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Review by Dr. David A. Zatz

If anyone had told me in 1976 that a work-oriented pickup truck would cost $45,000, I’d probably have laughed at them. Then again, that was before OnStar, built-in video systems, four-wheel steering, or satellite stereo. Indeed, heavy duty trucks were, in the 1970s, often powered by six cylinder engines putting out a hundred horsepower – roughly a third of what our test Sierra 1500 HD’s six-liter Vortec V8 produces.

For a light duty truck, the Sierra HD packs quite a wallop – ours had a load capacity that makes it immune to fuel economy regulations. The end result is a pickup that can comfortably carry five people, yet tow a fairly massive trailer with ease. On the other hand, those who think the built in DVD system – complete with roof-mounted viewing screen, separate rear controls, and headphones for two passengers ($1,295) – make it an ideal family hauler should think twice, unless they already travel in one of the aforementioned heavy trailers. The Sierra we tested, with its big V8 and high capacity, had the very stiff, bumpy suspension we associate with heavy-duty pickups, along with the gas mileage you’d expect – namely, around ten miles per gallon. That’s not bad for a heavy duty pickup, but it’s not what you want around town, either.

The sheer size of a crew cab pickup means it doesn’t fit into many parking spaces, but if there’s room, the four wheel steering makes it far easier to get into those spaces. It cuts the turning radius to sports-car territory, allowing the Sierra to thread so angles one would not expect. That may make the $5,525 Quadrasteer option worthwhile to those who keep their trucks a  long, long time. It comes with roof marker lamps (big-rig style), manual-select ride control, heavy duty trailering equipment, a limited slip differential, and an extra-large 145 amp alternator.

Quadrasteer is an electromechanical system that turns the vehicle’s rear wheels (up to 12 degrees) in relation to the front wheels, resulting in unprecedented low-speed maneuverability and high-speed stability. At lower speeds, Quadrasteer reduces the 1500 HD models’ curb-to-curb turning diameter by up to 21 percent, to 39.2 feet, comparable to the 37.1-feet turning radius of a Saturn S-Series compact car. At higher speeds, Quadrasteer reduces the vehicle’s “yaw,” or rotational motion, for better control during lane changes and when being passed by a large truck.

Quadrasteer also provides significant benefits to customers who trailer, enabling drivers to change lanes with more confidence and with less trailer sway. During low-speed towing maneuvers, such as backing into a boat launch or parking a camper, four-wheel steering greatly improves the trailer response to steering input.

Two generic GM features were included in our test vehicle: XM stereo and OnStar. The first is a subscription radio service with a hundred stations, featuring music you will not hear on centrally programmed, monopoly-owned commercial radio. There are few ads, little DJ chatter, and an incredible variety of music, and the system is programmed into the radio as just another band, like FM. But the name of the channel (e.g. Bluegrass, DeepTrak, the 1970s) is shown on the display so you know where you are. You can use presets to return to your favorite XM stations. If you’re on the road a lot,  this system is well worth the $325 down and monthly subscription. Likewise, OnStar, which is cleverly integrated into the mirror and speakers (with a microphone hidden somewhere), can quickly make itself useful for those who travel and sometimes need a little help getting un-lost. By automatically calling an ambulance after an accident, OnStar may even save your life.

Our vehicle had a compass and external thermostat unobtrusively built into the auto-dimming rear view mirror, along with OnStar controls on the bottom. Also present, though you can’t see it, is a system that automatically deactivates the passenger-side air bag, based on the weight and position of the passenger seat occupant, to help protect children and small adults from air-bag induced injury.

Commercial operators will be happy with the annual mileage log and separate personal and business trip logs (which also record gas mileage and average speed), built into the odometer display with wheel-mounted controls. The oil life monitor and personal preference panels (e.g. door locking actions) are built into that system, as well. The information makes record keeping easier, and setting your own preferences is a friendly and helpful feature.

We are usually annoyed by automatic headlights, but GM has a headlight-defeat feature which lets you shut them off – giving you a warning light and resetting to defaults with the next trip.

Other features include a towing mode for the transmission and four wheel steering, automatic or manual pushbutton four wheel drive, and an optional, easy to use thermostatically controlled, dual-zone climate system. The fan makes little noise even on high, thanks to large openings.

While GMC designed the optional features very well, some of the basic layout is a bit uncomfortable. The stalk-mounted cruise control is inconvenient to all but GM purists, the door handles are set too far back and rise at an odd angle, and the emergency brake release is under the steering wheel,  further to the right than it should be. The emergency brake goes right down to the floor each time you press it, giving no evidence of grabbing, and slams up loudly when released.

On the lighter side, there are many convenient aspects of the cab, including a massive, Ram-style covered center console with a built in coin holder (no pennies allowed) and cushioned top, a central storage bin including large dual cupholders, and two empty spaces in the center console for sunglasses and such – lined with rattle-removing rubber. The rear seats fold down if needed, and all four main seats are generously sized. The crew cab has enough room for four full size adults to sit in comfort, and will handle five without difficulty. The high roof means your hat can stay on, too. Rear passengers get four cupholders, two from the front console and two from their own console. Our Sierra had an optional rear sound system, too, so they could choose their own music.

On the road, the Sierra HD is very quiet, with a burbling exhaust that sounds as though a massively powerful six-liter V8 engine is on the other side. Handling is surprisingly good on the highway, but it is clearly still a truck, and if you treat it like a sports car, someone will be sorry. Around town, the heavy duty suspension tells, with some loss of traction on rough pavement unless there’s a load to damp down the suspension.

Braking is far better than equivalent Fords, which is reason enough to choose a GMC over an F-150. Four wheel antilock disk brakes with dynamic proportioning are standard on the HD. Since it’s almost a safety feature, we will also mention the standard passlock theft protection system.

The ride is typical of a heavy duty truck, with serious bouncing that calms under a heavy load, and a very stiff suspension that passes along bumps and joints.

Acceleration is very good, which is hardly surprising given the power under the hood. The emphasis is still on torque, so don’t expect to give a sports car a run for their money, but you can get to highway speeds quite  quickly. A very gradual tip-in means that you have a lot of control over when the engine kicks in, handy for those times when you need to move just a little, but a bit hard to get used to at first. The engine provides good feedback. On the other hand, because it is a heavy duty truck, the tires sometimes skipped and squealed if acceleration from a stop was too fast; the same effect also affected sharp turns.

Visibility is good in all directions, thanks to large mirrors and small cab posts. We’re hoping GM’s infra-red parking sensor system makes it to trucks someday, though. Small cars are quickly eclipsed by the tall truck.

With GMC making trucks like this, we have to wonder about all those Ford pickup buyers – have they compared spec sheets or taken a ride in a GMC? The Vortec engines are more efficient than their Ford counterparts, the brakes far better, the interiors a step up, even the heavy-duty hydroformed frames an advance over the F-series. These are compelling trucks.

Overall, the 1500 HD is a top-of-the-heap work truck, even when loaded with incongruent consumer goodies like DVD entertainment systems. Don’t buy one for commuting, though – the gas mileage, ride, and sheer bulk make it less than practical for casual drivers, and the height of the pickup bed make it less convenient for carrying “ordinary” loads. It is designed for heavy towing and hauling, and will be welcome for those who need it.

Overview

Models:

Body style / driveline:

2/3-passenger regular cab,5/6-passenger extended cab,5/6-passenger crew cab,3/4-ton and one-ton,two- and four-wheel-drive heavy duty pickups,chassis cabs and cab delete models;pickups available with 6.5- and 8-foot boxes;3500 Series with standard dual rear wheels

Hydra-Matic4L80-E

MW3 NewVenture Gear

ML6 ZFS6-650

M74Allison 1000

First:

Second:

Third:

Fourth:

Fifth:

Sixth:

Reverse:

2500HD pickups:

2500 H.D. Pickups 9200-lb GVW

3500 Series Pickups, Chassis Cabs 11400-lb GVW

3500 Series Chassis Cab 12000-lb GVW

Front:

Rear:

Front:

Rear:

2500HD / 3500 Regular Cab Long Box

2500HD Extended Cab Short Box

2500HD / 3500 Extended Cab Long Box

2500HD Crew Cab Short Box

Crew CabLong Box

Crew CabChassis Cab

Reg. CabChassis CabDRW

Extended CabChassis CabDRW

Base fleet:

With std. YE9mirrors folded

With extendedYE9 mirrors

2WD:

4WD:

Front, 2WD:

Front, 4WD:

Rear, 2WD:

Rear, 4WD:

2WD:

4WD:

Front:

Rear:

GVW (lbs / kg)

Base Curb Weight(lbs / kg)

Payload (lbs / kg)

Weight Distribution (% front / rear)

C35053 ext. cabchassis cab:

Short Box (6.5-foot)

Long Box (8-foot)

56.9 / 1611

70.7 / 2002

78.7 / 1999

97.6 / 2479

64.8 / 1646

64.8 / 1646

61.9 / 1572

61.9 / 1572

50.0 / 1270

50.0 / 1270

77.8 / 1976

96.7 / 2456

19.5 / 495.3

19.5 / 495.3

Front:

Rear:

Front:

Rear:

Front:

Rear:

Front:

Rear:

Seating:

Manual trans:

Automatic trans:

Vortec 60006.0L V8

Vortec81008.1LV8

Duramax6600 6.6L V8

5-spdman (MW3)

6-spdman (ML6)

4-spd auto(Hydra-Matic 4L80-E)

5-spdauto (M74)

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What’s New For 2003

Sierra HD Pricing (As of Oct 2002 / Prices Subject to change)

TC25903 model

TC25753 model

TC25743 model

TC25943 model

TC25953 model

TK25743 model

TK25753 model

TK25903 model

TK25943 model

TK25953 model

NEW - ReadyLIFT Off Road 6.5" Lift Kit Systems made to fit the 2014-2015 Chevy Silverado / GMC Sierra 1500 4WD trucks. - Includes SST3000 Rear Shocks.

Run your stock wheels or most 17" or larger aftermarket wheels: Wheel Width: Stock Wheels Ok or 9” wheel w/ 4.75“ - 5.5” BS

ReadyLIFT® now offers the best comprehensive off road lift kit designed specifically for 2014-2015 Chevy Silverado/GMC Sierra 1500 4WD trucks. If you want a great Lift solution for your 2014-2015 GM 1500 4Wd that allows you to retain use of your OEM wheels if you need to - This is the kit you have been waiting for!

Made In U.S.A. - The Premium complete 6.5" front/ 4.0" rear 2014-2015 Chevy Silverado/GMC Sierra 1500 4WD System kit is specifically designed to give you a quality lift and rugged off road strength while maintaining the factory ride on the street. The Complete kit 44-3359 6.5" Lift Kit - Includes SST3000 Rear Shocks - features precision designed laser cut and CNC formed subframe assemblies that directly bolt in. Includes patent pending rack & pinion steering drop correction system (U.S. Pat. App. No. 14/531,073) and an integrated differential drop bracket system to insure correct CV axle angles and maxiumum performance in 4WD mode. Patent Pending fabricated steel strut extensions (U.S. Pat. App. No. 14/532,783) provide the Maximum 6.5" of front lift while 5.0 tall OEM-style rear blocks provide a quality 4.0" rear lift that doesn't sacrafice the ride. Total rear lift equals 4.0" of lift when installed.This kit even includes a Patent Pending steering extension to keep your steering performance like factory.

(RCS) Rack Correction System - that works with the relocated steering rack to retain the stock steering geometry. That means No Cutting or replacing the tie rod ends like on some other kits on the market. Why is no cutting the tie rods important? Because of the owner or mechanic replacing a tie rod down the road doesn't know a tie rod has been cut and shortened, they will install the OE replacement tie rod which will not work and the vehicle cannot be properly aligned. That is just one reason why a dropped rack and pinion is far superior.  

Benefits of ReadyLIFT Rack Correction System - By dropping the steering rack the truck retains full OEM alignment specs, features a stock vehicle turning radius and retains the stock track width! This system can be aligned to within factory specifications. We also include details on the ideal alignment specs to prolong tire life and increase the performance and handling both on and off road.

Bonus - No need to cut your steering rods like on other kits which requires the tie rods to be shortened. This results in reduced steering radius. Our steering rack drop down system allows you to retain your stock tie rods without modifying them.

Bonus - The ReadyLIFT lift kits are the only lift kits that will allow you to use your factory spare wheel and tire in case of a flat.

The sub frame and other components are powder coated with a unique and improved Plascoat finish. The Plascoating on the components is a performance polymer alloy coating specifically designed to provid a long lasting, tough coating for exterior applications. The Plascoat finish is especially resistant to stress cracking with improved abrasion and impact resistance as well as a great way to protect against adverse weather conditions, detergents, salt spray and other typical airborne pollutants.

Includes SST3000 Rear Shocks

Features & Benefits:•Covered under the ReadyGuard Powertrain Warranty•CNC formed steel sub-frame assemblies - bolt on installation.•Patent Pending steering extension to retain factory steering quality.•Special Plascoat performance polymer alloy long lasting and tough crack and scratch resistent finish.•Exclusive integrated differential drop bracket system to insure correct CV angles.•Fabricated heavy duty steel 6.5" lift strut extensions allows you to retain your factory front struts.•Patent Pending rack & pinion steering drop system - first of its kind!•OEM style 5.0" tall rear block provides 4.0" of rear lift.•Includes SST3000 Rear Shocks•The 44-3359 6.5" kit has been tested and meets the rigorous FVMSS certification standards for safety and quality.•Install Time: 6 - 8 hours•Max Tire: 35 x 12.50”•Does NOT increase front track width - Allows for use of OEM wheels•Wheel Width: Stock Wheels Ok or 9” wheel w/ 4.75“ - 5.5” BS•Factory Aluminum Wheel with 5.75“ BS - 35x12.50 x 17” with no trimming* at 6.5” ride height•17” x 8” Aftermarket Wheel with 4.75-5.5” BS - 35x12.50 x 17” with no trimming at 6.5” ride height•18” x 9” Aftermarket Wheel with 4.75-5.5” BS - 35x12.50 x 18” with no trimming* at 6.5” ride height•20” x 9” Aftermarket Wheel with 4.75-5.5” BS - 35x12.50 x 20” with no trimming* at 6.5” ride height

*There are many different variations of manufacturer aftermarket tire and wheel combinations in both width, actual diameter, tread pattern, etc. It is up to the installer to determine wheel and tire fitment on the vehicle and guarantee that there is no rubbing of the tire on any components, both inside, and outside surfaces. The above guide is for reference only.

4wd Complete Lift Systems

PRICE

$1,995.95

SKU

description

PRICE

$1,895.95

SKU

description

PRICE

$1,995.95

SKU

description

PRICE

$1,895.95

SKU

description

PRICE

$1,995.95

SKU

description

PRICE

$1,895.95

SKU

description

PRICE

$1,995.95

SKU

description

PRICE

$1,895.95

SKU

description

RS6554B

2015 - 2011 Chevy Silverado / GMC Sierra 2500HD 4WD - 4-in. Torsion Bar Relocation System

TECHLINE: 1.734.384.7804

Rancho® Suspension: A Division of Tenneco Inc.

I have a 05 GMC, sierra z71 offroad package, and recently in the past week, the display under my tachometer says service 4wd. I checked and made sure it had plenty of oil in the transfer case, even filled it a little. It switches in and out of 4wd no problem (I have the push button style). Is it maybe just a faulty switch or is it something I should look deeper into. Never had tranny issues. Drives and shifts great! I'm driving to MI soon so I want this problem fixed asap.

Any Ideas??

Expert: CAJUNSC/RAMBLER390 - 4/14/2007

---------- FOLLOW-UP ----------

QUESTION: I have an update, I've been driving around for a few days and the 4WD service light is gone but the 4WD selector panel still doesn't light up.  Also, I need to check again to see if its in 4WD, because I hear the clutches in the transfer case are pretty stiff, especially when its cold.  So the front drive shaft might be turning even if the t-case is in 2WD.  Any advice on the new condition?