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2012 GMC Sierra 3500HD Expert Review: Autoblog
Autoblog
2010 has been a banner year for heavy-duty pickup truck fans, with revamped entries from all three U.S. automakers making their debut this year. Of those, the HD pickups from both Chevrolet and GMC received the most subtle exterior updates, but virtually everything under their skins is new, including a heavily revamped version of the company's 6.6-liter Duramax diesel V8.
When it comes to full-size pickup trucks, the old Burger King tag-line of "Have It Your Way" still rings true. Regardless of where your brand loyalty lies, these types of trucks are available with either gas or diesel engines; as regular, extended or crew-cab and with regular or long beds. All you have to do is figure out what you need the truck for and then check the appropriate boxes on the dealer's order sheet. Somewhere in the middle of this cacophony of choice lies the 2011 GMC Sierra 3500HD.
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Photos copyright ©2010 Sam Abuelsamid / AOL
For 2011, the only notable visual changes to the heavy-duty Sierra are a slightly re-shaped front bumper with a larger air intake slot and a new grille. The grille on non-Denali Sierras like our tester receives a black, three-bar treatment with similar perforations to the chromed, four-bar version found on the premium truck. The rest of the sheetmetal is carried over from the GMT900HD styling that's been around since its debut in 2008, which is not necessarily a bad thing.
The overall appearance of the Sierra is more subdued and mature than the big rig look of the Dodge Ram HD or the Tonka motif of the Ford Super Duty. This is, after all, the "Professional Grade" choice. While we like the in-your-face designs of the Ram and Ford, customers choose heavy-duty trucks because of their capability; aesthetic decisions tend to be secondary. Thankfully, every heavy-duty truck on the market offers tremendous capability, including the HD Sierra, which we got to evaluate first-hand during the official launch event a few months ago, including payload hauling and towing.
There are two main types of customers for full-size trucks: commercial operators who buy them to haul tools and equipment, and personal use customers who are usually interested in towing. For the latter crowd, GM offers an interior with two front seats and a large center console to go with a more upscale looking (if not feeling) dashboard. In contrast, our mid-level SLE crew-cab example had what GMC calls its work truck interior, which features a simpler and decidedly cheaper design made entirely of hard but not shiny plastics with plenty of seams and large gaps.
The underside of the work truck dash goes straight across, freeing up plenty of room for a third pair legs in the middle position. In order to accommodate the central passenger, the Sierra HD uses a 40/20/40 split-bench seat up front. Our tester's seats were covered in durable-looking beige fabric, and we actually found the front outboard seats to be more comfortable and supportive than the seats in the Ford F-450 we recently reviewed. The second row bench seat also offers plenty of leg, head and shoulder room for three adult passengers. Despite the low-rent dash and seating configuration, the model we reviewed was actually better equipped than most trucks that are sold to fleet operators, which often have manual crank windows and door locks.
Our Sierra HD tester also included automatic dual zone climate control, four-wheel drive, power adjustable pedals, redundant steering wheel controls and a USB port to plug in an iPod or phone. While there was no on-board map-based navigation system, every new GM vehicle has a GPS receiver and cellular radio as part of the standard OnStar system. Subscribers can press the button on the rear-view mirror to call an OnStar operator and have turn-by-turn directions for a destination downloaded to the vehicle and then displayed in the instrument cluster. That rear-view mirror also contains an embedded LCD to display the output from the rear-mounted camera, something that should be standard on any vehicle this large.
Our one-ton Sierra 3500HD came equipped with GM's highly respected 6.6-liter Duramax diesel V8, which recently celebrated its 10th anniversary of production. The 2011 edition of the Duramax diesel has undergone its most extensive update since it debuted, and like other contemporary oil-burners, it's now vastly more refined. In order to meet the latest federal emissions requirements, the Duramax now uses a high-pressure common rail injection system, particulate filter and urea-injection system. Thanks to its ability to execute multiple fuel delivery pulses per cycle, the new injection system eliminates most of the clatter people have come to associate with diesel engines, leaving just an aggressive V8 exhaust roar emanating from the huge tailpipe when you step on the go-pedal. Power numbers are pegged at 397 horsepower at 3,000 rpm and 765 pound-feet of torque at 1,600 rpm. That's a 32 hp and 105 lb-ft improvement over last year's model – enough to initially best the Super Duty's Power Stroke diesel, though Ford has since rolled out a software reflash that ups its diesel to a nice round 400 hp and 800 lb-ft of torque. Buyers probably won't notice the difference in power between the two engines and are likely better served judging each on its demeanor in real world driving situations.
We didn't get a chance to tow anything during our week with the Sierra, but like all of the big trucks it has a tow-haul mode to manage vehicle speed when descending a grade. Diesel-powered GM trucks incorporate a unique smart exhaust gas braking system when the cruise control is engaged to adjust the variable vanes in the turbocharger, thus managing the exhaust back pressure so that vehicle speed is maintained without having to use the brakes at all. If you are planning to do some heavy lifting, the diesel Sierra 3500HD with a single-wheel rear axle has a payload capacity that maxes out at 4,165 pounds, and towing with a ball hitch tops out at 13,000 lbs.
The Sierra 3500HD, as well as its Silverado counterpart, is available in two bed lengths: a 97.8-inch box that's only offered with a dual rear-wheel axle and a standard 78.8-inch box with a single-wheel rear axle like our tester. Compared to the duallie F-450 we recently tested, the single-wheel Sierra is much easier to drive around town, leaving some space within the lane on either side of the truck and dramatically reducing the risk of running over curbs while turning (Ford also offers a single-wheel rear axle F-350). Despite weighing 6,573-pound, our Sierra HD can also accelerate to 60 miles per hour in under eight seconds. One feature unique to Ford trucks that GM should incorporate is a tailgate step. These are big machines and having a step that slides out of the the tailgate makes climbing into the bed a less back-breaking affair.
When we first drove the Sierra a few months ago in Maryland, we were impressed with its ride quality on the state's relatively smooth roads. However, the real torture test for any vehicle comes when it hits southeast Michigan, and the Sierra HD lived up to our earlier impressions. The ride certainly isn't Buick smooth when driving around unloaded, but it's far better than we expect of a truck with a two-ton payload capacity. During one particular hard launch with no load in the bed, the Sierra HD's new asymmetrical rear leaf spring suspension ensured there was no axle tramp, even when accelerating out of a bumpy corner. However, the biggest dynamic advantage over similar Ford models is the Sierra's steering. Where the Dearborn truck feels both over-boosted and slow with its five turns from lock to lock, the GMC tiller has a bit of heft even if there isn't much feedback, and turning lock to lock takes only 3.5 turns.
The EPA doesn't publish fuel economy estimates for vehicles with a gross weight rating over 8,500 pounds, but we managed to achieve impressive results with the Sierra HD: 13 miles per gallon during our week of mostly city driving, while our 120-mile drive across the highways of Maryland in June with 3,000 pounds of ballast returned nearly 20 mpg. The single-wheel, crew-cab, four-wheel-drive Sierra 3500HD SLE starts at $40,485 and the options list on our test truck brought the total tab to $53,495 delivered.
Despite its newfound refinement, the 2011 GMC Sierra 3500HD still isn't a truck we recommend as an everyday personal-use vehicle unless you live on a ranch. It's just too big and clumsy to maneuver for that, like the proverbial bull in a suburban china shop. That said, the single-wheel axle Sierra 3500HD is a much more manageable beast to maneuver than any duallie HD pickup. And for those who need a heavy-duty ride, it's just one of the many excellent flavors that's new this year.
Photos copyright ©2010 Sam Abuelsamid / AOL
New Car Test Drive
Towing and hauling in comfort.
Introduction
The GMC Sierra delivers strong towing and hauling capability, a smooth ride, and distinctive styling in a full-size pickup. GMC Sierra is built on the same platform, shares mechanicals and is similarly priced to the Chevrolet Silverado. Their exterior styling is quite different, however.
The current-generation Sierra was introduced as a 2007 model. 2009 brought a new 6-speed automatic transmission.
For 2012, StabiliTrak adds trailer sway control and hill-start assist to its superb electronic stability control system. Side-curtain airbags and seat-mounted side-impact airbags come standard on all 2012 Sierra models. Other updates to the 2012 GMC Sierra lineup include more options for high-line models, standard cruise control for 2012 Sierra base models and new colors and cosmetic trim.
Sierra offers a choice of 4.8-liter, 5.3-liter, and 6.2-liter V8 engines, plus a hybrid gas-electric powertrain. It comes in Regular, Extended, and Crew Cab versions with long, standard and short beds, multiple wheelbases, two-wheel drive and four-wheel drive, and all-wheel drive on the Denali.
All the V8 engines benefit from variable valve timing and Flex Fuel capability (meaning they will run on E85 ethanol). Active Fuel Management is standard with the 5.3-liter V8. The 5.3-liter and 6.2-liter V8s come with a 6-speed automatic transmission. The Denali-standard 6.2-liter V8 is available for Sierra Extended Cab and Crew Cab models, and is useful for towing heavier loads. A 3.08:1 axle ratio is standard with both transmissions and offers better fuel economy, but it's not recommended for towing.
The Sierra Hybrid uses GM's Two-Mode Hybrid system. It's available only as a Crew Cab model with a specially tuned 332-horsepower 6.0-liter V8 working in conjunction with a battery pack and a 4-speed automatic transmission that houses two electric motors. The Hybrid is EPA-rated at 20 mpg City/23 mpg Highway, while compromising payload and towing capacity (maximum around 6000 pounds).
A choice of interior styles is available. The traditional layout, called pure pickup, has a driver-oriented dash layout with large switchgear and door handles designed for work gloves. The pure pickup interior includes a 40/20/40 split front bench seat with the center section folding down to provide a large storage compartment and wide armrest.
The luxurious Sierra SLT has a cabin similar to that of a luxury SUV, with two front bucket seats separated by a fixed center console. This design places audio and ventilation system controls more easily within reach of the front-seat passenger and it offers space for a navigation system and storage compartments.
The Sierra Denali makes for a comfortable, luxurious pickup with the emphasis on performance rather than payload and towing capacity. The Sierra Denali offers the same sort of high-line content as the upscale GMC Yukon Denali sport utility, and it's available with all-wheel drive. Denali comes with a 403-hp V8.
Lineup
The 2012 GMC Sierra offers four engine choices and a hybrid: 4.3-liter V6, 4.8-liter V8, 5.3-liter V8, and 6.2-liter V8. All the V8s will run on gasoline or E85, a mixture of gasoline and 85-percent ethanol. All come with automatics transmissions; manual transmissions are not available.
The Regular Cab is designed for fleet buyers and others who want a basic truck for work, budget play, or a clean slate for customization. It can be equipped with a standard bed (6-foot, 6-inch) or a long bed (8-foot), two bucket seats or a three-person bench seat, V6 or V8 engines.
The Extended Cab has two rows of seats with rear-hinged rear access doors that open 170 degrees and have roll-down windows. The Extended Cab can also be equipped with a standard or long cargo bed, and with seating for five or six people.
The Crew Cab has two rows of seats and four front-hinged doors. It can be equipped with seating for five or six and comes with a short (5-foot, 8-inch) bed.
Standard equipment on the basic Work Truck ($22,195) includes vinyl seating surfaces, air conditioning, AM/FM radio, cruise control, daytime running lights, tire pressure monitoring system, Smooth Ride suspension, 17-inch wheels, and chrome bumpers. The 4.6-liter V6 engine is standard.
Sierra SL is available in Extended Cab and Crew Cab models, and adds a CD player with MP3 capability, XM satellite radio, deep tinted glass, OnStar, carpeting, chrome grille surround, body-side moldings, styled steel wheels, cruise control, remote keyless entry, cloth upholstery, and power mirrors, windows and door locks. The 4.8-liter V8 is standard. Extended Cabs get a handling/trailering suspension.
Sierra SLE adds premium cloth upholstery, leather-wrapped steering wheel, handling/trailering suspension (for all cabs), and illuminated visor vanity mirrors. Crew Cab XFE (Xtra Fuel Economy) models get alloy wheels. Options include dual-zone air conditioning, a floor console, power driver and front passenger seats, leather seat trim, audio controls on the steering wheel, and machined aluminum wheels.
Sierra SLT adds leather seat trim, a unique instrument panel, auto-dimming rearview mirror with compass and outside temperatures, upgraded audio system with Bose premium speakers, Bluetooth, front bucket seats with 10-way power adjustment and heat, fog lamps, dual-zone climate control, rear window defogger, remote start, 18-inch chrome-clad aluminum wheels, and the 5.3-liter V8 engine. Crew Cab models also offer a rear-seat entertainment system.
Sierra Denali includes a top-flight interior with leather, unique woodgrain console, park assist and the standard luxury and convenience features from the preceding trim levels. The options include a heated steering wheel, heated/cooled front seats, sunroof, and rear-seat entertainment. The Denali comes only as a Crew Cab with the 6.2-liter V8 engine, 6-speed automatic transmission and rear or all-wheel drive.
Sierra Hybrid, available as a Crew Cab only, uses a 332-horsepower 6.0-liter V8 in conjunction with a battery pack and four-speed automatic transmission that houses two electric motor units. With an EPA rating of 20 mpg, its urban economy is the best of the Sierras, the compromises being price, payload (maximum in the mid-1500-pound range) and maximum towing capacity around 6000 pounds. A towing package is standard, however. Options include a locking rear differential and a power sunroof.
Safety features include dual front airbags, head-curtain airbags that automatically inflate when sensors sense a severe impact to provide extra protection in the event of a rollover or secondary collision, driver and front-seat passenger side-impact air bags, anti-lock brakes, StabiliTrak electronic stability control with rollover mitigation technology, and tire-pressure monitoring. The optional Autotrac active transfer case, ultrasonic rear park assist, and OnStar emergency notification can further enhance safety, as can the all-wheel-drive system on the Denali.
Walkaround
The front of the GMC Sierra emphasizes the truck's wide stance. The GMC emblem is set amid dark horizontal bars in the middle of an upright and chrome-surrounded grille. The headlamps are a pair of stacked, jeweled lenses. The front bumper features round fog lamps and a wide air intake and wraps around the sides of the truck to the front lower edge of the front wheel wells.
Top trim levels get some distinguishing features. The Denali gets its own chromed grilles, both the upper section and the air vent below the front bumper, and the bumpers are painted to match. Hybrid models are festooned with odd-looking H badges.
The Sierra hood has a pair of long, narrow V-shaped power bulges and leads back to a steeply raked windshield. The windshield is tilted back for improved aerodynamics and enhanced highway fuel economy.
The side view features slightly bulging and elongated fender flares that sweep down behind the headlamps. The sides of the cargo bed are higher than on previous models, and the exterior of the tailgate is sculpted, enhancing the rear view of the truck. Stacked tail lamps are on either side of the tailgate.
A cargo management system is available for the bed with side rails and various cargo-carrying and cargo-controlling boxes and dividers and tie-downs.
The GMC Sierra and Chevy Silverado are built on the GMT900 platform that debuted in 2007 and shares many underpinnings with the Yukon, Suburban, and Tahoe SUVs. The pickups get a unique rear suspension and stiffer rear frame section. The Sierra and Silverado share mechanical components, with the exception of the unique features found on the Sierra Denali.
Compared with the previous-generation models, the current frame is much stiffer in all directions. This stiffness contributes to a smoother ride and better handling. It also allowed the engineers to reduce the gap between the truck bed and passenger compartment as well as the gaps between fenders and bumpers, all of which enhances aerodynamics and fuel efficiency.
The front suspension uses a coil-over-shock setup and the rack-and-pinion steering gear is mounted to the engine cross-member frame. The truck also has a rear axle design with shock absorbers mounted outboard and more upright for better dynamic control.
Fuel economy ratings, except for Hybrids, run 12-15 mpg City, 18-21 mpg Highway. When using E85 those numbers drop dramatically. The XFE (Xtra Fuel Economy) models with a 5.3-liter V8, 6-speed automatic and axle ratio of 3.08:1 increase EPA ratings from 15/21 to 15/22 mpg City/Highway. Proprietary XFE pieces include aerodynamic upgrades in the form of a soft bed cover and extended front air dam, plus aluminum wheels (including the spare) and lower front suspension arms, locking rear differential, and low rolling resistance tires. A trailering package is standard so XFE models can tow up to 7000 pounds.
Interior
Two types of interiors are available. The GMC Sierra SLT boasts interior features popularized by the Yukon sport utility, providing a much more upscale environment for the driver and passengers. GMC hasn't forgotten about owners who use their trucks for work, however. So the other Sierra models use a pure pickup interior with more function, like dual glove boxes, and less luxury.
The pure pickup, as it's called, has a unique dashboard that is more driver-oriented and has large switchgear and door handles that are designed to be easily manipulated by those wearing work gloves. The pure pickup interior includes a 40/20/40 split front bench seat with the center section folding down to provide a large storage compartment and wide armrest.
The SLT's SUV-style luxury-oriented interior puts audio and ventilation system controls more easily within reach of the front-seat passenger and has two front bucket seats with a fixed center console with assorted storage compartments.
Either dashboard sports full analog instrumentation, and may have more information available through digital display. Operating controls are GM simple, especially on the pure pickup, while on the top-line models the central dash has many small white-on-black buttons that may require a short learning curve. Some drivers report peculiar ergonomic details as the steering wheel is slightly offset from the seat centerline (which is not uncommon).
Rear seating is provided for three people in the Extended and Crew Cab versions. With 34.3 inches of rear legroom in the Extended Cab, space is comparable to the competitions'; but the Sierra Crew Cab, with 39.0 inches of rear legroom, comes up 1.4 to 5.5 inches short of the largest cabs offered by the Ford F-150, Nissan Titan, Dodge Ram and Toyota Tundra. The Sierra Crew Cab's rear seat is split 60/40 and can folded up individually for a flat load floor; this arrangement is also standard on some extended cabs and optional on others, depending on trim level.
Access to the rear seating area of the Extended Cab is eased by rear-hinged doors that open to nearly flush with the bed sides. Sitting in the back seat of the Extended Cab is made more pleasant thanks to the fact that the windows in the rear access doors power fully down.
Driving Impression
We've driven multiple versions of the GMC Sierra and found all of them to be comfortable. The 5.3-liter V8 provided plenty of power for the extended cab SLE models we drove. All engines need to be revved up (by truck standards) for best performance. Generally, the Sierra models match competitors for smoothness.
The Z83 suspension offers the smoothest ride. The Z85 is slightly stiffer and for those who often tow moderate trailers, a good choice for towing. The Z71 is set up to enhance off-pavement driving yet works very well on the road; we think the Z71 is the best suspension setup for comfort on the widest range of surfaces. The Z60 configuration is for street performance and includes big 20-inch wheels but we often found any increase in performance does not outweigh the disadvantages in cost, ride quality or hauling ability. The NHT Max Trailering Package is designed for Sierra owners who need to tow and carry the heaviest loads.
With NHT, the SLT Crew Cab 4x2 is equipped with the 6.2-liter V8 engine. The SLT with NHT suspension is designed for maximum capacity trailer towing, with a special steering gear, shock absorbers, rear axle and tires. We found the NHT suspension compliant relative to its carrying capacity. Isolation and control are both very good. By virtue of its fairly stiff spring and shock rates, the NHT suspension can be driven aggressively on winding roads with tire squeal the primary indication you're approaching the cornering limits. Steering is direct by truck standards and nicely weighted, providing good feedback about how hard everything is working, though the assist can fall behind during repeated full-lock maneuvering as when backing a trailer. However, if you mostly use the truck with it empty and rarely tow, we don't recommend the NHT package due to its harsher ride. If you do tow, however, this is the hot setup among light-duty pickups.
The integrated brake controller should find favor with drivers who tow RV or box trailers. However, be sure your trailer brakes are compatible with it before choosing the option, as some electro-hydraulic disc conversions do not work with the integrated controller. If it is compatible, it's a great feature, eliminating the mess of installing an aftermarket unit and offering more precise braking. We've found it's much easier to modulate the brakes with the integrated brake controllers than with aftermarket units.
The highest tow rating for a Sierra is 10,700 pounds on Extended Cab (not long bed) models; top Crew Cab rating is 10,600 and for Regular Cabs it's 10,000 pounds. Note these figures typically apply to a truck with just a driver on board, and vary substantially based on a variety of equipment and options.
Summary
The GMC Sierra is an excellent choice among full-size pickups. Those who plan to use their trucks for commuting to work, carrying lots of family members and towing boats, may prefer the SUV-style interior, while those who use their trucks primarily as working tools likely will opt for the more utilitarian-oriented pure pickup design. We like the Sierra SLT Crew Cab for towing car trailers.
NewCarTestDrive.com correspondent G.R. Whale reported from Los Angeles.
Model Lineup
GMC Sierra Regular Cab Work Truck 2WD standard bed ($22,195), Extended Cab SLE 4WD long bed ($35,175); XFE Crew Cab 2WD ($33,890); Crew Cab SLT 2WD ($39,790); Hybrid 4WD 3HA ($43,210); Denali AWD ($48,610).
Assembled In
Pontiac, Michigan; Fort Wayne, Indiana; Flint, Michigan; Silao, Mexico.
Options As Tested
NHT Max Trailering Package ($1,370) includes 6.2-liter V8 engine, 9.5-inch 3.73:1 axle, four-wheel antilock disc brakes, locking rear differential, handling/trailering suspension, alloy wheels.
Model Tested
GMC Sierra SLT Crew Cab 2WD ($39,790).
2012 GMC Sierra 3500HD Information
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