2024 Chevrolet Silverado 2500 HD Z71 & 2024 Kia Seltos

Hi, I'm John Davis and this is MotorWeek !

It's off to work in the updated Chevrolet Silverado 2500 HD, followed by what you really need to know about jumpstarting.

We'll go "Over the Edge" to see how luxury brands reach their target clientele, and bring it all home in the latest Kia Seltos.

So come drive with us, next!

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JOHN: Pickup trucks may have started out as simple tools to get work done, but they've become much more of a personal choice.

So even if they're not moving equipment to the job site, chances are they're still doing some pretty hard work and play.

Well the Chevrolet Silverado HD lineup is updated for '24, so let's get to work giving you the details.

♪♪ When you're talking updates to Heavy Duty pickups, you're usually boasting about bigger power and higher tow ratings; but the truth is, all those numbers have gotten out of control lately, and not too many people actually come close to maximizing their truck's towing or hauling abilities.

So, rather than simply focusing on bigger numbers, the 2024 Chevrolet Silverado HD lineup showcases improvements that will make your workday easier and your days off more enjoyable.

Starting with the towing experience, improved tech includes Adaptive Cruise control that takes the weight of your trailer into account, Enhanced Transparent Trailer which allows you to now virtually "see through" gooseneck and 5th wheel trailers, enhanced Blind Zone Alert that recognizes your overall length with trailer, and updated alerts that let you know if you're hauling or towing above the Gross Combined Weight Rating.

Heavy Duty buyers can also now tap into Chevrolet's ZR2 off road goodness with beefed up suspensions, higher ground clearance, and 35-inch mud-terrain tires.

Our tester is an LT, which is the start of where things transition from basic work truck to pleasure cruiser, with available niceties such as carpeted floor, wood trim, and push to start.

While diesel power is still king in the Heavy Duty world, not everyone wants to clatter their way to the job site or search for diesel fuel pumps when on vacation with the family.

The standard 6.6-liter gasoline V8 engine does carry over with 401-horsepower and 464 pound-feet of torque, but it now gets the same Allison 10-speed automatic transmission as the Duramax diesel, replacing its previous 6-speed.

Smaller steps in gearing mean less wear and tear on the engine, as well as keeping it at its peak power longer; not to mention more options for staying off the brakes when going downhill.

The available 6.6-liter Duramax V8 Turbo Diesel does get a boost in output from 445 to 470-horsepower and 910 to 975 pound-feet of stump pulling torque.

Climbing inside, LT and above now get a 13.4-inch touchscreen infotainment display, you know, for productivity.

And lots of knobs remain, because who wants to go menu diving just to make simple adjustments?

So the dash obviously gets an overhaul to house that screen, along with a more substantial covering for a new 12.3-inch digital driver display.

What most people still call a center console, Chevy now calls the command center, which features an easier to use wireless phone charging slot, and widely spaced side-by-side cupholders to eliminate those awkward moments when you and your passenger reach for your ginormous coffee mugs at the same time.

Other usability enhancers include steps built into the rear bumper as well as just behind the rear doors for bed access, big tow-friendly side mirrors, and front recovery hooks; plus, AC power in the bed, along with 5th wheel prep, and feature-packed tailgate.

Unlike in lesser trucks where cab configurations are becoming fewer and fewer, here in the Heavy Duty ranks you can still get Regular, Double, and Crew Cabs.

Regular cabs come exclusively with an 8-foot bed, while Double and Crew Cabs can get the 8-footer or a 61/2-foot bed.

If you want big-rig style dual rear wheels, you'll have to step up to the 3500, where you'll also find the max 36,000-pounds towing capacity; our 2500 Crew Cab is rated for 16,000-pounds conventional, 18,400 for gooseneck or 5th wheel.

But even this 2500 is really a lot of truck to drive around, requiring extra care around other vehicles, and planning ahead as to where you're parking it.

We're not sure why you'd want to daily drive a rig this large unless you really do need it to perform big tasks that are just too much for a 1500 to handle.

Heavy Duty trucks do not get official Government Fuel Economy Ratings, but we averaged just 13.1 miles-per-gallon of Regular gas.

As you can imagine, there's a wide array of prices ranging from a basic 2-wheel drive Work Truck at $46,395 to top 4-wheel-drive High Country which starts at $73,995.

Our well-equipped 4WD LT with the Z71 off-road package is a fairly typical setup that comes in just under $65,000.

While GM certainly hasn't called a cease fire in the Heavy-Duty truck wars, they have focused their updates of this 2024 Chevrolet Silverado HD on things that are much more important than numbers.

Though in making everyday usability better, they have indeed made it more capable too.

♪♪ JOHN: When you hear the term "automotive marketing," you probably think of funny Super Bowl commercials, big magazine spreads, and those jazzy Internet ads.

But those are just some of the many ways that car makers spend money to make money these days, and this week our "Over the Edge" guy Greg Carloss follows that money to some not-so obvious places.

♪ ♪ GREG CARLOSS: If you go to a sporting event, you'll hear phrases like, "The official car of this" or "The official truck of that."

But if you're like me, you may be wondering why does a non-motorsport event need an official vehicle?

Well, to find out, I'm in California on my way down to America's biggest golf tournament...in a Lexus.

The official partner of the U.S. Open.

Full disclosure.

Not only do I love to drive cars, I love to drive golf balls, too.

So, when Lexus invited me to spend a week doing both, I figured it was a good way to get an answer to my automotive marketing questions and potentially for my slice.

But before heading to the West Coast, I galloped on down to Baltimore for another long-running American sporting icon.

Apparently, horses have gotten over being replaced by the automobile because Jeep's Wagoneer brand served as the official vehicle sponsor of the 148th Preakness Stakes.

JIM MORRISON: You know, the main benefit of this event was really being there.

You know, one of the best things about this vehicle is the interior and the presence that it has.

You know, they can see some of that in an ad, but man, to be able to do that firsthand, you know, right there when they're in their glory moments at the Preakness, it was a great connection with our customers.

GREG: As Jeep's luxury sub brand, they had to go where the people who can afford their SUVs go.

Lexus must also go where the luxury automobile buyer goes, which is why it became the United States Golf Association's first automotive partner back in 2007.

KELSEY SOULE: The Lexus footprint at the U.S. Open includes a number of different activations and several touch points for our customers and the guests at the U.S. Open to see Lexus at every turn.

GREG: Front and center at L.A. Country Club is the Lexus Electrified Experience.

Inside this tent, fans can get a picture with the U.S. Open trophy, try out the interactive putting green and even get their swing analyzed.

All while two of the latest electrified Lexus vehicles sit prominently on display.

KELSEY: Throughout the course guests will see Lexus vehicles displayed with, uh, spec sheets that tell them about the vehicles and then also we give Lexus vehicles to all the players and VIP members throughout the week to use at their leisure.

GREG: Of course, Lexus isn't the only luxury brand lending out hundreds of courtesy vehicles to golfers.

Mercedes-Benz partners with The Masters, while BMW and Genesis each have their own eponymous tournaments.

But the luxury buyer expects more from a car than space to carry golf clubs.

KELSEY: The Luxury automotive buyer has a higher standard when it comes to vehicles and the materials that we use to make them, the intuitive technology that we put in them, the performance and the overall status of the vehicle that they're buying.

GREG: They also have a higher standard for travel and leisure.

Turns out, Lexus is there too.

KELSEY: So, our luxury hotel partnership program allows us to continue to be in spaces where our customers are staying, where they're taking vacations, bringing their families.

It allows us to give them more exposure to our vehicles through shuttles and complementary vehicles.

We are a partner at Pebble Beach Resorts at the Lodge at Pebble Beach.

So, when guests come to golf, they're gonna put their golf bag in the back of an LX or a GX and they'll have LC 500s out front, so it's just continued awareness for our customers in these luxury spaces.

GREG: As an honorary guest in these luxury spaces, I was able to find the answer to my original question.

As for my golf game, I think I need to try some other spaces.

JOHN: If your car won't start, it just might be a dead battery.

A simple jump start can get you back on the road in a pinch, but as our "Your Drive" expert Logan McCombs is about to show us, there's a little bit of nuance to this age-old trick.

♪♪ LOGAN MCCOMBS: If you find yourself stuck with a dead or discharged battery in your car, here are a few things you should know.

If you use jumper cables incorrectly, you can create a voltage spike that can fry the electronics in both vehicles.

Jump-starting with a jumper pack like this is a better alternative.

The battery inside the jumper pack provides the boost to the dead battery at a safe voltage.

First, turn off all lights and electronic accessories in the dead vehicle.

Then connect the positive or red clamp to the positive battery post and the negative or black clamp to the negative battery post.

Then try starting the vehicle.

The jump pack may need to cool down for a few minutes between tries.

You need a minimum of 225 cranking amps to start a four-cylinder engine, and closer to 400 for a V8, so check the rating and buy the pack that has enough cranking amps, not peak amps.

Remember, jump packs require regular recharging.

You can't charge a pack and throw it in your trunk for six months and expect it to work when you need it.

Jumper cables are still safe to use on most cars.

If you're not sure about yours, check your owner's manual.

The cables should be 4-gauge wire or bigger, with adequate insulation and clean metal clamps.

Cheap cables will get very hot and damaged cables can shock you.

It's important to make sure that the metal ends of the jumper cables do not touch each other or any other metal surfaces on the car until they are connected correctly, and that they don't rest on any moving parts of the engine.

Hook the cables up in this full-circle sequence to help avoid that dreaded voltage spike: One red clamp to the positive terminal on the dead battery, just remember "Red to Dead."

Then hook up the other red end up to the good battery positive terminal.

Next, clamp the black cable to the good battery's negative terminal and finally the last black clamp to an unpainted metal engine part or chassis grounding point on the disabled car.

Start the good car, rev the engine lightly for a few minutes, then try to start the disabled vehicle.

If you carry a jump box or jumper cables in your car and know how to use them properly, a dead battery need not leave you stranded.

And if you have a questions or comments, reach out to us right here at MotorWeek!

♪♪ GREG: "New year, new me" may apply to some, but we're glad things are mostly staying the same with our 2023 Mitsubishi Outlander PHEV long-termer.

We've commented time and time again on just how great the Plug-In Hybrid system is, and it still receives top marks.

Although, we have seen a drop in fuel efficiency of almost a full mile-per, now down to an even 30 MPG.

We attribute that to longer drives with no plugging in, and colder weather requiring the 2.4-liter inline-4 to run more.

Consider it our New Year's Resolution to get that number back up.

We've also spoken at length about how comfortable the interior is; but we haven't mentioned much regarding utility.

To that point, the Outlander PHEV has also received high praise.

One great example is cargo capacity.

When you're not hauling seven people around, the rearmost row can be folded down for 30.8 cubic-feet of flat storage.

That can be doubled to 64.7 cubic-feet with the second row down.

These are good numbers on their own; and impressively, they're essentially unchanged from the non-PHEV Outlander.

So, if you commonly bank on the "utility" part of your "Sport Utility Vehicle," the Outlander PHEV shows you can still fit hybrid efficiency into your life.

While it's nice that this Outlander PHEV can DC fast charge, the real highlight is that we're getting a full charge overnight on our standard 110-volt outlets, which means taking full advantage of the 38 miles of all-electric range doesn't require the sometimes-pricey purchase and installation of an at-home level 2 charger.

We've managed to post almost 17,000 of our own miles on the odometer.

We'll keep racking them up, but they will be split between two new utility additions to our long term fleet: this 2024 Volkswagen Tiguan and this 2024 Mazda CX-50.

We'll have more on them and our 2023 Acura Integra on the next MotorWeek Long Term Road Test update!

JOHN: Let's throttle up and buckle up for a brand-new Quick Spin!

♪♪ JESSICA RAY: The eighth generation BMW 5 Series officially launched in October for global markets; and shortly after, we found ourselves bound to BMW's plant in Spartanburg, South Carolina, for some on-road and on-track seat time.

Appearances alone suggest the new "5" isn't an entirely new experience.

But, this four-door sedan does grow 3.4-inches in length and 1.3-inches in width.

And, there's plenty more new than meets the eye, including the first-ever all-electric 5 Series.

Branded as the "i5," it comes in two flavors: The eDrive40 uses a single rear-mounted motor for 335 horsepower, whereas the M60 xDrive uses motors mounted front and rear for a total 593 horsepower.

An 81.2kWh battery powers both, allowing the rear-drive model to travel up to 295 miles; all-wheel drive, 256 miles.

On the internal-combustion side, standard is a 255 horsepower 2.0-liter turbo-four, found in the rear-drive 530i, available with xDrive all-wheel drive.

The 540i packs a 375-horsepower 3.0-liter turbo inline-six, xDrive-only.

You might think switching from gas to electric would completely change the 5 Series Ultimate Driving Machine feel.

But, that isn't the case.

Coming from the gas powered 530i to this i5, they feel very similar.

And I felt that way about the i4 and the gas powered 4 Series.

The driving experience translates very well.

It's comfortable, it's still agile, it's quiet, and it just has that... BMW feel to it.

Regardless of which chain reaction makes it go, all 5 Series boast a refined interior with loads of new tech, including BMW's Curved Display.

The 2024 BMW 5 Series starts just under $60,000, while the i5 starts around $68,000.

The i5 M60 sits at the top, commanding about $85K.

Interested buyers can check one out at their local dealership now.

And we'll have more Quick Spins, soon!

JOHN: When the Kia Seltos arrived for 2021, it not only had to stand out in an incredibly crowded small crossover segment, but find its place in Kia's already extensive SUV lineup.

It did quite well at that, but there's always room for improvement.

So, Kia hopes a thorough updating for '24 will help the Seltos grab even more attention.

♪♪ In the intensely competitive small crossover segment, it seems the best strategy to stay near the top of the SUV buyers' shopping lists is to keep things fresh.

So, Kia has extended the "Best by" date of this 2024 Kia Seltos with a healthy sprinkling of automotive-style preservatives.

Freshness in the car world usually refers to styling and technology updates, and the exterior of this 1st generation Seltos does indeed get the typical mid-cycle fascia redo; the front featuring a grille that's both taller and wider, a more defined bumper, and updated lighting.

Similar bumper and lighting treatments have been applied to the rear as well, and there are four new wheel designs to choose from, in either 17 or 18 inches.

On the tech front, the dash has been re-designed in order to make room for Kia's panoramic, dual screen display which is now standard.

No more hooded analog gauges either, driver info is now from a 4.2 inch digital instrument cluster, which is paired with an 8.0 inch center touchscreen.

But the prime choice is this upgraded setup with 10 and a quarter inch screens for both; it comes in all but base LX models.

Underneath the central air vents is a new control panel for climate and radio, and the center console is redone dramatically, both with new controls and an electronic parking brake replacing the old school pull handle in our SX trimmed tester.

SX also adds Bose premium audio, sport steering wheel, and upgraded safety features.

And things don't stop there as SX Turbos gain a peppier 1.6 liter 4-cylinder with 20 additional horsepower over last year, now rated at 195 horsepower and 195 pound-feet of torque.

Transmission also changes from 7-speed DCT to 8-speed automatic.

Normally, we'd say that's a step backwards, but that 7-speed was often clunky, and this smooth operating 8-speed goes a long way towards delivering a much more refined driving experience.

Standard engine remains a naturally aspirated 2.0 liter I4 which carries over unchanged at 146 horsepower; all-wheel-drive is standard with the turbo, and available with the 2.0 liter.

As much as we love the more refined feel that the new 8-speed provides, it didn't do us any favors at the test track, where the 7.6 second 0-60 sprint was actually a tenth slower than we hit in 2021.

It was sluggish off the line no matter what we tried.

But, once down the track power delivery rises to decent.

Our best quarter-mile run was 16.0 seconds flat at 89 miles per hour.

Handling on the other hand, was downright entertaining.

There was minimal body roll, with the ability to find either understeer or oversteer depending on how aggressive we were with inputs.

Braking performance was quite good as well; consistent stops from 60 of just 111 feet, with good pedal feel and very little ABS pulsing.

Away from the track, the ride is quite composed, with a quieter cabin than most small crossovers.

Storage space is quite good too; 26.6 cubic-feet in the cargo bay, expanding to 62.8 cubic-feet with the rear seatbacks folded.

Government Fuel Economy Ratings for the turbo AWD are 25-City, 27-Highway, and 26-Combined, a number we agree with.

Pricing starts most reasonably with LX trim at $25,715, then passes through S, EX, and X-Line to arrive at SX, which starts at $31,315.

All-wheel-drive is $1,500, $2,200, or included, depending on trim.

The 2024 Kia Seltos is yet another Kia that bills to impress for its price.

Better tech, improved style, more power; all added to a vehicle that was quite appealing to begin with.

But the icing on the cake here is that the Seltos now behaves like a much more refined and expensive utility.

We find that remarkable for a vehicle still in its first generation, and something we don't typically see in small crossovers where standard procedure is attracting buyers with a low price, and not necessarily a great experience.

With the new Seltos, Kia delivers both.

Well, that's our show, I hope you enjoyed it.

Now for more MotorWeek , including daily news updates, podcasts, and even complete episodes, cruise on over to PBS.ORG/MOTORWEEK.

And I hope you'll join us next time, when we check out the stellar updates made to the Land Rover Velar, then ride high in two over-the-top pickups from the General.

Until then, I'm John Davis.

We'll see you right here on MotorWeek !

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TireRack.Com is proud to support MotorWeek !

First, there was the wheel.

Then, the tire.

"We'll call it TireRack."

Forty years later, we're not slowing down.

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