Chevy recently unveiled a press release showcasing a staggering 1,100 horsepower Chevy Silverado EV ZR2 race truck concept. This high-performance concept is designed to generate excitement for the upcoming 2026 Chevy Silverado EV Trail Boss – Chevrolet’s inaugural foray into the electric off-road vehicle market. However, despite the buzz, I remain unconvinced. The forthcoming, more rugged Silverado EV seems destined to highlight a persistent reality: electric off-road vehicles are still not quite ready for widespread adoption in 2025 and beyond.
Don’t mistake this for negativity. As a dedicated off-road enthusiast, I welcome every new capable vehicle to the market. In fact, my review of the Rivian R1T was overwhelmingly positive. I even found merits in driving the Cybertruck.
These vehicles captivated because of their novelty. But by 2026, when the Silverado EV Trail Boss debuts, the initial allure of electric pickup trucks will have faded. The novelty has already worn off, and evaluating these new electric vehicles with an objective perspective reveals a fundamental truth: they are not ideally suited to be exceptional off-roaders, at least not in their current iteration.
This isn’t a critique of the technical capabilities of electric vehicles in off-road scenarios. The instantaneous torque delivery and precise power modulation of an EV powertrain are undeniably advantageous off-road. The issue lies elsewhere: electric vehicles, as they currently stand, are not yet practical “great off-roaders” for the average consumer.
Consider the current landscape: in 2025, there isn’t a single electric off-road vehicle that could be considered remotely “affordable.” This isn’t an accident. Off-road driving inherently demands significant energy expenditure, a principle understood intuitively – it’s why a Ford Escape achieves better fuel economy than a more rugged Ford Bronco. Greater energy demand necessitates larger, more expensive batteries.
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Upon seeing Chevy’s announcement for the Silverado EV ZR2 and Trail Boss, my immediate thought revolved around the inevitable compromises, particularly in terms of pricing, that these off-road EVs will entail.
Chevy’s press release describes the Trail Boss as follows:
The Silverado ZR2 race truck concept’s reveal comes as Chevy prepares to launch this summer the 2026 Silverado EV Trail Boss, its first off-road oriented EV variant. Trail Boss is a more off-road capable Silverado EV with a factory-installed lift, 18-inch wheels, 35-inch all-terrain tires and red tow hooks. New Terrain Mode gives the truck increased maneuverability in tight spaces.
In the context of a gasoline-powered truck, such as the Chevy Colorado ZR2, these features – 35-inch tires, a lift kit, and potentially lockers – would be genuinely exciting. While these enhancements would compromise fuel efficiency, ride comfort, and handling, they are trade-offs many off-road enthusiasts willingly accept. However, in an EV, the fuel economy compromise translates into a critical range reduction, rendering the off-road hardware significantly less appealing, in my opinion.
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My previous article from last May exploring the limitations of EVs for serious towing shares a similar underlying principle: Vehicle Demand Energy. This refers to the energy required to propel a vehicle.
Towing heavy loads drastically increases Vehicle Demand Energy. In gasoline or diesel vehicles, extending range for towing simply requires a larger fuel tank – a relatively inexpensive and straightforward solution. However, in an EV, achieving comparable towing range necessitates significantly larger battery packs, adding tens of thousands of dollars to the cost and thousands of pounds to the vehicle’s weight.
Front three-quarter view of the Chevrolet Silverado Ev Trail Boss and Silverado EV ZR2 race truck concept navigating an off-road trail, demonstrating the intended off-road capabilities of the electric trucks.
The advantage of a pickup truck, even an EV pickup truck, is its potential for reasonable efficiency when not towing. An electric pickup could still function adequately as a daily driver, even if its towing capabilities are compromised by energy demand. But what happens when a pickup truck, like the Chevrolet Silverado EV Trail Boss, experiences increased energy demand even when not towing, due to off-road modifications?
By equipping the Silverado EV with off-road enhancements like 35-inch tires and a factory lift kit, Chevrolet is inherently sacrificing the vehicle’s range. These modifications increase aerodynamic drag and rolling resistance, directly impacting energy consumption. Air suspension, while offering some mitigation by allowing for height adjustments, is not a cheap solution and even with it, the larger, all-terrain tires will still noticeably reduce range.
Front three-quarter studio shot of the Chevrolet Silverado EV Trail Boss in Habanero Orange and the Silverado EV ZR2 race truck concept, highlighting the visual differences between the production-oriented Trail Boss and the race concept.
Current Chevrolet Silverado EV models offer ranges between 282 and 492 miles. The latter figure, while seemingly impressive, is a direct result of a massive 205 kWh battery pack. The vehicle’s energy efficiency, around 50 kWh per 100 miles, lags behind competitors like the Rivian R1T (which is admittedly a smaller vehicle). The 282-mile Silverado EV utilizes a 119 kWh battery, and the approximately 400-mile version employs a 170 kWh battery for those interested in the specifics.
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The consequence of these large battery packs is elevated cost and substantial weight. Unless opting for the base WT “Work Truck” model aimed at fleet operators, a Chevrolet Silverado EV will cost upwards of $75,000. While an off-road variant like the Trail Boss might appear appealing and offer some off-road fun, it essentially becomes a more expensive version of an already pricey truck, but with diminished range. Considering the Silverado EV’s existing price point and range sensitivity, compromising further in these areas for moderate off-road capability seems questionable.
The term “moderate” is used intentionally. A visual assessment of the Silverado EV Trail Boss suggests it will be far from an off-road “beast.” The vehicle’s undercarriage appears bulky, the front overhang seems low, and with an estimated weight around 9,000 pounds, it’s likely to struggle in loose terrain and present significant challenges during recovery if stuck.
Back in August, Lucid’s former CEO, Peter Rawlinson, stated that creating an affordable EV pickup truck without a combustion engine range extender is “not possible.” To achieve competitive towing range, an EV truck necessitates an excessively heavy and expensive battery pack.
The same principle applies to off-road capability. Building a capable off-roader with optimal geometry (short overhangs, minimal belly), robust underbody protection (adding weight), and aggressive tires (large all-terrains or mud-terrains) requires significant compromises in Vehicle Demand Energy. This, in turn, necessitates an enormous battery to maintain a reasonable range.
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The Rivian R1S boasts a 410-mile range, achieved with a substantial 141.5 kWh battery. And even that vehicle does not come standard with aggressive all-terrain tires. Furthermore, its price tag exceeds $90,000.
The reality is that in 2025, EVs are simply not yet positioned to be both good and affordable off-road vehicles. However, a clear solution exists: the range extender.
Integrating a small gasoline range extender enables the incorporation of large 35-inch tires and comprehensive skid plates without drastically compromising range in demanding driving scenarios like road trips. This edge-case range anxiety is a significant factor in vehicle purchasing decisions, whether rationally justified or not. Instead of requiring a 200 kWh battery to achieve a 350-mile range in an off-road vehicle, a more practical approach involves an 80 kWh battery providing 140 miles of electric range for daily driving, supplemented by a range extender for extended journeys.
This strategy yields substantial cost savings – potentially $17,000 in battery costs reduced, offset by perhaps $7,000 for the range extender, resulting in a conservative net saving of $10,000. It also significantly reduces curb weight by at least 1,000 pounds.
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Range extenders represent the most viable path to making electric off-road vehicles accessible to a broader audience in the near future. The new Chevrolet Silverado EV Trail Boss, lacking a range extender, will likely be an expensive, heavy vehicle with only moderate range and off-road prowess. While it may offer an enjoyable driving experience, the high price and charging considerations will likely detract from its overall appeal.
