s higher volume models.

[@ur4ufuerufhjehjbedjh]

@@wtmayhew Agree. I actually followed suit and rented a silverado ev for the week right now and I love how it drives. As a tesla owner the charging has been a PITA so far. I am interested to see what V2 of the Cybertruck is like, I would imagine it will be closer to what was announced in 2019

[@wtmayhew]

@@ur4ufuerufhjehjbedjh Thanks for the considered reply and relating your experience with the Silverado. I like a lot of what I see in the Cybertruck and there is a lot of really truly innovative technology present. I was thinking the same thing about what I want to see happen: either running production changes or an outright version 2.0. The new Model 3 Highland, basically a version 2.0 addresses most of the complaints about the original Model 3 which was already a very good car. I wish there were more units available of any of the electric trucks. For now it is a seller’s market. I am curious to see how many used Cybertruck listing start to show up a year from now. Will owners want to hang on once the honeymoon wears off?

[@ur4ufuerufhjehjbedjh]

@@wtmayhew Im curious to see if V2 cybertruck is everything we were waiting for. 240KWh battery, fixed rear facing camera, better headlights. 500 mile steel tank that can tow nearly 300 miles. Thats perfect.

[@wtmayhew]

@@ur4ufuerufhjehjbedjh That would be just about perfect. I’m a bit surprised that testing did not uncover that the Cybertruck headlights recessed above the black section that there would cause an issue with snow and ice collecting I that area. Perhaps Tesla will add a heater and/or washer to help keep the headlights working well.

[@williamclark6466]

Maybe this gives us a taste of what to expect from other GM Ultium battery vehicles. Will the new Bolt have a great charging curve? Here's hoping it does.

[@newscoulomb3705]

And now to really blow everyone's mind: This 24-module Ultium battery's charging speed appears to be limited by the capabilities of the current charging infrastructure. We already know based on the 12-module Ultium pack in the LYRIQ that the 24-module pack should peak at ~380 kW on 500 A CCS1; however, most of the 350 kW charging hardware cannot provide a full 500 A over 700 V. The big question, however, is how much of a limitation is the 500 A cap on the CCS1 cable and socket? GM has already shown that they are not willing to exceed the ratings for their sockets even when the battery can accept more power (e.g., the Bolt EV's 150 A CCS1 socket), but if the new J3400 sockets come with a 600 A to 800 A current rating, GM should be more than willing to unlock that. Based on the 24-module Ultium's ~ 300 Ah, a basic 2 C charging rate would enable it to pull 600 A up to at least 30-40% battery (a 15-20% improvement in charging speed for that low section of battery).

[@BillyONeal]

It will be interesting to see if J3400 actually results in faster times. They're speced for higher current draw, but a big part of that is that they include temperature sensors. We saw this with team cybertruck last week where they had to apply a wet rag to the connector. Even if the achieved speeds are faster, J3400 is just much easier to use so it's an improvement even if it only matches CCS.

[@newscoulomb3705]

@@BillyONeal The V3 cables and plug appear to only be rated for ~350 A continuous, and the Cybertruck was attempting to pull ~700 A. The V4 cables are significantly bigger and more robust, so they should be able to handle that current more easily. Also, third-party providers like H+S are already offering higher power J3400 cables. They've announced HPC600 and HPC800 RADOX cables that are rated for 600 A and 800 A continuous operation respectively.

[@BillyONeal]

@@newscoulomb3705 Fingers crossed!

[@DazedSean]

Simple math. 700Vx500A = 350kW the cable is the limiting factor and the units are only rated for 350kW regardless. Alpitronics is probably the only 400kW charger out there currently and there’s very few currently in the US

[@newscoulomb3705]

@@DazedSean For 350 kW chargers, it's actually the number of power modules that are the limit. There simply aren't enough to continue providing 500 A past 700 V. The 400 kW chargers should be different.

[@justinmarch5095]

No replacement for displacement?🤔

[@MendicantBias1]

Yup 🎉

[@peterryan7340]

We want the Chevy EV's in Australia

[@theairstig9164]

No we don’t. The history of GM in Australia is poor. Their business behaviour hasn’t changed. If you want GM to repeat their poor behaviour up to and including being fined by ACCC, call minister King and tell her how much you want it

[@peterryan7340]

@theairstig9164 "Toyota: Australias most misleading and deceptive carmaker" a federal court determination. Oh what a feeling 😌 😏

[@ShawnGBR]

Have you guys tried experimenting with polarized filters for the cameras, to cut the glare from the glass? Turning a filter until it eliminates light from the angle of reflection may help.

[@NitroZakis]

Will conflict with charger station's LCD though.

[@ShawnGBR]

Oh yeah, the display’s LCD. Plan B is to employ goths (always dressed in black) to stand in the way of the background.

[@BenefitOfTheDoubtInquiry]

Even just a hood would be great

[@kevinweber5129]

Forget the CyberTruk I want a Chevy

[@MilkyToasty]

I know, I want the Evalanche

[@Dr.Gehrig]

Awesome. It's one of the top evs on my list to get next.

[@BrianNedry]

Just the beginning of the EV journey but Chevy definitely did a good job by stuffing as much batteries into the Silverado as they can with a relatively impressive charging curve for today's charging infrastructure. I don't care if it gets the range due to this vs being more aerodynamic or drivetrain effiency, it gives you the miles regardless. Crazy that it fill a whole model 3 Rwd battery in 10 minutes, can't wait for the day that can actually be accomplished on vehicles with about 60 kwh batteries.

[@davewilson8308]

The Silverado could be my first EV Truck, dam impressive!

[@bad50]

I love mine so far. 4wt

[@tom-sn4gd]

Damn ! 90kWh is what my appartment use in one month in electricity ! This is HUGE !

[@ms-jl6dl]

Mee too. I use those kilowatts though,not "my appartement".😊 83kw last month.

[@computercrack]

well I guess you don't move 5000 pounds in your apartment all the time? ;)

[@skorpion1298]

Damn for me it's around 200kwh 😮

[@tom-sn4gd]

@@skorpion1298 I mean.. I "cheat" a bit since I use gas for heating, hot water and cooking. Without the heating of the winter, I also have between 65 and 100 kWh of gas

[@bridamy]

this comment is perfect example of why battery electric will NEVER be the new norm for vehicles. There literally isn't enough power or batteries to convert every car on the road to BEV.

[@wtmayhew]

People so often write off GM as a dead meat legacy company. The Silverado performance shows that pragmatic engineering is about developing the means to achieve and focusing on the goal rather than the means. I am sure most Silverado drivers don’t care if it is a high tech LFP battery or 1700 pounds of carbon-zinc dry cells… as long as they can get the truck to perform as they want. (Yes I know carbon-zinc cells aren’t rechargeable, it is to illustrate the point of technology not mattering.)

[@sg222]

It'll be very helpful to see a graph where on the y axis yous have the c rating instead of power. Will help more to compare different vehicles

[@NitroZakis]

From technological standpoint. Very much agree. Porsche Taycan 2025 would be an absolute leader by far. What a great thermal management system!

[@greenne]

Crazy to think how a 4WT would totally dominate the coast to coast race...

[@dancingwiththedogsdj]

That is EXACTLY what we need, a smallish midsized decent car with an insane range and maybe a smaller one too with just the bestest charging system, battery pack they can put in there. I reckon the range would make many more consumers find it worthwhile even if you pay a bit more than you might expect, if it reduces your anxiety some, and let's be honest, it WOULD make it easier to live with at our current infrastructure level and all things considered. Fantastic video! 😊🌎❤️🕺🏻🐶

[@BBingo-v5i]

So an upcoming Mercedes-Benz C-Class/GLC(C-Class SUV) or BMW i3 and iX3 "Neue Klasse". - The C-Class sedan should come with 450 miles EPA range. And the C-Class SUV should achieve 400 miles EPA range. They will charge with 300kW and have 100kWh net battery. 10-80% will take 20min or slightly less. -BMW's "Neue Klasse" has around 10% less charging power and range specs than Mercedes-Benz with its MB.EA platform (C-Class, GLC and others) but might be worth a look, too. Especially the exterior and interior design and the control ergonomics are noteworthy, too. Let's see how Hyundai/KIA will upgrade their E-GMP platform in the next years, I heard 2026 will be the date for a bigger upgrade. Just bigger batteries (if you keep the charging rate similar) than before would already push them to up into the leading group. And Audi could use the PPE platform for a more compact car than the Audi Q6/A6, like an Audi A4. With 270kW charging power and a 90kW net battery it could somewhat rival the competition. And the chinese EVs are even crazier, tho they still lack a bit of efficiency but they balance that out with insane charging speeds of under 15min from 10-80%

[@ChicagoBob123]

If GM will build at scale, that's a serious question, and find a way to reduce the msrp about 15k and get the tax rebate and they have a winner.

[@conrado800]

I would love one but the design is ugly

[@bad50]

i bought my 4wt for 66k. but no tax break on top of that number. Still a decent deal for the range I get.

[@ChicagoBob123]

​@@bad50 The distance you can drive and it being a pretty useful truck makes it a good buy. I am a little nervous about this one being version 1 but by all accounts it seems to be a fantastic truck

[@TRYtoHELPyou]

I learned a out the Silverado EV, the hip and the knee 😂. Great reporting! Thanks for sharing

[@TomDastrup]

What?

[@TRYtoHELPyou]

@@TomDastrup background. On the wall in the room. I have a thing for infographics I suppose.

[@TomDastrup]

@@TRYtoHELPyou I still don't understand your original comment. It doesn't seem to make any sense.

[@TRYtoHELPyou]

@@TomDastrup look at the thing on the wall behind the guy talking....

[@TRYtoHELPyou]

​@@TomDastrupgo to 8:20 and look at the wall...

[@河粉-k1h]

This is a truck that can actually do truck things.

[@Yanquetino]

Very informative! The charging curve graphs tells the whole story. Among the passenger cars graphed, it looks like the E-GMP drivetrains are way up there! I'd like to see those actual graphs with their keys.

[@Cyrribrae]

This is cool. And more importantly to me personally, this is promising for bidirectional charging. Figuring out big batteries with good charging is exactly what I want to see from EVs. Though, I personally wouldn't hate seeing that mated to a less bulky chassis. But hey lol.

[@JoeyBlogs007]

Perhaps someone will bring out an EV with four battery packs each rated at 20 kW hours, that can be charged in parallel. Charging multiple smaller batteries in parallel allows for distributing the charging load across multiple charging points, which can help mitigate the slowdown in charging rates that typically occurs as a battery approaches full capacity. By spreading the charging load, you can maintain higher charging rates for a longer duration, potentially reducing overall charging time and maximizing charging efficiency.

[@JoeyBlogs007]

Using smaller batteries in parallel also provides redundancy and fault tolerance. If one battery were to fail or experience issues during charging, the others can continue to operate independently, minimizing the impact on overall system performance.

[@JoeyBlogs007]

Additionally, charging multiple batteries in parallel can offer flexibility in charging scenarios. For example, if one battery needs to be charged urgently while the others are not fully depleted, you can prioritize charging that battery without affecting the charging process for the others.

[@boilerdown1]

Love to see a charging curve like this. I am curious to see how the smaller battery trims charge. Also it would also be interesting to see how the truck charges on 400V limited DCFC like Tesla SC network in split pack mode!

[@ericroe]

When are you going to do an updated F150 Lightning charge curve since the curve you have isn’t representative of the F150 Lightning.

[@billbarberconstructioninc.17]

I got my rst ev. It's amazing. Can't wait to get follow up

[@computercrack]

tbh compared to the Taycan Facelift with half the battery size it's actually not impressive. if the charging station can manage it, 500kW should be easily possible given the size of the battery. miles charged per minute will be pretty low I assume

[@MichaelBeinenson]

I got 378kW on a 400kW Mercedes Chargepoint network. 10% until 35%. Nuts!

[@sperlaky2116]

It would be fantastic to see a charging curve for the Silverado EV on a Tesla SC with a Magicdock along with a tour of the Chevy App connected to the Silverado EV.

[@TheDrivenDave]

What a charging monster!!

[@excelrobot]

Spider-Man, Spider-Man, Does whatever a spider can!

[@chetsaxton1526]

Add this math to help to know max charging rate of any Silverado. 3WT around 290 KW with 20 modules = around 14.5 KW per module, 4WT around 350 KW with 24 modules = 14.58 KW. Interesting that the per module KW charge rating is about the same. So a 12 module around 108 KW pack might charge at around 174 KW and a 16 module around 144 KW pack at around 232 KW (guessing each module is around 9 KW ; 3WT 180 KW / 20 modules = 9 KW each).

[@Nebula1701]

Lyriq max charge rate is 190 kW.

[@wt9653]

75 dollars to drive 400 miles😮 I'll stick with gas and get a model Y for daily commute.

[@boborambow]

Yeah...this is amazing. I would love to see what this does on a Magic Dock since it has the split battery pack. I also can't wait until GM starts putting these batteries in more efficient cars. Just look at the ioniq 6.

[@Wised1000]

My EQS drops below 50kw at 93% it takes 42 min to get there. On very long drives that's when I unplug. In some areas you need that much to arrive at the next charger with 10% due to speed (80mph speed limits) weather or elevation changes.

[@USUG0]

as battery technology progresses most trucks will be equipped with 200-250kWh batteries. Hopefully, there will also be some improvements in efficiency along the way

[@ronaldking1054]

The EV is at about 77% efficiency before the regenerative braking. With the regenerative braking, the efficiency goes up to 91% or so. There is not much better efficiency to come along. There can be efficiency in charging, which GM does by separating the battery, and Stellantis is attempting to deplete at modules so that the charging rate is always higher through a probable more complicated battery management system. The real crux is getting efficiency in terms of mass and volume.

[@USUG0]

@@ronaldking1054 indeed there is plenty of room in aerodynamic efficiency gains. Just needing to crack it. Surely requiring some innovative thinking

[@ronaldking1054]

@@USUG0 You are trying to claim that a machine can have greater than 100% efficiency. There is 9% efficiency to play with.

[@USUG0]

@@ronaldking1054 not sure how you got that number, but I am pretty sure with proper aerodynamic you can gain significantly more than that. At 120km/h MY is 14% more efficient than machE. M3 is 19% more efficient than P2/seal

[@ronaldking1054]

@@USUG0 Those are comparisons of efficiencies. I.e. they are ratios. You are claiming that the ratio of energy put into a system can do more work than the energy put in. That cannot happen.

[@Crazypostman]

Can't wait for the suburban and the Tahoe with these fat batteries!

[@johnpoldo8817]

What is the secret sauce in this heavy truck that allows it to replace 100, 200, or 300 miles quicker than any other EV? Is GM engineering that much better than Tesla and other brands? I’m impressed !

[@petrbrok2468]

Im not. There is no secret 'sauce' no advances in technology, 'only' 200kWh battery. First generation of Nissan Leaf has better C rate. ;)

[@Scott-iw8yr]

This is extremely interesting. So what makes a vehicle charge better? Thermal control? the chemistry of the batter?

[@Josh-179]

I bet Ford is rethinking the position they took last year saying they wouldn't engage in battery size wars to chase huge range. I can see that line if thinking for smaller vehicles but for full size trucks, 200kwh may become commonplace to satisfy towing needs. The Lightning has gotten way too much bad press for its towing range.

[@godofdun]

This thing is pretty nuts

[@clydek]

I want the EV Tahoe

[@theairstig9164]

Toyota has the EV HiLux in 2025. They claim

[@CharlesBrodheadIII]

Li Auto Mega charges at 500+ KW finally tapering to 300 KW (!) at around 80% full. Latest model year Zeekr 001 hits peak charging rate of 546 KW and charged 10 to 80% in 11 and 1/2 minutes. Can't wait till CATL introduces this tech to the US, but it may be impossible for them to overcome geopolitical resistance.

[@MrGMawson2438]

Cheers mate

[@NBWDOUGHBOY]

I swear if they took this Battery put it in Suburban Body with All the Comfort features of modern cars including Massage Seats It would be the perfect EV For Me in my Eyes. EVs are moving in a great direction.

[@RickRobins-h7m]

Unlikely Hummer and 4WT curves match so exactly. It looks like one of your cell formulas is picking data from the wrong data set.

[@MrGMawson2438]

Hello Ryan

[@mtnman1984]

Well, it essentially has two batteries stacked on eachother. It should be able to handle more input power. It would be much more impressive if a Blazer EV has a similar charging curve.

[@daviidfm923]

Will you be doing a 10 percent challenge of this?

[@sig919]

Charge speed as a function of C-rate chart would be nice to see

[@arthurmesh7884]

Please start looking at charging curves where y axis is C rate instead of absolute power.

[@TechnicalLee]

You should rename that thing "350 kW DCFC Load Tester". Would love to know how many 350 kW EA stations can actually put out rated power.

[@Bzzap83]

I’d love to see a comparison across the various ultium vehicles - in other words could I get the same performance in a Blazer EV or the Lyric? Or, is it just the battery size?

[@mattc6854]

So this one is almost exactly two Blazer/Lyriq sized packs. It’s a double stack with 24 Ultium modules. The 3WT is a double stack of 20 modules. With the double stack they also double the voltage (~400 -> ~800) which means roughly twice the charging capability. So on Lyriq/Blazer you can basically take this charge curve and halve it. This is a very simplified explanation but it should hold *roughly* true.

[@danchen6783]

It’s not just the size. The GM Ultium trucks can do 800 volts vs 400 for the Ultium cars. This is what makes a huge difference in the rate and fat curve. Seeing this and Hyundai 800v convinces me 800v is a must for future platforms.

[@Dqtube]

For cars I would say 180kWh battery is the maximum with current generation chargers, unless you want to cross 30mins for a 10 - 80% charge cycle. For example, if HMG would mimic GM's battery strategy and just made a double-stacked battery pack of the EV9, then they would max out the capabilities of 99.99% of chargers.

[@antiferous]

How did you get that charging speed? I plugged into 350kw several times and it tops out at 200. I hit precondition and it said to “plug in anytime”. Do I need to precondition longer? Just can’t figure out what I’m doing wrong.

[@NickMunie]

Geez, my diesel truck is cheaper to fill up.

[@Eric-xp1kl]

What did you estimate the pack size to be? 225?

[@robertvadjinia126]

I would love for some fleet data where they are only DC fast charging a few times a week… and see if battery health/degradation starts to become an issue??? Does the vehicle give you a warning that too much DC fast charging is not good for pack life? I would imagine a driver of a fleet vehicle couldn’t care less.

[@Drivethisnotthat]

How hot did the connector get?

[@DeilGrist]

Impressive, however the inefficiency makes this a worse truck if you rely on home charging for cost savings. Even 8 hours overnight on 12kw home charger only nets you ~192 miles in the Silverado compared to ~230 miles in the R1T. That adds up if you're using the truck every day for work towing a moderate load or in sub-optimal conditions.

[@theflew]

You assume the trucks start at 0% charge. Even at 80% charge, this would have 360 miles of range, which would be more than Rivian at 100%. Additionally, these trucks support 19.2kW charging at home.

[@petesig93]

Sounds like a tremendous charging performance, but I am puzzled by the cost details on the screen. At 1:07 you show 23% state of charge and a cost of $21.84. Yet at 1:38 the screen shows 29% charge but then just a cost of $4.20. Later the cost is much higher at $52 and more. What has happened here?

[@pt6998]

Guaranteed 2025 will bring a lot of EV truck adoption. Hopefully the 2nd gen F150 EV will bring similar range and charging performance to the Silverado. Love some competition.

[@DazedSean]

Why is the picture of an ABB charger but the entire test in the video a Signet?

[@Williamxmr]

Suck it cybertruck

[@4literv6]

327kws on the nxu 800+v nacs charger and over 100 miles back in under 8mins. So what is the ct sucking again? 😀 Lars moravy already said after the update on a v4 the ct will do 10-80% in under 20mins. 😎

[@Williamxmr]

@4literv6 if it was a cyberCAR then 0-60 times would be more relevant and horrible towing range wouldn't matter, but GM is smoking what the V4 SC's MIGHT do someday. Now. For those of us that do truck stuff, this is a no brainer.

[@Williamxmr]

@4literv6 THERE ARE NO V4'S TODAY. Remember that.

[@mowensmd]

It has to though, because it's hauling around a ridiculously large battery pack which takes forever to charge in total.

[@lewiscross7603]

Whats the available range at 80%

[@pt6998]

About 360 miles at 80%. These have about 450 miles at 100%.

[@guillermovalientetorres7840]

Chevy rules! 😊

[@MrCarmelo1204]

Wow… the charging?…. That is brutal….

[@pasad335]

Shows how far behind Tesla is.

[@markofexcellence5209]

Quite the contrary

[@ΘάνατοςΧορτοφάγος]

Comparing kW vs SOC to others is less important. As you said, time vs range added is the important thing.

[@newscoulomb3705]

This issue is baseline efficiency estimates and range ratings aren't the same between automakers (some inflate their numbers), and efficiency will vary further by conditions. The best you can hope for is establishing baseline behaviors in as controlled of conditions as possible, and even that's going to have huge variability. In this case, though, the difference is big enough that a Silverado EV 4WT will out charge and out distance every other EV truck on the market 11 out of 10 times.

[@jimlamparty3502]

Wish the Blazer EV charged this well!!!

[@PeaceChanel]

Thank You everybody for All that you are doing for our Planet Earth.... Peace.. Shalom.. Salam.. Namaste 🙏🏻 😊 🌈 ✌ ☮ ❤

[@anm4238]

No wonder, the battery has 215 kWh!

[@guccisasha]

Ty, nice video and charts. The question that comes to my mind is why do you need so much battery for 95% of your driving? If I am driving my TESLA, MY Rivian, or my lightning, I can find a dcfc almost every 100 miles or less, give or take. The range anxiety is going to disappear soon enough, and keeping you vehicle changed at a high state is only needed for trips in rural areas where the dcfc network is still lacking. I am fixing to drive 345 miles in my model S into NM. and have no dcfc along the way but I'll still make to my destination w/o needing to juice up. Ty

[@BillyONeal]

*cries in planned I90 road trip*

[@privettoli]

Just because you have infrastructure where you live doesn't mean people all over the US have similar infrastructure. There is a bunch of places that are unreachable on modern EVs. Especially with mountain ranges and winter conditions, I'd say I need at least 400mi EPA to feel comfortable and being able to reach "the next station".

[@Nebula1701]

The difference is fewer stops. Less time charging, meaning you can get to your destination quicker. People who tow long distance do not want to stop every 100 miles.

[@MikeHongisto]

If you tow in Minnesota winters, then you need this battery.

[@romanivanov6183]

You need somehow to test ZEEKR 001

[@ChargingtheRoad]

Wow

[@dwaynediesel6079]

Silverado does ot support level 3 charging .. how are you saying it can be faster charging than tesla ?

[@commanderroddi7742]

O, if I get this right, THeoretically, in about 20 minutes charge you get about 0% charge (optimal conditions) on this truck, and that's somewhat over 200 miles (210 to 220)gained FROM 0 percent in about 2 minutes? My Ioniq 5 did about 10 to 80 percent in about 20 minutes.. That is around 160 to 170 miles of range in that time! Granted, it was MUCH cheaper to fill my Ioniq 5 (about a third price) and from what I see, the battery on the SIlverado is about THREE Ioniq 5 Batteries! New road trip king, I say, if you can afford it, where as Lucid still mantain efficiency and range... I'd like to see GMC Sierra as a road trip. WIll likely get a bit of a range loss due to its more square shape, but all reports it has a nicer interior, quieter, and nicer ride, so the Sierra Denali, if it maintain close range to Silverado (letts say 400 miles at 70mph), then would bet teh Luxury road tripper man! :)

[@jimlamparty3502]

How great is this when you have a 400 mile round trip and don't have to dcfc, all home charging!!!!

[@dakota4766]

They have not sold any of these right? So this is all theoretical. Also what will be the cost? The specs they have given seem very good All around but is this going to be a 150000 truck? Does not seem like a cheap truck to build with all these specs.

[@samiaziz2665]

They have saw couple of them on my commute to work in the bay area on Highway 680 and 580

[@VancouverJT]

That cost was ridiculously high.

[@wtmayhew]

The price of energy at DC fast chargers is really crazy at $0.42/kWH. My home rate is as low as $0.11/kWH, depending on situation and usually around $0.13/kWH. A premium price for the convenience of location and the cost of maintaining infrastructure, vandalism repairs, etc. is understandable. But a factor of almost four price ratio seems like uncalled-for opportunism. Where I live, 86 octane gasoline costs about $3.50 per gallon as of April 13, 2024. Energy delivered as gasoline costs about 10.6 cents per kWH. We’re really getting reamed at the electric charger. It is good that EVs use energy much more efficiently than gasoline powered vehicles. Hopefully EV owners will eventually get an understanding of how much they’re being fleeced at public chargers. You can see what the charging networks are doing - making an electric fill-up have about the same price as a gasoline fill-up. Non savvy owners don’t realize that they are paying way too much for what they’re receiving. Right now, the cost ratio is like paying $10 for a two liter bottle of cola at the Quickie Mart - nobody would pay $10 … because they understand the intrinsic value of cola.

[@ronaldking1054]

@@wtmayhew Unfortunately, it is charged based on the maximum that they draw for a period of time. The utility wants to ensure that it has the generation it needs. Therefore, even when the chargers are not pulling down electricity, the utility is charging them as if they were in terms of service needed. That doesn't include the cost of the actual kWh usage. Some charger companies are selling battery packs for the chargers for vehicles such as this, so the center does not need as high a service. If more vehicles look like this, then the battery would need to be higher to lower the demand fee. Now, for your calculation you would need to divide the cost of $3.50 by 40%, as the vehicle would burn the gasoline at that rate for a comparable EV. That makes the cost of gasoline because of the efficiency of the vehicle to be about $8.75. That is how much the gasoline company is fleecing because of the ICE vehicle constraints. Don't get me wrong, at $.42/kWh, the price is still higher at $14.15 pre-tax per gallon equivalent. What is worse is that state governments are claiming that electricity at generation isn't taxed at a high rate already, so they add on another tax. What is worse still is that they also claim these higher tax rates do not justify road use, so they are adding on registration fees even though the ICE vehicles are taxed at a lower rater overall. The ICE vehicles should have the registration fee for fairness. That means the long-range use case of the truck makes absolutely no sense at all. On the other hand, the short-range use case of a gasoline vehicle makes absolutely no sense at all as the equivalent fuel source is much cheaper than $8.75 at $5.05 per gallon.

[@jimlamparty3502]

200kwh on my 19.2kwh home charger is $24 so equivalent to 65mpg

[@ronaldking1054]

Wow. They removed my comment, which I believe I said that electricity is taxed worse than gasoline. It is. You can look at the generation side, and there is actually a tax per kilowatt hour that the charging company has to pay directly. Amazing. It might also be the demand charge, and there are also batteries that are being used to even out that for chargers, which means the cost will eventually come down. Third point is that at an efficiency of .4 then you have to multiply the gasoline by 2.5 in order to actually get the real price of the gasoline.

[@wtmayhew]

@@ronaldking1054 The algorithm is triggered too easily by certain words. Some pro-liquid fuel states charge killer registration fees of hundreds of additional Dollars on electric vehicles … ostensibly to make up for loss of fuel tax money. I agree that’s fair to a point, but the add-on fees should be based on the actual miles driven, a data point sometimes already collected by state vehicle inspections.

[@claytonlaramie7859]

Did you happen to note the vampire drain for the Silverado? Also, did you happen to get to use it in winter to see cold weather hit?

[@TechnicalLee]

$100 charging session, WOW.

[@apnudi]

My advanced 800v 350kw car will be laughable in 20 years. Thank goodness!

[@derrick1964]

I’m looking forward to a big battery van 🚐

[@nathanbrumbaugh8545]

Vans with this size battery please! Driving with 15 passengers and occasionally pulling trailor at same time. I’m ready for van with this size battery!

[@andriy_stashenko]

Wow.

[@Cyrribrae]

Speaking of charging, autoline just posted a teardown of the cybertruck that showed off tesla's rigid aluminum charging rods/cables (internally), rather than the copper wires that other EVs typically use. They didn't get into it, but wondering if you gotta already have or could discuss some of the pros and cons of doing it that way. From a consumer standpoint, of course, rather than manufacturer as that video was. Curious if it affects charging speeds or the shape of the curve, or if it's a manufacturing process/disadvantage that keeps it from being standard.

[@IronmanV5]

You did it wrong. You're supposed to go to a decent restaurant to "drain the tank and maybe drop a load" then enjoy a nice leisurely meal while charging.🍖🍤

[@Swapnil638]

I’d like to see the curves in those graphs normalised with the efficiency numbers of all 4 trucks for a more useful comparison. (Multiply every data node with the efficiency number for a mi/h range gain rate number instead of a kW energy gain rate number). In the CTC race the Silverado 3WT did 1.5 mi/kWh while the Rivian and CBT did ~1.9 and ~1.8. The 4WT must be even less efficient than the 3WT.

[@theflew]

R1T is a smaller truck, so I expect it to be more efficient.

[@lewiscross7603]

Ummm sir not even 10 min long. I need more lol

[@wtmayhew]

I know someone who could make this topic fill about two hours. 😊 But would fun and in a beautiful setting.

[@TheExumRidge]

these trucks won't charge at Tesla stations. Voltage incompatibily. Wait for the new standard to be implemented.

[@jimmurphy5355]

There is nothing amazing at all about the battery being able to accept a high number of kW for a fairly long time. As you note, the C rate is nothing special. The obvious trade off is size, weight and cost of a battery that large.

[@grizzlymartin1]

I want this truck YESTERDAY! Went to recent auto show and crawled over every inch of this truck for hours. It’s everything (almost, but easily made so) that I wanted the CT to be. VERY early res holder for CT, but though I could ALREADY have it, I’ve held off b/c it’s just not a user friendly rig for an avid backcountry guy like me. The Silverado is. All Chevy needs to do is A) engineer in self-leveling camp mode (I know they will because the truck already has air suspension), and B) lose the ridiculous center console between the two front seats. What a WORTHLESS pos use of materials and labor. Hey OEMs, LOSE THE DUMB ASS CENTER CONSOLES.

[@xxZerosumxx]

Yeah, these specs are what the CT promised to be. At the same price, Chevy will beat out the CT.