There are several truths in this world: death, taxes, and the profitability of pickup trucks. General Motors has shown us several iterations of its 2019 half-tons since they dropped one from the sky at Texas Motor Speedway in December, despite the trucks not being scheduled to be found on dealer lots until this fall.
Now, GMC is rolling out another trim of its Sierra cash machine, the Elevation. Think of it as a color-keyed whip that can be opted with an “off-road lite” package. One thing’s for sure: fans of the brand will be spoilt for choice when the new truck appears in showrooms.
And, oh yeah, it’ll come standard with a 310 horsepower inline-four. Will truck buyers embrace a machine with half the traditional cylinder count?
Since Dodge started producing trucks way back in 1921, it has never held the crown of the best-selling pickup truck in America. Not once. Not even when Dodge was the top brand in America.
It seems from the get-go Dodge has played third-fiddle in Ford versus General Motors pickup truck wars. But being third child meant that Dodge often struggled to be recognized in the market when compared to its more famous competitors.
For enthusiasts, that has always been a good thing.
It meant Dodge always had to be different. Dodge always had to be innovative, or more enthusiastic, or just plain shout more than anyone else. The result of all that was Dodge brought us some very trick trucks along the way that were cutting-edge, that defined a market, or were just plain cool.
With that in mind, let’s take a look at 40 years of pre-Y2K Dodge truck highlights (even when they haven’t been so successful).
2015 GMC Sierra Crew Cab SLT 4×46.2-liter OHV V-8, direct injection, cylinder deactivation, CVVT (420 horsepower @ 5,600 rpm; 460 lbs-ft @ 4,100 rpm)
Hydra-Matic 8L90 8-speed automatic
15 city/21 highway/17 combined (EPA Rating, MPG)
16.5 mpg, mostly city driving while yelling “AMERICA!” at full trot. (Observed, MPG)
Tested Options: 6.2L Ecotec3 V-8, navigation, polished exhaust tips, sunroof, spray-in bedliner.
A farm, lots of mud thanks to rain from the previous day, and a dose of sunshine to dry out the ground just enough so my feet wouldn’t lose their boots in the slop. This is the perfect location — along with the perfect conditions — to test one of the latest from the pickup crop, the 2015 GMC Sierra.
Or is it?
Under the hood of the SLT-trimmed Sierra sits a V-8 less suited to farm duty and better equipped for automotive trolling.
Before we get into the meat and potatoes of the Sierra, I have a small announcement to make. TTAC now has an off-road area for testing trucks and SUVs. Sort of. It probably won’t be fully available for us for a little while, but shenanigans will be had before the end of the summer. Here’s hoping the automakers send us some metal so we can put it to the test at this newfound playland.
As for this Sierra, well, it isn’t a farm truck. Hell, it’s barely a work truck. The Sierra is available in four different trim levels — base, SLE, SLT and the top-trim Denali. Our SLT-trimmed tester arrived with its bench seat still intact, which is great for mid-summer-romance canoodling and one of the reasons girls dig guys with trucks, maybe.
Interior configuration aside, the real news for this Sierra is under the hood. The 6.2-liter Ecotec3 V-8, with its 420 horsepower and 460 pounds-feet of torque, is a nod to old-school solutions to making power and a pragmatic approach to efficiency. The pushrod V-8 might sound antiquated next to the new turbo and diesel units from Ford and Dodge, but that doesn’t make it any less valid.
General Motors is revealing its updates to the 2016 GMC Sierra lineup days after Chevrolet revealed its new face for the 2016 Silverado.
Until a decade or so, if you wanted a three-row SUV your choices were pretty much limited to body-on-frame offerings, most of which were related to a pickup truck. But now, even GM’s own GMT960s (Enclave, Acadia), provide similar amount of interior space to this Yukon. Furthermore, they are less expensive, more efficient, and easier to drive. It’s possible to argue that the biggest, if not the only, advantage of these body-on-frame V8-powered SUVs is their towing ability.
So why do GM, Ford, Nissan, and Toyota still bother with these dinosaurs?
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