I, for one, would have been saddened if GMC got the boot in 2009 when General Motors restructured its brand portfolio. It would’ve
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| Photo: Trevor Hofmann, Canadian Auto Press |
been understandable being that some models in the truck and SUV brand’s lineup are very similar in design and purpose to models sold under Chevrolet’s bowtie badge, such as this Sierra 1500 that’s often referred to as the fraternal twin of Chevy’s Silverado, but to my eyes the GMC version has almost always been the better looking of the two.
Such was the case with the 2014 redesign that saw both trucks completely reworked from the ground up. The new truck was made stronger and tougher yet more refined looking, not to mention a lot more refined inside, and the result has been nothing less than unanimous praise by professional scribes like yours truly along with kudos from the model’s hundreds of thousands of devotees.
That interior is a real piece of work, and I mean that in a most positive way. The 2014 Sierra left behind one of the least appealing cabins in the half-ton segment for
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| Photo: Trevor Hofmann, Canadian Auto Press |
one of the best, leaving the two imports in the class very far behind while now rubbing shoulders with Ford’s redesigned F-150 and even Ram’s impressive 1500 interior. The new Sierra’s design and execution are excellent, especially noticeable in my tester’s mid-grade SLE trim.
As you may already know, the Sierra 1500 can also be had in base and near top-line SLT trim as well as top-tier Denali guise, the latter qualifying it for premium pickup truck status amongst the contractor and cowboy crowd (and cowgirls too). You can dress up the SLT with leather and other premium touches if its understated styling is more to your liking and slightly less expensive so-equipped pricing more acceptable to your budget, but I happen to like the way GMC kitted out this particular SLE model.
Forgoing
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| Photo: Trevor Hofmann, Canadian Auto Press |
the base model’s rubberized flooring and more minimalistic dash layout, the SLE gets premium-level soft-touch surfaces on the front door uppers where elbows often rest and door panel inserts where sound absorption is critical, plus the expected padded armrests on the doors and overtop the centre storage bin. Soft synthetic surfacing improves the look and sound-absorptive qualities of the dash top too, wrapping right down to the lower instrument panel as well as over the two glove box doors, which as you may have guessed doesn’t happen in base trim. Also impressive, GMC has stitched together all the soft leather-like surfaces with attractive off-white thread that matches the same treatment on the leather-wrapped steering wheel and optional leatherette-bolstered bucket seats. The seats get attractive fabric inserts too, more comfortable than leather during extremely cold and hot conditions. Additionally, a nice woven headliner material adds to the truck’s upscale ambiance.
Additionally,
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| Photo: Trevor Hofmann, Canadian Auto Press |
an impressive assortment of high-resolution electronic interfaces adds to the Sierra SLE’s premium-like air. I found the eight-inch full-colour high-resolution IntelliLink touchscreen infotainment system especially user-friendly, the graphics superb, and standard OnStar 4G LTE with Wi-Fi hotspot capability a real bonus, while the optional Bose audio upgrade, building on the standard AM/FM/CD/MP3 display audio system, made some of my favourite tunes sound fabulous. Steering wheel controls are always appreciated when searching through stations, especially with myriad talk and musical options on the satellite radio-equipped Sierra. While flicking my way to Lithium, a personal favourite, I couldn’t help but stop at 70s on 7 for a moment, as The Eagles’ Take it Easy seemed ideal for this truck. Reaching back to the past sent me over to a local classic rock station on the FM dial where Canadian rockers The Tragically Hip kicked it up a notch.
If
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| Photo: Trevor Hofmann, Canadian Auto Press |
you’d rather play what’s on your smartphone or iPod you’ll be happy that Bluetooth streaming audio is standard in the SLE, or if hardwiring your device works better for you you’ll appreciate the Sierra SLE’s unprecedented row of three USB slots clustered under the leftmost flip-up lid at the base of the centre stack, while two more can be found under the centre armrest where there’s also an SD card slot and aux plug, all combining for a level of wired connectivity unmatched in the industry. Back on the centre stack, two accessory chargers and an optional 110-volt three-prong plug allow as many charging options as you’ll likely ever need. A graphic navigation system with mapping capability can be integrated into the infotainment display too, but the standard OnStar system I mentioned earlier is free for six months, including its Directions
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| Photo: Trevor Hofmann, Canadian Auto Press |
& Connections Plan with Turn-by-Turn Navigation plus OnStar RemoteLink.
Above the row of ports and plug-ins, and then on top of a row of secondary toggles squeezed in between for actuating the optional power adjustable pedals, dual LED lights for the cargo box, rear parking sonar, and grade control, sits GM’s superb dual-zone automatic climate control system, one of the nicest designs in the segment and as user-friendly as any. I especially like how the digital temperature settings are displayed within the rubber-rimmed right and left rotating knobs, an efficiently packaged setup that looks great.
Speaking of great looking, the Sierra SLE’s primary gauge cluster suits the truck perfectly, featuring two flat-bottomed dials for the tachometer and speedometer plus four similarly-shaped albeit smaller gauges above for engine temperature, oil pressure, voltmeter and fuel. Its red and white on black colour scheme complements
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| Photo: Trevor Hofmann, Canadian Auto Press |
the SLE’s sporty interior, while the 4.2-inch high-resolution full-colour multi-information screen set amongst the dials was simple to use and fully featured with access to driver personalization features, oil life monitoring, tire pressure monitoring, warning messages, and advanced vehicle information.
GM still makes the best seat heaters in the business as they not only warm the lower front cushions via three temperature settings, but also the backrests, these available with the optional bucket seat upgrade that can be had separately or as part of the SLE-specified All Terrain Package. Additional All Terrain Package equipment includes a 10-way power-adjustable driver’s seat and six-way front passenger seat with power recliners and lumbar support, an auto-dimming rearview mirror, carpeted floor mats, rear parking sonar, halogen projector headlamps
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| Photo: Trevor Hofmann, Canadian Auto Press |
with LED signature lighting, fog lamps, chrome bodyside mouldings, chrome mirror caps, chrome door handles, upgraded alloy wheels, underbody shielding for the transfer case, the Z71 Off-Road suspension with Rancho shocks and a trailering package. The All Terrain Package normally comes with colour-keyed bumpers front and rear, the back bumper incorporating GM’s innovative CornerSteps for easy access to the cargo box while the tailgate is down, but the person who optioned out my tester chose the All Terrain Chrome Bumper Package for a more traditional pickup truck look. In addition to the CornerSteps, GMC also offers retractable assist steps for accessing the cargo box from the side, while my tester also featured a nice set of rectangular chromed side steps for easy access to the cab.
By the way, when you opt for the bucket seats, which replace the standard 40/20/40-split
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| Photo: Trevor Hofmann, Canadian Auto Press |
bench with a fold-down centre armrest, you also get a nice big centre console with removable cupholders and storage galore. There’s even a special spot for your phone, plus power cord management and hanging file folder capability. And now that we’re talking seats and storage, the Crew Cab’s standard rear bench is split in a 60/40 configuration while a handy underseat storage system can be added. I’ve had this in previous testers and it’s a useful upgrade that’s accessible when you flip the bottom seat cushions upward against the cab wall. Alternatively, the standard Crew Cab setup leaves ample stowage space for keeping larger items safe, secure and dry when the rear seats aren’t in use.
Before I delve into the many option packages and standalone extras available with the
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| Photo: Trevor Hofmann, Canadian Auto Press |
Sierra SLE Crew Cab I should probably review some of this model’s standard features. The list is extremely long as you might have guessed, but some of the highlights not already mentioned include a chrome grille surround, halogen projector headlamps, daytime running lamps with automatic lamp control, body-colour mouldings, body-colour mirror housings and body-colour door handles, black wheel arch mouldings (body-colour are optional), wheelhouse liners, and 17-inch bright machined aluminum wheels on 255/70R17 all-season tires, although my tester was fitted with a gorgeous set of 20-inch bright machined alloy rims with grey painted accents on 275/55R20 all-terrain rubber. Additional standard features include solar absorbing tinted glass up
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| Photo: Trevor Hofmann, Canadian Auto Press |
front, deep tinted glass around the back, an EZ-Lift and Lower locking tailgate, four moveable cargo box tie-downs, recovery hooks front and back, a full-size spare tire underneath the cargo bed, manual folding powered and heated side mirrors with an integrated driver’s side spotter mirror, a tilt-adjustable leather-wrapped multifunction steering wheel, cruise control, Bluetooth hands-free phone connectivity, powered windows with express up/down for the driver and express down for all others, illuminated vanity mirrors, and six-speaker audio accessible via the aforementioned infotainment system that also features Pandora internet radio, a backup camera, and voice activation.
SLE trim can be had in Regular Cab, Double Cab or my tester’s Crew Cab body style, with 5-foot-7 short box, 6-foot-5/6 standard box, or 8-foot long box functionality, rear-wheel drive or four-wheel drive, or with the standard 4.3-litre EcoTec
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| Photo: Trevor Hofmann, Canadian Auto Press |
V6 featuring direct-injection, variable valve timing and GM’s Active Fuel Management cylinder deactivation system, good for a responsive 285 horsepower and 305 lb-ft of torque and impressive fuel economy rating of 13.4 L/100km in the city, 9.9 on the highway and 11.9 combined in 2WD or 14.1 city, 10.6 highway, or 12.5 combined with the part-time 4×4 system.
My Sierra 1500 Crew Cab SLE 4×4 came with the model’s optional 5.3-litre EcoTec V8, also boasting direct-injection, variable valve timing and cylinder deactivation, plus FlexFuel capability that can allow for cleaner driving when traveling through the U.S. The engine produces a robust 355 horsepower and 383 lb-ft of torque, and includes an auxiliary external transmission oil cooler for keeping the powertrain chilled while towing. The V8 is surprisingly fuel-efficient at an estimated
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| Photo: Trevor Hofmann, Canadian Auto Press |
14.6 L/100km city, 10.3 highway and 12.7 combined in 2WD or 14.9 city, 10.7 highway or 13.0 combined in 4WD guise.
Heavy loads in mind, GM’s 420 horsepower 6.2-litre EcoTec V8 with 460 lb-ft of torque can only be had in SLT trim and above, which also relegates its state-of-the-art eight-speed automatic transmission to trims above the SLE. The standard six-speed automatic is very good, however, providing quick, smooth shifts and proven reliability, plus Tow/Haul mode, Cruise Grade Braking and Powertrain Grade Braking.
Ride comfort and handling prowess have long been GMC selling points, and the latest Sierra only improves on past strengths. It rides on an independent front suspension
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| Photo: Trevor Hofmann, Canadian Auto Press |
with coil springs mated up to a solid live axle setup on two-stage multi-leaf springs in the rear, a classic chassis configuration that should please pickup truck traditionalists that are put off by the Ram 1500’s four-wheel coil spring setup. The rack-and-pinion steering system is boosted electrically, providing less drag on the engine and doing an admirable job of delivering reasonably direct response through the corners. GMC makes sure the Sierra is just as maneuverable in slippery situations as when it’s dry by including StabiliTrak electronic stability control system with Proactive Roll Avoidance as well as traction control, while electronic Trailer Sway Control and Hill Start Assist round out the standard active safety features. Passive safety equipment includes all the usual airbags, plus the pleasantly surprising
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| Photo: Trevor Hofmann, Canadian Auto Press |
inclusion of premium-level seat-mounted side-impact airbags for the rear outboard seating positions.
Switchgear to engage the two-speed Autotrac 4×4 system’s transfer case can be found to the left of the steering column just above an identically shaped and sized rotary knob for controlling the headlights, the former allowing easy actuation of two-wheel drive, Auto, four-wheel drive high or four-wheel drive low modes. I didn’t take this particular truck off-roading, although by previous experience have found Sierra 4x4s excellent when pavement ends and trail begins, or for that matter complete lack of trail, and as mentioned my test truck came with the All-Terrain Package, a $2,980 option when configured on my tester incidentally, so its capabilities only increase over the base Crew Cab SLE 4×4.
Pricing
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| Photo: Trevor Hofmann, Canadian Auto Press |
in mind, my tester’s V8 engine upped its window sticker by $1,125 while those 20-inch alloys I spoke of earlier added a very reasonable $770 to the bill, plus $250 for the larger tires. Some extras not yet covered include an engine block heater at $100; an integrated trailer brake controller at $300; a $1,095 SLE Convenience Package that includes the aforementioned power adjustable pedals and rear park assist plus a sliding rear window with a defogger; and a $2,260 SLE Premium Package that adds the dual-zone automatic climate controls and 110-volt AC power outlet I mentioned before, plus telescopic steering to the standard tilt system, remote start, universal home remote, fog lamps and trailering equipment.
The 2015 Sierra 1500 SLE Crew Cab 4×4 with the standard box starts at $44,300 plus $1,695 for freight and pre-delivery prep, while my tester’s rich looking Sonoma
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| Photo: Trevor Hofmann, Canadian Auto Press |
Red Metallic paint was a no-cost option; 10 additional colours and shades are available. All of my truck’s options pushed the final tally just past $50k, still reasonable for such a nicely equipped full-size near-luxury truck, but by no means is my tester fully equipped even for its SLE trim. Loads of standalone options are still available, from mechanical upgrades like an automatic locking rear differential to hauling improvements such as a rubber bed liner, spray-on box and bed liner, cargo net, cargo rug, metal storage box, or multiple tonneau covers, from soft vinyl or vinyl with integrated support bows to a hard tri-folding tonneau with a vinyl cover. You can dress up your Sierra with numerous body-colour or chromed enhancements, upgrade the mirrors for style or towing, add side steps in various styles and trims, improve the functionality of the cabin with console inserts, one an expandable folder tote and another an organizer tray, while protecting everything inside with a theft deterrent system.
Option
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| Photo: Trevor Hofmann, Canadian Auto Press |
packages not already mentioned include the SLE Preferred Package, slotting above the Convenience Package and below the Premium Package and featuring a few more goodies than the former and a bit less than the latter; the Carbon-20 Edition and Carbon-22 Edition packages featuring a black grille surround, carbon fibre appearance decals, and unique wheels (the 20 and 22 numerals designating wheel size), while the latter package also gets four-inch round black assist steps and much more; the Kodiak Edition with its own assortment of options already discussed throughout the review; Max Trailering Package with a heavy-duty 9.76-inch rear axle, 3.73:1 rear axle ratio, locking rear differential, 18-inch alloys, trailering package, trailer electric brake controller, and enhanced engine radiator cooling system; Snow Plow Prep Package (you might have been able to use this one over the winter) with a power feed for backup and roof emergency light, 170-amp alternator, forward lamp wiring harness, provision for
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| Photo: Trevor Hofmann, Canadian Auto Press |
cab roof mounted lamp/beacon, high capacity air cleaner, underbody shield and heavy-duty front springs; and finally a Chrome Appearance Package for that big rig custom look.
I’ve mentioned towing several times yet neglected to talk capability. This said those needing to haul heavy loads can rest assured my tester’s 4,309-kilo (9,500-lb) capacity is more than adequate for most jobs. Depending on cab, box and 2WD/4WD drivetrain choice, the Sierra SLE with the 5.3-litre V8 is good for a minimum trailer weight of 3,946 kilos (8,700 lbs) and maximum of 4,445 kg (9,800 lbs). Likewise my tester’s 830-kg (1,830-lb) payload can manage tough work, although the Sierra you choose might only be capable of carrying 776 kilos (1,710 lbs) in its cargo box, or potentially up to 1,029 kg (2,270 lbs).
There’s
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| Photo: Trevor Hofmann, Canadian Auto Press |
no other segment in the industry that’s more customizable than the full-size pickup category, but to this end the Sierra isn’t going after bargain basement shoppers. For that purpose it has its new mid-size Canyon model that starts at a mere $20,600 plus freight, the base Sierra fetching considerably more at $31,450. Ford doesn’t offer its Ranger here anymore (the new global-market mid-size Ranger a truly impressive unit that might make it our way if GM proves successful with its Canyon/Chevy Colorado twosome) so a stripped F-150 starts at just under $25k excluding freight, where the Ram 1500 can be had at just over $22k, the Dakota a distant afterthought. The mid-size sales leading Tacoma’s larger Tundra sibling starts at just under $28k, whereas Nissan’s well-equipped Titan starts at a lofty $41k and change. Of course the Titan doesn’t even rate as far as sales numbers go, the Sierra and its Chevy Silverado cousin (which starts at just over $29k) owning a solid second-place behind Ford’s F-Series, the Ram occupying
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| Photo: Trevor Hofmann, Canadian Auto Press |
third in the Detroit Big 3 triumvirate (that is unless we’re talking brand to brand, where the Ram pickup line clearly outsells the Sierra in Canada and the U.S.).
Of course, GMC likely doesn’t care all that much about selling the most half-ton pickup trucks in the segment, and I’m guessing neither do you. Sure they’d love to be number one, but these days it’s more about overall profitability than bragging rights, and of course long-term customer satisfaction. GMC has done well satisfying its leagues of faithful fans shown by the brand’s strong customer satisfaction ratings and top-10 ranking in the most recent 2015 J.D. Power and Associates Vehicle Dependability Study, a reality that should improve as these customers replace their old trucks with this impressive new version. At least their loyalty will be rewarded, as the new Sierra 1500 is an excellent pickup truck.
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