This is the first car or truck I've selected based on its paper specs; as soon as I started researching and discovered this new model, it hit the top of my preferences list.

ALL-WHEEL DRIVE (the heart of the matter): The C3 is a true all-wheel-drive, not a "four-by." This is, in my truck-driving view, an overdue concept. GMC has tuned some of the classic pickup-push understeer out of the chassis, but the real handling advantage comes through the approximately 1/3 of its torque that goes to ground via the front wheels. The viscous-coupled AWD system is transparent in operation, unlike Jeep's somewhat discredited, chain-driven "Quadra-Trak" system of the late 70s/early 80s. The center differential keeps chirps and harshness out of its operation, despite a carbon fiber-plate locking differential in the rear: this results in a full-sizer that turns a substantially tighter radius than did the Dodge that I traded for it, and does so without fuss. The C3 treks through snotty, melting snow with remarkable surefootedness at whatever speed you are comfortable with, and its ABS system operating on 3/4-ton-sized brakes means it stops hard anytime, too. The ride is firm, but not 4X4-clunky, and there are, at 8,200 miles, neither rattles nor wind noises developing.

OFF-ROAD: You wouldn't want to rock-hop this critter, though, despite the terrific traction. Low-range is non-existent, and, in any case, I'd hate to crack the nice-looking air dam off the front end. I'm also not sure how well it's skid-plated, if at all. However, for towing a heavy work trailer over Blewett pass in January, I'd choose this over any other truck without hesitation. Any. Other. Truck.

COMFORT: Interior is kitted out in the European manner: comfortably firm as opposed to squishy, fuzzy, Caddy-plush. All the bells and whistles are there, from fully adjustable, heated, memory power seats to monster audio with tape and six-CD changer to OnStar ("this is not your father's Batmobile"). GMC followed a "more is more" approach with appointments: there are four doors (rears are clamshell), five leather seats, five power ports, and six beverage containers. The rear-seat audio feature will be a godsend come ski season: NEVER AGAIN will the entire car be subjected to Jessy's Back Street Boys CD. He can simply plug into the RSA jack with his li'l headphones, and have a private concert while the rest of us listen to the radio, a tape, or my wife worrying whether everyone got enough to eat.

Many two-tone cows laid down their lives for my driving comfort -- thanks, cows. Driver legroom is outstanding, and I have the long shanks to put it to the test. In a neat trick, GMC has also provided more headroom than my Dodge 1500 had, despite having a lower roof height that, combined with the nice tight turn radius, allows me many more downtown parking garage options.

Comfort is sufficient to easily drive from Sun Valley, ID to Seattle, WA in a day without discomfort. Considering my personal "state of tune" in terms of busted-up-ness, this is saying something. As to the back seats, the outboards are adequate for adults for reasonable lengths of time, although the middle is kid-optimal at best.

PERFORMANCE: Power is never in question; at about 1,000 lbs. lighter than a Denali with five more HP, the truck is honestly quicker than most cars. Although top speed is governed at 108 mph, it would probably do that up the Lewiston Grade with a speedboat strapped to its tail if you really wanted to (mileage might suffer...). The 6.0L engine has Corvette-type aluminum heads, long service intervals and some 370 lb.-ft. of torque, allowing it to tow and haul more than just about any other half-ton truck ever built.

CARGO: I wasn't originally thrilled about the tonneau, which struck me as more trouble than value, but it breaks down and reassembles easily enough to put weekend boating nightmares right out of your mind. The bed-crossing bows keep it from flapping itself to death on highway trips. The tonneau is tight enough to go through a carwash with only a few drips into the bed. There are four solid tiedowns in the bed, but no side hooks, which would presumably interfere with the tonneau. The back seat flips up effortlessly for a very convenient, two-door "trunk" behind the front seats. As to towing capacity, it will yank around 8,800 lbs or so, which is more than I need.

SQUAWK LIST: Nits about my truck are few. The stereo could be better: while it has full AM/FM/cassette/CD-changer functionality, an apparent last-minute budget-targeting move downgraded the gear from a Bose audio package to a Delco unit. Much as I'd like to convince myself it's an upgrade, in truth it sounds tinny compared with the excellent Infinity system that came as a factory option in my Dodge (no, the Bose biz isn't available as an upgrade; this truck carries an options list that consists basically only of color choices).

Speaking of colors, three are available: black -- a dirt-showing fiasco in the Pacific NW; polo (i.e. dark forest glossy) green -- see dirt comments above; and "pewter metallic," which is a light bronzed beige that bears small resemblance to the color of ma's pewter flatware. I chose the pewter and like it, but darn if some variation of it isn't splashed on everything from Silverados to Lexus RX300s; I'm not fond of driving the flavor of the week, but there you have it.

Third nit: a truck that corners this hard -- the big, siped, road-biased Michelins will surprise you with their tenacious grip -- needs a dead pedal and higher side bolsters to hold my generous rump in place.

Fourth nit is in OnStar functionality limitations: the OnStar system can function as a tremendously capable, voice-controlled cellular calling system, but you can only get this capability through OnStar itself at something like 28 cents per minute; no standard cell phone with its standard minutes package can be wired in. Also, the included GPS unit has no cockpit readout whatsoever; you have to punch the button and ask the nice OnStar rep where the heck you are. This is like making a pilot ask the FAA to read his compass for him.

Mileage averaging 14.3 on the truck's computer (I verified its accuracy over three tankfuls) would be a nit if I cared about it, but I rode motorcycles as primary transportation for so many years that I don't feel a lick of guilt.

The gearing (3.73:1) takes getting used to; the first time you get a footful of throttle from a standing start, your spouse will thank GMC for the excellent head restraints up front. I guess that's not really a nit, though.

It costs a fair chunk -- I paid $36K out the door -- but it's much cheaper than owning a Yukon and a pickup, as my uncle does. And I have the same functionality.

It wouldn't make a good truck for a logging crew, but it makes a fantastic business vehicle, light work truck, and family car erring on the side of luxury.

Finally, a truck this nice should automatically come with a bed liner. When you shop for one, get the Chevy version, which is precisely the same piece of molded black plastic as the GMC liner, but fifty bucks cheaper.

Basically, I enjoy everything that's available in a high-end SUV, and I can carry dirt for my wife's tomatoes. It's the best personal truck available in the world today.

Recommended: Yes

Amount Paid (US$): 36,000.00
Condition: New
Model Year: 2001
Model and Options: GMC Sierra C3