CARFAX Vehicle History Report

• The GMC Sierra 2500HD's exterior had minor changes in the previous model year, and most of the mechanical and structural components (including frame, engines, transmissions, suspension, and brakes) were redesigned, strengthened or improved. Like all Sierras, the 2500HD is available in a wide array of bed sizes, wheelbases, drive types and cab sizes, as well as a variety of trim levels.
• For 2012, cruise control becomes standard on the Work Truck. Substantial revisions made in the previous model year, including a new frame, an improved Vortec V8, a new Duramax diesel and revised Allison transmission, new front and rear suspensions, and an improved brake system mean that the GMC Sierra 2500HD is carried over for 2012.
• The standard 6.0-liter Vortec V8 engine produces 360-horsepower and the optional 397-hp/765 lb-ft of torque (335-hp/685 lb-ft of torque with Box Delete option) B20 biodiesel-capable Duramax 6.6-liter diesel is mated to an Allison 1000 transmission. Stability control, hill start assist and a trailer sway control system are standard. The Denali trim, available on the 4WD crew cab short-bed, features a unique grille, body color bumpers, polished forged alloy wheels and chrome accents. Available features include USB connectivity, rear back-up camera, Bluetooth connectivity, NavTraffic real-time traffic display, satellite radio, OnStar and a navigation system.

The current-generation Sierra was introduced as a 2007 model. It comes in Regular, Extended, and Crew Cab versions with long, standard and short beds, multiple wheelbases, two-wheel drive and four-wheel drive, and all-wheel drive on the Denali. The Hybrid is EPA-rated at 20 mpg City/23 mpg Highway, while compromising payload and towing capacity (maximum around 6000 pounds).

The Sierra Hybrid uses GM's Two-Mode Hybrid system. Denali comes with a 403-hp V8. Other updates to the 2012 GMC Sierra lineup include more options for high-line models, standard cruise control for 2012 Sierra base models and new colors and cosmetic trim. Side-curtain airbags and seat-mounted side-impact airbags come standard on all 2012 Sierra models. The Sierra Denali offers the same sort of high-line content as the upscale GMC Yukon Denali sport utility, and it's available with all-wheel drive.

The luxurious Sierra SLT has a cabin similar to that of a luxury SUV, with two front bucket seats separated by a fixed center console. A 3.08:1 axle ratio is standard with both transmissions and offers better fuel economy, but it's not recommended for towing.

For 2012, StabiliTrak adds trailer sway control and hill-start assist to its superb electronic stability control system.

The Sierra Denali makes for a comfortable, luxurious pickup with the emphasis on performance rather than payload and towing capacity. GMC Sierra is built on the same platform, shares mechanicals and is similarly priced to the Chevrolet Silverado.

Sierra offers a choice of 4.8-liter, 5.3-liter, and 6.2-liter V8 engines, plus a hybrid gas-electric powertrain. Active Fuel Management is standard with the 5.3-liter V8. The GMC Sierra delivers strong towing and hauling capability, a smooth ride, and distinctive styling in a full-size pickup.

A choice of interior styles is available.

All the V8 engines benefit from variable valve timing and Flex Fuel capability (meaning they will run on E85 ethanol). It's available only as a Crew Cab model with a specially tuned 332-horsepower 6.0-liter V8 working in conjunction with a battery pack and a 4-speed automatic transmission that houses two electric motors. The 5.3-liter and 6.2-liter V8s come with a 6-speed automatic transmission. 2009 brought a new 6-speed automatic transmission. The Denali-standard 6.2-liter V8 is available for Sierra Extended Cab and Crew Cab models, and is useful for towing heavier loads. The pure pickup interior includes a 40/20/40 split front bench seat with the center section folding down to provide a large storage compartment and wide armrest. The traditional layout, called pure pickup, has a driver-oriented dash layout with large switchgear and door handles designed for work gloves. Their exterior styling is quite different, however. This design places audio and ventilation system controls more easily within reach of the front-seat passenger and it offers space for a navigation system and storage compartments.

The side view features slightly bulging and elongated fender flares that sweep down behind the headlamps.

Top trim levels get some distinguishing features. A trailering package is standard so XFE models can tow up to 7000 pounds. This stiffness contributes to a smoother ride and better handling. The XFE (Xtra Fuel Economy) models with a 5.3-liter V8, 6-speed automatic and axle ratio of 3.08:1 increase EPA ratings from 15/21 to 15/22 mpg City/Highway.

A cargo management system is available for the bed with side rails and various cargo-carrying and cargo-controlling boxes and dividers and tie-downs.

The front suspension uses a coil-over-shock setup and the rack-and-pinion steering gear is mounted to the engine cross-member frame. Proprietary XFE pieces include aerodynamic upgrades in the form of a soft bed cover and extended front air dam, plus aluminum wheels (including the spare) and lower front suspension arms, locking rear differential, and low rolling resistance tires.

Fuel economy ratings, except for Hybrids, run 12-15 mpg City, 18-21 mpg Highway. It also allowed the engineers to reduce the gap between the truck bed and passenger compartment as well as the gaps between fenders and bumpers, all of which enhances aerodynamics and fuel efficiency. The front bumper features round fog lamps and a wide air intake and wraps around the sides of the truck to the front lower edge of the front wheel wells. The headlamps are a pair of stacked, jeweled lenses. The truck also has a rear axle design with shock absorbers mounted outboard and more upright for better dynamic control. Stacked tail lamps are on either side of the tailgate. The windshield is tilted back for improved aerodynamics and enhanced highway fuel economy. When using E85 those numbers drop dramatically.

Compared with the previous-generation models, the current frame is much stiffer in all directions.

The Sierra hood has a pair of long, narrow V-shaped power bulges and leads back to a steeply raked windshield. Hybrid models are festooned with odd-looking H badges. The Denali gets its own chromed grilles, both the upper section and the air vent below the front bumper, and the bumpers are painted to match. The GMC emblem is set amid dark horizontal bars in the middle of an upright and chrome-surrounded grille. The pickups get a unique rear suspension and stiffer rear frame section. The sides of the cargo bed are higher than on previous models, and the exterior of the tailgate is sculpted, enhancing the rear view of the truck. The Sierra and Silverado share mechanical components, with the exception of the unique features found on the Sierra Denali.

The GMC Sierra and Chevy Silverado are built on the GMT900 platform that debuted in 2007 and shares many underpinnings with the Yukon, Suburban, and Tahoe SUVs. The front of the GMC Sierra emphasizes the truck's wide stance.

With NHT, the SLT Crew Cab 4x2 is equipped with the 6.2-liter V8 engine. The Z71 is set up to enhance off-pavement driving yet works very well on the road; we think the Z71 is the best suspension setup for comfort on the widest range of surfaces. Note these figures typically apply to a truck with just a driver on board, and vary substantially based on a variety of equipment and options. The NHT Max Trailering Package is designed for Sierra owners who need to tow and carry the heaviest loads. The SLT with NHT suspension is designed for maximum capacity trailer towing, with a special steering gear, shock absorbers, rear axle and tires. The Z85 is slightly stiffer and for those who often tow moderate trailers, a good choice for towing. We found the NHT suspension compliant relative to its carrying capacity. Isolation and control are both very good. The Z60 configuration is for street performance and includes big 20-inch wheels but we often found any increase in performance does not outweigh the disadvantages in cost, ride quality or hauling ability. We've driven multiple versions of the GMC Sierra and found all of them to be comfortable. Generally, the Sierra models match competitors for smoothness. The 5.3-liter V8 provided plenty of power for the extended cab SLE models we drove. However, be sure your trailer brakes are compatible with it before choosing the option, as some electro-hydraulic disc conversions do not work with the integrated controller.

The highest tow rating for a Sierra is 10,700 pounds on Extended Cab (not long bed) models; top Crew Cab rating is 10,600 and for Regular Cabs it's 10,000 pounds.

The integrated brake controller should find favor with drivers who tow RV or box trailers. All engines need to be revved up (by truck standards) for best performance. By virtue of its fairly stiff spring and shock rates, the NHT suspension can be driven aggressively on winding roads with tire squeal the primary indication you're approaching the cornering limits. If it is compatible, it's a great feature, eliminating the mess of installing an aftermarket unit and offering more precise braking.

The Z83 suspension offers the smoothest ride. However, if you mostly use the truck with it empty and rarely tow, we don't recommend the NHT package due to its harsher ride. If you do tow, however, this is the hot setup among light-duty pickups. Steering is direct by truck standards and nicely weighted, providing good feedback about how hard everything is working, though the assist can fall behind during repeated full-lock maneuvering as when backing a trailer. We've found it's much easier to modulate the brakes with the integrated brake controllers than with aftermarket units.

The pure pickup, as it's called, has a unique dashboard that is more driver-oriented and has large switchgear and door handles that are designed to be easily manipulated by those wearing work gloves.

Access to the rear seating area of the Extended Cab is eased by rear-hinged doors that open to nearly flush with the bed sides. Operating controls are GM simple, especially on the pure pickup, while on the top-line models the central dash has many small white-on-black buttons that may require a short learning curve. Sitting in the back seat of the Extended Cab is made more pleasant thanks to the fact that the windows in the rear access doors power fully down. The Sierra Crew Cab's rear seat is split 60/40 and can folded up individually for a flat load floor; this arrangement is also standard on some extended cabs and optional on others, depending on trim level. Some drivers report peculiar ergonomic details as the steering wheel is slightly offset from the seat centerline (which is not uncommon). The pure pickup interior includes a 40/20/40 split front bench seat with the center section folding down to provide a large storage compartment and wide armrest.

Either dashboard sports full analog instrumentation, and may have more information available through digital display.

Rear seating is provided for three people in the Extended and Crew Cab versions.

The SLT's SUV-style luxury-oriented interior puts audio and ventilation system controls more easily within reach of the front-seat passenger and has two front bucket seats with a fixed center console with assorted storage compartments. The GMC Sierra SLT boasts interior features popularized by the Yukon sport utility, providing a much more upscale environment for the driver and passengers. Two types of interiors are available. With 34.3 inches of rear legroom in the Extended Cab, space is comparable to the competitions'; but the Sierra Crew Cab, with 39.0 inches of rear legroom, comes up 1.4 to 5.5 inches short of the largest cabs offered by the Ford F-150, Nissan Titan, Dodge Ram and Toyota Tundra. So the other Sierra models use a pure pickup interior with more function, like dual glove boxes, and less luxury.

NewCarTestDrive.com correspondent G.R. Those who plan to use their trucks for commuting to work, carrying lots of family members and towing boats, may prefer the SUV-style interior, while those who use their trucks primarily as working tools likely will opt for the more utilitarian-oriented pure pickup design. We like the Sierra SLT Crew Cab for towing car trailers.