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Double Duty:
Checking out the "twins"—the new Sierra and Silverado
Howard Elmer and Tim Dimopoulos
General Motors isn't waiting to gauge the reception of its new 2007 Chevy Silverado and GMC Sierra before cranking up the incentives. The automaker is full-on committed to making the most of this debut by adding a host of new standard features.
Right out of the gate, GM has also cut the cost—by as much as $2,300 from 2006 models. If they were playing poker, the strategy would be like calling "all in" before the dealer ever turned a card. But then, this is a rough game, with players like Ford and Dodge at the table. Hovering nearby, waiting for a chair, is the next threat—Toyota.
The pot in this game is made up of over two million North American pickup sales each year. Canadian fleet buyers purchase almost 60,000 full-size pickup trucks annually. That's around 30 per cent of total truck sales. Traditionally, this segment is split roughly between the Big Three brands.
With the introduction of the all-new GMT 900 trucks, GM is looking to expand its share, especially in the fleet market, where a new work truck (WT) configuration is aimed.
The GMT 900 truck line has a number of new offerings for fleet buyers, such as: a CrewCab available on the base WT half-ton and a choice of two dashboard configurations on up-market trucks.
"Dealers are very happy with the two dash offerings," says Paul Dinneen, GM manager of full-size trucks. "Other popular items are the shroud- covered wiper blades, locking tailgate, integrated wheelhouse box and available stiff sidewall LT tires."
GM offers a choice of five gas motors, but the most popular choice for fleets is the 5.3-litre V8 with AFM (active fuel management), which offers the best fuel economy among its competitors, according to GM.
As for diesels, half of all 2500 and 3500 trucks are ordered with the new Duramax diesel and in a twist, more and more of these trucks are actually going out dressed to the nines. "In the oil patch for instance, where guys are spending the whole day in their trucks, they order all the comfort features," says Dinneen.
The added frills are giving GM an edge in fleet sales, adds Tony LaRocca, of GM product communications. "We offer dozens of build variations that cater to buyers' individual needs."
But even during the launch, GM wasn't taking any chances, especially with the new full-size Toyota Tundra coming into the market this year. Some say the sales balance may shift, but for the moment, companies like GM are still confident.
Style changes
Atlantic Canada is traditionally a strong truck market, and that's where I headed for my first drive of what some call the "twins." Known internally as the GMT 900 series, these trucks come with all new sheet metal, chassis upgrades, engine choices and some fresh design cues.
There are changes to the nose on both trucks, but nothing radical. They continue to carry the families' traditional broad-faced design, but now they're topped with a power dome hood. Other cues are a windshield with a steeper rake, and a risen beltline. But it's the sides of the truck that really announce this new generation.
That's what one Maritimer told me. Even at a distance, he'd noticed the obvious evolutionary changes in the tin. He commented on the Chevy's new flared fenders. In short, he didn't like them. His opinion reminded me once again of the truck designer's dilemma: Make the changes bold enough to stand apart from the last generation, but not so radical as to alienate the GM faithful.
To its credit, GM has given each brand different sheet metal, trim and wheels to create unique GMC and Chevrolet versions of the truck. They're different enough so that the word "rebadged" does not apply.
Size-wise, the trucks look the same; but they're slightly wider (7.6 cm in front and 2.5 cm in back) and the box has been raised as well; by about three cm. But it's not so high that you can't reach over it. The changes are a result of the frame's interaction with new suspension and shock orientations that have changed the truck's on-road manners.
This new geometry is significantly stiffer than the outgoing GMT 800, which had a softer "living-room" feel on the road. That's gone (not improved—gone). Along with this new stiffness comes a more planted feel in the truck, partly because with that block of a hood, it looks anchored. But in reality, the larger chassis is stiffer and the suspension's components have squatted and spread towards the outer corners of the design.
Skid stopper
On the road, the feel is confidently transferred through the newly designed rack and pinion steering. But thanks to some deep potholes, I experienced the other result of this tightening up—rear-end skip.
This suspension hop is common in pickups on dirt roads and is currently best handled with Ford's outboard rear shock design. But with this new GM, a safety system came unexpectedly into play.
Riding empty, the truck's back end suddenly skittered to the outside of a washboard turn, but as I started to correct, the engine cut power on its own, the brakes came on and the truck straightened out. GM's StabiliTrak had stopped the skid.
Standard on the new Silverado and Sierra crew cabs and optional on extended cab models, this stability control system is designed to correct skids. But it also has rollover mitigation technology, meaning it will try—and I emphasize try—to stop a potential rollover from happening by independently operating the power and brakes on the vehicle.
The trucks also have an industry first feature—two distinct dashboards. The first picks up the luxury style offered in the new Tahoe SUV, while the second, called "pure pickup," is a classic, work-minded dashboard with large, glove-friendly controls. This version also offers new split bench seats and larger door pull handles that should appeal to working fleet customers.
I drove one of these models during the morning drive. It has a simple, functional design, sturdy cloth seating and washable floor coverings which are nicely finished, looked durable and felt right (for the price). Storage (forward and rear) is maximized in this truck and even equipped with the 4.3-litre V-6, it was more than up to the job of circling the bay.
This type of purpose-built work truck should prove popular and profitable for GM. It seems they've figured out ability isn't always about adding features. Sometimes, it means shedding some. In fact, this time around the company has removed luxury items from the top-of-the-line Denali package, that truck owners indicated they found impractical.
Both new Chevy and GMC will be available in three cab styles: regular, extended and crew cab. There are three box lengths (five-foot eight-inches, six-foot, six-inches and eight-foot.), and three trim levels for the Silverado—the WT, LT and LTZ. The GMC Sierra will offer the upscale Denali package.
There will be a choice of five suspension packages, and three tire sizes—17, 18 or 20-inchs. Engine choices have also increased to five, starting with a 4.3-litre V6, a 4.8-litre V8, 5.3-litre V8 (iron or aluminum block), 5.3-litre V8 (E85 capable) and a six-litre V8.
These engines are mated to one of two four-speed automatic transmissions. For towing purposes, the trucks can be ordered with a variety of different gear ratios, heavy duty rear axles, locking differential and HD cooling system. Finally, any combination of truck body, engine and trim package can be had as two or four wheel drive.
Cargo and payload capacities are up on these new trucks; with the tow weight topping out (on a properly equipped truck) at 4,764 kg. That matches Ford's F-150, but it's 793 kg more than Dodge. Payload has also increased to a maximum of 980 kg.
Howard Elmer is an automotive journalist based in Brampton, Ont. Tim Dimopoulos is publisher of Purchasing b2b.
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