First Drive: 2014 GMC Sierra

2014 GMC Sierra. Click image to enlarge

Review and photos by Jonathan Yarkony

The all-new 2014 GMC Sierra couldn’t have come at a better time. GM is clawing its way out of government receivership, the economy is not a complete disaster, the markets are recovering and car and truck sales are booming. There is no better time for GM to be launching their all-new high-profit trucks to a market ripe for big sales.

While the Chevrolet Silverado is the volume seller for GM (in the much larger, more lucrative US market at least), the GMC Sierra landed in the top 10 of vehicle sales in Canada last year (42,712), and over 150K were sold in the States in 2012. With a new model on lots and so far up 20 percent in the US but only about five percent in Canada, expect the second half of 2013 to be even more impressive unless something catastrophic like a meteor striking earth should occur.

If it does, this might be one segment that actually improves. There is perhaps no better vehicle for natural disaster recovery than a pickup truck. Case in point: the recent flooding in Calgary. In a town like Calgary, where seemingly every other vehicle has an open bed, towing capacity measured in the thousands of pounds, and an indomitable frontier spirit to match that of its residents, they can suffer severe flooding as seen in early July and have the town cleaned up and ready for the World’s Greatest Outdoor Show on Earth the following week.

Calgary Stampede. Click image to enlarge

We were lucky enough to be scheduled for the first weekend of the Calgary Stampede, and if I hadn’t known about the flooding beforehand, I likely would not have noticed. Several points en route, however, overlooked wide areas still flooded, bridges washed out, so this gave us an indication of the severity of this disaster.

Although we didn’t see the work firsthand, we were witness to the results of one of the most impressive disaster clean-ups in recent memory. If this had happened in the GTA, we would likely still be waiting for Rob Ford to call Mel Lastman for the number for the army unit needed to come rescue us….

What does all this have to do with the GMC Sierra? Not much really, except that it is my general perception of the capability, uses and convenience of a pickup truck. That and the event was in and around Calgary, so it’s kind of unavoidable.

2014 GMC Sierra. Click image to enlarge

Anyhow, our event started at Bucars RV, a local trailer and RV dealership, with a row of gleaming GMC Sierras rigged up to a variety of camper trailers. After a brief rundown of the trailer brake control and how to settle the trailer down if it starts trying to overtake you, off we went. I was like, “What? That’s it?” No exhaustive safety lecture or lengthy product presentations? I felt almost disoriented, but luckily I had a route book and my wife, so if I wasn’t sure what to do, she could tell me what to do, as she always does, whether I like it or not.

2014 GMC Sierra. Click image to enlarge

The first few minutes were a bit nerve-wracking, getting the feel of so much mass and so much length and not dragging the trailer through a ditch cutting a corner too close. In no time we were cruising along the highway out of Calgary heading south on the “2” toward our destination for the night, the Sierra West Ranch that would host us overnight.

The particular GMC Sierras we were piloting featured the 5.3L Ecotec V8 making 355 hp and 383 lb-ft of torque. This is GM’s new Goldilocks engine, the best fit between the basic-needs 285-hp, 305 lb-ft 4.3L V6 and the overkill 420-hp, 450 lb-ft 6.2L V8. The 5.3 is also engineered to run on E85, and if fuelled with ethanol, will produce 380 hp and 416 lb-ft of torque. The only transmission available across the board is GM’s staple Hydramatic 6L80 six-speed automatic, though it is available with a choice of four rear axle ratios: 3.08, 3.23, 3.42 and 3.73. Basically, the higher the number, the better the towing capacity, at the expense of fuel consumption.

GMC Sierra towing capacity ranges up to 5,443 kg (12,000 lb) with the 6.2L V8, 3.73 axle and max trailering package, but more common trims typically rate about 4,300–4,500 kg towing capacity (9,500–9,900 lb), and the 4.3L V6 maxes out at 3,266 kg (7,200 lb), claimed best in class for naturally aspirated V6 trucks. Payload in most specs ranges from almost 800 kg to over 950 kg depending on trims, engine, and configuration.

2014 GMC Sierra. Click image to enlarge

As mentioned, our first leg was with a trailer hitched, estimated at 3,400 kg (7,500 lb), so by no means taxing the maximum towing capacity, but nonetheless a substantial load that demonstrated the Sierra’s capability. As far as power goes, the 5.3’s 383 lb-ft of torque seemed sufficient for this weight pulling through the rolling hills of southern Alberta heading in the direction of Lethbridge. However, I would not want to add another thousand kilos, as some of the steeper grades had us down in second gear and struggling to maintain speed.

In fact, it was the transmission that most disappointed me – not that it failed in any way, but at certain times, when I attempted to use the manual gear selector to get it down into third or second gear for an incline, it had little or no effect. Tow/haul mode was suitable 98 percent of the time, but I would be a bit concerned about that other two percent if it did not allow me to lock in the specific gear I chose.

The feature that impressed me most, and arguably the most important when towing, was the brakes. The brakes were always smooth and strong, never feeling even taxed by the load, and combined with the trailer sway control always felt that the load was settled and under complete control. GMC Sierras are equipped power assisted ABS disc brakes with 330-mm vented rotors in front (13 in.) and 345 mm rotors in back (13.6 in.).

2014 GMC Sierra. Click image to enlarge

Although towing that much weight highlights every imperfection in the road and any bump seems to have an echo, the frame demonstrated little in the way of twist or flex, and eventually I settled in to a comfort zone, enough that we tested the truck’s high-speed stability under load, passing several slow transports and never feeling out of breath at high speeds (and high altitudes). As solid as the chassis is, I found it a little disappointing that GM hasn’t advanced the bar significantly is any area except perhaps powertrain, with the new Ecotec3 range adding direct injection, cylinder deactivation and variable valve timing.

At the end of our towing route, which was just under 200 km and overall a gain in elevation with lots of climbs and descents, the trip computer showed 25.8 L/100 km, which is nothing to write home about, but there’s only so much you can expect under these conditions. We would love to hear from our readers in the comments about the fuel consumption they achieve towing any significant loads.

On the return leg into Calgary, we were no longer saddled with the trailers, and the engine showed its impressive efficiency side. Of course, unburdened, it was also a pleasure to run up the revs and enjoy the power to accelerate and power up hills – I do confess a certain love for V8s.

2014 GMC Sierra. Click image to enlarge

Sierra 5.3L V8 4WD models are officially rated by the EPA at 13.0 L/100 km city, 8.7 highway and 11.0 combined. While that 8.7 seems optimistic, we achieved 11.5 L/100 km driving mostly highway and intermediate highway. GM was touting the efficiency of their V6, which rated a not much better than the V8 12.6/9.0/11.0 city/highway/combined in comparable 4WD trim. Why bother? Okay, perhaps this is a good solution for some fleet applications, and if the cost is lower, that speaks for itself. The official ratings are neck and neck with Ram’s 1500 V6/eight-speed transmission combo.

2014 GMC Sierra. Click image to enlarge

The one feature that truly impressed was the cylinder deactivation. On downhill grades and coasting along flat stretches, the engine frequently switched to V4 mode, indicated by the small indicator highlighted in yellow in the bottom right corner of the information screen nestled between the gauges.

Those gauges included large clear tach and speedo (with large print numbers) to either side of a configurable information screen that can display fuel consumption, trip info, or phone/entertainment controls. Above those, you’ll find ancillary gauges for battery, water temperature, fuel level and oil pressure. To the left of the steering wheel (with cruise control, voice command, audio controls and more – note the heated steering wheel button on the left) is a panel with the lighting, 4WD and braking controls, and two-position memory seats on the door panel next to that. But of all the conveniences, one that impressed me the most was the number of available power outlets – triple USB outlets, twin-9V outlets and a 110V outlet right in the centre console – for the contractor whose pickup is an office on the go, you won’t soon be short on outlets to keep your devices charged. Then there is the massive armrest console with another couple USB outlets, and SD card slot and another 9V outlet.

2014 GMC Sierra. Click image to enlarge

The centre stack itself was home to GM’s IntelliLink touchscreen navigation and multimedia system and climate controls. It was all highly functional and perhaps overkill if you consider the pickup a tool, but GMC targets a more affluent and demanding customer compared to the Chevrolet brand with its Silverado. To that end, the Sierra gains certain product upgrades across all trims, from projector headlamps, tie-down hooks, chrome and more on the base models to the eight-inch Intellilink touchscreen, back-up camera, locking diff, cargo box lighting and more on the SLE trim (vs Silverado LT) and power adjustable pedals, aluminum trim and LED headlight accents on the SLT (vs Silverado LTZ).

Frankly, that kind of stuff is window dressing on otherwise incredibly capable trucks. Potential owners will be far more interested in the specific towing, hauling or box needs for their operation, and the Sierra continues to offer a mind-boggling number of options, from the three engine choices, axle ratios, three cab configurations (Regular, Double – available only with 6’6” box, Crew), 2WD vs 4WD, and three box sizes (5’8”, 6’6” or 8’ – available only with Regular Cab), and multiple suspension settings, though all of which feature that same basic front independent coil-over shocks and rear solid axle leaf springs.

2014 GMC Sierra. Click image to enlarge

And finally, the looks. As mentioned earlier, we were driving Crew Cabs, and the cabin in GMC’s “All Terrain” model was a fine place to spend time in. Wide, comfortable leather seats, power adjustable with two memory settings, electronic gizmos to match most any luxury car (necessary equipment for GMC to continue the tradition of Denali high luxury trim), a spacious rear seat that flips up easily to provide excellent interior cargo space. It looks great, except perhaps for the odd shape of the centre stack that is enclosed in a somewhat octagonal housing.

2014 GMC Sierra. Click image to enlarge

The exterior can be dressed up in as much chrome as you like, but the All Terrain trim features a blackout package with blacked out lower bumper and grille frame, and machined aluminum and black painted wheels, with only triple spars of chrome in the grille and a bit more chrome in the lower window edge, mirror caps and at the bottom of the doors. In a blackout package like this, a little chrome can go a long way. While the Sierra’s looks won’t help its tow rating, nor will my opinion of it, it looks fantastic – rugged, industrial and modern.

2014 GMC Sierra. Click image to enlarge

However, this one look isn’t the sum total of the Sierra’s curb appeal, and owners can dress it up or down to suit their tastes, from purely functional to the chromestravaganza of the Denali trim depending on their needs. When we finally pulled up to our downtown Calgary boutique hotel, it sunk in that the Sierra is at home in both worlds, the world of the work hard play hard crowd that you find out west and outside of the urban centre I spend most of my time in – the people that pulled Calgary out of the muck in time to put on a great show. Pickup trucks have become status symbols, but it does not diminish their capability, which has reached amazing heights while advancing equally in the arenas of efficiency and comfort.

The 2014 GMC Sierra is a solid choice, but might lack some of the selling features that have helped the Ram 1500 gain ground in market share and sales (multi-link coil spring instead of leaf-spring rear suspension, air suspension, RamBox cargo system) or the F-150 maintain its dominance (EcoBoost powertrain, tailgate step, etc.). While those features may seem gimmicky, they have helped those trucks achieve steady and significant growth over the past few years while Sierra sales have been flat or moderately positive. The Sierra is a good truck, but it might need to be more than just good to compete in this incredibly competitive pickup market.

Competitors:
Chevrolet Silverado
Ford F-150
Ram 1500