It’s a simple numbers game. Here’s a look at how market share for half-ton pickups has changed over time.

And here’s a look at sales volume by brand. Forget all the jingoistic, chest-thumping ads at halftime: There isn’t a champion, because everybody is winning. Over the past five years, the U.S. full-sized pickup market has grown by 45 percent.

From that perspective, the new Silverado doesn’t have to be the best pickup. It just has to be good enough to get its share of newbies. This is why the rig comes in eight trims, with a Texas-sized price range. Starting around $29,000, it can run as high as a down payment on the house: Check all the boxes on the build sheet, and the price of a Silverado will stretch north of $70,000.

“We’ve got a truck for everybody,” Silverado marketing chief Hugh Milne said. Every version can be kitted out with an off-road package, including skid plates, a heavy-duty air filter and stronger shocks.

This year, Team Silverado spent much of its time buffing the High Country, which sits at the top of that range. The idea was to steer it out of ranch territory, a little farther into the Escalade neighborhood. “I would call it understated luxury,” Milne explained. “In that space, you usually either have a whole bunch of chrome or a cowboy look, so we’re filling a void there.”

The new Silverado is also two inches longer—space allocated for backseat leg-room—and quite a bit more handsome. Chevrolet scrapped the rectangular stamp of the truck’s wheel-wells in favor of a sinuous line that slashes from headlight through the door panel. It gives the squared-jaw face a high cheekbone and whoever is responsible for it deserves a raise, Mary Barra.

There are six engines to choose among, the smallest of which is more than capable. Goosing it from 10 mph to 75 mph along a New Jersey on ramp, the truck felt as eager as a small crossover. Once up to speed, Chevrolet engine wizards start working their mileage magic. The new Silverado is among the first vehicles to have GM’s new “Dynamic Skip Fire” system, which essentially shuts down cylinders that aren’t needed. Coasting downhill on an interstate, only two Silverado spark-plugs will be firing. A more aerodynamic windshield should also help out at the gas station, too.

Inside are plenty of cubbies to store farmer’s market produce, including two behind the rear seats. Meanwhile, the center console and dash offer about six places to nest a super-sized smartphone. In 2019, iPhone trays are the new cupholders. And the Wi-Fi is quick and reliable, which has become a GM trademark.

So yes, the Silverado does the city well. But how does it handle the back forty?

If anything, a little too well. Deep inside a gnarly mud pen at New York’s Monticello Raceway, Chevy strategy reveals a major flaw: Its best-selling vehicle is overbuilt. Maybe one out of 100 Silverado customers will require this level of off-road chops, but still. In the stickiest, swampiest spots, the wheels spun helplessly for a few seconds before—thunk—the rear differential locked and the truck crawled off like a minivan headed to Costco.