Used 2007 GMC Sierra 1500 Crew Cab

Long regarded as the twin of the Chevrolet Silverado, the all-new-for-’07 GMC Sierra offers more differentiation from its General Motors stable-mate in looks, while sharing the same basic architecture and engine choices. Exclusive to the GMC Sierra line, though, is the Denali trim level that brings with it a variety of power and luxury features, making it a "model-within-a-model." Looking to extend their leadership in the pickup truck segment, GM engineers and designers have gone back to their computer screens to concoct a vehicle that offers an improved chassis, more precise steering and not one but two quieter, more upscale interiors. Like its fraternal twin, the GMC Sierra delivers fuel economy that currently leads the large pickup truck category thanks to the new line of Active Fuel Management-equipped V8 engines. And for those who hedge their bets, a Flex-Fuel E85-capable engine is also available.

Sufficient power and surprising ride comfort are two hallmarks of the GMC Sierra. Riding on a new platform that includes a fully boxed frame for more chassis stiffness, coil-over-shock front suspension and rack-and-pinion steering, the big pickup truck is surprisingly nimble and easy to maneuver. Our lengthy test drive took us over rough, washboard gravel roads, yet the Sierra’s cabin retained library-like calm and quiet. We found it hard to choose between the "pure pickup" interior and the "luxury-inspired" interior, because both were handsome and functional. While the available 4.3-liter V6 is no doubt adequate, the Sierra can also be equipped with a variety of V8 engines, most with 5.3-liter displacement, while the Denali features its own 6.2-liter variable-valve-timing engine. Power delivery with each V8 engine we tested was more than ample, though we have to admit we liked the pure power of the 6.0-liter and 6.2-liter V8s. The StabiliTrak electronic stability control system is welcome standard equipment on crew cab models, and it is available on extended cab models as an option.

Sierra benefits from GM’s extensive reworking of both full-size pickups and full-size SUVs, and among the benefits are two distinct interiors. The work truck and SLE trim levels feature the "pure pickup" interior that features larger controls designed to accommodate gloved hands and a double glovebox. The SLT trim level features the same "luxury-inspired" interior also used in GMC’s SLT-trim Yukon and Yukon XL full-size sport utilities. Both attractive instrument panels are mounted lower and farther forward for an increased feeling of spaciousness. The same can be said of the back-seat area in the crew cab models, which offers significantly improved room and comfort. Its elevated stadium-style rear seat has a 60/40-split design and folding center armrest, and it can be easily folded up with one hand to provide an uninterrupted load floor.

Before the design process for the new Sierra got going, General Motors determined that it wouldn’t be simply a Chevrolet Silverado with different badges. While the Sierra does share the "strong, silent-type" handsomeness of the Silverado, it also offers a distinct front end, front and rear fenders and hood. An upscale look is highlighted by narrow gaps between body panels, enabled by the new version’s significantly stiffer frame. The new grille with prominent GMC logo is complemented by large "jeweled-appearance" headlights. The pickup box is taller than in the previous version of the Sierra and, at the same time better integrated. The stamped-in rear fender flares are designed to give the truck a muscular look. Standard wheels are 17 inches in diameter, while 20-inch wheels are also available. Easy entry into the rear seat/storage area of extended cab models is accommodated by new rear access doors that open 170 degrees. Power-operated rear-side windows lower completely into the access doors.

Distinct Styling
This time around GMC Sierra is the beneficiary of a new front end that gives it its own handsome look.

Active Fuel Management
The Active Fuel Management system available in four different V8s cuts the operation of four cylinders when they are unneeded and enhances fuel economy.

The GMC Sierra is offered in five trim levels from basic to sinfully luxurious. The base model is the WT (work truck), and, ascending the food chain are SLE, SLE2, SLT and Denali. In fact the Sierra Denali is virtually a distinct model onto itself with features that include an exclusive 6.2-liter all-aluminum V8 engine and six-speed automatic transmission. Cloth seats are standard on WT and SLE models, and leather seating is available on SLE models. SLT models include standard leather seats, the "luxury" instrument panel, 12-way power-adjustable driver’s seat, six-disc audio system with Bose speakers and heated windshield washer system. The crew cab SLT version is even more luxurious with rain-sensing windshield wipers and a rear-seat audio system. Even the base trim level includes four-speed automatic transmission, tire pressure monitoring system, power rack-and-pinion steering, anti-lock brakes (ABS), air conditioning, tinted glass, full instrumentation and two auxiliary power outlets.

The multiplicity of trim levels should allow you to fine-tune your Sierra to the equipment level you want, but options abound as well. Convenience features offered on SLE and SLT models include touch-screen navigation-sound system, power-operated moonroof, power-sliding rear window and XM Satellite Radio. Sierra offers five distinct suspension systems, each tailored to suit specific driving requirements. They include Z83 for a solid, smooth ride, Z85 for enhanced handling and trailer towing, Z71 for enhanced off-road capability, Z60 for street performance with 20-inch wheels and NHT for maximum towing capacity. The StabiliTrak electronic stability control system is standard on crew cab models and available on extended cab models. A choice of two- and four-wheel-drive models, various cabs and bed lengths and a variety of axle ratios are also offered.

The 4.3-liter V6 and 4.8-liter V8 should be more than adequate in work truck applications, but for dual-use work and pleasure driving we recommend stepping up to at least the 5.3-liter V8 engines, some with cast iron blocks and some with aluminum. For those with a need for towing capacity, the 6.0-liter with Active Fuel Management and variable valve timing and the 6.2-liter in the Denali are good choices, although they are expected to suffer a trifle in fuel economy.

4.3-liter V6
195 horsepower @ 4600 rpm
260 lb.-ft. of torque @ 2800 rpm
EPA city/highway fuel economy: 17/21 (2WD), 16/19 (4WD)

4.8-liter V8
295 horsepower @ 5600 rpm
305 lb.-ft. of torque @ 4800 rpm
EPA city/highway fuel economy: 16/20 (2WD), 15/19 (4WD)

5.3-liter V8 Flex Fuel
315 horsepower @ 5200 rpm
338 lb.-ft. of torque @ 4400 rpm
EPA city/highway fuel economy: 12/16 (2WD E85), 16/21 (2WD Gas), 12/15 (4WD E85), 16/20 (4WD Gas)

5.3-liter V8
315 horsepower @ 5200 rpm
338 lb.-ft. of torque @ 4400 rpm
EPA city/highway fuel economy: 16/22 (2WD), 16/20 (4WD)

6.0-liter V8
367 horsepower @ 5500 rpm
375 lb.-ft. of torque @ 4300 rpm
EPA city/highway fuel economy: 14/19 (2WD), 15/19 (4WD)

6.2-liter V8
403 horsepower @ 5700 rpm
417 lb.-ft. of torque @ 4300 rpm
EPA city/highway fuel economy: 14/20 (2WD), 13/19 (4WD)

Our Expert Ratings come from hours of both driving and number crunching to make sure that you choose the best car for you. We comprehensively experience and analyze every new SUV, car, truck, or minivan for sale in the U.S. and compare it to its competitors. When all that dust settles, we have our ratings.

We require new ratings every time an all-new vehicle or a new generation of an existing vehicle comes out. Additionally, we reassess those ratings when a new-generation vehicle receives a mid-cycle refresh — basically, sprucing up a car in the middle of its product cycle (typically, around the 2-3 years mark) with a minor facelift, often with updates to features and technology.

Rather than pulling random numbers out of the air or off some meaningless checklist, KBB’s editors rank a vehicle to where it belongs in its class. Before any car earns its KBB rating, it must prove itself to be better (or worse) than the other cars it’s competing against as it tries to get you to spend your money buying or leasing.

Our editors drive and live with a given vehicle. We ask all the right questions about the interior, the exterior, the engine and powertrain, the ride and handling, the features, the comfort, and of course, about the price. Does it serve the purpose for which it was built? (Whether that purpose is commuting efficiently to and from work in the city, keeping your family safe, making you feel like you’ve made it to the top — or that you’re on your way — or making you feel like you’ve finally found just the right partner for your lifestyle.)

We take each vehicle we test through the mundane — parking, lane-changing, backing up, cargo space and loading — as well as the essential — acceleration, braking, handling, interior quiet and comfort, build quality, materials quality, reliability.