The hot trend in the pickup truck world is special off-roading. Since the introduction of the Raptor, pickup trucks have become more and more infrequent for equipment with different levels of off-roading. One of the softer modified examples is the 2020 Chevy Silverado Trail Boss, which is available in a lightly equipped custom or priceless LT Trail Boss version. Each in its own way looks tougher, but both are equally superfluous thanks to the reliability of the off-road and the tire updates. The result is a modern full-size truck that can be a solid off-troughment companion at the cost of a road board performance.
Trail Boss frames are standard with a non-road curved suspension that ends with a Rancho hit and a 2-inch elevator with a regular Z71. In addition, they take slide plates, the origin of the hill is controlled by a rear differential automatic lock, and 32-inch mud-type tires on 18-inch wheels. On both trim levels you can choose a 33-inch all-terrain tire with a 20-inch wheel, if desired. And for a bit of visual caution, trucks get black grills, bumpers and bright red waiting hooks. On the back fences are "trail boss" decals.
The list of changes, of course, is less extreme than what you will see on the Colorado ZR2, F-150 Raptor or Ram 2500 Power Wagon, but they still make the trail boss look solid. We took the example of LT Trail Boss, on the outer road of Bundy Hill from Jerome to Park, Michita, where the specific component of the boss of each trail can be used. The park is mountainous and heavily cultivated. All the way from the access roads to the solid paths is dirt, and the day I left, it was dull and wet. It was raining heavily before it reached my anchor, and the gate people were specially warning me not to come out of the big water puddles. They said they were probably parked in such a large and heavy truck. They also looked skeptical about the size of the truck. I see why, because most of the cars that actually roamed the park were bicycles, ATVs, side-by-side and jeeps. The bigger it was, the much older it was, and many were beaten. Usually more modified.
Removing the map of the park made it even clearer that I might not have chosen the ideal tool for the job. The Bundy Hill has a five-level trail, in addition to fairly open dirt service roads between the areas. The lowest level is “green”, which the park describes as acceptable for trucks that have a good plot of land. The second lowest “blue” trail is recommended for at least 31 inch tires, Megre lock, lock or limited drop differences. In addition, the recommendation of the Black, Red and Border paths is to achieve even more road equipment, to overcome overly steep hills and large boulders, to move cargo and damage the body. .
Updates to Trail Boss will only give it the green and the ability to comfortably navigate the main service routes. The suspension had great control over large swamps and swamps, which did not prevent us from crushing or stopping the ceiling. The tires were also welcome, allowing for great traction in muddy parts. In fact, we’ve never used a four-wheeled low-end use, and only once could we activate the automatic locking differential. And as a bonus, the screw hooks created a great place to attach a mandatory antenna flag. Of course, if we hadn't stopped being superfluous, they would have helped you to come out of the deep.
It’s worth noting that the trail boss has a limited path. The largest is simply its size. On Bundy Hill, there are narrow and steep paths of trees, the edges of which we could not see in Chevy for fear that I might fall somewhere or mix something up. And even though the protected plates are there to protect the undergrowth, there are hills that have a very steep brace to clean. As such, for serious off-road use, we recommend the Colorado ZR2 for its small size and even higher collection, for road exterior upgrades. If you live where there are fewer trees, or are mostly creeping along service routes, with fire trails and muddy fields, the trail boss itself is a wonderful occasion.
If you don’t do any of these on a regular basis, then you may want to skip the Trail Boss. Just as Trail Boss updates improve road performance, they reduce road comfort. The protracted suspended path makes it difficult to feel. Rough sidewalks and wheels cause it to ski and fly. Mud relief tires do not have a small force, requiring the driver to seriously review the brake zones and angle speeds. Darkened trains also produce low-noise sounds, both at low speeds and at full interstitial speeds, which quickly become tiring. Of course, not all all-terrain tires will improve both of these aspects, but you’ll still have a stronger ride compared to other Silverados (which itself is far from the softest truck).
There are a few more bright spots on the sidewalk. A hard stop means that the trail boss doesn’t go beyond the corner. Thanks to some reality, he felt almost sporty. The steering wheel is moderate, precise and sensitive, which is especially surprising considering the cold tires. The engine is nice, especially with a 10-speed automatic. Each mechanism simply melts into another, never interfering with the occupants inside. It’s not particularly fast, but forgiveness is amazing for smoothness. The transmission is mated to the 5.3-liter V8 standard on the LT Trail Boss, which produces 355 horsepower and 383 pound-feet of torque. It is smooth and provides adequate acceleration.
Overall, the Silverado Trail Boss is a niche, but if you’re a niche buyer, which version should you get? If you need off-road equipment on a budget, the basic custom trail is to get a model. It is most affordable with an initial façade of $ 41,095, allowing you to briefly perform a four-door cabin, a full-length bed and a 4.3-liter V6, which is 285 hp. And 305 lakes at torque. However, Chevy offers Custom optional engine upgrades: the aforementioned 5.3-liter V8 with an additional $ 1,395 or the 6.2-liter V8 (420 horsepower, 460 lb-ft) for $ 2,870, which is new for this year. We really want one of these, especially because it doesn't have a significant fuel economy. You can also get a long crew cabin with a shorter bed.
But if you are looking for comfort and convenience, you should switch to LT Trail Boss, because Custom Trail Boss does not come for many essential comforts, nor is it available for many options. Examples of features that are included on a custom trail that are not included or unavailable include sunflower, electric heater bucket seats, telescope steering wheel, dual zone automatic climate control, parking sensors and LED lighting. It’s all standard or optional LT. In addition to the standard 5.3-liter V8 and 10-speed automatic, the LT Trail Boss also gets a more advanced dynamic fuel management cylinder deactivation that can shut down any amount of cylinder to save fuel. An active fuel management system with its own 5.3-liter engine will only cut off half of the cylinders. Additional features and technology are appreciated as the LT Trail Boss starts at $ 50,095. It is only available with a long crew cabin and a short bed, but the 6.2-liter V8 is still available as an option.
Two trimmings, I think, will make the LT Trail Boss the most sensitive for most buyers. It is more efficient at 5.3 liters, here is more affordable equipment and you will get the same opportunities as a bare bone truck. This is a better choice to make and most buyers are likely to use it for transportation, towing and crossing, and hopefully going through the process. However, if you are looking for a off-road specialist, skip the trail altogether and check the Colorado ZR2, with an even more impressive suspension and a much more maneuverable size.