Although it is still in project form (i.e. mostly pieces strewn about the

It's the modern day descendant of the author's '65 GMC Regular Cab Short Box Pickup. (Photo: Steven James Day, Canadian Auto Press)

garage and backyard), I am slowly restoring, and in the process customizing a 1965 GMC Regular Cab Short Box pickup, so I guess you could say that I'm already a fan of GM trucks (especially 1972 and earlier models). For 2007 the big news is that the General’s trucks have received significantly different front end designs than their SUV siblings for the first time. Furthermore, the pickups aren't only distinctive from their SUV brethren, but GM stylists also put forth an impressive effort to distinguish Chevrolet’s Silverado and GMC’s Sierra from one another, despite sharing the advanced GMT900 platform.

In the past, GMC models have seemingly appeared more like Chevy afterthoughts than distinctive vehicles from a unique brand; all but their grilles, of course. With the latest generation, not only are the grilles different but their entire front ends, beds, lights and even the tailgates are distinctive as well. To my eyes, the Sierra is the better looking of the two. It's square and muscular with its unique grille prominently positioned, while the Silverado is softer all-round, allowing it to blend into traffic a little more easily.

Just about every aspect of the new Sierra can be changed, including the suspension. In this case, our truck had the Z71 package. (Photo: Steven James Day, Canadian Auto Press)

Being that there will always be hard core Chevy and GM loyalists, at least with this current generation anyone who wants to can now have a viable opinion on which one looks better.

Although three cabs, three bed lengths and a host of engine and suspension options are available, mine was a nicely optioned SLT model powered by a 5.3-litre flex-fuel V8 that produces 315 horsepower and 338 lb-ft of torque. My roomy extended cab model featured power windows all round with those in the rear doors that go all the way down, and said doors also open very wide (170-degrees to be exact). In the rear there is plenty of room for full-sized adults, and the rear bench even flips up to expand the storage possibilities when hauling cargo instead of people.

Underneath the newly formed sheet metal is a fully boxed frame with

The 5.3-litre Flex-Fuel V8 is both powerful and smooth. (Photo: Steven James Day, Canadian Auto Press)

hydroformed front rails, additional cross-members that are straighter and stronger, a one piece D-Ring (the frame surrounding the doors formerly consisted of several welded parts), and a one-piece box, all contributing to a frame that is 234 percent torsionally stiffer overall. Thanks to that incredibly stiff new structure, the engineering teams could afford to tune the suspension for far better ride comfort, performance, balance, and towing/hauling capabilities, and they have several suspension packages tailored for each of the preceding purposes. The front suspension is finally of the independent, control-armed, coil-over variety, matched by a rear suspension boasting a solid 8.6-inch axle leaf spring setup as well as monotube shocks that have been moved outward for improved handling.

While it’s easy enough to tell you about the improved rigidity and ride,

Should you wish, the Sierra can be had with 20-inch chrome wheels from the factory. As a work truck, these 17s are great, though. (Photo: Steven James Day, Canadian Auto Press)

it was a long time in the making and a project of unparalleled importance to GM, since it is the one segment of the market where Chevy, GMC, Dodge and Ford (the domestics) still dominate. So, GM threw everything at this new pickup, starting with the GMT900 frame, but that was just the beginning. Every aspect of the design and manufacturing process was examined so that they could improve this truck in every respect, shrinking gaps and improving capability.

One of the most important functions of any truck is its bed, which isn’t just a place to throw your saddle and drive off into the sunset. No, the modern pickup bed is its own engineering project, and GM moved the bar forward by going with a one-piece wheelhouse and inner boxside that is both taller and more resilient, able to handle increased loads, both in the bed and supported by the Cargo Management System. This system consists of three rails mounted to the inner box, with upper and lower tracks and four brackets that can support a contractor’s dream worth of tool boxes and cargo organizers. Each side rail can support up to 227 kilos (500 lbs), which is a lot of tools, and you can accessorize it to your heart’s content with a range of nets, dividers, boxes and racks.

Between the front cab section and the new bed, it all works beautifully as the ride is

"Pure Pickup" dash on this Sierra is functional, and it looks good too. (Photo: Steven James Day, Canadian Auto Press)

smooth and the handling is excellent, and just in case driver skill and the excellent handling can’t save your bacon, GM’s StabiliTrak dynamic stability control is now standard on crew cab models and optional on extended cab models. My tester was also equipped with the Z71 Off-Road Package, that puts a stout Eaton G80 locking rear differential in the rear end, as well as the towing package that replaces the 8.6-inch rear axle with a 9.5-inch one resulting in a 4,763 kilo (10,500 pound) towing capacity. One area of concern when it comes to the bed of the truck could be in the rear wheel wells, as the large inside lip on the rear fender could prove to be a magnet for salt and other rust causing substances, so if one of these ends up in your garage make sure you wash it thoroughly all the time and touch up stone chips.

Inside, the materials are of better quality than previous years and while the exterior is no longer shared with the full-size SUVs, the Sierra can be ordered with the same range of options and layout as the Yukon, right up to the woodgrain trim, six-disc CD system with Bose speakers, XM

Wide open - rear door swings almost parallel to the body of the truck. (Photo: Steven James Day, Canadian Auto Press)

satellite radio, and navigation system. These models share the steering wheel, information centre and climate control system with the GMC Acadia and Yukon—between the smooth ride and luxury features, you might forget you’re driving one of the most capable work trucks on the planet.

My test truck featured an interior trim level just below the luxury-inspired model, dubbed “Pure Pickup.” It features a simpler layout and more in-cab storage options than a closet organizer, and it still had one of my favourite options available on any vehicle: XM satellite radio. Whether you opt for luxury or Pure Pickup, you could spend a lot of time with the option sheet that offer amenities such as leather seats, a power opening rear glass, a power sunroof, heated washer fluid system, and even a touch-screen navigation system... for a price. In contrast, my 1965 GMC featured a metal dash, manual windows and no radio. I’d say that they’ve come a pretty long way since then.

Accommodations on the extended cab aren't too shabby. (Photo: Steven James Day, Canadian Auto Press)

On the road, the Sierra, while not exactly small, is surprisingly maneuverable and the motions of both the body and the suspension were well controlled under a variety of driving conditions on both dry and snow covered roads. But by far the most impressive of any GM truck (or maybe even any GM car for that matter) are the incredibly powerful brakes that stop the truck without drama. Also of note, my observed fuel economy was 16 litres per 100 km, which is good, but could be a bit better as the 5.3 did have a cylinder deactivation system albeit only four forward gears in the Hydra-Matic 4L70 autobox. The six-speed 6L80E automatic that is standard with the 6.0-litre engine in the Denali needs to make its way down to the rest of the lineup to improve both performance and fuel consumption.

This Sierra makes for one sweet work truck. (Photo: Steven James Day, Canadian Auto Press)

Overall the new GM trucks are excellent contenders in the ultra competitive pickup market. The Sierra’s ‘Professional Grade’ looks and abilities have stood the test of time—GMC has been building trucks for over 100 years—and this is clearly the most impressively engineered pickup to ever emerge from this division. While Ford and Dodge (and Chevy) fans might not be swayed purely out of loyalty, and the Tundra will no doubt pick up a few strays with its bigger is better ad campaign, the GMC Sierra is good enough to hold its own amid such rivals and attract serious attention from those new to the pickup truck segment, plus fleet customers whose loyalty is to the bottom line—GM’s full-size pickups start at a very reasonable $23,370.

I know that if I were shopping in this segment, the GMC Sierra would be high on my list, and not just to match the ‘65 in the garage.

Specifications (Sierra 1500):

• Price Range (Sierra): $23,370 - $55,955
• Price as tested: $42,625
• Body Type: 4-door pickup truck
• Layout: front engine, 4WD (std. RWD)
• Engine: 315 hp, 338 lb-ft of torque, 5.3L, 16-valve, OHV, V8 flex-fuel
• Transmission: 4-spd auto
• Brakes (front/rear): disc / disc, ABS
• Dimensions (L/W/H/WB): 5,844 / 2,029 / 1,872 / 3,645 mm (230.2 / 79.9 / 73.7 / 143.5 in)
• Curb Weight: 2,388 kg (5,265 lbs)
• Tow Rating (min-max): 3,402 - 4763 kg (7,500 - 10,500 lbs)
• Wheels: 265/70R17
• Payload: 727 - 980 kg (1,603 - 2,160 lbs)
• Fuel Economy (city/hwy): 15.1 / 10.8 L/100 km (20.3 / 14.5 L/100 km on ethanol)
• Warranty (mo/km): 36/60,000 comprehensive - 60/160,000 powertrain
• Direct Competitors: Chevy Silverado, Dodge RAM 1500, Ford F-150, Nissan Titan, Toyota Tundra
  
• Web Site: www.gmcanada.ca