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[Truck Specs] [Dodge]
2007 GMC Sierra 2500 SLE Crew Cab 4x4
The GMC and Chevrolet heavy duty pickups are all new for 2007.
Our GMC 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.
The ‘pure 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.
The Sierra also came with an automatic mechanical locking rear differential.
The other two trucks only come with limited slip clutches in their back
Our 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.
There’s a 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.
The GMC 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
Even 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.
GM has 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
New fuel 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.
NOX emissions have been reduced by adding a larger exhaust gas recirculation
(EGR) cooler and closed crankcase to contain engine gasses inside the
Like 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.
The 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
Our 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.
Another 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 years ago.
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