Long-Term Test: 1999 GMC Sierra SLT 4WD Extended Cab

Introduction
Powertrain
Ride & Handling
Towing, Hauling & Off-Roading
Inside the Cab
Maintenance/Reliability
Summing Up
Changes to the Sierra Since 1999
Pros and Cons
Best Logbook Quotes
Recalls & Problem History
Dealer Service Reviews
Consumer Commentary

Introduction
As we were preparing the Wrap-Up for our GMC Sierra, we decided to jot down a list of every problem ever reported in the logbook and its resolution — so as not to leave anything out. After examining all 24 updates, we had well over three pages of problems. Even more striking was our realization that in two years, the Sierra had 20 warranty repairs. That's a new record for the long-term program, doubling our '99 Jeep Grand Cherokee's nine.

Of course, warranty repairs are only part of the story, and we don't want to sell the big truck short. It's not as if it ever stranded us — our long-departed '98 Isuzu Rodeo did that three times. And everyone loved the Sierra's virulent Vortec 5300 V8, which is arguably the best V8 available in any half-ton pickup on the market (except for the even larger Vortec 6000 V8 available in the 1500HD crew cab and the Sierra C3). And our editors easily warmed to the Sierra's cavernous, user-friendly cab design.

As the months wore on, though, some of the truck's supporters grew rather embittered after repeated trips to the dealership for repairs. We suspect that many of the GMC's problems could have been prevented through the use of higher quality parts and stricter assembly protocol. The "Professional Grade" feeling begins to peter out after the steering column has been clunking and rattling for a year or so.

But some of our editors really like trucks — and this pickup in particular — and weren't as concerned about the warranty issues. As they see it, the Sierra comes from a rich tradition of pickup trucks designed to be practical and powerful, and overall refinement has never been their primary asset. And none of our long-termer's problems were terribly serious — they just didn't bode well for long-term, trouble-free ownership.

So we leave it to our readers to decide. Sierras and Silverados are excellent pickups, but understand what you're getting into before you buy: These aren't Toyota Tundras. They'll likely require more than just regular maintenance. Call it true truck character. Call it General Motors' cost-cutting. Either way, it's going to come out of your wallet after the warranty is over.

As a review: We purchased the Sierra from Thorson Buick-Pontiac-GMC in Pasadena, Calif., in April 1999 for a small fee above invoice in spite of high demand for GM's redesigned best-sellers. Presumably, the price was low because of our four-wheel-drive truck's black sheet metal and dark gray interior. It came equipped with SLT trim (power leather seats, premium sound system and more), the Vortec 5300 V8, the Z71 suspension package, the towing package, a locking rear differential, 16-inch all-terrain tires, foglights, heated exterior mirrors, a rear window defroster and tinted glass. Save for a sliding rear window and two-tone paint, our Sierra was loaded.

Powertrain
Without question, this is the best part of half-ton GM truck ownership. For some, this may be the only reason to buy a Sierra or Silverado. Consider this a compliment: You can find most of the GMC's special features at a Ford or Dodge dealership, but you won't find similarly robust V8s hooked up to crisp-shifting automatic transmissions. And more muscle — combined with better shift timing — means that you can carry heavier payloads and tow heavier trailers with greater ease. That pretty much covers the utility end of pickup ownership.

As mere automotive journalists, we rarely had occasion to push the limits of our Sierra's payload and trailer ratings. And as you'll see, it handled our suburban chores effortlessly. But not everyone has need for utility of any kind — some of us simply enjoy the power, visibility and comfort that pickups provide. And to this group, we can recommend the Sierra's powertrain, as well. The 5.3-liter V8 dared us to blast down the freeway in excess of 80 mph, and its flat powerband left us ample reserve for passing maneuvers.

"This thing is a brute when it comes to getting on the freeway or making a pass at high speeds," Road Test Editor Ed Hellwig wrote in the logbook. "You floor it, the tranny kicks down, and after a slight hesitation, it just takes off. Unlike most truck engines, it doesn't seem to run out of breath at the upper rpm ranges either — it just pulls all the way through. Great engine."

Another driver gushed, "The engine is awesome! Smooth, powerful, responsive and refined. I would be happy to have this engine in either a luxury car or a muscle car."

The 5300 V8 was designed to produce more horsepower and better fuel economy than the previous Sierra's optional 5700 V8. Our long-termer's V8 developed 270 horsepower at 5,000 rpm to the 5.7-liter's 255 at 4,600 rpm. Like its predecessor, the 5300 was engineered to reach its maximum horsepower relatively high in the rpm range for greater endurance when towing and hauling (as Hellwig observed). However, the Vortec 5300 didn't match the 5700's torque rating. While the old C/Ks were pouring out 330 pound-feet of twisting force at 2,800 rpm, our Sierra supplied a more modest 315 lb-ft at 4,000 rpm.

In 2000, GMC increased the 5300 V8's output to 285 horsepower at 5,200 rpm and 325 lb-ft of twist. You still have to wait until 4,000 rpm to access the maximum load of torque — a consequence of a smaller-displacement engine (5.3 liters versus the 5700's 5.7 liters).

Although we expect that our '99 model provided plenty of torque for the average half-ton pickup buyer, Hellwig, the former owner of two different big block V8-equipped vehicles, observed that the GMC's powerplant "might lack the low-end grunt needed for serious towing and hauling."

Another of our editors, who had driven 5700 V8-equipped pickups and SUVs extensively, wrote, "The Sierra's engine is nice, but it seems to lack some of the oomph that I remember from the last C/K-based truck I drove. Maybe it's my imagination, but I don't know if this powerplant is any better than the old one."

We decided to compare the engines' torque curves to determine just how different the two V8s were — in terms of performance, that is. Interestingly, the 5300 actually had the flatter torque curve: This newer V8 provides 300 or more pound-feet of twist between 2,000 and 4,800 rpm, peaking gently at 315 (or 325) at 4,000 rpm, while the 5700 hits 300 at 1,800 rpm, peaks rather sharply at 2,800 rpm and settles below 300 at 4,500 rpm. The verdict: The Vortec 5300 has roughly the same torque curve, but it's flatter and maxes out later in the rpm zone. Does it have an advantage over the 5700? Maybe not where torque is concerned. But the 15 (or 30) extra horsepower at 5,000 revs do make a difference on the highway. Case in point: After our ambivalent editor had an opportunity to take the Sierra on a trip from Denver to Los Angeles, he wrote that our long-termer's powertrain was the best he had ever experienced in a pickup truck. "During the climb out of Denver," he said, "the 5.3-liter engine pulled [us] up the steepest portions of I-70 without breaking a sweat. The transmission helped by providing downshifts that were responsive enough to maximize pulling power."

Further, since the 5300 is smaller and lighter than the 5700, it produces better gas mileage. And with an all-truck lineup, GMC needed more efficient half-tons to reduce its Corporate Average Fuel Economy (CAFE) number. Our long-termer averaged a respectable 15.9 mpg over two years.

For those who do need more torque at lower revs, GMC offers larger, more powerful engines. The standard powerplant for all heavy-duty series trucks (including the new-for-2001 1500HD Crew Cab) and light-duty 2500s is the Vortec 6000 V8, which makes 300 horsepower and 360 lb-ft of torque; the Sierra C3 gets a 325-horse 370-lb-ft version of this V8. Here again, the full dose of twist doesn't surface until 4,000 rpm, but the engine's torque curve is exceptionally long and flat — it crests 300 lb-ft at about 1,400 rpm and doesn't retreat until 5,000 rpm. Or, if you can see yourself in a burly 2500HD or 3500HD Sierra, you'll have your choice of the Big Block Vortec 8100 V8 and its 455 lb-ft at 3,000 rpm or the Duramax 6600 turbodiesel V8 and its rather monstrous 520 lb-ft at a very low 1,800 rpm.

Like the 5700, the Vortec 5300 is a pushrod engine that traces its lineage to the first GM small block V8 introduced in 1955. And in spite of these aged underpinnings, our 5300-equipped Sierra felt incredibly potent — considerably stronger than any F-150 with Ford's modern single-overhead cam 5.4-liter V8 under its hood. A 2000 Chevrolet Silverado extended cab confirmed this feeling when it placed first in 0-to-60 acceleration during our Full-Size Pickup Comparison Test over an F-150, a Toyota Tundra with a dual-overhead cam 4.7-liter V8 and a Dodge Ram Pickup with a pushrod 5.9-liter V8.

Our Sierra's four-speed electronically controlled automatic transmission (4L60-E) has been used in GM's full-size pickups since 1993. However, a "Tow/Haul" mode in the current-generation pickup allows for a more aggressive shift schedule when desired. When you activate Tow/Haul by pressing a button on the end of the gear shifter, the transmission delays upshifts and firms up the shift feel. The button looks suspiciously like an overdrive on/off button and, at first, we thought Tow/Haul might be a marketing ploy. Then we tried it out while carrying loads and noted a distinct, positive difference in the transmission's behavior.

Ride & Handling
Most editors found the Sierra to be a remarkably capable handler for a full-size truck, largely due to its accurate steering. GM's pickups generally provide a pleasant ride, as well, though our selection of the Z71 off-road suspension package replaced some of the pleasant with choppy whenever the pavement wasn't smooth. But with the Z71, our Sierra (and we) relished off-road adventures.

Of course, the truck handled freeway expansion joints and grooved or rippled surfaces with the same care as rocks and ruts on an off-road trail. "Each joint sends a quick undulation through the [Sierra's] cabin that is barely noticeable at first, but after 30 minutes at 70-plus mph, it starts to get old," Brauer wrote.

"[The Z71 suspension] is just too harsh for city driving, sending shudders through the cabin with every bump in the street," Hellwig agreed. "Sure, the bed decal looks cool and all, but you pay for it with more than just your wallet."

Our irritation was probably heightened by the Sierra's sub par build quality: "The truck bounced up and down like an amusement park ride, with accompanying squeaks and squeals, as parts of the dashboard and other interior components rubbed against each other," one driver wrote in the logbook.

The undulation varied in severity, and loading up the bed lessened our discomfort. Obviously, if you're going to use a Sierra as a work truck, the bed will be filled with equipment most of the time and you won't have cause for complaint. Also, keep in mind that the Z71 package isn't your only option if you need a stiffer ride than the regular suspension can provide. The optional Z85 suspension increases the standard shock damping, resulting in a firmer ride better suited for towing and hauling. And if your Sierra doubles as a work truck and a family transport, consider the ZX3 suspension, which lets you choose between the standard and the Z85 shock damping.

Greater Los Angeles is not the native home of a full-size pickup. Sure, a lot of people here own them, but who really enjoys maneuvering a large truck down a narrow thoroughfare with cars parked on both sides or coaxing one into metered street parking? "My two weeks were spent vastly improving the fine art of the 13-point turn," one driver wrote in the logbook. "In nearly every parking lot, the Sierra had to be cooed and cuddled to fit into the micro-spots. I felt like a 747 being led into the gate at LAX."

However, if you have experience driving full-size trucks, particularly the previous generation of C/K Sierras and Silverados (and their SUV variants — Yukons, Tahoes, Suburbans), you'll probably get the hang of the current generation's urban handling characteristics rather quickly. The steering ratio in our '99 Sierra seemed reasonably tight for a vehicle of its size, such that it was a simple task to determine the optimal amounts of steering input for moving the pickup's girth about on crowded streets and highways.

"[The Sierra] doesn't feel like a full-sized truck at any point except when you have to parallel-park," Editor-in-Chief Karl Brauer's wife Stacie remarked. "Even then it's not terrible, especially if you've been driving a 1970 Plymouth GTX for a couple of years."

Remember what it was like to hit the brakes in one of the C/K trucks? The agonizing span of pedal travel before actual braking began? Well, we can report that the Sierra's brakes offered only a hint of that "dead pedal" feeling and generally performed quite effectively. We attribute this improvement to the new four-wheel antilock disc brake system GM installed in its redesigned full-size pickups. The C/Ks had four-wheel ABS, too, but they also had rear drums. The brake pedal itself is easier to operate in the new trucks, because it's no longer mounted high in relation to the gas pedal — this means you don't have to lift your right foot to hit the brakes or risk getting your foot caught when switching to throttle.

Unfortunately, we can't tell you that our Sierra's brakes performed without a hitch, as several drivers had harrowing experiences with a thing called premature ABS activation.

Brauer first noticed this problem in January 2000: "Under normal driving conditions, the truck stops confidently, and the pedal has a solid feel. But, if you try to stop suddenly, the weight transfers to the front end, and the rear end lightens up. This can lead to what I consider premature ABS activation, especially if the road surface is at all bumpy. This results in a pulsing through the pedal and a near disappearance of stopping power. Very disconcerting."

Now, we'll acknowledge that the Sierra was a full-size truck and thus not intended to make sudden stops, but as Brauer explained, "the problem is that since the Sierra feels so capable in all other areas, it's easy to forget its 'truck' status and start driving it too enthusiastically. Although GM improved the brakes on this latest generation of its truck platform...they [still] aren't up to the performance of the rest of the package."

Another editor concurred: "The Sierra's ABS system is the most sensitive I've ever encountered. With even moderate pedal pressure, my right foot receives a continual massage from the ABS system.... When the truck is loaded, or has a full fuel load, the ABS appears to work normally. But without any passengers, cargo or a tank full of fuel, you can get the system to kick in very easily."

Since we were aware of the overeager ABS system (and regularly drove the Sierra with an empty bed and cab), editors planned for it and allowed themselves plenty of space between the truck and vehicles ahead. However, the system frequently surprised us anyway by engaging in instances where it clearly wasn't needed and lengthening stopping distances.

"My exit off the San Diego Freeway (I-405) was re-paved one weekend," Senior Editor Christian Wardlaw wrote. "On Monday morning, as I descended the ramp to Santa Monica Boulevard, the Sierra traversed the spot where the fresh blacktop of the ramp met the old concrete of the service drive. A new, insignificant bump at this juncture sent the Sierra's ABS into spasms, nearly hurtling me headlong into a Toyota slowing to a stop in front of me."

Technology Editor Scott Memmer had a similar experience: "...Coming down a grade into an intersection in Glendale, Calif., the ABS grabbed suddenly and inexplicably — and this while traveling less than 20 miles per hour!"

When we brought this problem to the attention of Parkway GMC in Santa Clarita, Calif., our senior editor was informed that this behavior was "normal" and could not be repaired. However, one of our readers, Randy McIntyre, noted that he had encountered the same problem with his Sierra's ABS system and had actually used our updates to prove to his service advisor that his concern was indeed legitimate. So his dealership replaced the master cylinder, and McIntyre wrote that the problem hasn't recurred since.

Early ABS activation wasn't the only driving issue that addled our Sierra. In February 2000, editors noted an apparent looseness in the steering components and/or front suspension evidenced by shaking and rattling felt through the steering column.

"My first car...was a 1976 Mercury Grand Monarch with bad tie rods," Wardlaw wrote. "Whenever I would enter a driveway apron on an angle, or travel over rough and broken pavement, the front end could be felt (and heard) shaking and rattling through the steering column. Same is true of this GMC. But here the problem is evident when loading and unloading the front suspension, when bending through easy curves at speed, and sometimes even when the transmission shifts."

Although the shaking didn't compromise the accuracy of the Sierra's steering, the accompanying sensation of looseness in the column and front suspension stirred anxiety in more than one driver. After the problem was dismissed on two occasions by Martin Cadillac-Pontiac-GMC in Los Angeles, Parkway GMC diagnosed the problem as a bad steering shaft and replaced the part under warranty. This repair eliminated the shaking and rattling completely, but it took us an entire year to find relief.

However disconcerting these problems may sound, it's fair to say that the majority of our staff still took pleasure in the Sierra's overall handling package. We take this to mean that GMC does build an excellent full-size pickup, but shortcuts during engineering and/or assembly leave owners the task of working out the details. Too many of the details, some of our editors argue.

Towing, Hauling & Off-Roading
One editor wrote in the logbook, "While driving the GMC, I noticed that many people looked at me with admiration.... 'Nice truck, buddy, let's go four-wheelin' and then build us an addition!'" they seemed to say. And in this regard, the Sierra made a strong case for itself as a companion for a contractor and/or an active family.

One of our technical experts, Miles Cook, used the Sierra to tow a U-Haul trailer to Big Bear, Calif., a resort community in the San Bernardino Mountains (roughly 6,700 feet in elevation). "In short, it was a piece of cake," Cook said. "The Sierra tows like a dream and manhandled the loaded trailer (and a full bed, too) up the mountain like it wasn't even there. Mileage on the tank of gas...averaged 15 mpg. The ride with the truck loaded and hauling a trailer [was] better, too."

Other editors reported that the Sierra made short, effortless work of their hauling jobs in and around Los Angeles. "Power is not an issue with this truck," Brauer wrote. "With the bed loaded full of wood, drywall, four wheels with tires and two more tires sans wheels, I couldn't even tell that it was carrying anything as I sailed over the Sepulveda Pass. Tranny picks the right gear every time, too."

Our photography editor, Scott Jacobs, used the Sierra to move from one apartment to another. "Two trips took care of everything, and I had forgotten how much stuff I really have," he said. "The Sierra...may be big and imposing but it does have a heart of gold and makes tough moving tasks seem easy. The truck's large bed was able to haul the 22-cubic-foot fridge with room to spare. On the second trip, it handled a queen-size bed, a mobile kitchen prep table, my coffee table, a second twin bed and various other items."

When we took it off-roading, the Sierra's only limitation was its size. One driver used our pickup to carry camera equipment during the off-road component of our 2000 Midsize SUV Comparison Test.

"Off-roading in the Sierra was quite an adventure," he said later. "The suspension and large tires made overcoming most ruts and bumps a no-brainer. The width of the truck, however, does little to inspire confidence when it comes to tight turns on narrow trails." Of course, this was our fault: The trails we selected in Hungry Valley RV Park near Gorman, Calif., were designed to accommodate the smaller, narrower SUVs and not the full-size Sierra. In sum, you can count on the Z71-equipped Sierra to tear across any terrain, crushing any offending wildlife, so long as you give it plenty of space.

Also of note was our truck's electronic transfer case. With a mere push of a button, you can switch from "2 Hi" to "Auto 4WD," "4 Hi," or "4 Lo" — which makes it easy to transition from a dry, paved surface to a snow-covered road or a rocky trail. Further, the automatic 4WD mode was particularly useful during Southern California's winter monsoon. This mode engages the front axle but applies power only to the rear wheels under normal conditions. When a loss of traction is detected, power is seamlessly applied to all four wheels. Based on our experiences with the Sierra, the system works flawlessly. We should point out, however, that it's not necessary to spring for 4WD to get decent handling in the wet: 2001 2WD models equipped with one of the V8 powerplants and an autobox can be optioned with an electronic traction assist feature made possible by the introduction of electronic throttle control. On pickups so equipped, the electronic throttle control limits the torque coming into the rear axle, and the rear locking differential (a required option if you select electronic traction assist) distributes the torque either to the left or right side, depending on which wheel has more traction.

Inside the Cab
GMC has offered three-door access to its extended-cab Sierras since the 1996 model year, and understandably, this extremely practical feature carried over into the new generation of Sierras. But by 1999, four-door access to extended cabs was the latest rage, and our 1999 Sierra didn't have a fourth door (on the driver side). This oversight inspired many of the complaints penned into our logbook during the two-year lease. To some extent, our irritation might be construed as flattery — how could GMC/Chevrolet offer the roomiest extended cab on the market (in terms of front and rear accommodations) and then deny us access to our passengers and cargo from the driver side?

"The rear seat is the most comfortable one I've sat in [among full-size pickups]," one editor wrote. "It is amazing that an adult can sit in the rear of the Sierra without experiencing leg cramps. This is the first non-crew-cab pickup that I think deserves to be called a five-passenger vehicle."

And several of our editors who are married and have two children managed to travel quite comfortably in the Sierra; although, Memmer pointed out that a fourth door would certainly have expedited the loading process on days when he had carpool duty. Still, it's surprising to think that an extended-cab pickup could even be considered for such a task. Moreover, GMC (and Chevy) soon realized prospective consumers' desire for four-door access and began offering this feature on extended cabs for the 2000 model year.

Of course, we could only open the rear door on our Sierra (or rear doors on newer models) by pulling the release handle on its side once the main passenger door was already open. This proved to be a tricky maneuver in tight grocery store parking lots. Toyota has circumvented this issue by equipping the rear doors of its Tundra Access Cabs with exterior handles (though the Tundra's rear seat is smaller). Meanwhile, GMC and Chevrolet have simply added more spacious, more accessible pickups to their lineups, including the 2001 GMC Sierra/Chevrolet Silverado 1500HD Crew Cab (part of the heavy-duty series) and the 2002 Chevrolet Avalanche.

The size of the Sierra's rear seating area was enhanced by its flexibility — when we weren't using the bench for passengers, we simply folded it up to accommodate cargo.

We never arrived at a staff consensus on the comfort level of the front seats. Many editors wrote in the logbook that the gray leather-bound seats were well cushioned and supportive and that the wide range of power adjustments enabled them to find an optimal driving position. But several editors said that they were never able to find a comfortable driving position in spite of all the power adjustments.

One of the seats' advocates, Brent Romans, our senior road test editor, had an opportunity to test them thoroughly during a trip from Los Angeles to Denver and back:

"The seats are impressive. Each way, I divided the drive into about a 12-hour/4-hour split. I never got a backache. My neck would get sore occasionally, but having the articulating headrest helped. These seats are very comfortable and I liked the foldable armrest. The longest continuous stretch without stopping was 330 miles, which meant almost four hours sitting in the seat. No problems. Hats off to our GMC's upgraded seats."

After using the Sierra for his daily travels around L.A., Hellwig wrote, "The seats in this thing are terrific. Between the tilt wheel and power adjustments, a comfortable position is easy to find.... One of the best aspects of the seats is the articulating headrests. Imagine praising headrests for actually being able to rest your head on them, but the fact is, unless they can be leaned forward like the Sierra's, most headrests are just whiplash protection rather than a comfort feature."

Other editors like Wardlaw and Associate Editor Erin Riches endured multiple backaches after driving the Sierra. In both cases, the problem seemed to be an inadequate range of adjustment. "I feel like I'm still sitting too low even with the chair jacked up as high as it will go," Wardlaw said. "If they had more vertical movement, the seats could be deemed quite comfortable — currently, they are average at best." Riches claimed that the seatback's hollowed-out shape could not be overcome by fiddling with the tilt adjustment, leaving the middle of her back unsupported.

Other complaints about the seats concerned the armrests' lack of variable adjustment. Certainly, they were a thoughtful feature, but their only position was too low to allow most drivers to actually use them and when deployed, they blocked the seatbelt latches. When editors switched steering hands and attempted to rest their left arm on the door panel instead, its hard plastic surface quickly motivated them to try the armrest again. Some front passengers were annoyed by the presence of a large black ventilation duct that intruded into the passenger footwell. For whatever reason, this unsightly box is present in all of GM's full-size trucks and SUVs — it's most noticeable in trucks with the light-color interior.

As you would expect, almost everyone enjoyed the panoramic view of the road that driving our 4WD Sierra afforded. Large, well-shaped mirrors allowed drivers to attend to the goings-on in several lanes of traffic. Some staff members occasionally found it difficult to see small cars that had slipped into their blind spots, but tweaking the mirrors' adjustment generally solved this problem. Further, driving one of the largest passenger vehicles on the road simply requires greater concentration.

Several drivers took issue with GM's standard-issue full-size truck steering wheel. Indeed the Sierra was easy to steer, but the spindly shaping of the wheel could be uncomfortable to grasp and some of us had to straddle the high-mounted upper spokes with our fingers. While the steering wheel design might not keep you from buying a Sierra or Silverado, we would still like to see a thicker wheel rim with better spoke placement in future model years.

Storage in our Sierra was abundant. One driver observed that the center console could legitimately function as a cooler if loaded with ice and beverages. The console's expansive lid and cupholders easily accommodated fast food, CDs, spare change and large bottles of water. We were also fond of the Sierra's collection of overhead compartments, particularly the CD holder with an elastic strap — you'll find these compartments in most full-size GM trucks (and SUVs) that don't have sunroofs.

Although they weren't too stylish, the center stack and gauge cluster earned scattered compliments for their user-friendly design: The gauge cluster employed a simple, legible analog design and provided a lot of information to the driver. And in general, the center stack provided an easy-to-navigate assortment of buttons and dials — though we were a bit annoyed that the single CD player was separated from the stereo head unit (to the point that it was basically mounted on the floor).

"The CD player seems very much thrown in as an afterthought, meaning the faceplate tells you very little about what's going on with the unit (track number, time elapsed, and the like)," our stereo expert, Memmer, wrote. "A CD integrated into the faceplate...would be welcome and is probably in the works from GM."

The stereo was generally well liked by editors, but some drivers commented that its output was a bit "bassy" for their tastes. "On the plus side, the system has a lot of flexibility to adjust the sound," Memmer said.

Most staff members complained about the Sierra's power door locks. In the interest of safety, the doors locked automatically when we started driving. But when we arrived at our destination, put the truck in park and shut off the engine, they did not unlock. So every time that we stopped, we had to unlock the doors manually. GMC responded by making the auto locks in 2000 SLE and SLT models programmable.

Cook was one of our truck's most fervent supporters, but he was quite peeved by the non-intuitive operation of the driver's auto-down power window. "It seems to always do exactly the opposite of what you want the window to do," he wrote. "Push the button slightly to roll the window down just a little bit, and of course, it goes into the auto-down mode and you have to hit the button in the opposite direction to stop the window. Push the button firmly to have the window go down with one-touch and the window invariably stops as soon as you release your finger from the switch. The detent in the switch between one-touch down and normal operation is not nearly pronounced enough to discern the difference between the two."

Ultimately, you can toss aside all of the other complaints we had about the Sierra's interior — its single biggest weakness is build quality. GMC has positioned the current generation of the Sierra at a higher "Professional Grade" level, such that this pickup costs a bit more than the Chevrolet Silverado. But after two years, we have concluded that the only advantage of going with the GMC brand is the slightly longer list of available features and the Sierra's good looks (We can't warm up to the Silverado's mug, but the Sierra is damn near the most attractive beast on the road). The Sierra's higher price does not include a solidly constructed cab and classy yet durable materials. Oh, certainly, the ultra-soft leather upholstery is acceptable in the truck world, but what of the cheap, loosely attached plastic parts that compose the rest of the cabin?

Even if you've conceded that all pickups are rough around the edges, consider the problems we had with our Sierra's cab during the truck's first 39,000 miles:

• Both the driver and passenger windows fell into the door on separate occasions and had to be replaced along with their regulators. In less than a year, both windows began clunking again; the regulators had to be adjusted.
  
  
• Both the driver and passenger door panels loosened themselves from the door, which resulted in incessant creaking until they were repaired.
  
  
• The passenger-side A-pillar trim popped off.
  
  
• A bad door seal caused excessive wind noise in the vicinity of the passenger-side A-pillar.
  
  
• We endured constant wind noise from the rear quarter windows; the latches were replaced but the noise returned. Finally, they were "adjusted" by a body shop, and the noise subsided.
  
  
• The driver's seatbelt bezel popped off — two attempts were needed to re-secure it permanently.
  
  
• The driver's lumbar adjuster stopped working and had to be replaced.
  

Sure, none of these problems were severe, but they were annoying. We always felt that we needed to go to the dealership for something. And these little things were entirely preventable — it's not as if GMC had no way of anticipating how a poorly assembled ensemble of low-grade materials would play out.

Maintenance & Reliability
We've already discussed many of the problems we had with our '99 Sierra — we'll cover the rest of them in this section. For a complete list, refer to the Recalls & Problem History area. Besides visiting dealerships for repairs, we followed the normal-duty maintenance schedule, which called for service every 7,500 miles. In the event that we forgot or drove the truck in more grueling conditions, the driver information center in the gauge cluster told us when it was time to change the oil. Some of the usefulness of this feature was lost, however, when one service department failed to reset the oil life monitor (after changing the oil) on two occasions.

The two other "drivability" problems that our truck incurred were a persistent pull to the right and a clunky-shifting automatic transmission. Now, the Sierra is not entirely to blame for the pull to the right: The pull developed after our pickup was involved in an accident with a Corolla in July 2000 — we were not at fault. But M2 Collision in Santa Monica, Calif., was supposed to have aligned the truck to factory specs after completing the body repair. Apparently, they hadn't, so we took our long-termer back to the body shop in October and requested a free alignment. Within a month, though, editors determined that the Sierra was still pulling to the right, so we paid to have another alignment performed at a dealership, and finally, the truck was all lined up.

Wardlaw first noted the transmission clunk in November 2000 — it occurred during downshifts at low speeds from either third to second or second to first gear. This issue was particularly disturbing, since General Motors is well known for building some of the smoothest-shifting transmissions on the planet. The first dealership we tried was apparently unable to duplicate the problem, so the next month we tried another, and they replaced the valve body. Afterwards, the truck indeed shifted more softly but also more slowly.

Finally, less than a month before the Sierra's lease ended, we felt that we had finally resolved all of the truck's problems, and Wardlaw took it on one last off-roading adventure:

"I spent a weekend beating the GMC on-road and off-, even getting it stuck in the muck of the Santa Clara River basin, and I'm happy to report that it was an enjoyable experience. The cabin didn't creak or squeak once, the windows worked perfectly, and there wasn't any looseness detected in the steering column. Though I'd prefer seats that raise higher, a thicker steering wheel rim, locks that I control rather than a GM engineer and better quality interior materials, when the Sierra is running right, it's a great full-size truck.

"Then, hours after I got home after spending 300 miles behind the wheel on a variety of paved and dirt surfaces, I discovered fluid leaking onto my driveway from the vicinity of the transfer case. The next day, I thought the transmission was back to its clunky shifting ways, especially when selecting reverse and when up- or downshifting into second. And there's a daytime running light burned out. The warranty ran out 800 miles ago.... So much for getting through a month with nothing going wrong with our truck."

We also noticed that the steering wheel was off-center — again. And the truck was out of warranty. So we let the Sierra have its 37,500-mile service (little more than an oil change) and a full detail. Except for its scratched bed, it looked like a new truck when we returned it to Thorson Buick-Pontiac-GMC a week later. But underneath the glossy black sheet metal, we knew that all was not right.

Summing Up
One of our editors wrote in the logbook, "...I grew to like the Sierra considerably more than I thought I would. It's just a big ol' gnarly truck and that's a good thing." Whether you agree with that statement is contingent upon what you expect from a full-size extended-cab pickup. Do you crave a virulent pushrod V8, competent handling, a gigantic cab (with seating for five), great ergonomics and unmatched endurance for towing and hauling? Then the Sierra is definitely your truck. If "solid build quality" or "reliability" is among your criteria, however, this GMC may disappoint you.

And so we again ask GM to beef up the materials and assembly budgets — if not for the sake of customer satisfaction, for the savings on warranty repairs.

Current Edmunds.com True Market Value^®: $25,316*
Depreciation: $7,571 (or 23 percent of original MSRP)
Final Odometer Reading: 39,219
Best Fuel Economy: 22.6 mpg
Worst Fuel Economy: 9.6 mpg
Average Fuel Economy: 15.9 mpg
Total Body Repair Costs: $3,175.23
Total Routine Maintenance Costs: $480.43
Additional Maintenance Costs: $161.93
Warranty Repairs: 20
Non-Warranty Repairs: 2
Scheduled Dealer Visits: 5
Unscheduled Dealer Visits: 4
Days Out of Service: 25 (all for maintenance & warranty work)
Breakdowns Stranding Driver: 0

*This value is based on the "Dealer Retail" True Market Value as of June 2001 for a black 1999 Sierra 1500 4WD Extended Cab Short Box in SLT trim with 39,219 miles in "clean" condition in the 90404 zip code. The "Trade-in" TMV^® is $21,198 and the "Private Party" is $22,550.

Changes to the Sierra 1500 since 1999:

2000 — Extended cab models were equipped with a fourth door (that is, a rear door on the driver side). Output from the Vortec 4800 V8 (standard on 1500 Series extended-cab models) was increased to 270 horsepower (up from last year's 255). And the 5.3-liter V8 gained 15 horses (now at 285) and 10 more pound-feet of torque (to 325). Trailer ratings increased, as well. Programmable automatic door locks were made standard on all models with power locks. New factory appearance items, such as wheel-lip flares and a soft tonneau cover, were added to the options list for some models.

2001 — The 1500HD crew cab (part of the heavy-duty series) and the all-wheel-drive Sierra C3 performance pickup arrived this year. Both trucks come with a version of the 6.0-liter V8 standard in 2500 and 3500 trucks. Reliability was enhanced for all Vortec V6 and V8 engines. Consequently, oil-change intervals were extended to 10,000 miles. A traction assist feature was made available on two-wheel-drive V8 automatics, thanks to a new electronic throttle control system. The OnStar telematics system was added to the SLT trim package.

Similar Vehicles: GMC Sierra C3, Chevrolet Silverado, Chevrolet Avalanche

Pros and Cons:

Pros: Vigorous Vortec 5300 V8, best-in-class towing and hauling ability, all-terrain prowess, surprisingly good handling, excellent interior ergonomics, roomiest half-ton extended cab on the market

Cons: Lousy build quality, worrisome reliability outlook, hyperactive ABS, rough ride with Z71 suspension

Best Logbook Quotes:

"For easy L.A. parking and fuel economy, the Sierra will never be the answer, but for my many friends and large family in Texas and outside the congested urban sprawl, the GMC is only a Labrador retriever and shotgun rack short of a dream car." — Zach Helke

"Riding in this truck is akin to one of those chassis/cab rental car shuttle vans in terms of perceived integrity, rattles, ride quality and noise. This is professional grade? Anyone with half a brain only needs to place moderate pressure against the interior driver-side door panel of our truck, such as when bracing for a turn, hear it groan and creak in protest, and conclude that GM has used the cheapest parts they possibly could to construct this cabin." — Christian Wardlaw

"This odd feeling of peace came over me as I was driving the Sierra. At first, I was intimidated at the thought of driving a large truck and was a little dubious about my ability to negotiate it along the insanely overcrowded L.A. freeways. Strangely though, I felt right at home in the vehicle. The interior was comfy, I felt incredibly safe riding up at such a great vantage point, acceleration was swift for passing and the steering was very responsive, making this full-size pickup surprisingly easy to maneuver." — Erin Mahoney

"With its dark paint, chrome wheels, tinted windows and tall stature, I probably look like some kind of Mafia cowboy." — B. Grant Whitmore

"It's kind of like when you're a kid and your big burly uncle puts you on his shoulders. You know he is big but you sure have a lot more respect for his size and girth when you are sitting on top of him looking down at the rest of the world. The power and strength of the Sierra is apparent the moment you start the engine, and my respect for this truck grew as I drove it more." — Lev Stark

"Sure, it's not built like a Lexus, but it goes about its business just fine. It's got plenty of power, it's nice on the highway (as long as you're on smooth roads) and it has a great get-out-of-my-way kind of look." — Miles Cook "

[My young son] sat in the center of the backseat and surveyed his surroundings like a child-king, presiding over his pavement-pounding minions." — Karl Brauer

"From the driver seat...you look down on the heads of not only the wee folk in cars but also most of the other people in trucks." — Robert Weiss

Recalls & Problem History:

Recalls:

2 — The first recall involved the brake system. On certain half-ton light-duty pickups, failure to follow the service procedure set forth in the service manual for removal of the front brake caliper can result in movement of the front brake hose relative to its knuckle mounting bracket. If this movement results in increased length between the bracket and the banjo fitting that attaches to the brake caliper, it is possible for the brake hose to come in contact with the wheel rim. This contact with the wheel rim could, in time, cause the brake hose to become worn to the point that brake fluid leakage could occur. If this occurs, loss of front brakes is possible. Dealers were instructed to attach a notice label (for technicians) to the front brake hoses stating that the calipers must be supported when removed. The second recall concerned the seatbelts, which apparently failed to conform to the requirements of FMVSS No. 209, "Seatbelt Assemblies," and thus, may not restrain an occupant properly in the event of a crash. Dealers were instructed to replace both the driver and front passenger seatbelts. Owner notification was conducted in two phases. The first phase began September 19, 2000. The second phase began March 16, 2001. (Note: If you search the NHTSA database for these recalls, note that the first one is listed under "1999 GMC Sierra," while the second is listed under "1999 GMC C/K Series.")

Problem History:

1. The passenger-side A-pillar trim popped off in June 1999; we reattached it with limited success and subsequently heard wind noise emanating from the pillar's vicinity. It was finally re-secured under warranty in March 2000.
   
   
2. The driver door hinge started making a popping noise when the door was opened or closed in June 1999. The apparently loose hinge was re-secured in March 2000. The hinge began squeaking in November 2000 and was lubed under warranty later that month.
   
   
3. The passenger window fell into the door (and would not rise again) in July 1999; it was immediately repaired under warranty by Martin Cadillac-Pontiac-GMC's body shop (a new regulator was needed). The window began clunking during opening and closing in March 2001; apparently, the regulator mounts were loose. The regulator was remounted under warranty.
   
   
4. The driver-side window squeaked when opening and seemed to be off its track starting in November 1999; it was lubed under warranty in March 2000.
   
   
5. In January 2000, we noticed that the truck was pulling to the right. It was aligned to factory specs in March 2000. After an accident and subsequent body repair in July 2000, we noticed that the truck was again pulling to the right. We took it back to the body shop in October 2000, and another alignment was performed free of charge. However, we noted that it was pulling to the right again in November 2000; the problem was corrected by another alignment in February 2001. But in late March, the pull resurfaced again!
   
   
6. We noted a slight miss at idle in January 2000 and suspected a possible engine misfire. When the truck was serviced in March 2000, the dealership did not find a problem. No other editors reported this problem.
   
   
7. Editors reported premature ABS activation in January, April, July, September, October and November 2000 and February 2001. While Parkway GMC told us that this behavior was "normal" and could not be repaired, one of our readers informed us that a new master cylinder had completely resolved this issue in his truck.
   
   
8. We noted looseness and shaking in the steering column that suggested a problem with the steering or front suspension in February 2000. One dealership said that everything was operating within manufacturer's specs in March 2000 but adjusted the torque on all of the front suspension bolts anyway. But within a month, the problem was back in force. When we took it back to the same dealership in June 2000, technicians could not find a problem. A second dealership found the problem in February 2001 (after two attempts) and replaced the steering shaft under warranty.
   
   
9. In March 2000, we noted that the headlights were misaligned. These were aligned under warranty later that month.
   
   
10. We noted excessive wind noise coming from the rear quarter-windows in April 2000. The latches were replaced under warranty in June 2000. But the problem returned in November 2000. The latches were adjusted in March 2001, and the improvement was significant.
    
    
11. We noted brake squeal from the right rear in June 2000, but the brakes checked out OK later that month. Eventually, the problem subsided — we suspect it was caused by excess brake dust and debris.
    
    
12. The driver's window fell into the door in June 2000; it was immediately repaired under warranty (a new regulator was needed).
    
    
13. We noted wind noise from the passenger-side A-pillar due to a faulty door seal in September 2000 — the problem was mentioned only sporadically in the logbook, so we never had the seal checked out. The overwhelming source of wind noise in the cabin was definitely the rear quarter- windows.
    
    
14. In October 2000, occasional rattling from the speaker convinced us that it was partially blown. Since it only occurred occasionally, we never brought it to a service department's attention.
    
    
15. One editor noted that the tailgate hinge was squeaking in November 2000, but we forgot to ask a dealership to lube it under warranty.
    
    
16. We noted that the driver-seat power lumbar adjustment wasn't working in November 2000. Since parts had to be ordered to repair it, the new lumbar wasn't installed until February 2001. Afterwards, we determined that technicians might have forgotten to bleed all the air from the bladder before installing the new hardware, because the new lumbar felt "Super Size."
    
    
17. We noted clunky transmission shifts during downshifts at low speeds from either third gear to second or second to first in November 2000. One dealership was unable to duplicate the problem in February 2001. A second replaced the valve body in March 2001, and that seemed to solve the problem, though the transmission seemed to downshift more slowly. Later that month, an editor observed that the clunky shifts had returned, particularly when selecting reverse or downshifting into second.
    
    
18. The driver's seatbelt bezel popped off in November 2000 after a seatbelt replacement recall was performed. A technician popped it back into place for us the same day. But the fix lasted only a few minutes. We put up with the detached bezel for a few months and then had it permanently re-secured in February 2001 when we returned to the dealer for the 30,000-mile service.
    
    
19. The driver and passenger door panels worked themselves loose and began creaking and rattling with little provocation in November 2000 and February 2001, respectively. Both panels were repaired under warranty in 2001.
    
    
20. One of the Sierra's daytime running lights burned out in March 2001, but the truck was 800 miles out of warranty and near the end of its lease — we didn't want to foot the bill for a replacement.
    
    
21. We observed that fluid was leaking from the vicinity of the transfer case in March 2001; we did not have an opportunity to have this checked out by a dealership.

Dealer Service Reviews:

Martin Cadillac/Pontiac/GMC in Los Angeles, Calif.

7,500-mile service and warranty repairs, March 2000
"Our editorial assistant, Erin Riches, arrived on a Monday morning after making an appointment the week before. She met with the service advisor and gave him the lowdown on our truck's minor problems. She told the advisor that the Sierra idled roughly at stoplights (which we thought might be an engine misfire). It also seemed to be pulling to the right — most likely an alignment issue easily solved by the routine maintenance. Possibly related was the looseness in the steering or front suspension systems. There were a few interior issues to resolve. The passenger-side A-pillar molding had fallen off and needed to be reattached, and the passenger-side door panel needed to be tightened. The driver-side window was creaking, much like the passenger-side window did before it fell into the door in July 1999. The driver's door itself was squeaking when opened. The final item we asked the dealership to look at was the misalignment of the headlights. The service advisor gave Erin an itemized printout of all the service that would be done, and she felt confident that we wouldn't be paying for any unnecessary work. Due to our schedule, we weren't able to pick up the Sierra until eight days later. Erin once again met with the service advisor, and he told her what had been performed. An alignment was required to cure the pulling problem, and this was not covered under the warranty. The mechanics found no engine-related problems to account for the rough idling. Further, they determined that the front suspension and steering were operating within manufacturer's specifications in spite of the looseness we observed. Even so, they adjusted the torque on all front suspension bolts. The mechanics were able to repair all the interior problems. They reattached the A-pillar molding, secured the passenger-side door panel and the loose hinge that had caused the driver-side door to creak, lubed the driver-side window and realigned the headlights. The Sierra was also given the full battery of inspections for the 7,500-mile service. Overall, Erin was pleased with the service performed at Martin Cadillac/Pontiac/GMC. It appears to be a high-volume service department, yet the service adviser seemed eager to work with us in a reasonable amount of time and did not pressure us to pay for additional services."

15,000-mile service, June 2000
The truck was taken to Martin Cadillac/Pontiac/GMC in West Los Angeles by our editorial assistant, Erin Riches. The owner's manual calls for the following services to be performed at this mileage juncture: oil change (and reset oil change light); lubricate chassis; replace passenger compartment air filter; check axle fluid levels and c.v. joints and axle seals; and rotate tires. As Riches stated in her notes, 'I decided to try out a new service adviser, since I was returning to the same dealership with one of the same complaints I raised at the 7,500-mile service — loose steering. The earlier adviser, Bill Roberts, had been unable to find the problem.' This time we had Danny Sevillano try. As Riches recounts, 'Danny was polite and even willing to have a brief phone conversation with (Features Editor) Scott Mead regarding the particulars of the steering problem.... The steering becomes loose when entering a turn at about 50 mph.' We also had complaints from several drivers about loud brake squealing from the right rear, and we've had an ongoing issue with bad latches (and consequent wind noise) coming from the side vent windows. Our road test coordinator, Neil Chirico, who had worked as a service writer for many years before coming to Edmunds.com, accompanied Riches on this visit. He caught a few things, such as noticing that the dealer tried to charge us for 'rotate/balance tires,' when all we asked for was a simple tire rotation. The service writer changed it on the invoice, but even so, when we picked up the vehicle a few days later (again, Chirico was in attendance), Riches noted with dismay that we had still been charged for balancing. She negotiated a price of $39 for this service, even though Mr. Chirico felt we were overcharged and that the service should have been free. The dealer found nothing wrong with either the brakes (90 to 95 percent pad depth) or the steering. It's fair to say that our service experiences at Martin Cadillac/GMC in West L.A. have been mixed. As our editorial assistant noted in her wrap-up: 'When I returned to get the Sierra, I was dismayed to find that even when given an extremely detailed description of the steering problem, the technicians had again determined that the steering was functioning within General Motors specifications. I think we need to try a new dealer if editors agree that this problem still exists.'"

Warranty repairs, June 2000
"When Memmer took the Sierra to Martin Cadillac/Pontiac/GMC in West L.A., he was informed a few hours later that the driver's window indeed had a broken regulator. This is the exact same problem we had six months earlier on the passenger side. We had to wait a day or two for the dealer to locate a new regulator, after which the repair was performed under warranty. It was clear to us, though, that GM has a design problem with the windows in this truck. Just a month earlier, we had to have the latches on the rear side windows replaced due to excessive wind noise. While in service, Memmer also had the A/C checked out, because our overly warm-blooded tech editor felt it wasn't cooling effectively.... The dealer checked it out and found the system to be functioning properly. We also had the dealer perform a brake recall and requested that the dealer turn off the 'Change Engine Oil' light, which had come on after only 1,000 miles on our latest oil change. That service, plus a courtesy wash, sent Memmer down the road in our shiny GMC Sierra, ready to face all comers."

22,500-mile service, October 2000
"We also took the truck in for its 22,500-mile service to Martin Cadillac/Pontiac/GMC to have the following performed: change oil and filter; lube chassis, check and refill fluids (including axles), and rotate tires. Total cost: $108.55. A few glitches with the GMC folks. First, we were notified about a seatbelt recall, [so we] took the truck in, but they didn't have the parts yet. We'll have to return next month. Also — a minor annoyance that really ticks us off! Why can't these guys remember to turn off the CHANGE OIL light when they do an oil change? Isn't that part of changing the oil? This isn't the first time this has happened."

37,500-mile service, April 2001
"We took the vehicle to Martin Cadillac/Pontiac/GMC. We figured that since our 37,500-mile service was such a small affair, we could most likely get by without making an appointment. Upon arriving on the service drive, we were promptly greeted by a lot porter who searched the service area for an advisor to assist us. A few minutes later, our service advisor came out to help us. The 37,500-mile service involved getting a lube, which includes checking the axle fluid levels and an oil/filter change. We also asked for an estimate to repair a rock chip that recently occurred on the windshield. We were promised the vehicle by the day's end and were told we would be called when the work was completed. Later that afternoon, our service advisor left a message that the vehicle was ready for pickup. The final bill matched the estimate (which, if you've read some of our other long-term updates, is not always the case when we go to pick up a vehicle). Unfortunately, our almost perfect service experience was dulled slightly by the fact that we never did get the estimate for the windshield repair."

Parkway GMC in Santa Clarita, Calif.

Warranty repairs, November 2000
"Wardlaw called Parkway GMC in Santa Clarita, Calif., for an appointment to have a seatbelt recall performed, the front suspension/steering shake and rattle investigated, and a couple of other items looked into. Art, the person who accepted the appointment, was professional, courteous and took his time during the call, never making Wardlaw feel like he was a thorn in his side. This left a positive feeling toward the dealership, and made Wardlaw look forward to the service experience.... Service advisor Rick Adams promptly assisted our editor. Wardlaw asked for the following to be performed: seatbelt recall to replace the retractors; lubricate driver's door hinge; extinguish the "Oil Change" service reminder that another GMC dealer forgot to reset; fix the driver's lumbar support; examine wind noise/rattle issues with rear quarter windows; investigate rattling and creaking from front end. Rick got sidetracked when entering the information in the computer, and because the shuttle was waiting for Wardlaw to make its last trip of the evening, our editor failed to check the work order to be sure it was complete before signing and leaving (Upon picking up the GMC two days later, it was obvious Rick had forgotten to note the oil change monitor on the work order).... The next day, Friday, Wardlaw called late in the afternoon to check progress. After leaving a voicemail, Wardlaw received a timely call back to tell him the truck was ready. Saturday, our man arrived at Parkway to pick up the GMC. Rick explained that the seatbelt recall had been performed, the door hinge had been lubed to get rid of the squeak when opening, and that they had ordered parts to fix the power driver's lumbar. Like our local West L.A. GMC dealer, Rick said the technician who worked on our truck found the side windows, as well as the front suspension and steering gear, to be 'operating to factory specs at this time.' But Rick didn't believe it. When Wardlaw told him about the two problems upon arrival for the appointment, Rick seemed to be familiar with our complaints. When Wardlaw picked up the truck, Rick told him that when he returned for the power lumbar repair, another technician would look into the front suspension and side window problems.

30,000-mile service and warranty repairs, February 2001
Our service advisor seemed his usual courteous but frazzled self. I gave him the list of complaints and requested the 30K service. But Parkway's 30,000-mile service is different from the manual's 30,000-mile service. 'Here's the deal,' I said. 'This truck goes off lease in 75 days, and I'd rather not do anything the manual doesn't call for.' So our service advisor agreed to change the oil, lube the chassis, rotate the tires, change the fuel filter and check the axle fluid and seals. So, how did it go? Well, the truck was down for three full days. When I picked it up, it was like driving a new vehicle. Well, that's a stretch, but it proves that Parkway was able to finally make our GMC seem to be well constructed. You know that rattle and shake felt through the steering column? It was the steering shaft. They replaced it (the first part they ordered didn't fit, necessitating an extra day's stay), and now the front suspension and steering operate the way God and GM intended. You know that squeaking and creaking driver's door panel? Evidently, the driver's window regulator was missing some bolts, so they reinstalled the entire unit, lubed the door trim and everything's great. Now we need to have the right door panel done before the warranty is up. The transmission clunk could not be duplicated, so our truck evidently meets GM specs at this time. Also, our service advisor told me when I dropped the truck off, there was nothing that could be done about the sensitivity of the ABS system, which damn near caused a wreck in mid-day traffic on my way to the dealership. The seatbelt bezel is solidly affixed to the seat, the truck tracks straight and true, and we've got fresh oil and filters. We've also got an operative lumbar support system. But I swear they didn't bleed the air from the bladder left over from when the thing broke three months ago, because now it feels like we've got Super Size lumbar in the seat.

Allen Oldsmobile/Cadillac/GMC in Laguna Niguel, Calif.

Warranty repairs, March 2001
The truck was dropped off at Orange County's Allen Oldsmobile/Cadillac/GMC, also a GMC dealership, on a Sunday by using the dealership's Early Bird envelope service. Since our road test coordinator, Neil Chirico, was out of town for the week for a minivan comparison, it was the perfect time to be without the vehicle. He left both his business and home phone numbers as contact information. Strangely, our service advisor called the home phone number first, even though we had left the business number. While talking to Neil's girlfriend, he was told to contact Neil at the business phone number. It was mid-week before we received a message at the business phone, letting us know that the transmission problem had been corrected and the vehicle was ready for pickup. What about the rest of our list? Was everything addressed? Frustrated by the lack of communication with our advisor, we called him later in the week to get a further explanation of the work that was completed and to make arrangements for a Saturday pickup. We were told that the dealership did not offer Saturday pickup, even though all of our repairs were covered under warranty and no money was owed. Frustrated by the lack of flexibility of this dealership, Neil made arrangements to have his girlfriend go down and sign for the release of the vehicle and park it on the street on Friday night.

Up to this point, we had not gotten the best customer service. So how was the work the dealer performed? In a word, great. The dealership sent the Sierra to its body shop to have both rear side window handles (the term the dealer used on our invoice) adjusted to correct the excessive wind noise. After having been told in the past by other dealers that the wind noise was either not repairable or normal, we are relieved to tell you that it is a huge improvement. Silence is golden. Our transmission problem was traced to the valve body located inside the tranny that controls the shifting. After replacement, the transmission does shift more softly, but unfortunately the side effect is that it's also slower on the downshifts. Maybe we just got used to the previous valve body that allowed the transmission to downshift with authority, but with a loud clunking noise and feel. Regardless, what was not repaired previously by other dealers has now been corrected. Lastly, the passenger front door window regulator mounts were loose according to our paperwork, so they removed the door panel along with the window and remounted the regulator. In doing so, they discovered that the trim panel was coming apart. The invoice reports that the dealer somehow repaired the existing panel. The word replace also appeared on the same line as repair, but no parts were charged on the invoice, so we are not sure if it got replaced or repaired. Either way, it worked, and the noisy passenger-side front door has been silenced. Both window regulators have been tightened down in the last two months, and the windows operate as intended. Overall, the quality of the work was excellent, but the service was a disappointment because of the lack of communication and the dealer's goofy policy that does not allow for weekend pickup of your vehicle.

Consumer Commentary:

"It's been interesting reading all of the issues regarding your test vehicle. They seem to match many of my experiences with my 1999 Sierra SLE Z71. I have had great cooperation with my dealer, but great disappointment with my truck. I have had the same transmission clunk you have experienced and although I thought it had been cured, I am starting to experience the clunk again. My dealership has worked on the issue several times, the last time replacing the fluid. I think a special more viscous fluid, but I am not sure. I have a similar speaker problem — the dealership could not determine the exact nature of the problem but has offered to have the speaker replaced if I would like them to (I believe under warranty). I haven't paid anything for any of my repairs. I have rattles and squeaks throughout the cab — the cupholder, rear seat when folded up (almost always in this position so the dog can lay down in the wheel well), the dashboard, the driver side door and probably other locations. I had a steering wheel issue, which was resolved by a heavy duty coil. It had rattled especially when making a right-hand turn. The alignment might be off; I gave up on new issues in frustration. I like the truck from the standpoint of room and power, and have just accepted that there will always be problems. I have to remember this isn't a Honda. [Also], a driver-side front door window clunks when going either up or down about at the halfway point. I haven't been back to the dealer lately to address many of these issues; I try to leave it with them when I do maintenance. The dealer has been great to work with they are always willing to listen and always address any issues I bring to them. Their customer service is exceptional with my wife and me; although, this might be because we have purchased several cars from them including our 1998 Honda Accord LX, which has only been to the dealership for maintenance and nothing else. When is Honda going to build a full size SUV or truck? I suggested to the GMC Service telemarketer that there ought to be a database accessible for known problems and their resolutions — not sure if the person was really listening to my suggestion, and of course, that would mean GM would have to admit there are problems with their vehicles. Keep on letting the readers hear about the experiences you have with the Edmunds Sierra, it allows us to be able to add suggestions to the dealer when we go to have our own problems resolved." — A. Milewski, Fort Collins, Colo.

"I am the well pleased owner of a 2000 2WD Extended Cab (four-door) powered by a 4.3-liter V6 with a five-speed manual transmission. Haven't had problems with vibrations, but there have been other problems; the worst one has been the manual transmission due to not shifting into first gear and also popping out of gear. This was replaced with no hassles from the dealer, had to call GM, though, due to them dragging their feet.... Both front shocks [were] replaced because of one being broken, and weather stripping was replaced on the driver's side. I feel the V6 has plenty of pep and power; note that this truck weighs close to the same as a 4WD Chevy Blazer with the same 4.3-liter V6. I have no real need for a V8. My best mileage has been 21 mpg. The dealer is Whorls Chevrolet in Manchester, Pa. — they have been excellent to work with. Overall, I am well pleased and believe I have bought a vehicle offering very good value, drove it out the door for $21,500." — R. Rudisill, York, Pa.

"I also have a 1999 GMC Sierra. I have enjoyed your comments as most of the troubles you have experienced have occurred to my truck as well. I could count on my trouble occurring just about the same mileage as your test vehicle. I don't have any regrets for my purchase. I still believe it is a fine truck compared to the competition, but it was nice to read your comments. The dealer would say they never heard of the problem and I could reference your article for the month of my problem. It was nice to prove to them I wasn't crazy, especially on the anti-lock brakes problem. Speaking of that problem, the master cylinder went out on my truck. Since it has been replaced, I haven't experienced the problem." — R. McIntyre, Bothell, Wash.

"Truck: 2000 Silverado LS 1500 Extended Cab SB (four-door) Z71, Indigo blue, graphite cloth, Autotrac locking rear differential, 5.3-liter V8, automatic transmission, fog lights, temperature/compass display, trailer package, bucket seats, aluminum rims, fender flares Add-ons: LT285 BFG's, nerf bars, grill guard, rhino spray-in bedliner, taillight guards, husky floor mats, vent visors, bug deflector. Mileage on truck: Almost 15K miles. Wishes for my truck: I wish my truck came factory with a sunroof. Also wish GM would use better quality tires. After 10K miles, I switched to LT285/75/R16 BFG all-terrain TA ko's — these made a huge ride difference (for the better). Trips back to dealership for warranty and non-warranty work: ...(1) Reprogram transmission — [it had been] shifting from 1-2 roughly. Trip corrected problem in 15 minutes. (2) Dash rattle. Never was able to work on the truck. I got pretty mad, took it home and fixed it using some 3M foam. Put it in the dash and after 8 months, has not returned. (4) Steering rattle/vibration. Took it in, had foreman drive the truck three times, never could duplicate problem but replaced the steering shaft anyway. Problem corrected, hasn't come back after 5K miles. (5) Rear clunking while backing up then putting in forward. Lubed rear splines and changed transfer case fluid. Clunks less often. Doesn't bother me anymore I also have an intermittent neutral. When you hit the gas, truck will not respond, and then, all of a sudden, it'll kick in. Haven't had this looked at yet. Only has happened 4-5 times. I have done 4 of the 5 oil changes myself. I must say it is very easy to do these yourself. Truck hauls very good. Have hauled drywall, wood, concrete, mulch, sod, tractor, air compressor. No problems, has a lot of power. The Autotrac 4WD is awesome. Worked great when we had a blizzard back in December. The whole month my truck was in 4WD. Overall, this is a great truck. I wouldn't trade it for anything (well maybe a 2500HD CC)." — M. Babbitt, Hammond, Ind.

"2000 GMC Sierra 1500 Regular Cab/Short Box 2WD SL with 4.3-liter V6 and five-speed manual: My odometer just clicked past 30,000 miles (Purchased in March '00). I have hauled dirt, friends, camping gear, jet skis, and moved everything I own from Austin to The Woodlands (north of Houston) in one load. I have been very impressed. Given the full-size V6 alternatives I think the GMC/Chevy is probably the best choice for anyone who will use it correctly. Fords have a better reliability record but tend to lack in almost every other area. On the issue of reliability my truck also has a transmission/engine problem. Apparently, the transmission is not square with the rear of the engine. It has already chewed up and spit out one input shaft bearing and is working on the second. The first failure occurred at 18,000 miles and was repaired under warranty free of charge with a rental provided. Considering my transmission troubles (and the fact that the dealer has been fairly cooperative), I'd say my GMC Sierra experience hasn't been perfect but is still pretty damn good." — J. Hollabaugh, The Woodlands, Texas

"Since I bought my truck new 25 months ago, I have had a lot of problems. Here is the list: transmission slipped, had to order a part; ABS module went out; passenger-side electric window motor went out; cable pulled out of battery — had to have new battery; have had to replace three daytime-running light bulbs so far; vibration and noise in steering wheel — was 'fixed once under warranty' but problem is back again. I am very disappointed in the build quality of the truck. I like the room, the power and the gas mileage. When I talked to my salesman, he blew me off and said it was probably built on a Monday or a Friday. Please, I expect more than that from someone I just spent $33,000 with! I am sorry to say that I will not be buying American anymore. My two previous trucks were Toyotas, and I swore I would not buy another American truck since my '85 Ford Bronco, but I thought I would try it again." — R. Irvin, Boise, Idaho

"I know exactly what you are talking about with the blown speaker thing. The one in our passenger side door is doing the same thing. Overall though, this is one great truck. No major problems here. Just a few recalls lately have been irritating. The 5.3-liter V8 is one bad engine to make an even better package." — B. Tate, Albany, La.

"I have a '99 Z71 SLE short box with 49,000 km on it. I have had several problems with it, some that the dealer (Adventure Automotive, Fairview, Alberta) has fixed and some that [my service advisor] says are normal. First, he replaced the intermediate shaft since it was worn out and was making a clunking sound. Interesting note here, when I told him that I knew what was wrong with it and that I had a copy of the TSB, he blew up at me and said that I was not allowed to have that that kind of information. I said why not and should I call GM to see what you are tying to hide. He was much more civil after that. The second problem was a very strong pull to the right that the truck would exhibit more often than not. If you let go of the wheel, the truck would be in the ditch within 100 feet. He said there is nothing wrong with it citing the crown on the road and a built-in drift to avoid on-coming traffic. They did two wheel alignments, and it still does it. I didn't want to push the issue, since I do not trust them to fix it properly. It seems all they will do is to set the wheel alignment to over-compensate, and I do not want to mess with the factory settings too much. Third, the transfer case makes a loud growl when in four-wheel drive and turning on dry pavement. I have driven a '96 GMC and a '00 SuperDuty Ford under the same conditions, and neither made that noise. I took back to the dealer, and he said they changed the transfer case fluid to a newer product recommended by GMC. I drove it for 1,000 km, and the noise never did go away. I took it back the second time, and he said that all of the GM trucks make that noise. To prove it he took me for a ride in a brand new unit under the same conditions. Wouldn't you know it that truck made the same noise? I guess this proves that it is normal, which does nothing to instill confidence in me on GM quality, especially since the noise my truck makes is louder. Fourth, the rear bumper is losing its chrome on the side of the exhaust pipe. He says all it needs is to be polished. I spent $8.00 on chrome polish as recommended, and there are still small pits of chrome missing. Also there are rust spots on the top corners of the front bumper. Fifth, the rear end makes a clunk when you shift from reverse to forward. Once again, he says that is normal. Sixth, the third door will not close when it is cold out. This was one of the TSBs I mentioned when he got angry with me. They did not perform the TSB, as they lubed the seals and said it should be fine. Can't argue since they did this in the spring and it is not cold out. Seventh, The steering is sloppier than I would expect in a new vehicle. Once again, normal [according to the dealer]. Eighth, The engine makes a rattle on startup and sometimes when it idles. And, you guessed it, normal. Overall, the truck drives nice, has a good ride and a nice interior. I am not so naive to think that a new vehicle will never have a problem, but all of the problems I have had and the dealer's attitude [have] convinced me to never buy another GM product." — D. Wollom, Grimshaw, Alberta

"I'm a Silverado owner. I have 2000 LS Extended Cab Z71 short bed. I have had three problems with mine since I bought it (3/00). The first problem was not a fault of the truck. I got a tank of bad gas that required two trips the dealer to get straightened out. The second problem was the intermediate steering shaft had to be replaced to correct a clunking sound and vibration in the steering wheel. The third seems to have possibly cured itself. The problem is the famous driveline clunk between first and second gear. I just turned 12,000 miles and I have not heard/felt the clunking for 3-4K miles. The Vortec 5300 V8 engine and overall driving dynamics are superior to the others. My girlfriend recently purchased a Toyota Highlander Limited and at highway speed, my Silverado is equally as quiet. The four-wheel disc brakes, Autotrac, and seat comfort are second to none. Overall, I am quite pleased with my truck. Also the fuel mileage is excellent for a full-size truck. On a recent 250-mile roundtrip, consisting of all two-lane roads with numerous small towns to go through, I averaged 18.7 mpg, which I feel is excellent. Two improvements come to mind: First, a better stereo, and second, better plastic interior materials. I'm not going to start convulsing over the materials...I just feel they could be a bit better. I read your Web site everyday, especially the truck and SUV segments. All of the trucks have their advantages, but all in all, I think the Silverado is the currently the best truck available. The dealership I bought my truck from also sells Toyotas and had a extended cab Tundra in the showroom. The overall build quality, and quality of materials is a notch above the Silverado (all domestics for that matter), but that is the extent of the Toyota appeal. The overall size of the Toyota is a joke. My girlfriend who is 5-2" could not sit behind the driver seat with me sitting in it (I'm 6-1"). The payload capacity stinks, and at least the non-leather versions look like a taxi cab inside. Again, the materials, I'm sure, are durable, they just look drab and uninspiring. Before Dodge can be competitive, they need a new line of engines (coming in the next few years), much improved transmissions, and better quality control. Ford is ranked highly, and they do build a good truck. Before I bought my Chevrolet, I owned a '97 GMC Sierra similar to my current truck. I test drove a Ford and thought the GMC drove better, had more power, and a nicer interior. Also noted was less wind noise, less engine noise, and better transmission shifts with the GMC. Your assessment of the Ford in your "2000 pickup shootout," I felt, was overrated, at least compared to the Ford I drove. The Ford may not fail at one of the tests, but it doesn't shine in any, either. I would much rather have a truck which scores a 10 in certain areas than none at all. I would rate the two trucks as follows (scale 1-10): Engine — Chevrolet: 10, Ford: 6; Transmission — Chevrolet: 9, Ford: 5; Drive — Chevrolet: 10, Ford: 6; Brakes — Chevrolet: 9, Ford: 8; Interior — Chevrolet: 8, Ford: 7; Fit & Finish — Chevrolet: 7, Ford: 8." — B. Whitman, Freeport, Ill.