with or without sliders and security devices can be ripped of in 30 seconds or less....so it doesn't really matter..
I always had a slider and felt I was gonna be screwed without one in my 00 LT 2500..well...Aug.17th will be one year and I have not yet had any need for one for long items...I would like fresh air to flow thru the cab though...
A reg.cab with windows down and no slider makes a tunnel of wind around you....open it up..ahhhhhh
An ext.cab seems fair with no slider...but could still use one..
Hopefully next truck will not have miles pounded on as fast and I will keep for a few years...then I'll get that slick ASC sun/Moonroof whoever posted a while back. he paid $1200 installed...but I know people at ASC and places that will install for next to nothing...basically a favor..
I was nosing around and found this press release. So if your GM truck has cold start rattle we know why..... For Release: August 1, 2000
Sierra Builds on Momentum with Additional Engine Improvements
DETROIT - GMC's full-size, light-duty Sierra pickups continue to earn friends and win customers with a host of best-in-segment features and capabilities. Powertrain improvements and the expanded availability of alternative fuel models enhance Sierra’s appeal for 2001.
"The light-duty Sierra has been experiencing phenomenal growth as the word about our competitive advantages spreads," notes Sierra brand manager Jim Kornas. "Our focus continues to be on making the professional grade promise come true by providing unmatched value for customers.”
Sierra value is multifaceted. Along with providing customers with best-in-class product features, Sierra also rewards them with the segment’s highest residual (trade-in) values, making it the best pickup investment on the market.
Vortec Engine Improvements All the Vortec engines available in the light-duty Sierra have been upgraded to provide better performance, enhanced durability and lower operating costs than last year.
Vortec 4300 V6 A Vortec 4300 V6 engine with 200 hp @ 4600 rpm and 260 lb.-ft. (353 Nm) of torque @ 2800 rpm powers Sierra 1500-Series regular cab pickups. Compared to last year, this engine has been upgraded with:
A new powertrain control module (PCM) with more sophisticated controls for managing all engine and transmission functions. The PCM has also been relocated to the intake manifold to save weight (1.8 pounds or 0.82 kg) and improve reliability/durability by reducing the number of wiring connections.
More durable cam bearings.
A lighter starter that draws less current from the battery while cranking the engine.
A more sensitive knock sensor mounted at the rear of the engine block to eliminate any audible detonation sounds regardless of the grade of fuel used.
A new secondary air injection reaction system when mated to the five-speed manual transmission to lower exhaust emissions. An exothermic reaction is created in the exhaust manifolds and pipes to accelerate catalyst warm-up after a cold start.
The Vortec 4300 features sequential central port fuel injection, roller rocker arms, roller lifters, forged-steel connecting rods, a cast-aluminum oil pan, and extended-life (100,000-mile/160,000 km) platinum-tipped spark plugs. Its long-life engine coolant is good for up to five years or 150,000 miles (240,00 kms) whichever comes first.
The engine requires no maintenance during the first 100,000 miles (160,000 km) except oil and filter changes. And even they have been extended to 10,000-mile (16,000 km) intervals (from previous 7,500 miles or 12,000 kms) by the PCM's ability to record time-at-temperature operating conditions and signal the driver when to change the oil based on need instead of time or mileage.
Vortec 4800, 5300 V8 The Vortec 4800 V8, standard on 1500-Series extended cabs and optional on 1500- series regular cabs, produces 270 hp @ 5200 rpm and 285 lb.-ft. (386 Nm) @ 4000 rpm. The Vortec 5300 V8, optional on all 1500 series models, produces 285 hp @ 5200 rpm and 325 lb.-ft. (441 Nm) @ 4000 rpm.
GMC customers especially appreciate the high, flat torque curve of these engines. They deliver 90 percent of their peak torque from 1500 to 5200 rpm. Whether the task is merging into heavy traffic or towing a heavy boat up a steep grade, these V8s run at the head of the pack.
For 2001, the main bearing tolerances of these engines have been tightened for quieter, cold-engine startup. Noise and vibration are also reduced by an intake manifold revision that results in better isolation of the fuel injection solenoid.
A new mass-air-flow sensor has an integral temperature sensor, allowing the powertrain control module to provide more accurate fuel-air mixtures for all operating conditions. A new coolant temperature sensor provides more durability. Sierras equipped with an automatic transmission and two-wheel drive now have an electronic throttle control to support an optional traction assist system.
With their 100,000-mile (160,000 km) platinum-tipped spark plugs and 150,000-mile (240,000 km) engine coolant, the only scheduled maintenance required during the first 100,000 miles (160,000 kms) of operation is oil and filter changes. And even those have been extended to longer, maximum 10,000-mile (16,000 km) intervals (from a previous 7,500 miles or 12,000 kms).
Good points on the sliding rear windows. Usually have a big ol' white german shepard/Lab mutt in the truck with all the windows open when I have anything of value in it. Most of the rest of the time, pretty much a vinyl seated AM radio work truck that most kids wouldn't even wanna steal.
Suspect the CrewCab will have about the same level of security concerns, especially with the grumpy ol' dog.
Vortec 6000 V8 Upgrades The Vortec 6000, standard on regular duty 2500-Series models, features improved performance and efficiency. The Vortec 6000 produces the same maximum 300 hp, but at a lower 4400 rpm (vs. 4800 for last year). It also produces 360 lb.-ft (488 Nm) of torque @ 4000 rpm – 10 lb.-ft more than previously.
Among its upgrades, new aluminum cylinder heads save a significant 55-pounds (22 kgs) of weight. Intake and exhaust ports patterned after those used successfully in the hottest version of the Chevrolet Corvette's engine yield major gains in volumetric efficiency (better breathing). Valve lift and duration have been altered to take full advantage of the freer flowing ports.
Like the smaller Vortec V8s, the 6000 has tighter-tolerance main bearings for quieter cold-start operation, better isolation for the fuel-injection solenoid, a new mass air flow sensor with integral temperature sensor, a more durable coolant temperature sensor, and a maximum oil change interval raised to 10,000 miles (16,000 kms).
The engine is calibrated to 200,000-mile (320,000 km) service life, without any major repairs. A new electronically controlled throttle keeps the driver naturally in control with smooth and progressive command of the engine's power.
Vortec 6000 V8 with Alternative Fuel Systems The Vortec 6000 provides alternative fuel compatibility on models equipped with an automatic transmission and an (RPO KL5) option that allows it to run on either compressed natural gas (CNG) or liquid propane gas (LPG). The option provides especially hardened copper alloy valves and seats to withstand the drying of these fuels.
With this option, customers can have an upfitter of their choice complete the conversion. Or, they can have GM’s conversion partner, IMPCO Technologies of Irvine, California, provide them with a fully converted, dedicated alternative fuel system installed in their truck at time of delivery. RPO KL7 provides the LPG fuel system and RPO KL8 the CNG system.
With these options, the trucks are rated at 8,500-pounds (3,856 kgs) GVW, enabling fleet and commercial operators to qualify for the special credits and monetary incentives provided by the government’s Energy Policy Act (EPACT) and to meet clean fleet requirements in “non attainment” areas, where pollution levels are exceptionally high.
IMPCO’s alternative fuel systems were jointly developed with GM and validated to strict GM standards. The systems are fuel injected, have the industry’s only truly temperature-compensated fuel gauge reading (taking both the temperature and pressure of CNG into account) and a fast-fill fuel receptacle on the CNG system.
IMPCO’s fuel systems carry a 36-month, 36,000-mile (58,000 km) warranty (five- years/50,000 miles/80,000 kms on emissions-related components), with warranty work performed by GMC dealers. The systems are certified for use in all 50 states.
Safety and Security When the Sierra lineup was completely reengineered for the 1999 model year, great strides were made in safety and security by adding several new features as standard equipment.
Front three-point safety belts are now attached directly to the seats to optimize comfort and convenience for all statures. Adjustable headrests have been raised to offer extra protection from rear-collision injury. Cab designs feature a structural safety cage to protect occupants from injury.
Front doors have roll-formed side-guard beams. Energy absorbing features have been engineered into the steering column and instrument panel. The windshield uses laminated and urethane-bonded safety glass while side and rear windows are tempered to minimize the chance of injury in the event of breakage.
Front frame rails on the Sierra 1500-Series telescope on impact to absorb collision energy. Significantly larger four-wheel disc brakes with four-wheel ABS and dynamic rear proportioning improve stopping performance with and without a heavy load. An Active AutoTrac™ system engages four-wheel drive when necessary while driving on slippery pavement.
Large wet-arm windshield wipers clean windows more effectively. Larger outside rear-view mirrors eliminate blind spots. Bright halogen headlamps provide a 400-foot (122 meter) effective low-beam range, exceeding some competitive trucks' high-beam capability. Daytime running lamps increase Sierra's visibility in traffic. The inside rear view mirror automatically dims to avoid nighttime glare.
Programmable door locks allow operators to customize automatic locking and unlocking preferences to their tastes. The PASSLock II theft-deterrent system disables the starter and fuel delivery if any attempt is made to start the engine without the proper ignition key.
A limp-home feature permits continuing at a limited speed to a safe service location after a total loss of engine coolant with no permanent powertrain damage.
Other 2001 Sierra Improvements Top tether anchors have been added as a further safety measure to Sierra extended-cab pickups for 2001. All four passenger positions (one in front, three in back) are so equipped for utmost versatility.
Sierra 1500 and 2500 2WD models with a V8 and automatic transmission can now be equipped with a traction assist feature. In the event one or both rear wheels begin to lose traction on a slippery surface, power is automatically reduced to regain grip. Traction assist is facilitated by the new electronic throttle control added this year.
Two new hues have been added to Sierra's 2001 color palette: Polo Green Metallic and Sunset Orange Metallic. Inside, Medium Neutral II has been added to the list of available trim colors.
2001 Sierra C³: The Ultimate in On-Road Performance and Control
DETROIT - The arrival of a GMC pickup truck engineered for ultimate on-road performance and control is such a convention breaker and game changer that it deserves its own distinctive classification.
The 2001 Sierra C³, due this fall, cuts across traditional load-rating and trim-level classifications to combine a comprehensive selection of powertrain, chassis, exterior, and interior features in one fully-equipped, extended-cab, half-ton pickup. Components and systems that constitute this new GMC product are for the most part without precedent in the pickup truck world.
The “C” designation signals a third generation for GMC's full-size pickups following introduction of the Sierra badge in 1988 and the line's complete reengineering in the 1999 model year.
“GMC has been a truck innovator for nearly 100 years and the C³ carries on that tradition of innovation with a totally exclusive Sierra entry,” said Jim Kornas, Sierra Brand Manager. “Intriguing new technologies and an exclusive level of on-road control and performance give this vehicle an unprecedented driver character in the ½-ton extended cab full size pickup segment.”
This unprecedented driving character is neatly packaged into a concept GMC coined, “Performance Biased Driveline.” So embedded is this concept of a full-size pickup with the ultimate in on-road performance and control that the C³ wheel center cap have the engraved words, “Performance Biased Driveline.”
Performance Biased Driveline The GMC Sierra “Performance Biased Driveline” is a Sierra-exclusive integrated powertrain and chassis component system designed to maximize the vehicle performance and control capabilities of the Sierra C³.
Elements of the “Performance Biased Driveline” system include:
A Vortec 6000 (6.0 liter) naturally-aspirated V8 engine running on regular (87 octane) fuel that develops 325 peak horsepower and a continuous 90 percent of it’s rated 370 lb-ft (502 Nm) of peak torque between 1600 and 5200 rpm’s.
A 4L60-E heavy duty, electronically-controlled four speed automatic transmission with a deep 3.06:1 first gear ratio in conjunction with a 3.73:1 final drive ratio for crisp launches and smooth accelerations.
A segment-exclusive full-time, all-wheel drive transfer case which maintains an optimum 38%/62% front-to-rear torque split under a wide range of dry or wet road surfaces.
Michelin brand 265/70R 17-inch (432 mm) all-season tires and high performance styled aluminum wheels.
High capacity front and rear twin piston caliper four-wheel disc, anti-lock brakes currently only offered on heavy-duty (3/4 ton) Sierra models.
A uniquely tuned, increased capacity suspension system designed to control roll damping while cornering and trailering while providing firm, controlled ride motions over a variety of road surfaces.
GM Truck’s exclusive “Dynamic Brake Proportioning System” which continuously monitors vehicle wheel speed while braking and balances front-to-rear brake pressure to ensure effective and predictable braking response, regardless of vehicle load.
A standard heavy duty Z82 trailering package to deliver maximum rated vehicle towing capability without the need for additional optional equipment.
Factor in a distinctive exterior appearance and the most extensive list of interior amenities ever offered in a pickup truck and you've got the sort of exceptional product that customers have learned to expect from America's truck specialist, GMC.
All-Wheel-Drive Pickup trucks have historically depended on four-wheel drive to dig through deep mud, drifted snow, or severe off-road terrain. Building on this experience, the C³ uses the superior traction provided by four driving wheels to yield a completely different benefit--the best on-road, wet- or dry-pavement handling performance ever engineered into a full-size pickup.
German luxury-car makers Audi, BMW, Mercedes, and Porsche have long depended on all-wheel-drive for their top performers, but this is the first introduction of such advanced technology in a full-size pickup truck.
Driving all four wheels provides reserve traction, giving the C³ superior cornering and accelerating capabilities. Full-time, all-wheel-drive is provided by a special transfer case mounted directly to a heavy-duty 4L60-E automatic transmission.
The beauty of the C³ all-wheel-drive system is that it automatically compensates for varying traction conditions on the front and rear axle to route drive torque to those wheels with the grip capable of propelling the vehicle forward. This system is permanently engaged, always active, and so progressive that its operation requires no driver activation. There are no transfer-case levers to throw or buttons to press.
Vortec 6000 Engine An advanced driveline is fundamental to the C³ cause because of the muscular Vortec 6000 powerplant that energizes this special pickup truck. A host of improvements have been incorporated for 2001 to advance power, torque, durability, and reliability far beyond the reach of competitive engines.
New aluminum heads not only save 56-pounds (25.2 kgs) of weight, they provide freer-flowing intake and exhaust ports. In conjunction with a new camshaft with increased valve lift and duration and dual exhausts (through one muffler), the improved heads yield major gains in power and torque: 325 horsepower at 5000 rpm and 370 lb-ft (502 Nm) of torque at 4000 rpm. This is the highest power currently available in any normally aspirated, half-ton pickup.
Heavy haulers and towing enthusiasts will appreciate the fact that 90 percent of peak torque is available from a low 1600 rpm to a high 5200 rpm. And driving enthusiasts will appreciate this truck's ability to move out on demand--from zero to sixty mph in just over eight seconds and through the quarter-mile in the low-16-second range.
Whether the call is work or play, the Sierra C³ is up to the task using regular unleaded fuel.
4L60-E Heavy-Duty Automatic Detail transmission improvements have increased the maximum torque capacity of GM's 4L60-E by over eight percent for this high-performance application. A 3.06:1 first gear and a 0.70:1 fourth gear in conjunction with a 3.73:1 final drive ratio yield excellent acceleration from rest with or without a heavy load and quiet, efficient cruising at highway speeds.
Shift timing, shift firmness, and torque-converter clutch operation are managed by the truck’s powertrain control module. Pressing a button on the end of the column-mounted shift lever engages a special Tow/Haul mode with higher upshift speeds and firmer gear changes to optimize performance while towing loads.
Chassis Hardware Michelin LTX P265/70R-17 all-season touring tires provide a confident, yet comfortable, connection to the pavement. The six-spoke, 7.5-inch-wide (190.5 mm) aluminum wheels have a bright machined face and vent window pockets accented with silver sparkle paint. Each wheel's center cap is labeled with the "Performance Biased Driveline" identification surrounding a red GMC logo.
The Sierra C³ specially tuned Increased Capacity/Firm Ride suspension system has torsion bars in front, two-stage leaf springs in back, and extra roll damping to maintain an even keel during trailer towing and heavy-load hauling.
A GVW of 6,700-pounds (3,039 kgs) places this product an increment up from the ratings usually associated with half-ton pickups. The same is true of the impressive 8800-pound (3,992 kg) trailer rating.
In ordinary driving, C³’s suspension provides a comfortable ride with no trace of float or wallow. During aggressive driving, suspension calibrations are in synch with the Performance Biased Driveline to support high-g cornering with a level of poise unprecedented in half-ton pickups.
As is the case with all Sierra pickups, the new C³ has high-capacity four-wheel disc brakes, standard ABS, and a dynamic rear proportioning (DRP) system that makes optimum use of braking capacity at both ends of the vehicle. DRP extends lining life, enhances stopping performance when heavy loads are carried or towed, and provides the driver with a more linear and predictable response. Larger rear calipers, borrowed from 3/4-ton Sierra pickups, are provided to align braking performance with the C³ heightened acceleration and cornering potential.
No extra equipment is necessary to handle towing assignments up to a towed load of 8,800-pounds (3,992 kgs) with a GCWR of 14,000-pounds (6,350 kgs) with the Z82 heavy duty trailering package. The package includes a 12,000-pound (5,443 kg) weight-distributing platform trailer hitch, a seven-pin trailer harness connector, transmission temperature gauge and a “plug and go” trailer brake controller jumper harness.
Distinctive Exterior Design The C³ down-the-road identity is unmistakably registered by a black-painted, machine-textured grille carrying the red GMC logo, surrounded by a brilliantly chromed frame.
Ample engine-cooling air flow is provided by over 300 miniature grille inlets. New integr 2001 Sierra C³: The Ultimate in On-Road Performance and Control
DETROIT - The arrival of a GMC pickup truck engineered for ultimate on-road performance and control is such a convention breaker and game changer that it deserves its own distinctive classification.
The 2001 Sierra C³, due this fall, cuts across traditional load-rating and trim-level classifications to combine a comprehensive selection of powertrain, chassis, exterior, and interior features in one fully-equipped, extended-cab, half-ton pickup. Components and systems that constitute this new GMC product are for the most part without precedent in the pickup truck world.
The “C” designation signals a third generation for GMC's full-size pickups following introduction of the Sierra badge in 1988 and the line's complete reengineering in the 1999 model year.
“GMC has been a truck innovator for nearly 100 years and the C³ carries on that tradition of innovation with a totally exclusive Sierra entry,” said Jim Kornas, Sierra Brand Manager. “Intriguing new technologies and an exclusive level of on-road control and performance give this vehicle an unprecedented driver character in the ½-ton extended cab full size pickup segment.”
This unprecedented driving character is neatly packaged into a concept GMC coined, “Performance Biased Driveliated halogen headlamps feature distinctive round lens elements, projector-type low beams, and wrap-around turn signals. A flowing bumper fascia, which carries round fog lamps, dual tow hooks, and a four-bar lower grille, begins the monochromatic theme continued throughout the truck’s side and rear surfaces.
To enhance its “international class” appearance, the C³ door handles, rear-view mirrors, and four-piece bodyside protective moldings are all body color. That same theme continued at the rear encompasses the step bumper, tailgate-release handle, and the tailgate's upper edge protective molding.
Two different running-board configurations are offered for dealer installation--one is an integrated design with body-colored covering, the other is a chrome-plated tubular design with protective flaps that help manage tire splash.
A receiver hitch is neatly integrated with the step bumper design and the exhaust pipe tip is polished stainless steel in an oval shape. A standard soft vinyl bed tonneau cover is also color keyed to the C³ paint. Three color choices are offered: pewter metallic, onyx black, and polo green metallic.
Heating elements within the outside rear-view mirrors work in conjunction with the rear window defogger. Ground illumination is provided by a puddle lamp built into the lower surface of each mirror. The driver's-side mirror is an electrochromic design that automatically dims at night to minimize glare in the driver's eyes.
Unprecedented Interior Refinement The Sierra C³ is outfitted with the most comprehensively complete interior GMC -- or any other manufacturer -- has ever provided in a full-size pickup truck. Advanced interior audio and communications capabilities -- enhanced stereo system with steering wheel and rear seat audio controls, OnStar navigation and communications and Homelink remote control systems – join a wide range of comfort and convenience features which round out the C³ highly-contented cabin.
Full-featured front bucket seats have integrated passenger restraints, fold-down inside armrests, electrically heated bottom cushions and backrests, and articulating headrests.
Driver and passenger power adjustments include six-way position, backrest recline, lumbar support, and backrest bolsters. Storage pockets are attached to each front seat back. A memory system moves the driver's seat to one of two different settings on command.
The front passenger seat has a child seat top tether anchor and a lower attachment point for snap-in safety seats. The roomy three-passenger rear seat folds upward to clear the way for interior cargo. It too is fitted with tether anchors and snap-in child seat attachments.
Striking tone-on-tone leather with a sophisticated sew pattern covers all seating surfaces. Two color combinations are offered: neutral with shale inserts or two shades of pewter upholstery.
Extra floor-area sound deadening and plush, heavy-duty carpeting continue the upscale interior theme. Carpeted floor mats are also standard. Inside door handles are finished in an attractive black-chrome treatment and black cherry woodgrain accents are tastefully applied to portions of the instrument panel and center console. Areas not covered with the woodgrain trim are finished with soft-touch "Silvertec" paint.
The leather-wrapped color-keyed steering wheel contains redundant audio controls – a first for a GMC. Deep-tinted Solar-ray glass is also standard equipment.
C³’s center console is a model of functional convenience, highlighted by an exclusive driver information center and six-CD changer mounted in an extension assembly that blends the center console into the instrument panel.
The driver information center calculates average and instantaneous fuel economy, range available for the fuel remaining, and trip mileage plus trip information for the past 15-days and total annual mileage. Information can be presented in a choice of four languages--English, French, Spanish, and Arabic--with either English or metric units.
The C³ Delco dual playback AM/FM stereo enhanced six-speaker sound system with speed sensitive volume and TheftLock™ security system is augmented by a six-disc CD changer mounted in an extension of the center console. Pressing just one button permits loading up to six CDs of entertainment material in rapid sequence.
The center console’s large internal storage volume is lockable and provides storage space for a half-dozen cassettes or CDs and a power plug for cellular phone or laptop computer use. A leather-covered secondary lid hinges upward to reveal a handy place for cell phone or writing material storage. The console's forward areas provide dual cupholders, an ashtray, and two more power plugs.
The console’s rear area has C³ exclusive dual headphone jacks with audio controls (seek, station or track select, volume). The beauty of this system is that rear passengers can adjust audio volume and make their own program selection choices while front seat occupants enjoy different audio material.
The rear surface of the center console assembly also provides several other rear-passenger conveniences: two more fold-down cupholders, two additional power points, and a courtesy lamp. Each rear door panel also provides a cupholder for rear-passenger convenience.
Additional interior amenities can be found on the small overhead console which houses a storage pocket for sunglasses, dual map lamps, and buttons for the C³ standard HomeLink remote-control system. The HomeLink transmitter memorizes activation codes for up to three remote-controlled equipment such as a garage door, security gate or yard lights.
Sun visors are cloth covered and equipped with illuminated vanity mirrors and built-in extender panels. Outside temperature and compass direction are both displayed in a corner of the inside rear-view mirror. An electrochromic material automatically dims both the inside mirror and the driver's side exterior mirror for comfortable night-time use.
Next Generation OnStar OnStar’s innovative, in-vehicle safety, security and information service combines Global Positioning System (GPS) satellite technology and wireless communication to link the driver and vehicle with the OnStar Center, where advisors are available 24 hours a day, 365 days a year to offer real-time, personalized help.
Brand manager Jim Kornas characterizes the Sierra C³ as "an international class vehicle, created to be capable yet sophisticated in its on-road mannerisms.” He adds, "This is not your traditional full-size pickup. No one has ventured quite this far in the realm of performance, control and all-around refinement in the truck arena. It's an exhilarating driving experience that only GMC, with its 100 years of truck expertise and professional grade focus, could successfully execute."
Note this info is not "available" until August 1st
For Release: August 1, 2000
All-New GMC Sierra Heavy-Duty Lineup: True Power Players in the High End Truck Game
DETROIT - Building on the success of the reengineered-for-1999 Sierra line of regular-duty pickup trucks, GMC intends to revolutionize the heavy-duty (HD) market with all new three-quarter and one-ton pickup and chassis-cab trucks for the 2001 model year.
“GMC is all about capabilities that exceed expectations of even the most demanding customers, says Pontiac-GMC General Manager Lynn Myers. Together our new trucks define this new level of professional grade capabilities.”
"The 2001 GMC Sierra HD line will be authentic Professional Grade trucks capable of exceeding the toughest customer requirements and expectations with extensive performance and feature improvements," pledges Jim Kornas, Sierra's brand manager. "With these new trucks, we intend to reconfirm our role as a major high end player."
International in Scope To help achieve GM's global leadership goals, GMC's new full-size, heavy-duty pickups and chassis cabs are engineered for sale in North America and in major export markets.
To market Sierras in China, Europe, Central and South America, the Middle East, and the former Soviet Union, they meet Economic Commission for Europe, European Economic Community, and selected regional requirements in addition to US-market requirements.
Fundamental program goals are: best-in-segment quality, reliability, durability, and performance
well-integrated, highly-desirable product features
distinctive GMC brand identity.
Exterior Design The Sierra HD now shares some key exterior design features with regular-duty models introduced two years ago. Yet, it has never been more distinctive.
It has a taller (two inches/51 mms), more confident and capable look, created by a more authoritative stance and wider track, broad-shouldered wheel flares, and a muscular bumper with a black bumper top cap.
Its signature center port grille has a unique chromed appearance, consistent with GMC's upscale, professional-grade brand character. Louvers direct 14 percent more air under the hood than before for extra engine cooling.
One-piece, wrap-around composite headlamps provide a streamlined aspect to the bold front end. A cowl vent positioned at the base of the windshield reduces wind-rush noise over previous design. The larger recovery hooks also provide more load-carrying capacity than before.
The Sierra HD’s tough, functional exterior appearance is keyed to the power and capability it provides. Cabs are two inches (51 mms) higher (than regular-duty Sierra), providing extra clearance for the new high capacity Allison 1000 five-speed automatic transmission.
This lift also enhances underbody air flow to avoid heat transfer into the passenger cabin, while providing a more commanding view of the road. As a further distinction, wheel flares are now standard equipment on all 2WD and 4WD HD models. They're available in six durable molded-in colors to match or accent the surrounding body color.
Highly stylish, deeply contoured, new seamless construction RRIM composite fenders also distinguish the 3500 Series one-ton pickups. As functional as they are attractive, the fenders save 50-pounds (22.7 kgs) of weight, require only half as many fasteners as before and are highly damage and corrosion-resistant.
Best-In-Class Powertrain Lineup The segment’s most powerful gasoline and diesel engines drive Sierra HD models to the top of their class in performance and help create towing/hauling capability exceeding all customer expectation.
All the powertrains were calibrated for an extended 200,000-mile (321,900 km) operating life, without major failure, and provide better fuel economy and reduced maintenance costs over previous powertrains.
Duramax 6600 V8 Turbo Diesel Developed in a joint effort with Isuzu Motors, the Duramax 6600 turbo diesel V8 is notably more powerful and provides more benefits than competing Dodge and Ford diesels.
With 300 horsepower @ 3100 rpm and 520 lb.-ft. (705 Nm) of torque at a low 1800 rpm, it produces 65-70 more horsepower and 20-70 more torque than its competitors. It has segment-leading acceleration at any load level.
It is amazingly quiet, producing only 78 decibels of sound at cold-idle startup, for example – about half the noise of its next quietest Ford competitor. At a lean 792 pounds (359 kgs), it has almost twice the power-to-weight ratio (0.9) of its two heavier, more sluggish competitors (0.5). Its specific fuel efficiency is a remarkable 19-percent better than the 6.5-liter turbo diesel it replaces.
And, extended 7,500-mile (12,000 km) oil change intervals on gas engines under normal operating conditions and five-year/50,000-mile (80,500 km) engine coolant replacement cycles help minimize maintenance costs.
Key engine features include:
an induction-hardened deep-skirt block with four-bolt main bearings
a nitrided forged-steel crankshaft
aluminum cylinder heads with four-valve combustion chambers and a electronically controlled common-rail direct fuel injection
oil-spray piston cooling
a gear-driven water pump
an integral oil-to-water heat exchanger
a center-mounted turbocharger which pumps compressed intake air through a front-mounted intercooler before it enters the engine
All-New Vortec 8100 Big Block V8 An equally impressive, all-new Vortec 8100 Big Block V8 replaces the previously available Vortec 7400. It has the same valve and bore centers and bore diameter as the Vortec 7400, but a larger 9.4 mm (0.37 inch) stroke.
The result is awesome. With 340 hp @ at 4200 rpm and 455 lb-ft (617 Nm) of torque at 3200 rpm, it is the most powerful gasoline engine on the market – out-muscling even Ford’s and Dodge’s V10s! If there's heavy towing or hauling to be done, this is the perfect powerhouse for the job. Ninety percent of its peak torque is available from 1700 rpm to 4300 rpm.
The Vortec 8100 also provides four percent better fuel economy than GM’s previous Big Block V8 and best-in-class gas engine acceleration. It already meets 2002 “clean-fuel-fleet” requirements. And it allows operators to run on alternative fuels, such as compressed natural gas (CNG) and liquid propane gas (LPG), without requiring any special valves or valve seats.
The 8100's rigid cylinder block uses four-bolt main bearings to optimize crankshaft rigidity for quiet, smooth operation. The nodular iron crank is now internally balanced and counterweighted to minimize internal stresses and bearing loads. The bearings are produced with a new alloy that increases their life and eliminates the use of environmentally hazardous cadmium. An elastomeric material called Vamac supports the crankshaft's torsional damper, providing more damping capability and durability than conventional rubber supports. A change in the firing order reduces main bearing wear and stress on the crank by seven percent.
New pistons have a shorter deck height and skirt length; they permit the longer engine stroke without any significant increase in engine deck height and minimize heat build up. A Teflon™ coating reduces friction. An especially short (0.2-inch/5 mm) top ring land and a new full-radius top ring design enhance combustion efficiency and diminish exhaust emissions.
New cylinder heads feature replicated intake ports (each precisely equal in diameter and length). They improve fuel-air distribution and reduce cylinder-to-cylinder variations in torque output for smoother and more efficient operation than the previous design. Powder-metal exhaust valve seats and cast-iron guides also enhance durability. Five head bolts circle each cylinder and (.05 inch/1.3 mm) thicker, more durable head gaskets are used to assure reliable lifetime sealing.
Hydraulic roller lifters reduce friction and ride on a durable steel camshaft. Stiffer ball-pivot studs support more robust rocker arms than previously. A cast-iron cam-drive cover adds to the valvetrain’s quiet operation.
The aluminum intake manifold’s long, even-length runners yield a broad, flat torque curve plus excellent volumetric efficiency (breathing) at high rpm. The manifold is more precisely made than previously, using a “lost foam” casting process. The process permits more intricate internal crankcase ventilation passages that eliminate the need for an external crankcase valve and plumbing. This cuts maintenance costs and eliminates potential leaks.
A high-pressure (400 kPa) sequential fuel injection system delivers the fuel. It provides quick starts and smooth operation in cold and hot weather. An electronic throttle control (ETC) meters intake air more precisely than a conventional foot-operated cable system. It also reduces weight and enhances reliability/durability by replacing mechanical hardware with electronic sensors, wires and actuators and integrating functions such as cruise control, brake torque management and traction control into a single controller. The Vortec 8100’s new mass airflow sensor also has an integral temperature sensor to facilitate fine mixture adjustments.
Stainless steel manifolds are significantly more heat resistant and durable (than the cast-iron ones they replace). Manifold shields keep heat out of the engine bay and muffle the sound of high-velocity exhaust flow.
A coil-near-plug ignition system increases ignition energy by 50 percent, reduces emissions and improves idle quality over the previous design. Platinum-tipped spark plugs have extended tips positioned as close as possible to the geometric center of the fuel-air charge to eliminate misfires.
The improved cooling system is fully pressurized. It includes a surge tank and a single, aluminum-body double volute pump. The pump has a durable, cast-iron case and a longer-life silicone-carbide shaft seal. Its redesigned water jackets provide more flow, and it now distributes equal amounts of coolant to both banks of the cylinder case for greater efficiency.
A 3.94-inch (100 mm) wider radiator provides two additional liters of cooling capacity. The transmission cooler has been relocated to boost air flow. A modulating fan provides quieter operation than its predecessor. Cooling system enhancements include quick connections that replace compression fittings throughout the engine/transmission oil cooling system for enhanced durability and easier assembly. Radiator hose ends are specially formed and provide tighter, more reliable fits than previously. Special beads on hose inlets and outlets ensure right fits and lessen the chance of leaks or hose blow-offs.
A dual-belt accessory drive system de-couples the engine’s alternator and accessories from the air conditioning compressor. This reduces loads on the accessory pulleys by up to 50 percent (over the previous design), improving efficiency and belt life. It also reduces accessory drive noise by nearly 50 percent at 1000 rpm and further increases interior comfort by permitting the A.C. compressor to be located as far as possible from the passenger compartment. Stiff cast-iron accessory mounting brackets also help reduce noise and vibration.
Controlled compression gaskets are used inn the oil pan, rocker covers and intake manifold to eliminate leaks. Rocker rails have also been raised to prevent oil from puddling against the rocker-cover gaskets.
A three-piece, thermoplastic engine cover enhances the look of this superlative engine.
Vortec 6000 V8 The Vortec 6000 V8 is the most powerful standard engine in its class. With 300 hp @ 4400 rpm and 360 lb.-ft (488 Nm) of torque @ 4000 rpm, it produces 40-50 more horsepower and 25-35 lb.-ft. more torque than competing Ford and Dodge engines.
The Vortec 6000’s new aluminum cylinder heads save a significant 55-pounds (24.9 kgs) of weight. Intake and exhaust ports yield major gains in volumetric efficiency (better breathing). A high lift cam and a low restriction induction and exhaust system increase power.
The Vortec 6000 V8 also has tighter-tolerance main bearings for quieter cold operation, better isolation for the fuel-injection solenoid, a new mass air flow sensor with integral temperature sensor and a more durable coolant temperature sensor than before.
GM’s Oil Life™ monitoring system tells operators when oil changes are needed, based on actual usage and need. An oil level sensing system also alerts operators when oil needs to be replenished.
Both Vortec engines also feature an advanced coolant loss protection system that protects them in the event of coolant drainage, partial or total. If a loss is detected, the computer limits engine power and allows the engine to run as an air-cooled system, giving the driver the ability to find a repair facility or suitable pull-off area.
ZF S6-650 Six-Speed Manual Transmission Standard with the Duramax 6600 turbo-diesel V8 and the Vortec 8100 gasoline V8 is a tough six-speed manual transmission supplied by Germany's renowned Zahnradfabrik Friedrichshaven AG (ZF).
All gears are synchronized for easy shifting. Second and third gears have extra-capacity dual-cone synchros for easier shifting. A high-helix-angle gear-tooth design assures quiet operation. This transmission's extra ratios tighten gear splits to keep the engine running near the torque peak at all times for optimum performance and low fuel consumption. First and reverse gears share a gate in the shift pattern to ease parking and loading maneuvers.
A front case integral with the clutch housing and a rear aluminum case bolt to a center plate that provides sturdy support for the main shaft and countershaft. Use of synthetic lubricant eliminates the need for an external cooler and associated lines and gives this transmission its lubed-for-life status. A right side power take-off (PTO) provision allows 3600-series trucks to be equipped with hydraulic pumps up to 25 horsepower in capacity. PTO kit must be dealer installed.
Allison 1000 Five-Speed Automatic Transmission An all-new five-speed automatic transmission is available for use with the Duramax 6600 turbo diesel and the Vortec 8100 V8s. It was engineered in cooperation with GM's Allison Transmission division.
Special features of the Allison 1000 are full electronic control of shift timing, five forward speeds, fully brazed torque-converter vanes, and helical-type planetary gear sets for quiet operation.
In the Sierra's exclusive tow/haul mode, the torque converter clutch engages in second, third, four, and fifth gears to avoid heat build up while in normal mode it engages only in fourth and fifth. Fuzzy logic programmed into this transmission allows it to automatically downshift on grades to provide extra engine braking. It downshifts from fifth to fourth in its normal model, and will do multiple downshifts, as necessary, in the tow/haul mode.
The Allison 1000 is the first automatic transmission in this class to offer PTO capability, located on the right side of the vehicle. A spin-on lubricant filter is easy to replace with no need to remove the transmission's oil pan.
When an oil change is needed an instrument panel light advises the driver of that fact. A crankcase sensor informs the driver if the lubricant level drops precipitously low.
New Venture Gear 4500 Five-Speed Manual Transmission The manual transmission used as standard equipment with the Vortec 6000 V8 has an ultra-low (5.61:1 first gear) and an ov Note this info is not "available" until August 1st
For Release: August 1, 2000
All-New GMC Sierra Heavy-Duty Lineup: True Power Players in the High End Truck Game
DETROIT - Building on the success of the reengineered-for-1999 Sierra line of regular-duty pickup trucks, GMC intends to revolutionize the heavy-duty (HD) market with all new three-quarter and one-ton pickup and chassis-cab trucks for the 2001 model year.
“GMC is all about capabilities that exceed expectations of even the most demanding customers, says Pontiac-GMC General Manager Lynn Myers. Together our new trucks define this new level of professional grade capabilities.”
"The 2001 GMC Sierra HD line will be authentic Professional Grade trucks capable of exceeding the toughest customer requirements and expectations with extensive performance and feature improvements," pledges Jim Kornas, Sierra's brand manager. "With these new trucks, we intend to reconfirm our role as a major high end player."
International in Scope To help achieve GM's global leadership goals, GMC's new full-size, heavy-duty pickups and chassis cabs are engineered for sale in North America and in major export markets.
To market Sierras in China, Europe, Central and South America, the Middle East, and the former Soviet Union, they meet Economic Commission for Europe, European Economic Community, and selected regional requirements in addition to US-market requirements.
Fundamental program goals are: best-in-segment quality, reliability, durability, and performance
well-integrated, highly-desirable product features
distinctive GMC brand identity.
Exterior Design The Sierra HD now shares some key exterior design features with regular-duty models introduced two years ago. Yet, it has never been more distinctive.
It has a taller (two inches/51 mms), more confident and capable look, created by a more authoritative stance and wider track, broad-shouldered wheel flares, and a muscular bumper with a black bumper top cap.
Its signature center port grille has a unique chromed appearance, consistent with GMC's upscale, professional-grade brand character. Louvers direct 14 percent more air under the hood than before for extra engine cooling.
One-piece, wrap-around composite headlamps provide a streamlined aspect to the bold front end. A cowl vent positioned at the base of the windshield reduces wind-rush noise over previous design. The larger recovery hooks also provide more load-carrying capacity than before.
The Sierra HD’s tough, functional exterior appearance is keyed to the power and capability it provides. Cabs are two inches (51 mms) higher (than regular-duty Sierra), providing extra clearance for the new high capacity Allison 1000 five-speed automatic transmission.
This lift also enhances underbody air flow to avoid heat transfer into the passenger cabin, while providing a more commanding view of the road. As a further distinction, wheel flares are now standard equipment on all 2WD and 4WD HD models. They're available in six durable molded-in colors to match or accent the surrounding body color.
Highly stylish, deeply contoured, new seamless construction RRIM composite fenders also distinguish the 3500 Series one-ton pickups. As functional as they are attractive, the fenders save 50-pounds (22.7 kgs) of weight, require only half as many fasteners as before and are highly damage and corrosion-resistant.
Best-In-Class Powertrain Lineup The segment’s most powerful gasoline and diesel engines drive Sierra HD models to the top of their class in performance and help create towing/hauling capability exceeding all customer expectation.
All the powertrains were calibrated for an extended 200,000-mile (321,900 km) operating life, without major failure, and provide better fuel economy and reduced maintenance costs over previous powertrains.
Duramax 6600 V8 Turbo Diesel Developed in a joint effort with Isuzu Motors, the Duramax 6600 turbo diesel V8 is notably more powerful and provides more benefits than competing Dodge and Ford diesels.
With 300 horsepower @ 3100 rpm and 520 lb.-ft. (705 Nm) of torque at a low 1800 rpm, it produces 65-70 more horsepower and 20-70 more torque than its competitors. It has segment-leading acceleration at any load level.
It is amazingly quiet, producing only 78 decibels of sound at cold-idle startup, for example – about half the noise of its next quietest Ford competitor. At a lean 792 pounds (359 kgs), it has almost twice the power-to-weight ratio (0.9) of its two heavier, more sluggish competitors (0.5). Its specific fuel efficiency is a remarkable 19-percent better than the 6.5-liter turbo diesel it replaces.
And, extended 7,500-mile (12,000 km) oil change intervals on gas engines under normal operating conditions and five-year/50,000-mile (80,500 km) engine coolant replacement cycles help minimize maintenance costs.
Key engine features include:
an induction-hardened deep-skirt block with four-bolt main bearings
a nitrided forged-steel crankshaft
aluminum cylinder heads with four-valve combustion chambers and a electronically controlled common-rail direct fuel injection
oil-spray piston cooling
a gear-driven water pump
an integral oil-to-water heat exchanger
a center-mounted turbocharger which pumps compressed intake air through a front-mounted intercooler before it enters the engine
All-New Vortec 8100 Big Block V8 An equally impressive, all-new Vortec 8100 Big Block V8 replaces the previously available Vortec 7400. It has the same valve and bore centers and bore diameter as the Vortec 7400, but a larger 9.4 mm (0.37 inch) stroke.
The result is awesome. With 340 hp @ at 4200 rpm and 455 lb-ft (617 Nm) of torque at 3200 rpm, it is the most powerful gasoline engine on the market – out-muscling even Ford’s and Dodge’s V10s! If there's heavy towing or hauling to be done, this is the perfect powerhouse for the job. Ninety percent of its peak torque is available from 1700 rpm to 4300 rpm.
The Vortec 8100 also provides four percent better fuel economy than GM’s previous Big Block V8 and best-in-class gas engine acceleration. It already meets 2002 “clean-fuel-fleet” requirements. And it allows operators to run on alternative fuels, such as compressed natural gas (CNG) and liquid propane gas (LPG), without requiring any special valves or valve seats.
The 8100's rigid cylinder block uses four-bolt main bearings to optimize crankshaft rigidity for quiet, smooth operation. The nodular iron crank is now internally balanced and counterweighted to minimize internal stresses and bearing loads. The bearings are produced with a new alloy that increases their life and eliminates the use of environmentally hazardous cadmium. An elastomeric material called Vamac supports the crankshaft's torsional damper, providing more damping capability and durability than conventional rubber supports. A change in the firing order reduces main bearing wear and stress on the crank by seven percent.
New pistons have a shorter deck height and skirt length; they permit the longer engine stroke without any significant increase in engine deck height and minimize heat build up. A Teflon™ coating reduces friction. An especially short (0.2-inch/5 mm) top ring land and a new full-radius top ring design enhance combustion efficiency and diminish exhaust emissions.
New cylinder heads feature replicated intake ports (each precisely equal in diameter and length). They improve fuel-air distribution and reduce cylinder-to-cylinder variations in torque outpuerdrive (0.75:1) fifth gear. A power-takeoff provision exists at the transmission's left side. Synthetic lubricant is used in this transmission to minimize friction and heat build up during heavy hauling or towing.
Hydramatic 4L80-E Four-Speed Automatic Transmission Optional equipment with the Vortec 6000 V8 is a 4L80-E automatic transmission. Electronic controls adjust engine torque during shifts to smooth gear changes. The torque converter clutch is smoothly engaged and released with a pulse-width-modulated solenoid.
A tow/haul mode prevents shift busyness during heavy hauling and trailering. A drain plug in the sump pump facilitates DEXRON III lubricant changes, required only at 50,000-mile (80,500 km) intervals.
Vortec 6000 V8 with Alternative Fuel Capability Fleet and commercial operators may now purchase a GMC Sierra powered by a Vortec 6000 V8, mated to an automatic transmission, prepared for conversion to either liquid propane (LPG) or compressed natural gas (CNG) fuel.
Backed by a full warranty and engineered with an 8,500-pound (3,856 kg) GVW rating, this vehicle allows customers to take advantage of special federal credits and incentives introduced by the Energy Policy Act to encourage use of clean fuels in "non-attainment" areas of the country, such as Denver, Colorado.
More durable valves and valve seats are an integral part of this package. Like all Sierra HD engines, the Vortec 6000 V8 with alternative fuel capability is validated for a 200,000-mile (321,800 km) service life before major repairs are expected.
Modular Frame Design Front, middle, and rear sections of the Sierra HD frames are engineered in a modular fashion to permit use of materials and manufacturing processes best suited to specific requirements.
Front rails are hydroformed with a box cross-section to achieve a consistent wall thickness, to save weight by eliminating unnecessary welding and overlapping pieces, and to provide tighter dimensional control over brackets that support the vehicle's front-end sheet metal.
Mid rails are roll formed and draw bent using high-strength, low-alloy (HSLA) steel to create a lipped-C-shape cross-section. This is the most heavily loaded, and therefore the strongest, of the three frame sections. Five different mid-rail lengths are used to accommodated different cab style, box lengths, and wheelbases.
The 2500HD and 3500-Series’ rear rail is an HSLA stamping with a deep C-shaped cross-section. Two different rear rail lengths accommodate either a 6.5-foot (2.0 meter) or an eight-foot (2.4 meter) box. Most of the rear-section cross members are tubular to provide maximum stiffness with minimal weight.
Sierra 3500 chassis cabs’ rear rails have a number of special provisions to suit their intended applications:
stamped cross-members which are riveted (rather than welded) in place to enable alteration by body and equipment makers
clean, flat rails spaced 34 inches (864 mms) apart for ease of body mounting
overlapped and welded double sections in areas of high load concentrations
four different lengths to suit different cab and chassis combinations
All Sierra frames are coated with a high-temperature wax to protect against corrosion.
Advanced Suspension Systems The frames' stiffness, strength, and consistent quality provide a secure backbone for carefully tuned suspension. Long- and short arm independent front suspension with torsion bar springs are standard on all heavy-duty Sierra pickup and chassis cab models. Proven durable in more strenuous four-wheel drive applications, the torsion bar design gives two wheel customers a more robust suspension than they expect. Benefits with torsion bars include ride-height adjustability not available with coil springs and a superior ride by virtue of a rubber-isolated torsion-bar-anchor crossmember. Lower control arms are forged steel while upper arms are stamped-and-welded box-section components.
Semi-elliptic multi-leaf rear springs operate in two stages on 2500HD models and in three stages on 3500-Series models for optimum ride with and without a load. Track widths are notably wider, front and rear, for improved cornering stability. Shock absorbers are gas charged and use a 1.38-inch (35 mm) piston diameter for enhanced durability. Suspension variables (spring rates, shock absorber damping) are computer selected for each Sierra HD model.
The (RPO Z85) Handling and Trailering package is standard. It provides a firm ride with extra roll damping for better cornering performance. A snowplow package includes torsion bars and adjuster arms appropriate for that task.
World-Class Four-Wheel-Disc Brakes A world-class four-wheel-disc brake system with ABS is standard equipment in all heavy-duty models to provide shorter stopping distances, more linear control with lower pedal efforts, quieter operation, and double the lining life over previous brake systems.
Non-asbestos organic compound front brake pads are 36-percent larger in size. Ventilation, heat dissipation, and ease of service are all improved. Low-drag, twin-piston calipers are used front and rear for more even brake pad pressure and longer friction-material life. Power assist is provided by a hydraulic brake booster.
Built-in indicators on all brake pads warn the operator of impending pad wear out before rotor damage occurs. Dynamic Rear Proportioning makes more efficient use of rear-wheel braking capacity with an ability to detect front-to-rear differences in slippage rates well below the point of impending lock-up. The ABS system uses three wheel-speed sensors (one on each front wheel, a third on the transmission output shaft) to signal the electronic brake controller when to modulate line pressure to prevent wheel lock.
Separate drum-in-hat units at the rear serve as parking brakes. This arrangement eliminates wear on the main brake system when the parking brakes are applied and vice versa. Parking brakes are designed with sufficient capacity to hold a fully loaded truck on a 30-percent grade with the transmission in neutral.
GM engineers validated the Sierra HD's new brake components at Colorado's Pikes Peak which tops 14,000 feet (4,267 meter) of elevation. An 8,000-foot (2,438 meter) descent in only 23 miles (37 kms) presents one of the toughest challenges on the planet for a fully loaded heavy-duty truck. Thanks to its new and improved brake systems, Sierra cleared this tough hurdle with stopping capacity to spare.
Recirculating-Ball Power Steering For optimum efficiency and durability, GM engineers chose an integral recirculating-ball power steering system. Accurate front-end alignment is achieved by an automated toe-set process. All steering joints have zerk fittings to facilitate service. A pressurized power steering fluid reservoir is integrated with the pump to reduce cavitation and improve quietness.
Wheels and Tires Eight-bolt 6.5x16-inch steel wheels are standard equipment on the 3500. Chrome clad wheels, chromed hubcaps, and forged aluminum wheels are optional on 2500HD. Radial tires in two sizes are provided--LT215/85R-16 and LT245/75R-16--with size and inflation pressure geared to load ratings.
A winch accessible through a port near the rear license plate lowers the spare wheel and tire from its underbody storage location. A slot in the tire wrench can be used to hook the attachment cable in order to pull the tire out from under the vehicle.
Transfer Cases, Axles, and Propshafts New modular-design transfer cases use magnesium castings to save weight. Three sizes are available depending on the truck's capacity. Dual-cone synchronizers reduce shift efforts, particularly at low temperatures. A finer pitch for the transfer chain provides quieter four-wheel-drive (4WD) operation.
Two 4WD-engagement systems are offered--manual or electronic shift. Both use GM's patented Insta-Trac Note this info is not "available" until August 1st
For Release: August 1, 2000
All-New GMC Sierra Heavy-Duty Lineup: True Power Players in the High End Truck Game
DETROIT - Building on the success of the reengineered-for-1999 Sierra line of regular-duty pickup trucks, GMC intends to revolutionize the heavy-duty (HD) market with all new three-quarter and one-ton pickup and chassis-cab trucks for the 2001 model year.
“GMC is all about capabilities that exceed expectations of even the most demanding customers, says Pontiac-GMC General Manager Lynn Myers. Together our new trucks define this new level of professional grade capabilities.”
"The 2001 GMC Sierra HD line will be authentic Professional Grade trucks capable of exceeding the toughest customer requirements and expectations with extensive performance and feature improvements," pledges Jim Kornas, Sierra's brand manager. "With these new trucks, we intend to reconfirm our role as a major high end player."
International in Scope To help achieve GM's global leadership goals, GMC's new full-size, heavy-duty pickups and chassis cabs are engineered for sale in North America and in major export markets.
To market Sierras in China, Europe, Central and South America, the Middle East, and the former Soviet Union, they meet Economic Commission for Europe, European Economic Community, and selected regional requirements in addition to US-market requirements.
Fundamental program goals are: best-in-segment quality, reliability, durability, and performance
well-integrated, highly-desirable product features
distinctive GMC brand identity.
Exterior Design The Sierra HD now shares some key exterior design features with regular-duty models introduced two years ago. Yet, it has never been more distinctive.
It has a taller (two inches/51 mms), more confident and capable look, created by a more authoritative stance and wider track, broad-shouldered wheel flares, and a muscular bumper with a black bumper top cap.
Its signature center port grille has a unique chromed appearance, consistent with GMC's upscale, professional-grade brand character. Louvers direct 14 percent more air under the hood than before for extra engine cooling.
One-piece, wrap-around composite headlamps provide a streamlined aspect to the bold front end. A cowl vent positioned at the base of the windshield reduces wind-rush noise over previous design. The larger recovery hooks also provide more load-carrying capacity than before.
The Sierra HD’s tough, functional exterior appearance is keyed to the power and capability it provides. Cabs are two inches (51 mms) higher (than regular-duty Sierra), providing extra clearance for the new high capacity Allison 1000 five-speed automatic transmission.
This lift also enhances underbody air flow to avoid heat transfer into the passenger cabin, while providing a more commanding view of the road. As a further distinction, wheel flares are now standard equipment on all 2WD and 4WD HD models. They're available in six durable molded-in colors to match or accent the surrounding body color.
Highly stylish, deeply contoured, new seamless construction RRIM composite fenders also distinguish the 3500 Series one-ton pickups. As functional as they are attractive, the fenders save 50-pounds (22.7 kgs) of weight, require only half as many fasteners as before and are highly damage and corrosion-resistant.
Best-In-Class Powertrain Lineup The segment’s most powerful gasoline and diesel engines drive Sierra HD models to the top of their class in performance and help create towing/hauling capability exceeding all customer expectation.
All the powertrains were calibrated for an extended 200,000-mile (321,900 km) operating life, without major failure, and provide better fuel economy and reduced maintenance costs over previous powertrains.
Duramax 6600 V8 Turbo Diesel Developed in a joint effort with Isuzu Motors, the Duramax 6600 turbo diesel V8 is notably more powerful and provides more benefits than competing Dodge and Ford diesels.
With 300 horsepower @ 3100 rpm and 520 lb.-ft. (705 Nm) of torque at a low 1800 rpm, it produces 65-70 more horsepower and 20-70 more torque than its competitors. It has segment-leading acceleration at any load level.
It is amazingly quiet, producing only 78 decibels of sound at cold-idle startup, for example – about half the noise of its next quietest Ford competitor. At a lean 792 pounds (359 kgs), it has almost twice the power-to-weight ratio (0.9) of its two heavier, more sluggish competitors (0.5). Its specific fuel efficiency is a remarkable 19-percent better than the 6.5-liter turbo diesel it replaces.
And, extended 7,500-mile (12,000 km) oil change intervals on gas engines under normal operating conditions and five-year/50,000-mile (80,500 km) engine coolant replacement cycles help minimize maintenance costs.
Key engine features include:
an induction-hardened deep-skirt block with four-bolt main bearings
a nitrided forged-steel crankshaft
aluminum cylinder heads with four-valve combustion chambers and a electronically controlled common-rail direct fuel injection
oil-spray piston cooling
a gear-driven water pump
an integral oil-to-water heat exchanger
a center-mounted turbocharger which pumps compressed intake air through a front-mounted intercooler before it enters the engine
All-New Vortec 8100 Big Block V8 An equally impressive, all-new Vortec 8100 Big Block V8 replaces the previously available Vortec 7400. It has the same valve and bore centers and bore diameter as the Vortec 7400, but a larger 9.4 mm (0.37 inch) stroke.
The result is awesome. With 340 hp @ at 4200 rpm and 455 lb-ft (617 Nm) of torque at 3200 rpm, it is the most powerful gasoline engine on the market – out-muscling even Ford’s and Dodge’s V10s! If there's heavy towing or hauling to be done, this is the perfect powerhouse for the job. Ninety percent of its peak torque is available from 1700 rpm to 4300 rpm.
The Vortec 8100 also provides four percent better fuel economy than GM’s previous Big Block V8 and best-in-class gas engine acceleration. It already meets 2002 “clean-fuel-fleet” requirements. And it allows operators to run on alternative fuels, such as compressed natural gas (CNG) and liquid propane gas (LPG), without requiring any special valves or valve seats.
The 8100's rigid cylinder block uses four-bolt main bearings to optimize crankshaft rigidity for quiet, smooth operation. The nodular iron crank is now internally balanced and counterweighted to minimize internal stresses and bearing loads. The bearings are produced with a new alloy that increases their life and eliminates the use of environmentally hazardous cadmium. An elastomeric material called Vamac supports the crankshaft's torsional damper, providing more damping capability and durability than conventional rubber supports. A change in the firing order reduces main bearing wear and stress on the crank by seven percent.
New pistons have a shorter deck height and skirt length; they permit the longer engine stroke without any significant increase in engine deck height and minimize heat build up. A Teflon™ coating reduces friction. An especially short (0.2-inch/5 mm) top ring land and a new full-radius top ring design enhance combustion efficiency and diminish exhaust emissions.
New cylinder heads feature replicated intake ports (each precisely equal in diameter and length). They improve fuel-air distribution and reduce cylinder-to-cylinder variations in torque outpu53; design which facilitates engagement or disengagement without locking or unlocking wheel hubs.
The driver may shift into or out of 4WD on the fly at any speed. Stopping the vehicle is necessary to shift into 4LO for climbing steep grades or negotiating deep mud or snow. Electronic shift, an exclusive feature in this weight class available with automatic-transmission-equipped Sierras, provides three simple buttons to control the transfer case: 2HI, 4HI, and 4LO. A neutral mode is also available to facilitate flat-towing behind a recreational vehicle.
Two axle ratios are offered for all Sierra HD trucks--3.73:1 and 4.10:1. Front axles for 4WD applications use a 9.25-inch (235 mm) diameter ring gear and have a new light aluminum case with extra ribbing for added strength.
Sierras powered by the Vortec 6000 V8 have a 10.5-inch/267-mm (ring gear diameter) rear axle while those trucks powered by the Duramax 6600 and Vortec 8100 V8s have a new 11.5-inch (292 mm) rear axle with more than adequate capacity to handle the extra torque.
All rear axles benefit from updated processing that yields more consistent control of critical dimensions to assure quieter and more reliable operation in customer hands. Use of synthetic rear axle lubricant reduces running temperatures by up to 40-degrees Fahrenheit during towing and hauling, thereby improving seal performance, bearing life, and overall axle reliability. There's also a slight improvement in fuel economy attributable to the superior lubricant. A drain plug has been added to facilitate rear axle fluid changes.
New propshafts carry more torque and save weight thanks to key design changes. A larger 3.5-inch (88.9 mm) outside diameter (up from 3.0 inches/76.2 mms) permits a reduction in wall thickness with no loss of torque capacity. Propshafts are also as short as possible. Universal joint life has been doubled by use of better seals and lubricants. Joints fitted to Sierras equipped with the 6-speed manual transmission are 25-percent larger in size.
Cab Design The key to providing a comfortable, quiet, and rattle-free interior environment is a series of cross-sills running under and welded to the cab floor.
What engineers call a "spider" helps resist longitudinal and lateral impact forces while also providing a secure load path for the seats and seat-mounted safety belts. A laser-welded door ring places thicker gauge steel where it's most needed--such as in the hinge attachment areas--and lighter gauge material elsewhere to save weight. A double-boxed deep-section rocker structure achieves the desired stiffness with the long openings necessary in the four-door extended-cab configuration.
Doors are manufactured of bake-hardened steel for superior strength and dent resistance. Inside, there are roll-formed beams to resist side impacts and cable-driven window regulators for long life and smooth operation. Teflon-like hinge-pivot bushings are used for quietness and durability. Weld-on hinges passed an 800,000-cycle bench test and the doors themselves suffered no failures during 200,000 slams. They latch with a solid, secure sound. Double door seals block road, wind, powertrain noise from the interior as well as dust and moisture.
The instrument panel is reinforced with both a cast-magnesium beam and a steel tube, raising its natural vibration frequency by 60-percent over past designs to 28.5 Hz. A higher natural frequency makes the cab less susceptible to squeaks and rattles.
Cargo Box Designs The Sierra HD's 6.5-foot (2.0 meter) and eight-foot (2.4 meter) Wideside cargo boxes are carried over from the regular-duty Sierra pickups first introduced for the 1999 model year. Twenty-percent greater strength was achieved with a mass savings by extensive use of roll-formed, high-strength, low-alloy steel. Cargo volume was increased two percent by stretching the span between the wheel wells. Sierra 3500 crew-cab pickups have an extra cross-sill (seven in all) under the cargo box to support their 11,400-pound (5,171 kg) GVWR.
Pockets are provided to facilitate two-tier loading and compartmentalization by means of barriers made of ordinary lumber. Stake pockets (four on the short box, six on the long box) have tie-down holes. An additional tie-down bracket is provided in each corner of the box. A thermoplastic protector guards the top edge of the tailgate. (The ability to quickly remove the tailgate can be restored for those who need that feature.) An improved latch mechanism reduces the effort needed to open the tailgate. The cargo lamp can now be operated independently of the Sierra's interior lights.
Composite Rear Fenders Sierra 3500 pickups feature reinforced reaction-injection molded (RRIM) composite rear fenders for improved durability and manufacturing efficiency. This is the largest RRIM body panel in current production.
Other benefits include a 50-pound (22.7 kg) weight savings, 50-percent fewer fasteners, damage and corrosion resistance, and an attractive seamless appearance. Unlike some composites, these panels are heat tolerant so they receive normal electro-deposition primer and painting processes. Wheel-well liners for this box are made of sheet molding compound and top rail covers are thermoplastic components.
Advanced Electrical System A class II (multiplexed) zoned electrical-system architecture with bussed electrical centers cuts the number of wiring splices by 96-percent and the number of wires by 23-percent. (A comparable Ford truck has 24 times as many splices and 30-percent more wires.)
Coded messages travel at the rate of 10.4-kilobytes per second so that hundreds of messages can be carried simultaneously by one wire. Four bussed electrical centers (one under the hood near the battery, three inside the cab) combine fuses and relays in a central location to permit use of smaller wire gauges and simpler connections. The Sierra HD's advanced electrical system is the key to adding functions and features currently with saving weight and improving overall reliability and durability.
Safety and Security As more customers select heavy-duty pickups for dual-purpose roles--moving passengers as well as cargo--there's a heightened demand for added safety and security. Building on advancements that came in 1999 with all new regular-duty pickups, the new 2001 Sierra heavy-duty models introduce several additional safety and security features.
At the top of the new-and-improved list for accidental avoidance is a vastly superior four-wheel-disc with four-wheel ABS braking system. Benefits include shorter stopping distances, more linear control with less pedal effort, and a superior drum-in-hat parking brake. A dynamic rear proportioning feature makes more effective use of the rear brakes by monitoring front-to-rear differences in slippage rates (well before impending wheel lock) and adjusting brake balance accordingly.
Significantly wider wheel tracks have been incorporated into the new Sierra HD trucks to enhance cornering stability.
Safe, easy operation of the 4WD system is assured by engagement hardware, which allows shifting on the fly at any speed. An electronic push-button engagement option is a new and exclusive feature in the heavy-duty class.
Co-extruded composite fuel tanks resist both corrosion and impact loads to provide trouble-free service for the life of the vehicle. Tanks are positioned between the frame rails near the middle of the vehicle so they don't upset front-to-rear balance as the fuel level changes. Members that surround the tanks are tubular for maximum rigidity and safe support. Pickups with a 6.5-foot (2.0 meter) box have a 26-gallon (98.4 liter) fuel tank while a 34-gallon (128.7 liter) tank comes with eight-foot-(2.4 meter)-box-equipped trucks. Two tanks are fitted to 3600-series chassis-cab Sierras. California trucks have a 24-gallon (90.8 liters) front tank and a 23-gallon (87 ltr) rear tank while trucks destined for other state Note this info is not "available" until August 1st
For Release: August 1, 2000
All-New GMC Sierra Heavy-Duty Lineup: True Power Players in the High End Truck Game
DETROIT - Building on the success of the reengineered-for-1999 Sierra line of regular-duty pickup trucks, GMC intends to revolutionize the heavy-duty (HD) market with all new three-quarter and one-ton pickup and chassis-cab trucks for the 2001 model year.
“GMC is all about capabilities that exceed expectations of even the most demanding customers, says Pontiac-GMC General Manager Lynn Myers. Together our new trucks define this new level of professional grade capabilities.”
"The 2001 GMC Sierra HD line will be authentic Professional Grade trucks capable of exceeding the toughest customer requirements and expectations with extensive performance and feature improvements," pledges Jim Kornas, Sierra's brand manager. "With these new trucks, we intend to reconfirm our role as a major high end player."
International in Scope To help achieve GM's global leadership goals, GMC's new full-size, heavy-duty pickups and chassis cabs are engineered for sale in North America and in major export markets.
To market Sierras in China, Europe, Central and South America, the Middle East, and the former Soviet Union, they meet Economic Commission for Europe, European Economic Community, and selected regional requirements in addition to US-market requirements.
Fundamental program goals are: best-in-segment quality, reliability, durability, and performance
well-integrated, highly-desirable product features
distinctive GMC brand identity.
Exterior Design The Sierra HD now shares some key exterior design features with regular-duty models introduced two years ago. Yet, it has never been more distinctive.
It has a taller (two inches/51 mms), more confident and capable look, created by a more authoritative stance and wider track, broad-shouldered wheel flares, and a muscular bumper with a black bumper top cap.
Its signature center port grille has a unique chromed appearance, consistent with GMC's upscale, professional-grade brand character. Louvers direct 14 percent more air under the hood than before for extra engine cooling.
One-piece, wrap-around composite headlamps provide a streamlined aspect to the bold front end. A cowl vent positioned at the base of the windshield reduces wind-rush noise over previous design. The larger recovery hooks also provide more load-carrying capacity than before.
The Sierra HD’s tough, functional exterior appearance is keyed to the power and capability it provides. Cabs are two inches (51 mms) higher (than regular-duty Sierra), providing extra clearance for the new high capacity Allison 1000 five-speed automatic transmission.
This lift also enhances underbody air flow to avoid heat transfer into the passenger cabin, while providing a more commanding view of the road. As a further distinction, wheel flares are now standard equipment on all 2WD and 4WD HD models. They're available in six durable molded-in colors to match or accent the surrounding body color.
Highly stylish, deeply contoured, new seamless construction RRIM composite fenders also distinguish the 3500 Series one-ton pickups. As functional as they are attractive, the fenders save 50-pounds (22.7 kgs) of weight, require only half as many fasteners as before and are highly damage and corrosion-resistant.
Best-In-Class Powertrain Lineup The segment’s most powerful gasoline and diesel engines drive Sierra HD models to the top of their class in performance and help create towing/hauling capability exceeding all customer expectation.
All the powertrains were calibrated for an extended 200,000-mile (321,900 km) operating life, without major failure, and provide better fuel economy and reduced maintenance costs over previous powertrains.
Duramax 6600 V8 Turbo Diesel Developed in a joint effort with Isuzu Motors, the Duramax 6600 turbo diesel V8 is notably more powerful and provides more benefits than competing Dodge and Ford diesels.
With 300 horsepower @ 3100 rpm and 520 lb.-ft. (705 Nm) of torque at a low 1800 rpm, it produces 65-70 more horsepower and 20-70 more torque than its competitors. It has segment-leading acceleration at any load level.
It is amazingly quiet, producing only 78 decibels of sound at cold-idle startup, for example – about half the noise of its next quietest Ford competitor. At a lean 792 pounds (359 kgs), it has almost twice the power-to-weight ratio (0.9) of its two heavier, more sluggish competitors (0.5). Its specific fuel efficiency is a remarkable 19-percent better than the 6.5-liter turbo diesel it replaces.
And, extended 7,500-mile (12,000 km) oil change intervals on gas engines under normal operating conditions and five-year/50,000-mile (80,500 km) engine coolant replacement cycles help minimize maintenance costs.
Key engine features include:
an induction-hardened deep-skirt block with four-bolt main bearings
a nitrided forged-steel crankshaft
aluminum cylinder heads with four-valve combustion chambers and a electronically controlled common-rail direct fuel injection
oil-spray piston cooling
a gear-driven water pump
an integral oil-to-water heat exchanger
a center-mounted turbocharger which pumps compressed intake air through a front-mounted intercooler before it enters the engine
All-New Vortec 8100 Big Block V8 An equally impressive, all-new Vortec 8100 Big Block V8 replaces the previously available Vortec 7400. It has the same valve and bore centers and bore diameter as the Vortec 7400, but a larger 9.4 mm (0.37 inch) stroke.
The result is awesome. With 340 hp @ at 4200 rpm and 455 lb-ft (617 Nm) of torque at 3200 rpm, it is the most powerful gasoline engine on the market – out-muscling even Ford’s and Dodge’s V10s! If there's heavy towing or hauling to be done, this is the perfect powerhouse for the job. Ninety percent of its peak torque is available from 1700 rpm to 4300 rpm.
The Vortec 8100 also provides four percent better fuel economy than GM’s previous Big Block V8 and best-in-class gas engine acceleration. It already meets 2002 “clean-fuel-fleet” requirements. And it allows operators to run on alternative fuels, such as compressed natural gas (CNG) and liquid propane gas (LPG), without requiring any special valves or valve seats.
The 8100's rigid cylinder block uses four-bolt main bearings to optimize crankshaft rigidity for quiet, smooth operation. The nodular iron crank is now internally balanced and counterweighted to minimize internal stresses and bearing loads. The bearings are produced with a new alloy that increases their life and eliminates the use of environmentally hazardous cadmium. An elastomeric material called Vamac supports the crankshaft's torsional damper, providing more damping capability and durability than conventional rubber supports. A change in the firing order reduces main bearing wear and stress on the crank by seven percent.
New pistons have a shorter deck height and skirt length; they permit the longer engine stroke without any significant increase in engine deck height and minimize heat build up. A Teflon™ coating reduces friction. An especially short (0.2-inch/5 mm) top ring land and a new full-radius top ring design enhance combustion efficiency and diminish exhaust emissions.
New cylinder heads feature replicated intake ports (each precisely equal in diameter and length). They improve fuel-air distribution and reduce cylinder-to-cylinder variations in torque outpus get a 27-gallon (102 ltr) front tank and a 23-gallon (87 ltr) rear tank.
Front seats have integrated lap and shoulder safety belts for outboard positions to optimize fit, comfort, and wearing convenience. Regular and extended-cab trucks have child-seat top-tether anchors and snap-in bottom attachments fitted to the front passenger seat and in all three rear seating positions. All outboard seating positions have effective head restraints designed to help reduce injuries from rear collisions.
To guard against head injuries, energy-absorbing foam backing is attached to trim panels, garnish moldings, headliners, and around the side rails and pillars.
Daytime running lamps (DRL) positioned beneath the main composite headlamps increase visibility to other drivers whenever the vehicle is running. (Pressing the dome light button four times in six seconds with the ignition on temporarily overrides DRL operation.) When low light conditions are sensed, the Sierra HD's automatic lamp system switches on the head- and taillamps. Clear Lexan lenses with rear-reflector optics and halogen light sources provide brighter light and a 400-foot (122 meter) illumination range on low beams alone.
Amber-colored turn and hazard lamps are unique in the North American heavy-duty pickup market. At the rear, the hazard and brake lamps now operate independently so the stop lamps cannot override the emergency flashers. Back-up lamps are wider and brighter for better visibility. Projector-beam-type halogen fog lamps are now available as an option. Marker lamps necessary in Sierra 3500- and 3600-Series trucks with dual rear wheels have several durability improvements including light-emitting-diode technology in the tailgate area. Use of reflectors and/or lamps built into the ends of the doors alerts passing traffic to a hazard at night.
Rear-view mirror upgrades include an optional self-dimming inside rear-view mirror with integral compass and outside-temperature displays, significantly larger outside folding mirrors providing clearance in tight spaces, new telescoping camper mirrors with a convex section on the driver's side for broad-area visibility, optional power mirror adjusters, and optional electric heaters to clear fog from the mirrors.
A larger windshield with an improved defroster and four-inch-longer wet-arm wiper blades greatly enhance outward visibility. Five-speed intermittent wipers are now standard equipment.
The new Sierra HD's cab is designed as a safety cage. Extra cross-sills have been added in the cab's floor structure to better resist side-impact and seat-belt loads. Roll-formed side-guard beams protect against lateral-impact injury. Four-door extended-cab pickup doors use astute combinations of laser-welded and high-strength steel to achieve optimum stiffness and strength with light weight. A double-box rocker panel design provides a high level of bending and torsional rigidity with the long door openings.
Programmable power door locks are now standard. To suit customer preferences, they can be programmed to unlock just the driver's door or all doors when the key is removed from the ignition switch. A third option is to disable the automatic locking and unlocking action.
Other security-enhancement features include battery run-down protection, lock-out prevention, rear-door child security locks, TheftLock™ protection for uplevel sound systems, a key lock for the spare tire retention system, and coolant-loss protection. A standard Driver Message Center advises when corrective action is necessary on 18 different vehicle functions (such as "low fuel" or "trans fluid hot").
The list of carryover features includes height-adjustable outboard shoulder belts, a seat belt reminder light, a self-aligning steering wheel and energy absorbing steering column, a brake/transmission interlock, and other equipment. In the interests of keeping the vehicle secure, a PASSLock™ II theft-deterrent system disables the fuel and starter systems if any attempt is made to start the vehicle without the correct key.
Towing, GVW, GCWR, and Payload Ratings The purpose of a heavy-duty truck is to earn its keep with exemplary towing and hauling capabilities. GM engineers geared every major system to make the Sierra HD the hardest working, longest lasting truck in its class. Tougher frames, the most advanced suspensions, higher capacity brakes, and more powerful and durable powertrains were all essential to this task.
New Sierra 2500 HD models provide 3/4-ton customers with the segment's highest rating: a 9200-pound (4,173 kg) GVW (versus a maximum of 8,800-pounds (3,992 kgs) in comparable Ford and Dodge trucks).
Gross combined weight rating (truck plus trailer or GCWR) figures depend on the engine and axle ratio combination selected. The Vortec 6000 engine is rated at 16,000-pounds (7,257 kgs). Optional engines (Duramax 6600 turbo-diesel or Vortec 8100) are rated at 20,000-pounds (9,072 kgs) with a 3.73:1 axle ratio and 22,000-pounds (9,979 kgs) with a 4.10:1 axle. The industry's highest GCWRs yield the largest trailer tow ratings. (Maximum trailer weight equals GCWR minus curb weight. Curb weight includes the truck plus the mass of passengers and cargo carried on board the vehicle.)
The Sierra 3500 series one-ton models take the next step up the ladder with an 11,400-pound (5,171 kg) GVW rating (exceeding Ford's best figures by 200-pounds [91 kgs] and Dodge's by 900-pounds [408 kgs]). GCWR figures are the same as those listed for the 2500 HD series.
The 3600-series of one-ton chassis-cab trucks provides an 11,400-pound (5,171 kg) GVWR with two-wheel drive and a 12,000-pound (5,443 kg) GVWR with four-wheel drive exceeding Ford's (gasoline-engine) maximum by 200 (91 kg) or 800 pounds (363 kgs).
All GMC Sierras are built trailer-ready by design with a eight-wire trailer-equipment cable in back and suspensions ready to handle the above GCWRs.
A transmission temperature gauge is included with both automatics to alert the driver if fluid temperatures exceed the normal operating range. Two optional packages are offered to support towing applications: A Z85 handling and trailering package includes shock absorbers with increased damping to reduce body roll in corners. A Z82 trailering provisions package includes the firmer shock absorbers with a weight-distributing hitch platform rated at 12,000-pounds (5,443 kgs), an eight-wire harness with a seven-pin connector, and a jumper harness for an electric brake controller. Three different rear view mirror options--power, power/heated, and extendible--help meet the broadest range of towing applications.
Extensive testing has demonstrated that the industry-standard 10,000-pound (4,536 kg) limit for a weight-distributing hitch is too conservative for the Sierra HD trucks so they are safely rated 2,000-pounds (907 kgs) higher with the aforementioned Z82 equipment. Peak ratings for fifth-wheel and gooseneck trailers are 16,000-pounds (7,257 kgs), a 20-percent gain over past the past Sierra HD's maximum capacity. A fifth-wheel-type hitch is available through GM's Service Parts Organization.
Creature Comforts Sierra HD cabs are notably larger to provide significantly more interior room than is available from any competitor. Compared to last year's model, the windshield is moved forward, the rear wall is moved back 1.5 or 2.0 inches/38 or 51 mm (standard versus extended cab), step-in height is lowered an inch, the roof is raised 0.7-inches/17.8 mms, and overall width is increased by more than an inch.
In terms of the passenger's ability to stretch out and find a comfortable riding position, consider these extended-cab advantages:
the industry's largest rear-door openings
more headroom, up 1.1-inches (27.9 mms) in front and 0.9-inches (22.9 mms) in back
a 1.4-inch (35.6 mm) increase in front hip room
34-percent more fron Note this info is not "available" until August 1st
For Release: August 1, 2000
All-New GMC Sierra Heavy-Duty Lineup: True Power Players in the High End Truck Game
DETROIT - Building on the success of the reengineered-for-1999 Sierra line of regular-duty pickup trucks, GMC intends to revolutionize the heavy-duty (HD) market with all new three-quarter and one-ton pickup and chassis-cab trucks for the 2001 model year.
“GMC is all about capabilities that exceed expectations of even the most demanding customers, says Pontiac-GMC General Manager Lynn Myers. Together our new trucks define this new level of professional grade capabilities.”
"The 2001 GMC Sierra HD line will be authentic Professional Grade trucks capable of exceeding the toughest customer requirements and expectations with extensive performance and feature improvements," pledges Jim Kornas, Sierra's brand manager. "With these new trucks, we intend to reconfirm our role as a major high end player."
International in Scope To help achieve GM's global leadership goals, GMC's new full-size, heavy-duty pickups and chassis cabs are engineered for sale in North America and in major export markets.
To market Sierras in China, Europe, Central and South America, the Middle East, and the former Soviet Union, they meet Economic Commission for Europe, European Economic Community, and selected regional requirements in addition to US-market requirements.
Fundamental program goals are: best-in-segment quality, reliability, durability, and performance
well-integrated, highly-desirable product features
distinctive GMC brand identity.
Exterior Design The Sierra HD now shares some key exterior design features with regular-duty models introduced two years ago. Yet, it has never been more distinctive.
It has a taller (two inches/51 mms), more confident and capable look, created by a more authoritative stance and wider track, broad-shouldered wheel flares, and a muscular bumper with a black bumper top cap.
Its signature center port grille has a unique chromed appearance, consistent with GMC's upscale, professional-grade brand character. Louvers direct 14 percent more air under the hood than before for extra engine cooling.
One-piece, wrap-around composite headlamps provide a streamlined aspect to the bold front end. A cowl vent positioned at the base of the windshield reduces wind-rush noise over previous design. The larger recovery hooks also provide more load-carrying capacity than before.
The Sierra HD’s tough, functional exterior appearance is keyed to the power and capability it provides. Cabs are two inches (51 mms) higher (than regular-duty Sierra), providing extra clearance for the new high capacity Allison 1000 five-speed automatic transmission.
This lift also enhances underbody air flow to avoid heat transfer into the passenger cabin, while providing a more commanding view of the road. As a further distinction, wheel flares are now standard equipment on all 2WD and 4WD HD models. They're available in six durable molded-in colors to match or accent the surrounding body color.
Highly stylish, deeply contoured, new seamless construction RRIM composite fenders also distinguish the 3500 Series one-ton pickups. As functional as they are attractive, the fenders save 50-pounds (22.7 kgs) of weight, require only half as many fasteners as before and are highly
Jeeze, gotta go play golf. Can't stand reading anymore! I'm so excited.
"The instrument panel is reinforced with both a cast-magnesium beam and a steel tube, raising its natural vibration frequency by 60-percent over past designs to 28.5 Hz. A higher natural frequency makes the cab less susceptible to squeaks and rattles." Guess we know why Ryan's dash rattles.
You can safely ignore everything he says. He claims to have owned practically every American made vehicle in recent years, most at the same time, and every single one was 'total junk', the 'worst vehicle ever', etc. He also now owns every vehicle Toyota makes, and every one is 'beyond perfect'. He is hitting every topic.
He is apparently some kind of teenager out to stir up trouble.
I have a question for all of you 2000 Silverado owners. When you have the recirc button on and the a/c button off, does your a/c come on anyway? The reason I ask is because on my 1999 Silverado LS the a/c didn't come on when just the recirc button is on, but now on my new 2000 Silverado LT the a/c is running. I stopped by the dealership today and in a 2000 Silverado LS the same thing happened.
In my 2000 LT, the A?C does come on with only the Recirc button pressed. I believe I remember others aying the same thing.
I'm taking my truck in next week to fix the rear end clanking I hear when going over small sharp bumps slowly. I took it to a dealer in CA while on vacation last month. He said it was spring slap. I had it to my dealer last week to fix that and the loose backrest on the drivers seat. He said he tightend everything, still making noise. Now that the parts are in for the seat, he said he would have more time to investagate the rear end noise. I'll let you know what he found next Thurs.
Live north of the big city of Minot. Live on the base--been here two years and have two more to go before retirement. Love the area, except for the bugs.
Who posted about the Velvet-Ride shackles??? Were they worth getting installed??? I would like to hear from anyone who has them & the Edelbrock IAS shocks on their truck!
#571 wight1
Sorry, but I don't remember the TSB number. My truck had a funny rattling noise coming from (I though) the gas/ brake pedals. It turned out to be the left air duct on the dash. It rubs somewhere behind the instrument panel & echos down to the pedals.
My dealership had a TSB on this. They installed a small piece of rubber to stop the plastic from rubbing on the metal. The problem was solved!!!
I'm almost certain my air con doesn't turn on in recirc mode. At least I've never noticed that it does. I'll check it out and post if it does come on. Early 2000 2500 LS.
I hope it doesn't, there are already too many auto features on the heating & cooling system. I prefer to make my own decisions.
You got the straight story from your dealer. They pull the radio to get a number off it and then order a replacement (1-2 weeks). What they might not have mentioned is that the replacement is a refurbished unit. No choice.
I went through this process because the display went bonkers on mine. The replacement unit was like new except for the intermittent problem it was returned for in the first place. So I need a third unit but haven't made it to the dealer yet.
In the improvements of the '01 trucks, does it mention any changes to the 1/2 ton frames (esp. the x-cab 2wd)? I have seen a '01 2wd x-cab and GM has added some bracing that wasn't on previous trucks as well as the trans. crossmember, or were these added to help fix a problem that they don't want to admit. As for the two-tone paint, why can't GM get a smooth edge between the colors, any other manufacturer can do it!! Has anyone noticed after installing the velvet ride shackles, if the vibration through the seats goes away or do they just help in getting rid of the choppy ride of an empty truck(box)?
Damn man chill on the long posts. Im gone for a day 34 posts go by and its a novel.
Oh i do have a quick fix for my dash rattle. Give the top of the dash a good pound and its gone for awhile.
I washed and waxed the truck yesterday it looks good but i think something got on my hood seems like little drops of sap or something. When i put the wax you could clearly see these little dark small spots. Kinda smeared em. I cant use my finger nail to get em off next time i wash it ill have to scrub em off but for now you can barely see them.
NO NO not on the hood. I had that on the rear end not to long ago the freaking city is retarded and did some patching right when i was coming home luckily it was easy to get off.
Its kinda a dark brown gooey substance. I am thinking sap because i park under a tree a few times a wk when i get home from work i wont be doing that anymore.
When I turn on my recirc A/c switch no air flow when fan control is off. I work at a wastewater treatment plant and would know if outside air came in. But the air is definately off when the recirc is on and the fan is off. Live in Las Vegas so I know when the air is off also. Yesterday 117 when I got in my truck.
My 99 did not do it, but my 2000 does. The manual says to use the Recirc mode to keep out unwanted odors, but when I hit the Recirc button I get cold air and no AC light.
I noticed first when I had the AC on in Recirc mode, and I turned off the AC. Still got cold. I guess the 99's had some advantages after all.
The truck lurched violently to the side, and the front undercarriage quivered excessively, at the instant it crossed the junction from asphalt highway surface to a concrete overpass. At the time I was traveling 65mph on a slightly curved highway. Of course, immediate action was necessary to prevent overrunning the adjacent lane. It is my opinion this vehicle is unsafe. I've heard a rumor that the 2001 models have modifications to the frame, could this be the reason?
I had removed all my emblems using the fishing line method....50# test...run it behind the emblem with a little up and down motion. It cuts the emblems right off. Used a little GooGone and no sign of an emblem ever being there...hope this helps.
So you've experienced the "aftershock" in the front end crossing the overpass! I have a '00 2wd x-cab, and had the tsb for the rack & pinion and still experience this feeling too. Saw the '01 Silverado at the local dealership, has bracing from the frame to the lower control arm crossmember, a brace from the left to right side frame rails below the 3rd & 4th drs, and a revised trans. crossmember. Called the Service guy at my dealer, told him about it, faxed him a copy of a sketch showing where these new, improvements are located on the frame and told him to get a hold of his pal the GM field engineer and find out what is up with these if it's just a trial and error fix or if they do some good-and if they can be applied to the existing trucks-the 3 braces are bolt-ons. Hope to hear back on this from service guy in a few days, I'll post what I find out.
I know this has been discussed trust me. I am considering getting them for my Z71. What seems to be the best price you (anyone who has them) have gotten them for? I have seen $79.95 with a $27 rebate on 4. Is this the cheapest you all got yours for?
No unusual handling problems with my '99 4x4 reg cab LB either. When empty it is way over sprung in the rear end just like all PU's I have ever owned. Empty PU's are definately not sports cars. ;o) Maybe if yawl went to softer springs in the rear and/or less damping on the shocks all around it would help this problem?
ask that question over on topic 2109. i'm sure one of the "staff" can give you an answer. seriously...why don't you archive all major discussion topics. you always seem to ask the question about a month after it goes out of discussion...
This seems to be a concern with the 2 wheel drive version. The unstableness in the rear seems just to be a characteristic of empty pick-ups, but the vibration/aftershock/whatever you want to call it in the front end is a problem that seems to be caused by ? changes for the new Silverado 2wd 1/2 ton with rack & pinion steering, and possibly a frame issue, due to the fact as I have mentioned in earlier posts that for '01, the 2wds have additional frame braces and a redesigned trans.crossmember.
OK, thanks for the info. I think I've got the same problem you had - everytime I touch the brakes or take my foot off the brake, I get a squeak or rattle noise up under there that also sounds like it might be coming out the left vent. I've got it in the shop today.
I'm also looking for some feedback on the velvet-ride shackles. I might try them on mine.
The owner's manual says an AC PF-59 is the oil filter for the 5.3 and 6.0 engines. Last night, I received the Helms factory service manual and it says to use AC PF-1218 (or some such number), and shows the PF-59 only for the V-6 engine. Anybody know which is right, and what's the difference in filters, if any?
Got a call from the Chevy Service Advisor regarding the braces and crossmember on the '01. He said his source at GM had no idea why they had put these braces on the frames-WHAT?!Claims to have checked with the engineering dept. to find out why also-nothing. Sounds like a cover up. He did state that there would be changes to the 2002 frames though. Sounds like anyone with the vibration problems/aftershocks, shaking seats are ontheir own-service departments live by the words-"normal condition". Tomorrow, I see the General Manager of the dealership,next, who knows-BBB?
Just wanted to pass this story since most posts are about problems. Last night at the local convenience store, a guy pulled up in a '96 Z71, red, looked to be well taken care of. I asked him if he had any problems. "Nope, none so far, I have 150K, work for an electrical distributor and travel alot across the state." What have you had to do to it? I asked. "Keep the oil and fluids changed, replace brakes when needed. Doesn't use any oil"
My truck came with the PF-59 and that's what I've been using. Just got off the phone with my dealer - says he found ALL of the assorted squeaks, bumps and rattles in my truck and fixed them. I asked him this morning about the filter and he told me just now their techs say the PF-59 is correct.
Comments
I always had a slider and felt I was gonna be screwed without one in my 00 LT 2500..well...Aug.17th will be one year and I have not yet had any need for one for long items...I would like fresh air to flow thru the cab though...
A reg.cab with windows down and no slider makes a tunnel of wind around you....open it up..ahhhhhh
An ext.cab seems fair with no slider...but could still use one..
Hopefully next truck will not have miles pounded on as fast and I will keep for a few years...then I'll get that slick ASC sun/Moonroof whoever posted a while back. he paid $1200 installed...but I know people at ASC and places that will install for next to nothing...basically a favor..
whoohooo!!
- Tim
So if your GM truck has cold start rattle we know
why.....
For Release: August 1, 2000
Sierra Builds on Momentum with Additional Engine Improvements
DETROIT - GMC's full-size, light-duty Sierra pickups continue to earn friends and win customers with a host of best-in-segment features and capabilities. Powertrain improvements and the expanded availability of alternative fuel models enhance Sierra’s appeal for 2001.
"The light-duty Sierra has been experiencing phenomenal growth as the word about our competitive advantages spreads," notes Sierra brand manager Jim Kornas. "Our focus continues to be on making the professional grade promise come true by providing unmatched value for customers.”
Sierra value is multifaceted. Along with providing customers with best-in-class product features, Sierra also rewards them with the segment’s highest residual (trade-in) values, making it the best pickup investment on the market.
Vortec Engine Improvements
All the Vortec engines available in the light-duty Sierra have been upgraded to provide better performance, enhanced durability and lower operating costs than last year.
Vortec 4300 V6
A Vortec 4300 V6 engine with 200 hp @ 4600 rpm and 260 lb.-ft. (353 Nm) of torque @ 2800 rpm powers Sierra 1500-Series regular cab pickups. Compared to last year, this engine has been upgraded with:
A new powertrain control module (PCM) with more sophisticated controls for managing all engine and transmission functions. The PCM has also been relocated to the intake manifold to save weight (1.8 pounds or 0.82 kg) and improve reliability/durability by reducing the number of wiring connections.
More durable cam bearings.
A lighter starter that draws less current from the battery while cranking the engine.
A more sensitive knock sensor mounted at the rear of the engine block to eliminate any audible detonation sounds regardless of the grade of fuel used.
A new secondary air injection reaction system when mated to the five-speed manual transmission to lower exhaust emissions. An exothermic reaction is created in the exhaust manifolds and pipes to accelerate catalyst warm-up after a cold start.
The Vortec 4300 features sequential central port fuel injection, roller rocker arms, roller lifters, forged-steel connecting rods, a cast-aluminum oil pan, and extended-life (100,000-mile/160,000 km) platinum-tipped spark plugs. Its long-life engine coolant is good for up to five years or 150,000 miles (240,00 kms) whichever comes first.
The engine requires no maintenance during the first 100,000 miles (160,000 km) except oil and filter changes. And even they have been extended to 10,000-mile (16,000 km) intervals (from previous 7,500 miles or 12,000 kms) by the PCM's ability to record time-at-temperature operating conditions and signal the driver when to change the oil based on need instead of time or mileage.
Vortec 4800, 5300 V8
The Vortec 4800 V8, standard on 1500-Series extended cabs and optional on 1500- series regular cabs, produces 270 hp @ 5200 rpm and 285 lb.-ft. (386 Nm) @ 4000 rpm. The Vortec 5300 V8, optional on all 1500 series models, produces 285 hp @ 5200 rpm and 325 lb.-ft. (441 Nm) @ 4000 rpm.
GMC customers especially appreciate the high, flat torque curve of these engines. They deliver 90 percent of their peak torque from 1500 to 5200 rpm. Whether the task is merging into heavy traffic or towing a heavy boat up a steep grade, these V8s run at the head of the pack.
For 2001, the main bearing tolerances of these engines have been tightened for quieter, cold-engine startup. Noise and vibration are also reduced by an intake manifold revision that results in better isolation of the fuel injection solenoid.
A new mass-air-flow sensor has an integral temperature sensor, allowing the powertrain control module to provide more accurate fuel-air mixtures for all operating conditions. A new coolant temperature sensor provides more durability. Sierras equipped with an automatic transmission and two-wheel drive now have an electronic throttle control to support an optional traction assist system.
With their 100,000-mile (160,000 km) platinum-tipped spark plugs and 150,000-mile (240,000 km) engine coolant, the only scheduled maintenance required during the first 100,000 miles (160,000 kms) of operation is oil and filter changes. And even those have been extended to longer, maximum 10,000-mile (16,000 km) intervals (from a previous 7,500 miles or 12,000 kms).
Clay
My Web address: <<A HREF="http://drive.to/agmlemon">http://drive.to/agmlemon>
Email : <<A HREF="http://gm_lemon@bigfoot.com">mailto:gm_lemon@bigfoot.com>
Suspect the CrewCab will have about the same level of security concerns, especially with the grumpy ol' dog.
Tiredofwaiting, good info on the 2001 engines!
Anything on the 6.0L's for 2001?
The Vortec 6000, standard on regular duty 2500-Series models, features improved performance and efficiency. The Vortec 6000 produces the same maximum 300 hp, but at a lower 4400 rpm (vs. 4800 for last year). It also produces 360 lb.-ft (488 Nm) of torque @ 4000 rpm – 10 lb.-ft more than previously.
Among its upgrades, new aluminum cylinder heads save a significant 55-pounds (22 kgs) of weight. Intake and exhaust ports patterned after those used successfully in the hottest version of the Chevrolet Corvette's engine yield major gains in volumetric efficiency (better breathing). Valve lift and duration have been altered to take full advantage of the freer flowing ports.
Like the smaller Vortec V8s, the 6000 has tighter-tolerance main bearings for quieter cold-start operation, better isolation for the fuel-injection solenoid, a new mass air flow sensor with integral temperature sensor, a more durable coolant temperature sensor, and a maximum oil change interval raised to 10,000 miles (16,000 kms).
The engine is calibrated to 200,000-mile (320,000 km) service life, without any major repairs. A new electronically controlled throttle keeps the driver naturally in control with smooth and progressive command of the engine's power.
Vortec 6000 V8 with Alternative Fuel Systems
The Vortec 6000 provides alternative fuel compatibility on models equipped with an automatic transmission and an (RPO KL5) option that allows it to run on either compressed natural gas (CNG) or liquid propane gas (LPG). The option provides especially hardened copper alloy valves and seats to withstand the drying of these fuels.
With this option, customers can have an upfitter of their choice complete the conversion. Or, they can have GM’s conversion partner, IMPCO Technologies of Irvine, California, provide them with a fully converted, dedicated alternative fuel system installed in their truck at time of delivery. RPO KL7 provides the LPG fuel system and RPO KL8 the CNG system.
With these options, the trucks are rated at 8,500-pounds (3,856 kgs) GVW, enabling fleet and commercial operators to qualify for the special credits and monetary incentives provided by the government’s Energy Policy Act (EPACT) and to meet clean fleet requirements in “non attainment” areas, where pollution levels are exceptionally high.
IMPCO’s alternative fuel systems were jointly developed with GM and validated to strict GM standards. The systems are fuel injected, have the industry’s only truly temperature-compensated fuel gauge reading (taking both the temperature and pressure of CNG into account) and a fast-fill fuel receptacle on the CNG system.
IMPCO’s fuel systems carry a 36-month, 36,000-mile (58,000 km) warranty (five- years/50,000 miles/80,000 kms on emissions-related components), with warranty work performed by GMC dealers. The systems are certified for use in all 50 states.
Safety and Security
When the Sierra lineup was completely reengineered for the 1999 model year, great strides were made in safety and security by adding several new features as standard equipment.
Front three-point safety belts are now attached directly to the seats to optimize comfort and convenience for all statures. Adjustable headrests have been raised to offer extra protection from rear-collision injury. Cab designs feature a structural safety cage to protect occupants from injury.
Front doors have roll-formed side-guard beams. Energy absorbing features have been engineered into the steering column and instrument panel. The windshield uses laminated and urethane-bonded safety glass while side and rear windows are tempered to minimize the chance of injury in the event of breakage.
Front frame rails on the Sierra 1500-Series telescope on impact to absorb collision energy. Significantly larger four-wheel disc brakes with four-wheel ABS and dynamic rear proportioning improve stopping performance with and without a heavy load. An Active AutoTrac™ system engages four-wheel drive when necessary while driving on slippery pavement.
Large wet-arm windshield wipers clean windows more effectively. Larger outside rear-view mirrors eliminate blind spots. Bright halogen headlamps provide a 400-foot (122 meter) effective low-beam range, exceeding some competitive trucks' high-beam capability. Daytime running lamps increase Sierra's visibility in traffic. The inside rear view mirror automatically dims to avoid nighttime glare.
Programmable door locks allow operators to customize automatic locking and unlocking preferences to their tastes. The PASSLock II theft-deterrent system disables the starter and fuel delivery if any attempt is made to start the engine without the proper ignition key.
A limp-home feature permits continuing at a limited speed to a safe service location after a total loss of engine coolant with no permanent powertrain damage.
Other 2001 Sierra Improvements
Top tether anchors have been added as a further safety measure to Sierra extended-cab pickups for 2001. All four passenger positions (one in front, three in back) are so equipped for utmost versatility.
Sierra 1500 and 2500 2WD models with a V8 and automatic transmission can now be equipped with a traction assist feature. In the event one or both rear wheels begin to lose traction on a slippery surface, power is automatically reduced to regain grip. Traction assist is facilitated by the new electronic throttle control added this year.
Two new hues have been added to Sierra's 2001 color palette: Polo Green Metallic and Sunset Orange Metallic. Inside, Medium Neutral II has been added to the list of available trim colors.
"A new electronically controlled throttle keeps the driver naturally in control with smooth and progressive command of the engine's power."
Uh oh, drive by wire.......
I've never been "naturally in control" in my life
DETROIT - The arrival of a GMC pickup truck engineered for ultimate on-road performance and control is such a convention breaker and game changer that it deserves its own distinctive classification.
The 2001 Sierra C³, due this fall, cuts across traditional load-rating and trim-level classifications to combine a comprehensive selection of powertrain, chassis, exterior, and interior features in one fully-equipped, extended-cab, half-ton pickup. Components and systems that constitute this new GMC product are for the most part without precedent in the pickup truck world.
The “C” designation signals a third generation for GMC's full-size pickups following introduction of the Sierra badge in 1988 and the line's complete reengineering in the 1999 model year.
“GMC has been a truck innovator for nearly 100 years and the C³ carries on that tradition of innovation with a totally exclusive Sierra entry,” said Jim Kornas, Sierra Brand Manager. “Intriguing new technologies and an exclusive level of on-road control and performance give this vehicle an unprecedented driver character in the ½-ton extended cab full size pickup segment.”
This unprecedented driving character is neatly packaged into a concept GMC coined, “Performance Biased Driveline.” So embedded is this concept of a full-size pickup with the ultimate in on-road performance and control that the C³ wheel center cap have the engraved words, “Performance Biased Driveline.”
Performance Biased Driveline
The GMC Sierra “Performance Biased Driveline” is a Sierra-exclusive integrated powertrain and chassis component system designed to maximize the vehicle performance and control capabilities of the Sierra C³.
Elements of the “Performance Biased Driveline” system include:
A Vortec 6000 (6.0 liter) naturally-aspirated V8 engine running on regular (87 octane) fuel that develops 325 peak horsepower and a continuous 90 percent of it’s rated 370 lb-ft (502 Nm) of peak torque between 1600 and 5200 rpm’s.
A 4L60-E heavy duty, electronically-controlled four speed automatic transmission with a deep 3.06:1 first gear ratio in conjunction with a 3.73:1 final drive ratio for crisp launches and smooth accelerations.
A segment-exclusive full-time, all-wheel drive transfer case which maintains an optimum 38%/62% front-to-rear torque split under a wide range of dry or wet road surfaces.
Michelin brand 265/70R 17-inch (432 mm) all-season tires and high performance styled aluminum wheels.
High capacity front and rear twin piston caliper four-wheel disc, anti-lock brakes currently only offered on heavy-duty (3/4 ton) Sierra models.
A uniquely tuned, increased capacity suspension system designed to control roll damping while cornering and trailering while providing firm, controlled ride motions over a variety of road surfaces.
GM Truck’s exclusive “Dynamic Brake Proportioning System” which continuously monitors vehicle wheel speed while braking and balances front-to-rear brake pressure to ensure effective and predictable braking response, regardless of vehicle load.
A standard heavy duty Z82 trailering package to deliver maximum rated vehicle towing capability without the need for additional optional equipment.
Factor in a distinctive exterior appearance and the most extensive list of interior amenities ever offered in a pickup truck and you've got the sort of exceptional product that customers have learned to expect from America's truck specialist, GMC.
All-Wheel-Drive
Pickup trucks have historically depended on four-wheel drive to dig through deep mud, drifted snow, or severe off-road terrain. Building on this experience, the C³ uses the superior traction provided by four driving wheels to yield a completely different benefit--the best on-road, wet- or dry-pavement handling performance ever engineered into a full-size pickup.
German luxury-car makers Audi, BMW, Mercedes, and Porsche have long depended on all-wheel-drive for their top performers, but this is the first introduction of such advanced technology in a full-size pickup truck.
Driving all four wheels provides reserve traction, giving the C³ superior cornering and accelerating capabilities. Full-time, all-wheel-drive is provided by a special transfer case mounted directly to a heavy-duty 4L60-E automatic transmission.
The beauty of the C³ all-wheel-drive system is that it automatically compensates for varying traction conditions on the front and rear axle to route drive torque to those wheels with the grip capable of propelling the vehicle forward. This system is permanently engaged, always active, and so progressive that its operation requires no driver activation. There are no transfer-case levers to throw or buttons to press.
Vortec 6000 Engine
An advanced driveline is fundamental to the C³ cause because of the muscular Vortec 6000 powerplant that energizes this special pickup truck. A host of improvements have been incorporated for 2001 to advance power, torque, durability, and reliability far beyond the reach of competitive engines.
New aluminum heads not only save 56-pounds (25.2 kgs) of weight, they provide freer-flowing intake and exhaust ports. In conjunction with a new camshaft with increased valve lift and duration and dual exhausts (through one muffler), the improved heads yield major gains in power and torque: 325 horsepower at 5000 rpm and 370 lb-ft (502 Nm) of torque at 4000 rpm. This is the highest power currently available in any normally aspirated, half-ton pickup.
Heavy haulers and towing enthusiasts will appreciate the fact that 90 percent of peak torque is available from a low 1600 rpm to a high 5200 rpm. And driving enthusiasts will appreciate this truck's ability to move out on demand--from zero to sixty mph in just over eight seconds and through the quarter-mile in the low-16-second range.
Whether the call is work or play, the Sierra C³ is up to the task using regular unleaded fuel.
4L60-E Heavy-Duty Automatic
Detail transmission improvements have increased the maximum torque capacity of GM's 4L60-E by over eight percent for this high-performance application. A 3.06:1 first gear and a 0.70:1 fourth gear in conjunction with a 3.73:1 final drive ratio yield excellent acceleration from rest with or without a heavy load and quiet, efficient cruising at highway speeds.
Shift timing, shift firmness, and torque-converter clutch operation are managed by the truck’s powertrain control module. Pressing a button on the end of the column-mounted shift lever engages a special Tow/Haul mode with higher upshift speeds and firmer gear changes to optimize performance while towing loads.
Chassis Hardware
Michelin LTX P265/70R-17 all-season touring tires provide a confident, yet comfortable, connection to the pavement. The six-spoke, 7.5-inch-wide (190.5 mm) aluminum wheels have a bright machined face and vent window pockets accented with silver sparkle paint. Each wheel's center cap is labeled with the "Performance Biased Driveline" identification surrounding a red GMC logo.
The Sierra C³ specially tuned Increased Capacity/Firm Ride suspension system has torsion bars in front, two-stage leaf springs in back, and extra roll damping to maintain an even keel during trailer towing and heavy-load hauling.
A GVW of 6,700-pounds (3,039 kgs) places this product an increment up from the ratings usually associated with half-ton pickups. The same is true of the impressive 8800-pound (3,992 kg) trailer rating.
In ordinary driving, C³’s suspension provides a comfortable ride with no trace of float or wallow. During aggressive driving, suspension calibrations are in synch with the Performance Biased Driveline to support high-g cornering with a level of poise unprecedented in half-ton pickups.
As is the case with all Sierra pickups, the new C³ has high-capacity four-wheel disc brakes, standard ABS, and a dynamic rear proportioning (DRP) system that makes optimum use of braking capacity at both ends of the vehicle. DRP extends lining life, enhances stopping performance when heavy loads are carried or towed, and provides the driver with a more linear and predictable response. Larger rear calipers, borrowed from 3/4-ton Sierra pickups, are provided to align braking performance with the C³ heightened acceleration and cornering potential.
No extra equipment is necessary to handle towing assignments up to a towed load of 8,800-pounds (3,992 kgs) with a GCWR of 14,000-pounds (6,350 kgs) with the Z82 heavy duty trailering package. The package includes a 12,000-pound (5,443 kg) weight-distributing platform trailer hitch, a seven-pin trailer harness connector, transmission temperature gauge and a “plug and go” trailer brake controller jumper harness.
Distinctive Exterior Design
The C³ down-the-road identity is unmistakably registered by a black-painted, machine-textured grille carrying the red GMC logo, surrounded by a brilliantly chromed frame.
Ample engine-cooling air flow is provided by over 300 miniature grille inlets. New integr
2001 Sierra C³: The Ultimate in On-Road Performance and Control
DETROIT - The arrival of a GMC pickup truck engineered for ultimate on-road performance and control is such a convention breaker and game changer that it deserves its own distinctive classification.
The 2001 Sierra C³, due this fall, cuts across traditional load-rating and trim-level classifications to combine a comprehensive selection of powertrain, chassis, exterior, and interior features in one fully-equipped, extended-cab, half-ton pickup. Components and systems that constitute this new GMC product are for the most part without precedent in the pickup truck world.
The “C” designation signals a third generation for GMC's full-size pickups following introduction of the Sierra badge in 1988 and the line's complete reengineering in the 1999 model year.
“GMC has been a truck innovator for nearly 100 years and the C³ carries on that tradition of innovation with a totally exclusive Sierra entry,” said Jim Kornas, Sierra Brand Manager. “Intriguing new technologies and an exclusive level of on-road control and performance give this vehicle an unprecedented driver character in the ½-ton extended cab full size pickup segment.”
This unprecedented driving character is neatly packaged into a concept GMC coined, “Performance Biased Driveliated halogen headlamps feature distinctive round lens elements, projector-type low beams, and wrap-around turn signals. A flowing bumper fascia, which carries round fog lamps, dual tow hooks, and a four-bar lower grille, begins the monochromatic theme continued throughout the truck’s side and rear surfaces.
To enhance its “international class” appearance, the C³ door handles, rear-view mirrors, and four-piece bodyside protective moldings are all body color. That same theme continued at the rear encompasses the step bumper, tailgate-release handle, and the tailgate's upper edge protective molding.
Two different running-board configurations are offered for dealer installation--one is an integrated design with body-colored covering, the other is a chrome-plated tubular design with protective flaps that help manage tire splash.
A receiver hitch is neatly integrated with the step bumper design and the exhaust pipe tip is polished stainless steel in an oval shape. A standard soft vinyl bed tonneau cover is also color keyed to the C³ paint. Three color choices are offered: pewter metallic, onyx black, and polo green metallic.
Heating elements within the outside rear-view mirrors work in conjunction with the rear window defogger. Ground illumination is provided by a puddle lamp built into the lower surface of each mirror. The driver's-side mirror is an electrochromic design that automatically dims at night to minimize glare in the driver's eyes.
Unprecedented Interior Refinement
The Sierra C³ is outfitted with the most comprehensively complete interior GMC -- or any other manufacturer -- has ever provided in a full-size pickup truck. Advanced interior audio and communications capabilities -- enhanced stereo system with steering wheel and rear seat audio controls, OnStar navigation and communications and Homelink remote control systems – join a wide range of comfort and convenience features which round out the C³ highly-contented cabin.
Full-featured front bucket seats have integrated passenger restraints, fold-down inside armrests, electrically heated bottom cushions and backrests, and articulating headrests.
Driver and passenger power adjustments include six-way position, backrest recline, lumbar support, and backrest bolsters. Storage pockets are attached to each front seat back. A memory system moves the driver's seat to one of two different settings on command.
The front passenger seat has a child seat top tether anchor and a lower attachment point for snap-in safety seats. The roomy three-passenger rear seat folds upward to clear the way for interior cargo. It too is fitted with tether anchors and snap-in child seat attachments.
Striking tone-on-tone leather with a sophisticated sew pattern covers all seating surfaces. Two color combinations are offered: neutral with shale inserts or two shades of pewter upholstery.
Extra floor-area sound deadening and plush, heavy-duty carpeting continue the upscale interior theme. Carpeted floor mats are also standard. Inside door handles are finished in an attractive black-chrome treatment and black cherry woodgrain accents are tastefully applied to portions of the instrument panel and center console. Areas not covered with the woodgrain trim are finished with soft-touch "Silvertec" paint.
The leather-wrapped color-keyed steering wheel contains redundant audio controls – a first for a GMC. Deep-tinted Solar-ray glass is also standard equipment.
C³’s center console is a model of functional convenience, highlighted by an exclusive driver information center and six-CD changer mounted in an extension assembly that blends the center console into the instrument panel.
The driver information center calculates average and instantaneous fuel economy, range available for the fuel remaining, and trip mileage plus trip information for the past 15-days and total annual mileage. Information can be presented in a choice of four languages--English, French, Spanish, and Arabic--with either English or metric units.
The C³ Delco dual playback AM/FM stereo enhanced six-speaker sound system with speed sensitive volume and TheftLock™ security system is augmented by a six-disc CD changer mounted in an extension of the center console. Pressing just one button permits loading up to six CDs of entertainment material in rapid sequence.
The center console’s large internal storage volume is lockable and provides storage space for a half-dozen cassettes or CDs and a power plug for cellular phone or laptop computer use. A leather-covered secondary lid hinges upward to reveal a handy place for cell phone or writing material storage. The console's forward areas provide dual cupholders, an ashtray, and two more power plugs.
The console’s rear area has C³ exclusive dual headphone jacks with audio controls (seek, station or track select, volume). The beauty of this system is that rear passengers can adjust audio volume and make their own program selection choices while front seat occupants enjoy different audio material.
The rear surface of the center console assembly also provides several other rear-passenger conveniences: two more fold-down cupholders, two additional power points, and a courtesy lamp. Each rear door panel also provides a cupholder for rear-passenger convenience.
Additional interior amenities can be found on the small overhead console which houses a storage pocket for sunglasses, dual map lamps, and buttons for the C³ standard HomeLink remote-control system. The HomeLink transmitter memorizes activation codes for up to three remote-controlled equipment such as a garage door, security gate or yard lights.
Sun visors are cloth covered and equipped with illuminated vanity mirrors and built-in extender panels. Outside temperature and compass direction are both displayed in a corner of the inside rear-view mirror. An electrochromic material automatically dims both the inside mirror and the driver's side exterior mirror for comfortable night-time use.
Next Generation OnStar
OnStar’s innovative, in-vehicle safety, security and information service combines Global Positioning System (GPS) satellite technology and wireless communication to link the driver and vehicle with the OnStar Center, where advisors are available 24 hours a day, 365 days a year to offer real-time, personalized help.
Brand manager Jim Kornas characterizes the Sierra C³ as "an international class vehicle, created to be capable yet sophisticated in its on-road mannerisms.” He adds, "This is not your traditional full-size pickup. No one has ventured quite this far in the realm of performance, control and all-around refinement in the truck arena. It's an exhilarating driving experience that only GMC, with its 100 years of truck expertise and professional grade focus, could successfully execute."
- Tim
For Release: August 1, 2000
All-New GMC Sierra Heavy-Duty Lineup: True Power Players in the High End Truck Game
DETROIT - Building on the success of the reengineered-for-1999 Sierra line of regular-duty pickup trucks, GMC intends to revolutionize the heavy-duty (HD) market with all new three-quarter and one-ton pickup and chassis-cab trucks for the 2001 model year.
“GMC is all about capabilities that exceed expectations of even the most demanding customers, says Pontiac-GMC General Manager Lynn Myers. Together our new trucks define this new level of professional grade capabilities.”
"The 2001 GMC Sierra HD line will be authentic Professional Grade trucks capable of exceeding the toughest customer requirements and expectations with extensive performance and feature improvements," pledges Jim Kornas, Sierra's brand manager. "With these new trucks, we intend to reconfirm our role as a major high end player."
International in Scope
To help achieve GM's global leadership goals, GMC's new full-size, heavy-duty pickups and chassis cabs are engineered for sale in North America and in major export markets.
To market Sierras in China, Europe, Central and South America, the Middle East, and the former Soviet Union, they meet Economic Commission for Europe, European Economic Community, and selected regional requirements in addition to US-market requirements.
Fundamental program goals are:
best-in-segment quality, reliability, durability, and performance
well-integrated, highly-desirable product features
distinctive GMC brand identity.
Exterior Design
The Sierra HD now shares some key exterior design features with regular-duty models introduced two years ago. Yet, it has never been more distinctive.
It has a taller (two inches/51 mms), more confident and capable look, created by a more authoritative stance and wider track, broad-shouldered wheel flares, and a muscular bumper with a black bumper top cap.
Its signature center port grille has a unique chromed appearance, consistent with GMC's upscale, professional-grade brand character. Louvers direct 14 percent more air under the hood than before for extra engine cooling.
One-piece, wrap-around composite headlamps provide a streamlined aspect to the bold front end. A cowl vent positioned at the base of the windshield reduces wind-rush noise over previous design. The larger recovery hooks also provide more load-carrying capacity than before.
The Sierra HD’s tough, functional exterior appearance is keyed to the power and capability it provides. Cabs are two inches (51 mms) higher (than regular-duty Sierra), providing extra clearance for the new high capacity Allison 1000 five-speed automatic transmission.
This lift also enhances underbody air flow to avoid heat transfer into the passenger cabin, while providing a more commanding view of the road. As a further distinction, wheel flares are now standard equipment on all 2WD and 4WD HD models. They're available in six durable molded-in colors to match or accent the surrounding body color.
Highly stylish, deeply contoured, new seamless construction RRIM composite fenders also distinguish the 3500 Series one-ton pickups. As functional as they are attractive, the fenders save 50-pounds (22.7 kgs) of weight, require only half as many fasteners as before and are highly damage and corrosion-resistant.
Best-In-Class Powertrain Lineup
The segment’s most powerful gasoline and diesel engines drive Sierra HD models to the top of their class in performance and help create towing/hauling capability exceeding all customer expectation.
All the powertrains were calibrated for an extended 200,000-mile (321,900 km) operating life, without major failure, and provide better fuel economy and reduced maintenance costs over previous powertrains.
Duramax 6600 V8 Turbo Diesel
Developed in a joint effort with Isuzu Motors, the Duramax 6600 turbo diesel V8 is notably more powerful and provides more benefits than competing Dodge and Ford diesels.
With 300 horsepower @ 3100 rpm and 520 lb.-ft. (705 Nm) of torque at a low 1800 rpm, it produces 65-70 more horsepower and 20-70 more torque than its competitors. It has segment-leading acceleration at any load level.
It is amazingly quiet, producing only 78 decibels of sound at cold-idle startup, for example – about half the noise of its next quietest Ford competitor. At a lean 792 pounds (359 kgs), it has almost twice the power-to-weight ratio (0.9) of its two heavier, more sluggish competitors (0.5). Its specific fuel efficiency is a remarkable 19-percent better than the 6.5-liter turbo diesel it replaces.
And, extended 7,500-mile (12,000 km) oil change intervals on gas engines under normal operating conditions and five-year/50,000-mile (80,500 km) engine coolant replacement cycles help minimize maintenance costs.
Key engine features include:
an induction-hardened deep-skirt block with four-bolt main bearings
a nitrided forged-steel crankshaft
aluminum cylinder heads with four-valve combustion chambers and a electronically controlled common-rail direct fuel injection
oil-spray piston cooling
a gear-driven water pump
an integral oil-to-water heat exchanger
a center-mounted turbocharger which pumps compressed intake air through a front-mounted intercooler before it enters the engine
All-New Vortec 8100 Big Block V8
An equally impressive, all-new Vortec 8100 Big Block V8 replaces the previously available Vortec 7400. It has the same valve and bore centers and bore diameter as the Vortec 7400, but a larger 9.4 mm (0.37 inch) stroke.
The result is awesome. With 340 hp @ at 4200 rpm and 455 lb-ft (617 Nm) of torque at 3200 rpm, it is the most powerful gasoline engine on the market – out-muscling even Ford’s and Dodge’s V10s! If there's heavy towing or hauling to be done, this is the perfect powerhouse for the job. Ninety percent of its peak torque is available from 1700 rpm to 4300 rpm.
The Vortec 8100 also provides four percent better fuel economy than GM’s previous Big Block V8 and best-in-class gas engine acceleration. It already meets 2002 “clean-fuel-fleet” requirements. And it allows operators to run on alternative fuels, such as compressed natural gas (CNG) and liquid propane gas (LPG), without requiring any special valves or valve seats.
The 8100's rigid cylinder block uses four-bolt main bearings to optimize crankshaft rigidity for quiet, smooth operation. The nodular iron crank is now internally balanced and counterweighted to minimize internal stresses and bearing loads. The bearings are produced with a new alloy that increases their life and eliminates the use of environmentally hazardous cadmium. An elastomeric material called Vamac supports the crankshaft's torsional damper, providing more damping capability and durability than conventional rubber supports. A change in the firing order reduces main bearing wear and stress on the crank by seven percent.
New pistons have a shorter deck height and skirt length; they permit the longer engine stroke without any significant increase in engine deck height and minimize heat build up. A Teflon™ coating reduces friction. An especially short (0.2-inch/5 mm) top ring land and a new full-radius top ring design enhance combustion efficiency and diminish exhaust emissions.
New cylinder heads feature replicated intake ports (each precisely equal in diameter and length). They improve fuel-air distribution and reduce cylinder-to-cylinder variations in torque output for smoother and more efficient operation than the previous design. Powder-metal exhaust valve seats and cast-iron guides also enhance durability. Five head bolts circle each cylinder and (.05 inch/1.3 mm) thicker, more durable head gaskets are used to assure reliable lifetime sealing.
Hydraulic roller lifters reduce friction and ride on a durable steel camshaft. Stiffer ball-pivot studs support more robust rocker arms than previously. A cast-iron cam-drive cover adds to the valvetrain’s quiet operation.
The aluminum intake manifold’s long, even-length runners yield a broad, flat torque curve plus excellent volumetric efficiency (breathing) at high rpm. The manifold is more precisely made than previously, using a “lost foam” casting process. The process permits more intricate internal crankcase ventilation passages that eliminate the need for an external crankcase valve and plumbing. This cuts maintenance costs and eliminates potential leaks.
A high-pressure (400 kPa) sequential fuel injection system delivers the fuel. It provides quick starts and smooth operation in cold and hot weather. An electronic throttle control (ETC) meters intake air more precisely than a conventional foot-operated cable system. It also reduces weight and enhances reliability/durability by replacing mechanical hardware with electronic sensors, wires and actuators and integrating functions such as cruise control, brake torque management and traction control into a single controller. The Vortec 8100’s new mass airflow sensor also has an integral temperature sensor to facilitate fine mixture adjustments.
Stainless steel manifolds are significantly more heat resistant and durable (than the cast-iron ones they replace). Manifold shields keep heat out of the engine bay and muffle the sound of high-velocity exhaust flow.
A coil-near-plug ignition system increases ignition energy by 50 percent, reduces emissions and improves idle quality over the previous design. Platinum-tipped spark plugs have extended tips positioned as close as possible to the geometric center of the fuel-air charge to eliminate misfires.
The improved cooling system is fully pressurized. It includes a surge tank and a single, aluminum-body double volute pump. The pump has a durable, cast-iron case and a longer-life silicone-carbide shaft seal. Its redesigned water jackets provide more flow, and it now distributes equal amounts of coolant to both banks of the cylinder case for greater efficiency.
A 3.94-inch (100 mm) wider radiator provides two additional liters of cooling capacity. The transmission cooler has been relocated to boost air flow. A modulating fan provides quieter operation than its predecessor. Cooling system enhancements include quick connections that replace compression fittings throughout the engine/transmission oil cooling system for enhanced durability and easier assembly. Radiator hose ends are specially formed and provide tighter, more reliable fits than previously. Special beads on hose inlets and outlets ensure right fits and lessen the chance of leaks or hose blow-offs.
A dual-belt accessory drive system de-couples the engine’s alternator and accessories from the air conditioning compressor. This reduces loads on the accessory pulleys by up to 50 percent (over the previous design), improving efficiency and belt life. It also reduces accessory drive noise by nearly 50 percent at 1000 rpm and further increases interior comfort by permitting the A.C. compressor to be located as far as possible from the passenger compartment. Stiff cast-iron accessory mounting brackets also help reduce noise and vibration.
Controlled compression gaskets are used inn the oil pan, rocker covers and intake manifold to eliminate leaks. Rocker rails have also been raised to prevent oil from puddling against the rocker-cover gaskets.
A three-piece, thermoplastic engine cover enhances the look of this superlative engine.
Vortec 6000 V8
The Vortec 6000 V8 is the most powerful standard engine in its class. With 300 hp @ 4400 rpm and 360 lb.-ft (488 Nm) of torque @ 4000 rpm, it produces 40-50 more horsepower and 25-35 lb.-ft. more torque than competing Ford and Dodge engines.
The Vortec 6000’s new aluminum cylinder heads save a significant 55-pounds (24.9 kgs) of weight. Intake and exhaust ports yield major gains in volumetric efficiency (better breathing). A high lift cam and a low restriction induction and exhaust system increase power.
The Vortec 6000 V8 also has tighter-tolerance main bearings for quieter cold operation, better isolation for the fuel-injection solenoid, a new mass air flow sensor with integral temperature sensor and a more durable coolant temperature sensor than before.
GM’s Oil Life™ monitoring system tells operators when oil changes are needed, based on actual usage and need. An oil level sensing system also alerts operators when oil needs to be replenished.
Both Vortec engines also feature an advanced coolant loss protection system that protects them in the event of coolant drainage, partial or total. If a loss is detected, the computer limits engine power and allows the engine to run as an air-cooled system, giving the driver the ability to find a repair facility or suitable pull-off area.
ZF S6-650 Six-Speed Manual Transmission
Standard with the Duramax 6600 turbo-diesel V8 and the Vortec 8100 gasoline V8 is a tough six-speed manual transmission supplied by Germany's renowned Zahnradfabrik Friedrichshaven AG (ZF).
All gears are synchronized for easy shifting. Second and third gears have extra-capacity dual-cone synchros for easier shifting. A high-helix-angle gear-tooth design assures quiet operation. This transmission's extra ratios tighten gear splits to keep the engine running near the torque peak at all times for optimum performance and low fuel consumption. First and reverse gears share a gate in the shift pattern to ease parking and loading maneuvers.
A front case integral with the clutch housing and a rear aluminum case bolt to a center plate that provides sturdy support for the main shaft and countershaft. Use of synthetic lubricant eliminates the need for an external cooler and associated lines and gives this transmission its lubed-for-life status. A right side power take-off (PTO) provision allows 3600-series trucks to be equipped with hydraulic pumps up to 25 horsepower in capacity. PTO kit must be dealer installed.
Allison 1000 Five-Speed Automatic Transmission
An all-new five-speed automatic transmission is available for use with the Duramax 6600 turbo diesel and the Vortec 8100 V8s. It was engineered in cooperation with GM's Allison Transmission division.
Special features of the Allison 1000 are full electronic control of shift timing, five forward speeds, fully brazed torque-converter vanes, and helical-type planetary gear sets for quiet operation.
In the Sierra's exclusive tow/haul mode, the torque converter clutch engages in second, third, four, and fifth gears to avoid heat build up while in normal mode it engages only in fourth and fifth. Fuzzy logic programmed into this transmission allows it to automatically downshift on grades to provide extra engine braking. It downshifts from fifth to fourth in its normal model, and will do multiple downshifts, as necessary, in the tow/haul mode.
The Allison 1000 is the first automatic transmission in this class to offer PTO capability, located on the right side of the vehicle. A spin-on lubricant filter is easy to replace with no need to remove the transmission's oil pan.
When an oil change is needed an instrument panel light advises the driver of that fact. A crankcase sensor informs the driver if the lubricant level drops precipitously low.
New Venture Gear 4500 Five-Speed Manual Transmission
The manual transmission used as standard equipment with the Vortec 6000 V8 has an ultra-low (5.61:1 first gear) and an ov
Note this info is not "available" until August 1st
For Release: August 1, 2000
All-New GMC Sierra Heavy-Duty Lineup: True Power Players in the High End Truck Game
DETROIT - Building on the success of the reengineered-for-1999 Sierra line of regular-duty pickup trucks, GMC intends to revolutionize the heavy-duty (HD) market with all new three-quarter and one-ton pickup and chassis-cab trucks for the 2001 model year.
“GMC is all about capabilities that exceed expectations of even the most demanding customers, says Pontiac-GMC General Manager Lynn Myers. Together our new trucks define this new level of professional grade capabilities.”
"The 2001 GMC Sierra HD line will be authentic Professional Grade trucks capable of exceeding the toughest customer requirements and expectations with extensive performance and feature improvements," pledges Jim Kornas, Sierra's brand manager. "With these new trucks, we intend to reconfirm our role as a major high end player."
International in Scope
To help achieve GM's global leadership goals, GMC's new full-size, heavy-duty pickups and chassis cabs are engineered for sale in North America and in major export markets.
To market Sierras in China, Europe, Central and South America, the Middle East, and the former Soviet Union, they meet Economic Commission for Europe, European Economic Community, and selected regional requirements in addition to US-market requirements.
Fundamental program goals are:
best-in-segment quality, reliability, durability, and performance
well-integrated, highly-desirable product features
distinctive GMC brand identity.
Exterior Design
The Sierra HD now shares some key exterior design features with regular-duty models introduced two years ago. Yet, it has never been more distinctive.
It has a taller (two inches/51 mms), more confident and capable look, created by a more authoritative stance and wider track, broad-shouldered wheel flares, and a muscular bumper with a black bumper top cap.
Its signature center port grille has a unique chromed appearance, consistent with GMC's upscale, professional-grade brand character. Louvers direct 14 percent more air under the hood than before for extra engine cooling.
One-piece, wrap-around composite headlamps provide a streamlined aspect to the bold front end. A cowl vent positioned at the base of the windshield reduces wind-rush noise over previous design. The larger recovery hooks also provide more load-carrying capacity than before.
The Sierra HD’s tough, functional exterior appearance is keyed to the power and capability it provides. Cabs are two inches (51 mms) higher (than regular-duty Sierra), providing extra clearance for the new high capacity Allison 1000 five-speed automatic transmission.
This lift also enhances underbody air flow to avoid heat transfer into the passenger cabin, while providing a more commanding view of the road. As a further distinction, wheel flares are now standard equipment on all 2WD and 4WD HD models. They're available in six durable molded-in colors to match or accent the surrounding body color.
Highly stylish, deeply contoured, new seamless construction RRIM composite fenders also distinguish the 3500 Series one-ton pickups. As functional as they are attractive, the fenders save 50-pounds (22.7 kgs) of weight, require only half as many fasteners as before and are highly damage and corrosion-resistant.
Best-In-Class Powertrain Lineup
The segment’s most powerful gasoline and diesel engines drive Sierra HD models to the top of their class in performance and help create towing/hauling capability exceeding all customer expectation.
All the powertrains were calibrated for an extended 200,000-mile (321,900 km) operating life, without major failure, and provide better fuel economy and reduced maintenance costs over previous powertrains.
Duramax 6600 V8 Turbo Diesel
Developed in a joint effort with Isuzu Motors, the Duramax 6600 turbo diesel V8 is notably more powerful and provides more benefits than competing Dodge and Ford diesels.
With 300 horsepower @ 3100 rpm and 520 lb.-ft. (705 Nm) of torque at a low 1800 rpm, it produces 65-70 more horsepower and 20-70 more torque than its competitors. It has segment-leading acceleration at any load level.
It is amazingly quiet, producing only 78 decibels of sound at cold-idle startup, for example – about half the noise of its next quietest Ford competitor. At a lean 792 pounds (359 kgs), it has almost twice the power-to-weight ratio (0.9) of its two heavier, more sluggish competitors (0.5). Its specific fuel efficiency is a remarkable 19-percent better than the 6.5-liter turbo diesel it replaces.
And, extended 7,500-mile (12,000 km) oil change intervals on gas engines under normal operating conditions and five-year/50,000-mile (80,500 km) engine coolant replacement cycles help minimize maintenance costs.
Key engine features include:
an induction-hardened deep-skirt block with four-bolt main bearings
a nitrided forged-steel crankshaft
aluminum cylinder heads with four-valve combustion chambers and a electronically controlled common-rail direct fuel injection
oil-spray piston cooling
a gear-driven water pump
an integral oil-to-water heat exchanger
a center-mounted turbocharger which pumps compressed intake air through a front-mounted intercooler before it enters the engine
All-New Vortec 8100 Big Block V8
An equally impressive, all-new Vortec 8100 Big Block V8 replaces the previously available Vortec 7400. It has the same valve and bore centers and bore diameter as the Vortec 7400, but a larger 9.4 mm (0.37 inch) stroke.
The result is awesome. With 340 hp @ at 4200 rpm and 455 lb-ft (617 Nm) of torque at 3200 rpm, it is the most powerful gasoline engine on the market – out-muscling even Ford’s and Dodge’s V10s! If there's heavy towing or hauling to be done, this is the perfect powerhouse for the job. Ninety percent of its peak torque is available from 1700 rpm to 4300 rpm.
The Vortec 8100 also provides four percent better fuel economy than GM’s previous Big Block V8 and best-in-class gas engine acceleration. It already meets 2002 “clean-fuel-fleet” requirements. And it allows operators to run on alternative fuels, such as compressed natural gas (CNG) and liquid propane gas (LPG), without requiring any special valves or valve seats.
The 8100's rigid cylinder block uses four-bolt main bearings to optimize crankshaft rigidity for quiet, smooth operation. The nodular iron crank is now internally balanced and counterweighted to minimize internal stresses and bearing loads. The bearings are produced with a new alloy that increases their life and eliminates the use of environmentally hazardous cadmium. An elastomeric material called Vamac supports the crankshaft's torsional damper, providing more damping capability and durability than conventional rubber supports. A change in the firing order reduces main bearing wear and stress on the crank by seven percent.
New pistons have a shorter deck height and skirt length; they permit the longer engine stroke without any significant increase in engine deck height and minimize heat build up. A Teflon™ coating reduces friction. An especially short (0.2-inch/5 mm) top ring land and a new full-radius top ring design enhance combustion efficiency and diminish exhaust emissions.
New cylinder heads feature replicated intake ports (each precisely equal in diameter and length). They improve fuel-air distribution and reduce cylinder-to-cylinder variations in torque outpuerdrive (0.75:1) fifth gear. A power-takeoff provision exists at the transmission's left side. Synthetic lubricant is used in this transmission to minimize friction and heat build up during heavy hauling or towing.
Hydramatic 4L80-E Four-Speed Automatic Transmission
Optional equipment with the Vortec 6000 V8 is a 4L80-E automatic transmission. Electronic controls adjust engine torque during shifts to smooth gear changes. The torque converter clutch is smoothly engaged and released with a pulse-width-modulated solenoid.
A tow/haul mode prevents shift busyness during heavy hauling and trailering. A drain plug in the sump pump facilitates DEXRON III lubricant changes, required only at 50,000-mile (80,500 km) intervals.
Vortec 6000 V8 with Alternative Fuel Capability
Fleet and commercial operators may now purchase a GMC Sierra powered by a Vortec 6000 V8, mated to an automatic transmission, prepared for conversion to either liquid propane (LPG) or compressed natural gas (CNG) fuel.
Backed by a full warranty and engineered with an 8,500-pound (3,856 kg) GVW rating, this vehicle allows customers to take advantage of special federal credits and incentives introduced by the Energy Policy Act to encourage use of clean fuels in "non-attainment" areas of the country, such as Denver, Colorado.
More durable valves and valve seats are an integral part of this package. Like all Sierra HD engines, the Vortec 6000 V8 with alternative fuel capability is validated for a 200,000-mile (321,800 km) service life before major repairs are expected.
Modular Frame Design
Front, middle, and rear sections of the Sierra HD frames are engineered in a modular fashion to permit use of materials and manufacturing processes best suited to specific requirements.
Front rails are hydroformed with a box cross-section to achieve a consistent wall thickness, to save weight by eliminating unnecessary welding and overlapping pieces, and to provide tighter dimensional control over brackets that support the vehicle's front-end sheet metal.
Mid rails are roll formed and draw bent using high-strength, low-alloy (HSLA) steel to create a lipped-C-shape cross-section. This is the most heavily loaded, and therefore the strongest, of the three frame sections. Five different mid-rail lengths are used to accommodated different cab style, box lengths, and wheelbases.
The 2500HD and 3500-Series’ rear rail is an HSLA stamping with a deep C-shaped cross-section. Two different rear rail lengths accommodate either a 6.5-foot (2.0 meter) or an eight-foot (2.4 meter) box. Most of the rear-section cross members are tubular to provide maximum stiffness with minimal weight.
Sierra 3500 chassis cabs’ rear rails have a number of special provisions to suit their intended applications:
stamped cross-members which are riveted (rather than welded) in place to enable alteration by body and equipment makers
clean, flat rails spaced 34 inches (864 mms) apart for ease of body mounting
overlapped and welded double sections in areas of high load concentrations
four different lengths to suit different cab and chassis combinations
All Sierra frames are coated with a high-temperature wax to protect against corrosion.
Advanced Suspension Systems
The frames' stiffness, strength, and consistent quality provide a secure backbone for carefully tuned suspension. Long- and short arm independent front suspension with torsion bar springs are standard on all heavy-duty Sierra pickup and chassis cab models.
Proven durable in more strenuous four-wheel drive applications, the torsion bar design gives two wheel customers a more robust suspension than they expect. Benefits with torsion bars include ride-height adjustability not available with coil springs and a superior ride by virtue of a rubber-isolated torsion-bar-anchor crossmember. Lower control arms are forged steel while upper arms are stamped-and-welded box-section components.
Semi-elliptic multi-leaf rear springs operate in two stages on 2500HD models and in three stages on 3500-Series models for optimum ride with and without a load. Track widths are notably wider, front and rear, for improved cornering stability. Shock absorbers are gas charged and use a 1.38-inch (35 mm) piston diameter for enhanced durability. Suspension variables (spring rates, shock absorber damping) are computer selected for each Sierra HD model.
The (RPO Z85) Handling and Trailering package is standard. It provides a firm ride with extra roll damping for better cornering performance. A snowplow package includes torsion bars and adjuster arms appropriate for that task.
World-Class Four-Wheel-Disc Brakes
A world-class four-wheel-disc brake system with ABS is standard equipment in all heavy-duty models to provide shorter stopping distances, more linear control with lower pedal efforts, quieter operation, and double the lining life over previous brake systems.
Non-asbestos organic compound front brake pads are 36-percent larger in size. Ventilation, heat dissipation, and ease of service are all improved. Low-drag, twin-piston calipers are used front and rear for more even brake pad pressure and longer friction-material life. Power assist is provided by a hydraulic brake booster.
Built-in indicators on all brake pads warn the operator of impending pad wear out before rotor damage occurs. Dynamic Rear Proportioning makes more efficient use of rear-wheel braking capacity with an ability to detect front-to-rear differences in slippage rates well below the point of impending lock-up. The ABS system uses three wheel-speed sensors (one on each front wheel, a third on the transmission output shaft) to signal the electronic brake controller when to modulate line pressure to prevent wheel lock.
Separate drum-in-hat units at the rear serve as parking brakes. This arrangement eliminates wear on the main brake system when the parking brakes are applied and vice versa. Parking brakes are designed with sufficient capacity to hold a fully loaded truck on a 30-percent grade with the transmission in neutral.
GM engineers validated the Sierra HD's new brake components at Colorado's Pikes Peak which tops 14,000 feet (4,267 meter) of elevation. An 8,000-foot (2,438 meter) descent in only 23 miles (37 kms) presents one of the toughest challenges on the planet for a fully loaded heavy-duty truck. Thanks to its new and improved brake systems, Sierra cleared this tough hurdle with stopping capacity to spare.
Recirculating-Ball Power Steering
For optimum efficiency and durability, GM engineers chose an integral recirculating-ball power steering system. Accurate front-end alignment is achieved by an automated toe-set process. All steering joints have zerk fittings to facilitate service. A pressurized power steering fluid reservoir is integrated with the pump to reduce cavitation and improve quietness.
Wheels and Tires
Eight-bolt 6.5x16-inch steel wheels are standard equipment on the 3500. Chrome clad wheels, chromed hubcaps, and forged aluminum wheels are optional on 2500HD. Radial tires in two sizes are provided--LT215/85R-16 and LT245/75R-16--with size and inflation pressure geared to load ratings.
A winch accessible through a port near the rear license plate lowers the spare wheel and tire from its underbody storage location. A slot in the tire wrench can be used to hook the attachment cable in order to pull the tire out from under the vehicle.
Transfer Cases, Axles, and Propshafts
New modular-design transfer cases use magnesium castings to save weight. Three sizes are available depending on the truck's capacity. Dual-cone synchronizers reduce shift efforts, particularly at low temperatures. A finer pitch for the transfer chain provides quieter four-wheel-drive (4WD) operation.
Two 4WD-engagement systems are offered--manual or electronic shift. Both use GM's patented Insta-Trac
Note this info is not "available" until August 1st
For Release: August 1, 2000
All-New GMC Sierra Heavy-Duty Lineup: True Power Players in the High End Truck Game
DETROIT - Building on the success of the reengineered-for-1999 Sierra line of regular-duty pickup trucks, GMC intends to revolutionize the heavy-duty (HD) market with all new three-quarter and one-ton pickup and chassis-cab trucks for the 2001 model year.
“GMC is all about capabilities that exceed expectations of even the most demanding customers, says Pontiac-GMC General Manager Lynn Myers. Together our new trucks define this new level of professional grade capabilities.”
"The 2001 GMC Sierra HD line will be authentic Professional Grade trucks capable of exceeding the toughest customer requirements and expectations with extensive performance and feature improvements," pledges Jim Kornas, Sierra's brand manager. "With these new trucks, we intend to reconfirm our role as a major high end player."
International in Scope
To help achieve GM's global leadership goals, GMC's new full-size, heavy-duty pickups and chassis cabs are engineered for sale in North America and in major export markets.
To market Sierras in China, Europe, Central and South America, the Middle East, and the former Soviet Union, they meet Economic Commission for Europe, European Economic Community, and selected regional requirements in addition to US-market requirements.
Fundamental program goals are:
best-in-segment quality, reliability, durability, and performance
well-integrated, highly-desirable product features
distinctive GMC brand identity.
Exterior Design
The Sierra HD now shares some key exterior design features with regular-duty models introduced two years ago. Yet, it has never been more distinctive.
It has a taller (two inches/51 mms), more confident and capable look, created by a more authoritative stance and wider track, broad-shouldered wheel flares, and a muscular bumper with a black bumper top cap.
Its signature center port grille has a unique chromed appearance, consistent with GMC's upscale, professional-grade brand character. Louvers direct 14 percent more air under the hood than before for extra engine cooling.
One-piece, wrap-around composite headlamps provide a streamlined aspect to the bold front end. A cowl vent positioned at the base of the windshield reduces wind-rush noise over previous design. The larger recovery hooks also provide more load-carrying capacity than before.
The Sierra HD’s tough, functional exterior appearance is keyed to the power and capability it provides. Cabs are two inches (51 mms) higher (than regular-duty Sierra), providing extra clearance for the new high capacity Allison 1000 five-speed automatic transmission.
This lift also enhances underbody air flow to avoid heat transfer into the passenger cabin, while providing a more commanding view of the road. As a further distinction, wheel flares are now standard equipment on all 2WD and 4WD HD models. They're available in six durable molded-in colors to match or accent the surrounding body color.
Highly stylish, deeply contoured, new seamless construction RRIM composite fenders also distinguish the 3500 Series one-ton pickups. As functional as they are attractive, the fenders save 50-pounds (22.7 kgs) of weight, require only half as many fasteners as before and are highly damage and corrosion-resistant.
Best-In-Class Powertrain Lineup
The segment’s most powerful gasoline and diesel engines drive Sierra HD models to the top of their class in performance and help create towing/hauling capability exceeding all customer expectation.
All the powertrains were calibrated for an extended 200,000-mile (321,900 km) operating life, without major failure, and provide better fuel economy and reduced maintenance costs over previous powertrains.
Duramax 6600 V8 Turbo Diesel
Developed in a joint effort with Isuzu Motors, the Duramax 6600 turbo diesel V8 is notably more powerful and provides more benefits than competing Dodge and Ford diesels.
With 300 horsepower @ 3100 rpm and 520 lb.-ft. (705 Nm) of torque at a low 1800 rpm, it produces 65-70 more horsepower and 20-70 more torque than its competitors. It has segment-leading acceleration at any load level.
It is amazingly quiet, producing only 78 decibels of sound at cold-idle startup, for example – about half the noise of its next quietest Ford competitor. At a lean 792 pounds (359 kgs), it has almost twice the power-to-weight ratio (0.9) of its two heavier, more sluggish competitors (0.5). Its specific fuel efficiency is a remarkable 19-percent better than the 6.5-liter turbo diesel it replaces.
And, extended 7,500-mile (12,000 km) oil change intervals on gas engines under normal operating conditions and five-year/50,000-mile (80,500 km) engine coolant replacement cycles help minimize maintenance costs.
Key engine features include:
an induction-hardened deep-skirt block with four-bolt main bearings
a nitrided forged-steel crankshaft
aluminum cylinder heads with four-valve combustion chambers and a electronically controlled common-rail direct fuel injection
oil-spray piston cooling
a gear-driven water pump
an integral oil-to-water heat exchanger
a center-mounted turbocharger which pumps compressed intake air through a front-mounted intercooler before it enters the engine
All-New Vortec 8100 Big Block V8
An equally impressive, all-new Vortec 8100 Big Block V8 replaces the previously available Vortec 7400. It has the same valve and bore centers and bore diameter as the Vortec 7400, but a larger 9.4 mm (0.37 inch) stroke.
The result is awesome. With 340 hp @ at 4200 rpm and 455 lb-ft (617 Nm) of torque at 3200 rpm, it is the most powerful gasoline engine on the market – out-muscling even Ford’s and Dodge’s V10s! If there's heavy towing or hauling to be done, this is the perfect powerhouse for the job. Ninety percent of its peak torque is available from 1700 rpm to 4300 rpm.
The Vortec 8100 also provides four percent better fuel economy than GM’s previous Big Block V8 and best-in-class gas engine acceleration. It already meets 2002 “clean-fuel-fleet” requirements. And it allows operators to run on alternative fuels, such as compressed natural gas (CNG) and liquid propane gas (LPG), without requiring any special valves or valve seats.
The 8100's rigid cylinder block uses four-bolt main bearings to optimize crankshaft rigidity for quiet, smooth operation. The nodular iron crank is now internally balanced and counterweighted to minimize internal stresses and bearing loads. The bearings are produced with a new alloy that increases their life and eliminates the use of environmentally hazardous cadmium. An elastomeric material called Vamac supports the crankshaft's torsional damper, providing more damping capability and durability than conventional rubber supports. A change in the firing order reduces main bearing wear and stress on the crank by seven percent.
New pistons have a shorter deck height and skirt length; they permit the longer engine stroke without any significant increase in engine deck height and minimize heat build up. A Teflon™ coating reduces friction. An especially short (0.2-inch/5 mm) top ring land and a new full-radius top ring design enhance combustion efficiency and diminish exhaust emissions.
New cylinder heads feature replicated intake ports (each precisely equal in diameter and length). They improve fuel-air distribution and reduce cylinder-to-cylinder variations in torque outpu53; design which facilitates engagement or disengagement without locking or unlocking wheel hubs.
The driver may shift into or out of 4WD on the fly at any speed. Stopping the vehicle is necessary to shift into 4LO for climbing steep grades or negotiating deep mud or snow. Electronic shift, an exclusive feature in this weight class available with automatic-transmission-equipped Sierras, provides three simple buttons to control the transfer case: 2HI, 4HI, and 4LO. A neutral mode is also available to facilitate flat-towing behind a recreational vehicle.
Two axle ratios are offered for all Sierra HD trucks--3.73:1 and 4.10:1. Front axles for 4WD applications use a 9.25-inch (235 mm) diameter ring gear and have a new light aluminum case with extra ribbing for added strength.
Sierras powered by the Vortec 6000 V8 have a 10.5-inch/267-mm (ring gear diameter) rear axle while those trucks powered by the Duramax 6600 and Vortec 8100 V8s have a new 11.5-inch (292 mm) rear axle with more than adequate capacity to handle the extra torque.
All rear axles benefit from updated processing that yields more consistent control of critical dimensions to assure quieter and more reliable operation in customer hands. Use of synthetic rear axle lubricant reduces running temperatures by up to 40-degrees Fahrenheit during towing and hauling, thereby improving seal performance, bearing life, and overall axle reliability. There's also a slight improvement in fuel economy attributable to the superior lubricant. A drain plug has been added to facilitate rear axle fluid changes.
New propshafts carry more torque and save weight thanks to key design changes. A larger 3.5-inch (88.9 mm) outside diameter (up from 3.0 inches/76.2 mms) permits a reduction in wall thickness with no loss of torque capacity. Propshafts are also as short as possible. Universal joint life has been doubled by use of better seals and lubricants. Joints fitted to Sierras equipped with the 6-speed manual transmission are 25-percent larger in size.
Cab Design
The key to providing a comfortable, quiet, and rattle-free interior environment is a series of cross-sills running under and welded to the cab floor.
What engineers call a "spider" helps resist longitudinal and lateral impact forces while also providing a secure load path for the seats and seat-mounted safety belts. A laser-welded door ring places thicker gauge steel where it's most needed--such as in the hinge attachment areas--and lighter gauge material elsewhere to save weight. A double-boxed deep-section rocker structure achieves the desired stiffness with the long openings necessary in the four-door extended-cab configuration.
Doors are manufactured of bake-hardened steel for superior strength and dent resistance. Inside, there are roll-formed beams to resist side impacts and cable-driven window regulators for long life and smooth operation. Teflon-like hinge-pivot bushings are used for quietness and durability. Weld-on hinges passed an 800,000-cycle bench test and the doors themselves suffered no failures during 200,000 slams. They latch with a solid, secure sound. Double door seals block road, wind, powertrain noise from the interior as well as dust and moisture.
The instrument panel is reinforced with both a cast-magnesium beam and a steel tube, raising its natural vibration frequency by 60-percent over past designs to 28.5 Hz. A higher natural frequency makes the cab less susceptible to squeaks and rattles.
Cargo Box Designs
The Sierra HD's 6.5-foot (2.0 meter) and eight-foot (2.4 meter) Wideside cargo boxes are carried over from the regular-duty Sierra pickups first introduced for the 1999 model year. Twenty-percent greater strength was achieved with a mass savings by extensive use of roll-formed, high-strength, low-alloy steel. Cargo volume was increased two percent by stretching the span between the wheel wells. Sierra 3500 crew-cab pickups have an extra cross-sill (seven in all) under the cargo box to support their 11,400-pound (5,171 kg) GVWR.
Pockets are provided to facilitate two-tier loading and compartmentalization by means of barriers made of ordinary lumber. Stake pockets (four on the short box, six on the long box) have tie-down holes. An additional tie-down bracket is provided in each corner of the box. A thermoplastic protector guards the top edge of the tailgate. (The ability to quickly remove the tailgate can be restored for those who need that feature.) An improved latch mechanism reduces the effort needed to open the tailgate. The cargo lamp can now be operated independently of the Sierra's interior lights.
Composite Rear Fenders
Sierra 3500 pickups feature reinforced reaction-injection molded (RRIM) composite rear fenders for improved durability and manufacturing efficiency. This is the largest RRIM body panel in current production.
Other benefits include a 50-pound (22.7 kg) weight savings, 50-percent fewer fasteners, damage and corrosion resistance, and an attractive seamless appearance. Unlike some composites, these panels are heat tolerant so they receive normal electro-deposition primer and painting processes. Wheel-well liners for this box are made of sheet molding compound and top rail covers are thermoplastic components.
Advanced Electrical System
A class II (multiplexed) zoned electrical-system architecture with bussed electrical centers cuts the number of wiring splices by 96-percent and the number of wires by 23-percent. (A comparable Ford truck has 24 times as many splices and 30-percent more wires.)
Coded messages travel at the rate of 10.4-kilobytes per second so that hundreds of messages can be carried simultaneously by one wire. Four bussed electrical centers (one under the hood near the battery, three inside the cab) combine fuses and relays in a central location to permit use of smaller wire gauges and simpler connections. The Sierra HD's advanced electrical system is the key to adding functions and features currently with saving weight and improving overall reliability and durability.
Safety and Security
As more customers select heavy-duty pickups for dual-purpose roles--moving passengers as well as cargo--there's a heightened demand for added safety and security. Building on advancements that came in 1999 with all new regular-duty pickups, the new 2001 Sierra heavy-duty models introduce several additional safety and security features.
At the top of the new-and-improved list for accidental avoidance is a vastly superior four-wheel-disc with four-wheel ABS braking system. Benefits include shorter stopping distances, more linear control with less pedal effort, and a superior drum-in-hat parking brake. A dynamic rear proportioning feature makes more effective use of the rear brakes by monitoring front-to-rear differences in slippage rates (well before impending wheel lock) and adjusting brake balance accordingly.
Significantly wider wheel tracks have been incorporated into the new Sierra HD trucks to enhance cornering stability.
Safe, easy operation of the 4WD system is assured by engagement hardware, which allows shifting on the fly at any speed. An electronic push-button engagement option is a new and exclusive feature in the heavy-duty class.
Co-extruded composite fuel tanks resist both corrosion and impact loads to provide trouble-free service for the life of the vehicle. Tanks are positioned between the frame rails near the middle of the vehicle so they don't upset front-to-rear balance as the fuel level changes. Members that surround the tanks are tubular for maximum rigidity and safe support. Pickups with a 6.5-foot (2.0 meter) box have a 26-gallon (98.4 liter) fuel tank while a 34-gallon (128.7 liter) tank comes with eight-foot-(2.4 meter)-box-equipped trucks. Two tanks are fitted to 3600-series chassis-cab Sierras. California trucks have a 24-gallon (90.8 liters) front tank and a 23-gallon (87 ltr) rear tank while trucks destined for other state
Note this info is not "available" until August 1st
For Release: August 1, 2000
All-New GMC Sierra Heavy-Duty Lineup: True Power Players in the High End Truck Game
DETROIT - Building on the success of the reengineered-for-1999 Sierra line of regular-duty pickup trucks, GMC intends to revolutionize the heavy-duty (HD) market with all new three-quarter and one-ton pickup and chassis-cab trucks for the 2001 model year.
“GMC is all about capabilities that exceed expectations of even the most demanding customers, says Pontiac-GMC General Manager Lynn Myers. Together our new trucks define this new level of professional grade capabilities.”
"The 2001 GMC Sierra HD line will be authentic Professional Grade trucks capable of exceeding the toughest customer requirements and expectations with extensive performance and feature improvements," pledges Jim Kornas, Sierra's brand manager. "With these new trucks, we intend to reconfirm our role as a major high end player."
International in Scope
To help achieve GM's global leadership goals, GMC's new full-size, heavy-duty pickups and chassis cabs are engineered for sale in North America and in major export markets.
To market Sierras in China, Europe, Central and South America, the Middle East, and the former Soviet Union, they meet Economic Commission for Europe, European Economic Community, and selected regional requirements in addition to US-market requirements.
Fundamental program goals are:
best-in-segment quality, reliability, durability, and performance
well-integrated, highly-desirable product features
distinctive GMC brand identity.
Exterior Design
The Sierra HD now shares some key exterior design features with regular-duty models introduced two years ago. Yet, it has never been more distinctive.
It has a taller (two inches/51 mms), more confident and capable look, created by a more authoritative stance and wider track, broad-shouldered wheel flares, and a muscular bumper with a black bumper top cap.
Its signature center port grille has a unique chromed appearance, consistent with GMC's upscale, professional-grade brand character. Louvers direct 14 percent more air under the hood than before for extra engine cooling.
One-piece, wrap-around composite headlamps provide a streamlined aspect to the bold front end. A cowl vent positioned at the base of the windshield reduces wind-rush noise over previous design. The larger recovery hooks also provide more load-carrying capacity than before.
The Sierra HD’s tough, functional exterior appearance is keyed to the power and capability it provides. Cabs are two inches (51 mms) higher (than regular-duty Sierra), providing extra clearance for the new high capacity Allison 1000 five-speed automatic transmission.
This lift also enhances underbody air flow to avoid heat transfer into the passenger cabin, while providing a more commanding view of the road. As a further distinction, wheel flares are now standard equipment on all 2WD and 4WD HD models. They're available in six durable molded-in colors to match or accent the surrounding body color.
Highly stylish, deeply contoured, new seamless construction RRIM composite fenders also distinguish the 3500 Series one-ton pickups. As functional as they are attractive, the fenders save 50-pounds (22.7 kgs) of weight, require only half as many fasteners as before and are highly damage and corrosion-resistant.
Best-In-Class Powertrain Lineup
The segment’s most powerful gasoline and diesel engines drive Sierra HD models to the top of their class in performance and help create towing/hauling capability exceeding all customer expectation.
All the powertrains were calibrated for an extended 200,000-mile (321,900 km) operating life, without major failure, and provide better fuel economy and reduced maintenance costs over previous powertrains.
Duramax 6600 V8 Turbo Diesel
Developed in a joint effort with Isuzu Motors, the Duramax 6600 turbo diesel V8 is notably more powerful and provides more benefits than competing Dodge and Ford diesels.
With 300 horsepower @ 3100 rpm and 520 lb.-ft. (705 Nm) of torque at a low 1800 rpm, it produces 65-70 more horsepower and 20-70 more torque than its competitors. It has segment-leading acceleration at any load level.
It is amazingly quiet, producing only 78 decibels of sound at cold-idle startup, for example – about half the noise of its next quietest Ford competitor. At a lean 792 pounds (359 kgs), it has almost twice the power-to-weight ratio (0.9) of its two heavier, more sluggish competitors (0.5). Its specific fuel efficiency is a remarkable 19-percent better than the 6.5-liter turbo diesel it replaces.
And, extended 7,500-mile (12,000 km) oil change intervals on gas engines under normal operating conditions and five-year/50,000-mile (80,500 km) engine coolant replacement cycles help minimize maintenance costs.
Key engine features include:
an induction-hardened deep-skirt block with four-bolt main bearings
a nitrided forged-steel crankshaft
aluminum cylinder heads with four-valve combustion chambers and a electronically controlled common-rail direct fuel injection
oil-spray piston cooling
a gear-driven water pump
an integral oil-to-water heat exchanger
a center-mounted turbocharger which pumps compressed intake air through a front-mounted intercooler before it enters the engine
All-New Vortec 8100 Big Block V8
An equally impressive, all-new Vortec 8100 Big Block V8 replaces the previously available Vortec 7400. It has the same valve and bore centers and bore diameter as the Vortec 7400, but a larger 9.4 mm (0.37 inch) stroke.
The result is awesome. With 340 hp @ at 4200 rpm and 455 lb-ft (617 Nm) of torque at 3200 rpm, it is the most powerful gasoline engine on the market – out-muscling even Ford’s and Dodge’s V10s! If there's heavy towing or hauling to be done, this is the perfect powerhouse for the job. Ninety percent of its peak torque is available from 1700 rpm to 4300 rpm.
The Vortec 8100 also provides four percent better fuel economy than GM’s previous Big Block V8 and best-in-class gas engine acceleration. It already meets 2002 “clean-fuel-fleet” requirements. And it allows operators to run on alternative fuels, such as compressed natural gas (CNG) and liquid propane gas (LPG), without requiring any special valves or valve seats.
The 8100's rigid cylinder block uses four-bolt main bearings to optimize crankshaft rigidity for quiet, smooth operation. The nodular iron crank is now internally balanced and counterweighted to minimize internal stresses and bearing loads. The bearings are produced with a new alloy that increases their life and eliminates the use of environmentally hazardous cadmium. An elastomeric material called Vamac supports the crankshaft's torsional damper, providing more damping capability and durability than conventional rubber supports. A change in the firing order reduces main bearing wear and stress on the crank by seven percent.
New pistons have a shorter deck height and skirt length; they permit the longer engine stroke without any significant increase in engine deck height and minimize heat build up. A Teflon™ coating reduces friction. An especially short (0.2-inch/5 mm) top ring land and a new full-radius top ring design enhance combustion efficiency and diminish exhaust emissions.
New cylinder heads feature replicated intake ports (each precisely equal in diameter and length). They improve fuel-air distribution and reduce cylinder-to-cylinder variations in torque outpus get a 27-gallon (102 ltr) front tank and a 23-gallon (87 ltr) rear tank.
Front seats have integrated lap and shoulder safety belts for outboard positions to optimize fit, comfort, and wearing convenience. Regular and extended-cab trucks have child-seat top-tether anchors and snap-in bottom attachments fitted to the front passenger seat and in all three rear seating positions. All outboard seating positions have effective head restraints designed to help reduce injuries from rear collisions.
To guard against head injuries, energy-absorbing foam backing is attached to trim panels, garnish moldings, headliners, and around the side rails and pillars.
Daytime running lamps (DRL) positioned beneath the main composite headlamps increase visibility to other drivers whenever the vehicle is running. (Pressing the dome light button four times in six seconds with the ignition on temporarily overrides DRL operation.) When low light conditions are sensed, the Sierra HD's automatic lamp system switches on the head- and taillamps. Clear Lexan lenses with rear-reflector optics and halogen light sources provide brighter light and a 400-foot (122 meter) illumination range on low beams alone.
Amber-colored turn and hazard lamps are unique in the North American heavy-duty pickup market. At the rear, the hazard and brake lamps now operate independently so the stop lamps cannot override the emergency flashers. Back-up lamps are wider and brighter for better visibility. Projector-beam-type halogen fog lamps are now available as an option. Marker lamps necessary in Sierra 3500- and 3600-Series trucks with dual rear wheels have several durability improvements including light-emitting-diode technology in the tailgate area. Use of reflectors and/or lamps built into the ends of the doors alerts passing traffic to a hazard at night.
Rear-view mirror upgrades include an optional self-dimming inside rear-view mirror with integral compass and outside-temperature displays, significantly larger outside folding mirrors providing clearance in tight spaces, new telescoping camper mirrors with a convex section on the driver's side for broad-area visibility, optional power mirror adjusters, and optional electric heaters to clear fog from the mirrors.
A larger windshield with an improved defroster and four-inch-longer wet-arm wiper blades greatly enhance outward visibility. Five-speed intermittent wipers are now standard equipment.
The new Sierra HD's cab is designed as a safety cage. Extra cross-sills have been added in the cab's floor structure to better resist side-impact and seat-belt loads. Roll-formed side-guard beams protect against lateral-impact injury. Four-door extended-cab pickup doors use astute combinations of laser-welded and high-strength steel to achieve optimum stiffness and strength with light weight. A double-box rocker panel design provides a high level of bending and torsional rigidity with the long door openings.
Programmable power door locks are now standard. To suit customer preferences, they can be programmed to unlock just the driver's door or all doors when the key is removed from the ignition switch. A third option is to disable the automatic locking and unlocking action.
Other security-enhancement features include battery run-down protection, lock-out prevention, rear-door child security locks, TheftLock™ protection for uplevel sound systems, a key lock for the spare tire retention system, and coolant-loss protection. A standard Driver Message Center advises when corrective action is necessary on 18 different vehicle functions (such as "low fuel" or "trans fluid hot").
The list of carryover features includes height-adjustable outboard shoulder belts, a seat belt reminder light, a self-aligning steering wheel and energy absorbing steering column, a brake/transmission interlock, and other equipment. In the interests of keeping the vehicle secure, a PASSLock™ II theft-deterrent system disables the fuel and starter systems if any attempt is made to start the vehicle without the correct key.
Towing, GVW, GCWR, and Payload Ratings
The purpose of a heavy-duty truck is to earn its keep with exemplary towing and hauling capabilities. GM engineers geared every major system to make the Sierra HD the hardest working, longest lasting truck in its class. Tougher frames, the most advanced suspensions, higher capacity brakes, and more powerful and durable powertrains were all essential to this task.
New Sierra 2500 HD models provide 3/4-ton customers with the segment's highest rating: a 9200-pound (4,173 kg) GVW (versus a maximum of 8,800-pounds (3,992 kgs) in comparable Ford and Dodge trucks).
Gross combined weight rating (truck plus trailer or GCWR) figures depend on the engine and axle ratio combination selected. The Vortec 6000 engine is rated at 16,000-pounds (7,257 kgs). Optional engines (Duramax 6600 turbo-diesel or Vortec 8100) are rated at 20,000-pounds (9,072 kgs) with a 3.73:1 axle ratio and 22,000-pounds (9,979 kgs) with a 4.10:1 axle. The industry's highest GCWRs yield the largest trailer tow ratings. (Maximum trailer weight equals GCWR minus curb weight. Curb weight includes the truck plus the mass of passengers and cargo carried on board the vehicle.)
The Sierra 3500 series one-ton models take the next step up the ladder with an 11,400-pound (5,171 kg) GVW rating (exceeding Ford's best figures by 200-pounds [91 kgs] and Dodge's by 900-pounds [408 kgs]). GCWR figures are the same as those listed for the 2500 HD series.
The 3600-series of one-ton chassis-cab trucks provides an 11,400-pound (5,171 kg) GVWR with two-wheel drive and a 12,000-pound (5,443 kg) GVWR with four-wheel drive exceeding Ford's (gasoline-engine) maximum by 200 (91 kg) or 800 pounds (363 kgs).
All GMC Sierras are built trailer-ready by design with a eight-wire trailer-equipment cable in back and suspensions ready to handle the above GCWRs.
A transmission temperature gauge is included with both automatics to alert the driver if fluid temperatures exceed the normal operating range. Two optional packages are offered to support towing applications: A Z85 handling and trailering package includes shock absorbers with increased damping to reduce body roll in corners.
A Z82 trailering provisions package includes the firmer shock absorbers with a weight-distributing hitch platform rated at 12,000-pounds (5,443 kgs), an eight-wire harness with a seven-pin connector, and a jumper harness for an electric brake controller. Three different rear view mirror options--power, power/heated, and extendible--help meet the broadest range of towing applications.
Extensive testing has demonstrated that the industry-standard 10,000-pound (4,536 kg) limit for a weight-distributing hitch is too conservative for the Sierra HD trucks so they are safely rated 2,000-pounds (907 kgs) higher with the aforementioned Z82 equipment. Peak ratings for fifth-wheel and gooseneck trailers are 16,000-pounds (7,257 kgs), a 20-percent gain over past the past Sierra HD's maximum capacity. A fifth-wheel-type hitch is available through GM's Service Parts Organization.
Creature Comforts
Sierra HD cabs are notably larger to provide significantly more interior room than is available from any competitor. Compared to last year's model, the windshield is moved forward, the rear wall is moved back 1.5 or 2.0 inches/38 or 51 mm (standard versus extended cab), step-in height is lowered an inch, the roof is raised 0.7-inches/17.8 mms, and overall width is increased by more than an inch.
In terms of the passenger's ability to stretch out and find a comfortable riding position, consider these extended-cab advantages:
the industry's largest rear-door openings
more headroom, up 1.1-inches (27.9 mms) in front and 0.9-inches (22.9 mms) in back
a 1.4-inch (35.6 mm) increase in front hip room
34-percent more fron
Note this info is not "available" until August 1st
For Release: August 1, 2000
All-New GMC Sierra Heavy-Duty Lineup: True Power Players in the High End Truck Game
DETROIT - Building on the success of the reengineered-for-1999 Sierra line of regular-duty pickup trucks, GMC intends to revolutionize the heavy-duty (HD) market with all new three-quarter and one-ton pickup and chassis-cab trucks for the 2001 model year.
“GMC is all about capabilities that exceed expectations of even the most demanding customers, says Pontiac-GMC General Manager Lynn Myers. Together our new trucks define this new level of professional grade capabilities.”
"The 2001 GMC Sierra HD line will be authentic Professional Grade trucks capable of exceeding the toughest customer requirements and expectations with extensive performance and feature improvements," pledges Jim Kornas, Sierra's brand manager. "With these new trucks, we intend to reconfirm our role as a major high end player."
International in Scope
To help achieve GM's global leadership goals, GMC's new full-size, heavy-duty pickups and chassis cabs are engineered for sale in North America and in major export markets.
To market Sierras in China, Europe, Central and South America, the Middle East, and the former Soviet Union, they meet Economic Commission for Europe, European Economic Community, and selected regional requirements in addition to US-market requirements.
Fundamental program goals are:
best-in-segment quality, reliability, durability, and performance
well-integrated, highly-desirable product features
distinctive GMC brand identity.
Exterior Design
The Sierra HD now shares some key exterior design features with regular-duty models introduced two years ago. Yet, it has never been more distinctive.
It has a taller (two inches/51 mms), more confident and capable look, created by a more authoritative stance and wider track, broad-shouldered wheel flares, and a muscular bumper with a black bumper top cap.
Its signature center port grille has a unique chromed appearance, consistent with GMC's upscale, professional-grade brand character. Louvers direct 14 percent more air under the hood than before for extra engine cooling.
One-piece, wrap-around composite headlamps provide a streamlined aspect to the bold front end. A cowl vent positioned at the base of the windshield reduces wind-rush noise over previous design. The larger recovery hooks also provide more load-carrying capacity than before.
The Sierra HD’s tough, functional exterior appearance is keyed to the power and capability it provides. Cabs are two inches (51 mms) higher (than regular-duty Sierra), providing extra clearance for the new high capacity Allison 1000 five-speed automatic transmission.
This lift also enhances underbody air flow to avoid heat transfer into the passenger cabin, while providing a more commanding view of the road. As a further distinction, wheel flares are now standard equipment on all 2WD and 4WD HD models. They're available in six durable molded-in colors to match or accent the surrounding body color.
Highly stylish, deeply contoured, new seamless construction RRIM composite fenders also distinguish the 3500 Series one-ton pickups. As functional as they are attractive, the fenders save 50-pounds (22.7 kgs) of weight, require only half as many fasteners as before and are highly
"The instrument panel is reinforced with both a
cast-magnesium beam and a steel tube, raising its
natural vibration frequency by 60-percent over past
designs to 28.5 Hz. A higher natural frequency
makes the cab less susceptible to squeaks and
rattles."
Guess we know why Ryan's dash rattles.
He is apparently some kind of teenager out to stir up trouble.
Mike L
Is this a problem or a feature?
Thanks
Phil
I'm taking my truck in next week to fix the rear end clanking I hear when going over small sharp bumps slowly. I took it to a dealer in CA while on vacation last month. He said it was spring slap. I had it to my dealer last week to fix that and the loose backrest on the drivers seat. He said he tightend everything, still making noise. Now that the parts are in for the seat, he said he would have more time to investagate the rear end noise. I'll let you know what he found next Thurs.
River
More Truck for Markbuck!
Phil
wait for the '02 but after reading your post
well, i don't know if i'm gonna wait or not.
fastfoodman- is he sorta like the luv bug mail
that was goin around on the net awhile back? or
is this another "LURD" that just wants attention?
...red
#571 wight1
Sorry, but I don't remember the TSB number. My truck had a funny rattling noise coming from (I though) the gas/ brake pedals. It turned out to be the left air duct on the dash. It rubs somewhere behind the instrument panel & echos down to the pedals.
My dealership had a TSB on this. They installed a small piece of rubber to stop the plastic from rubbing on the metal. The problem was solved!!!
ralph coos
I hope it doesn't, there are already too many auto features on the heating & cooling system. I prefer to make my own decisions.
I went through this process because the display went bonkers on mine. The replacement unit was like new except for the intermittent problem it was returned for in the first place. So I need a third unit but haven't made it to the dealer yet.
Oh i do have a quick fix for my dash rattle. Give the top of the dash a good pound and its gone for awhile.
I washed and waxed the truck yesterday it looks good but i think something got on my hood seems like little drops of sap or something. When i put the wax you could clearly see these little dark small spots. Kinda smeared em. I cant use my finger nail to get em off next time i wash it ill have to scrub em off but for now you can barely see them.
Ryan
- Tim
Its kinda a dark brown gooey substance. I am thinking sap because i park under a tree a few times a wk when i get home from work i wont be doing that anymore.
Ryan
Ryan
Hope this helps,
-Jarvus
My 99 did not do it, but my 2000 does. The manual says to use the Recirc mode to keep out unwanted odors, but when I hit the Recirc button I get cold air and no AC light.
I noticed first when I had the AC on in Recirc mode, and I turned off the AC. Still got cold. I guess the 99's had some advantages after all.
Mike L
crosswind77
What's the specs on your truck?
Dean
Both my trucks are 4wd.
Mike L
Thanks
Ryan
Maybe if yawl went to softer springs in the rear and/or less damping on the shocks all around it would help this problem?
kyle
Archieve??? Huh?
Ryan
Ryan
I'm also looking for some feedback on the velvet-ride shackles. I might try them on mine.
i've replaced once with a 59 also...
Jumping sideways or losing brief control is normal.
- Tim
His story made me feel better, hope it does you.