2007 GMC Sierra 2500 SLE Crew Cab 4x4
and Chevrolet heavy duty pickups are all new for 2007.
Sierra came with the new 6.0-liter Vortec V8 gas engine that’s the
standard power plant for GM’s three-quarter and one-ton pickups. It’s
also the only gas heavy duty engine to offer variable valve timing and
the first to have a heavy duty six speed automatic transmission. The
extra gear it carries over the Ford and Dodge is aimed at providing
improved fuel economy.
pickup’ interior of our Sierra had excellent fit and finish for a
mid-grade trimmed heavy duty. The gaps between instrument, audio, and
HVAC components were the tightest and best aligned of all the trucks.
Sierra also came with an automatic mechanical locking rear differential.
The other two trucks only come with limited slip clutches in their back
suggested improvement to GM for this truck – make the gas tank bigger.
In the short box configuration it was the smallest in the group at only
26 gallons. The Sierra may have the best EPA-rated fuel economy of the
trucks we tested, but this truck really needs at least four more gallons
of capacity to extend towing range.
handy low-tech assist from GM on the Sierra (and Silverado) to help
frequent tow-ers. Like the Fords, the Sierra has a 2.5-inch Class V
trailer hitch receiver. But if you only need 2-inch Class IV hitch, the
Sierra comes with a reducer sleeve to shrink the receiver’s diameter.
Again, same as the Fords. What’s cool about the Sierra’s reducer,
though, is that it has a ‘lip’ around the edges, so when you’re holding
a hitch pin in one hand and a hitch shank/reducer combo in the other,
you won’t have to worry about aligning the holes in the receiver and
shank to thread the pin through. The lip physically indexes the hole
alignments for you as you slide the shank into the receiver. The Fords
don’t have lips on their reducers, so you have to spend time holding and
sliding heavy shanks back and forth to manually align the holes in the
receiver, reducer, and shank. That can be tiring, very quickly.
was also the cheapest truck of our entire test fleet, at $36,693. That’s
a good deal.
2007 Chevrolet Silverado 3500 LT Crew Cab 4x4
after seven years on the market, and four iterations, it’s tough to beat
the well-integrated Duramax / Allison combination we had in our
Silverado 3500. It took the pole position as the most powerful oil
burner amongst our three one-tons, at 365-hp and 660 lb-ft of torque.
One of our testers was so enamored with the powertrain we had to pry him
out of the truck to drive the others, or grab the keys to this crew cab
before he could grab them.
made several significant changes to the Duramax architecture for 2007 –
to improve durability and meet the new emissions requirements. It has a
new ‘boreless’ turbo that allows the turbo shaft to be screwed directly
into the compressor wheel instead of passing through it.
injectors allow for precise application of fuel up to five times during
a single combustion stroke, reducing engine clatter and dynamically
optimizing ignition to combustion conditions.
emissions have been reduced by adding a larger exhaust gas recirculation
(EGR) cooler and closed crankcase to contain engine gasses inside the
Dodge and Ford pickups, the Silverado also adds a diesel particulate
filter (DPF) that requires periodic self-cleaning regeneration to burn
off trapped soot.
sinister looking black dually we drove also had a black cloth interior,
with the ‘pure pickup’ dash and IP that’s so appropriate for a work
truck like this. It was intuitive and ergonomically spot on.
biggest gripe about this truck was the placement of the integrated
trailer brake controller. It’s low and on the left-side of the dash.
Almost all aftermarket trailer brake controllers are added to the
driver’s right side, higher up. Some drivers may struggle to
automatically find the unit when they need to quickly increase gain.
observation about this dually, and the others, was how well mannered the
truck was unloaded. The rear wheels stayed well planted on almost all
road surfaces, mercifully giving driver and passengers a comfortable
ride. We would have been bounced to oblivion in an unloaded dually 20
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