GMC Sierra 1500

SPECIFICATIONS

1. Four engines are offered, including a 4.3L V6, as well as 4.8, 5.3 and 6.2-liter V8s. 2. The 2WD XFE fuel efficiency package with a front spoiler, high rolling resistance tires and other features enables the Sierra to achieve 22 miles per gallon on the highway. 3. Denali models feature standard 20-inch wheels, four-wheel disc brakes and Z60 suspension with skid plates. 4. A leather wrapped steering wheel is available on all models, including the base Work Truck. 5. Sierra 1500 models start at $22,195 and top out at $45,460 for the Denali.

PREVIEW

As far as the full-size half-ton pickup market goes these days GMC’s Sierra 1500 and its Chevy twin the Silverado are amongst the segment’s elder statesmen. They’ve been around since the 2007 model year and while fresh at the time, today they’re perhaps starting to look a little dated, especially next to the likes of Ford’s F-150 and the Ram 1500.

Nevertheless, the T900 twins remain popular trucks and collectively outsell the Ford F-150 (though GM never groups sales figures together).

For 2013 little is new for the GMC Sierra, save for two new exterior colors (Sonoma Red Metallic and Heritage Blue Metallic) plus a powertrain braking feature that applies engine torque on downhill sections to reduce wear on the brakes when the transmission is placed in normal mode (previously it was operational only in tow/haul mode).

INTERIOR

Inside, the Sierra contains vestiges of old GM interiors. On our test victim, an SLE Crew Cab, the door panes and dash had a cheap, somewhat flimsy feel to them, with notable sharp edges on the instrument panel top cover and around the edges of the center console.

SLT and Denali trucks come with a luxury inspired interior, like that found in the Yukon and Yukon XL sport utilities. You get leather, wood trim and niceties such as built-in satellite navigation, MP3 compatible music player and USB connectivity, however, quality still seems to be wanting next to the likes of Ford’s F-150 Platinum or Ram’s Laramie trimmed trucks.

That said, out of all the full-size trucks we’ve tested, the GM machines still sport one of the most comfortable driving positions, with nicely laid out controls and an excellent steering wheel to seat relationship. The chairs themselves are flat and wide, yet provide a good amount of support that even after hours of driving doesn’t result in you wanting to stretch your back.

Standard in crew cab models is stadium rear seating, giving rear riders a higher seating position than the front chairs. The back 60/40 bench is also easily stowable, simply pull or push the bottom pad and up or down it goes, no fumbling for levers.

The optional console area is big and nicely laid out, with logically placed cup holders and a storage bin large enough to swallow most items required, whether for work or recreation, including file folders and even small drinks coolers.

                                   

UNDER THE HOOD

From the captain’s seat, outward visibility is good, with big wide mirrors, a fairly low cowl height and ample glass. In terms of powertrains, the hoary old, 195 horsepower 4.3-liter V6 isn’t really worth bothering with these days and even if your budget doesn’t stretch that far, the 302 hp, 4.8L V8, which delivers more torque (305 versus 260-lb-ft) is a far better engine. It’s smoother, sounds better and delivers comparable fuel economy (14/19 mpg city/highway, versus 15/20 for the V6).

The garden variety 5.3-liter V8, as fitted to our test example, is actually offered in two guises, one with a cast-iron block, the other with an aluminum unit. Both motors are rated at 315 horsepower and 335 lb-ft of torque as well as being E85-capable. Fuel economy is actually slightly better than the 4.8, with extra torque demanding less effort most of the time, aided by two extra gears. Expect to get around 14 miles per gallon in town and 21 on the open road. (The EPA rates both 2WD and 4WD versions equipped with this engine the same in terms of fuel economy numbers).

Top of the heap is a larger 6.2-liter unit offered in extended, crew cab and Denali trucks only. With 403 hp and 417 lb-ft of torque on tap, it’s got ample juice to get the job done and if you’re doing a lot of towing, this is the motor to go for, though fuel economy suffers, with around 13-mpg possible in the city and just 18-mpg on the highway, not helped by a 3.73:1 rear axle ratio.

In terms of acceleration, the pushrod V8s need a few revs to get them to come into their own, though under normal driving, especially at highway speeds or steady suburban running they feel satisfying. The six-speed automatic is one of the best transmissions offered in a full-size pickup, with superbly calibrated gearing and smooth cog swapping. That said, in Tow/Haul mode it feels a bit overtly aggressive, especially when descending steep grades, hunting gears and really boosting the engine revs to slow the truck and trailer combination. If you’re doing an extended drive while pulling a load behind, this can get rather tiresome, especially if you’re negotiating roads in places like the Smokey Mountains or the Rockies.