The 2007–2013 GMC Sierra 1500 4WD with the LY2 4.8-litre Vortec V8 is a straightforward workhorse in the GMT900 truck family. Positioned as the “base” V8, it combines a cast-iron LS-series block, simple port fuel injection, and a proven 4-speed automatic. Output is around 295 hp and 305 lb-ft in typical 4WD applications, enough for real-world towing and highway use without the complexity of later direct-injected or turbocharged units.
In 4WD form, the truck rides on a stout ladder frame with optional Z71 off-road hardware and tow packages rated around 2,270–3,175 kg (5,000–7,000 lb), depending on axle ratio and configuration. Owners value this combination for durability and relative simplicity: no Active Fuel Management (AFM) on the 4.8, basic hydraulically assisted steering, and conventional 4×4 with a two-speed transfer case. At the same time, electronic stability control, side-curtain airbags on most later years, and modern crash structures give it a safety baseline far beyond older GMT800 trucks.
Fast Facts
- Robust LS-family 4.8 V8 (LY2/L20) with about 295 hp and 305 lb-ft, chain-driven cam, and no AFM system to fail.
- Typical 4WD towing capacity around 2,270–3,175 kg (5,000–7,000 lb) when properly equipped, with payload near 770 kg (1,700 lb).
- Watch for rust at the frame near the fuel tank, brake-line corrosion, and leaking transmission or oil cooler lines on higher-mileage trucks.
- A sensible oil-change interval is every 5,000–7,500 miles (8,000–12,000 km) using the correct dexos-approved 5W-30 and new filter.
Navigate this guide
- GMC Sierra 1500 4WD basics
- Sierra 4.8 LY2 specs and data
- Sierra 1500 trims and safety tech
- Reliability and common LY2 issues
- Maintenance schedule and buyer guide
- On-road manners and performance
- How Sierra 4.8 compares to rivals
GMC Sierra 1500 4WD basics
The 2007–2013 GMC Sierra 1500 4WD on the GMT900 platform represents a key transition era for GM trucks. This generation brought a stiffer fully boxed frame, revised front suspension, better crash performance, and a more refined cabin versus the older GMT800. Within that lineup, the LY2 4.8-litre V8 is the simplest eight-cylinder option, slotting below the 5.3 and 6.0 engines.
Power comes from a 4.8 l OHV (pushrod) V8 with an iron block and aluminum heads. It belongs to the LS-based Vortec family, sharing architecture with larger 5.3 and 6.0 units. In a typical 4WD extended-cab or crew-cab configuration, it is rated around 295 hp (220 kW) at 5,600 rpm and 305 lb-ft (414 Nm) at 4,600 rpm. Power feeds a 4-speed Hydra-Matic automatic (4L60E/4L70E, depending on year) and a two-speed transfer case with 2-Hi, 4-Hi, and 4-Lo ranges.
For buyers, the main appeal of the 4.8 4WD truck is straightforward:
- A relatively unstressed V8 without AFM cylinder deactivation, which simplifies long-term ownership and avoids one of the main failure points on some 5.3/6.0 trucks of this era.
- Adequate performance for daily use, moderate towing, and light off-road work without the fuel thirst of bigger V8s.
- Broad availability in Work Truck and SLE trims, so used-market prices are often friendlier than for high-spec Denali or 6.0-litre variants.
Typical curb weight for an extended-cab 4WD 4.8 is about 2,315 kg (5,105 lb), with a GVWR around 3,080–3,085 kg (6,800 lb) and payload close to 770 kg (1,700 lb). Tow ratings vary with axle ratio and tow package; basic trucks sit around 5,000 lb, while GM brochures and towing guides show higher ratings on certain configurations with 3.73 or 4.10 gears.
Fuel economy is solidly in full-size-truck territory. EPA numbers for similar 4.8-litre Sierras show roughly 14 mpg city and 18 mpg highway (about 16.8 / 13.1 L/100 km) in 4WD form, and around 16 mpg combined for 2WD equivalents. In practice, owners often see mid-teens mpg in mixed driving and high-teens on steady highway runs if speeds and loads are reasonable.
Overall, a 4WD LY2-equipped Sierra 1500 is an appealing choice for drivers who prioritize a durable, honest V8 truck over maximum power output or cutting-edge tech.
Sierra 4.8 LY2 specs and data
Below are representative specifications for a 2009 GMC Sierra 1500 4WD extended-cab Work Truck with the 4.8-litre LY2 V8. Figures will vary slightly by model year, cab style, and axle ratio, so always confirm against the build sheet and owner’s manual.
Engine and performance
| Item | Specification |
|---|---|
| Engine code | LY2 (2007–2009), L20 flex-fuel successor on later years |
| Layout and valvetrain | 90° V8, OHV (pushrod), 2 valves/cyl |
| Bore × stroke | 96.0 × 83.0 mm (3.78 × 3.27 in) |
| Displacement | 4.8 l (4,799 cc) |
| Induction | Naturally aspirated |
| Fuel system | Sequential multi-port fuel injection (SFI) |
| Compression ratio | Approx. 9.1:1 (LY2); slightly lower on L20 variants |
| Max power | 295 hp (220 kW) @ 5,600 rpm (typical 4WD rating) |
| Max torque | 305 lb-ft (414 Nm) @ 4,600 rpm |
| Timing drive | Chain-driven single camshaft |
| Emissions standard | US EPA Tier-2 / Bin-5 with OBD-II (varies by state) |
| Rated consumption (label) | ~14 mpg city / 18 mpg highway (≈16.8 / 13.1 L/100 km) for 4WD; 14/19 mpg for comparable 2WD 4.8. |
| Real-world highway @ 120 km/h | Typically 12–13 L/100 km (18–20 mpg US) when lightly loaded, based on owner reports. |
Transmission and 4×4 system
| Item | Specification |
|---|---|
| Transmission | 4-speed Hydra-Matic automatic (4L60E/4L70E, electronically controlled) |
| Drive type | Part-time 4×4 with 2-Hi, 4-Hi, 4-Lo |
| Transfer case | Two-speed, electric shift (some base trucks manual-shift) |
| Typical axle ratios | 3.23, 3.42, or 3.73 (3.73 common on tow packages) |
| Differential | Open rear as standard; locking rear differential (G80) widely available |
Chassis and dimensions (representative extended cab 4WD)
| Item | Specification |
|---|---|
| Front suspension | Independent short/long arm (SLA) with torsion bars or coils (by spec) |
| Rear suspension | Solid axle, leaf springs |
| Steering | Hydraulic power steering |
| Front brakes | Disc |
| Rear brakes | Drum (on most 1500s of this era) |
| Wheelbase | 3,401 mm (133.9 in) |
| Length | 5,596 mm (220.3 in) |
| Width (without mirrors) | 2,029 mm (79.9 in) |
| Height | 1,872 mm (73.7 in) |
| Ground clearance (front) | ~229 mm (9.0 in) |
| Turning circle (kerb-to-kerb) | ~13.6 m (44.6 ft) |
| Curb weight | ~2,316 kg (5,105 lb) |
| GVWR | ~3,080 kg (6,800 lb) |
| Fuel tank | 98 l (26.0 US gal) |
Performance and capability
| Item | Approximate value |
|---|---|
| 0–60 mph (0–97 km/h) | Around 9–9.5 s for a 4WD 4.8-litre truck, based on comparable Silverado data |
| Top speed (governed) | ~160 km/h (100 mph) |
| Towing capacity (typical) | ~2,270 kg (5,000 lb) for basic 4.8 4WD extended cab; up to roughly 3,175 kg (7,000 lb) with correct tow package and gearing |
| Payload | Approx. 770 kg (1,695 lb) |
Fluids and service capacities (approximate; confirm per VIN in the manual)
| System | Spec and capacity (typical) |
|---|---|
| Engine oil | 5W-30 dexos-approved oil, ~5.7 L (6.0 US qt) with filter |
| Engine coolant | Dex-Cool OAT coolant, roughly 15–16 L (16–17 qt) depending on configuration |
| Automatic transmission | Dexron-VI ATF; ~9–12 L total fill, ~4–5 L for a standard pan drop/service |
| Front differential | 75W-90 gear oil (synthetic recommended), ~1.2–1.5 L |
| Rear differential | 75W-90 gear oil, ~2.0–2.5 L (G80 locker usually does not require friction modifier) |
| Transfer case | Auto-Trak II / appropriate GM transfer case fluid, ~1.5–2.0 L |
| A/C refrigerant | R-134a; charge amount varies, typically ~0.7–0.9 kg (24–32 oz) |
Electrical
| Item | Specification |
|---|---|
| Alternator | Typically 145 A on 4.8-litre 4WD Work Truck trims |
| 12 V battery | Group 48/78 or similar; around 600–700 CCA from the factory |
| Spark plugs | Long-life platinum/iridium plugs, 100,000-mile design life, gap ≈ 1.0–1.1 mm (0.040–0.044 in) |
Safety and driver assistance (hardware)
All GMT900 Sierra 1500s include front airbags, ABS, and tire-pressure monitoring, with head curtain side airbags and StabiliTrak stability control standard or widely available from 2008–2009 onward depending on trim and market. There is no factory AEB, lane-keep assist, or adaptive cruise; these trucks predate mainstream ADAS.
Sierra 1500 trims and safety tech
Across 2007–2013, the 4.8-litre 4WD Sierra 1500 appears primarily in Work Truck (WT), SL, and SLE trims, with the bigger 5.3/6.0 engines more common in SLT and Denali models.
Trims and options
- WT (Work Truck): Vinyl or basic cloth seats, manual or simple power accessories, steel wheels, minimal chrome. LY2 4.8 and 4WD are common here, especially in fleet trucks. Quick tell: black bumpers, simple audio, floor-shift 4×4 on some examples.
- SL / SLE: Add carpeting, better cloth upholstery, more sound insulation, alloy wheels, keyless entry, and improved audio options. Many SLE trucks pair the 4.8 with popular features like OnStar and steering-wheel controls.
- Off-road packages (e.g., Z71): Skid plates, tuned shocks, specific 17- or 18-inch wheel and tyre packages, and often 3.73 gears and G80 locking diff. This package strongly influences off-road ability and tow ratings.
Year-to-year, features improved steadily:
- 2007: Launch year of GMT900; some trucks still sold as “Classic” using the old body and older safety structure alongside the new design.
- 2008–2009: Wider availability of side-curtain airbags and StabiliTrak. Fleet WT trucks may still lack some convenience features.
- 2010–2013: Rear-view cameras, Bluetooth, and enhanced audio become more common on SLE/SLT; some trucks now have L20 flex-fuel 4.8 variants, but overall driving character remains similar.
Quick identifiers for a 4.8 4WD truck include the LY2/L20 engine code in the glovebox RPO label, GVWR and axle ratio tags on the door jamb, and the absence of “Vortec Max” or other high-output badging.
Crash-test ratings
The IIHS moderate-overlap frontal test of a 2009 Silverado/Sierra crew cab (applies to 2007–2013) earns a “Good” overall rating, with a strong safety cage and generally low injury measures. Side-impact performance is more mixed: trucks tested without optional side airbags scored “Poor,” while those equipped with head-curtain side airbags improved but still did not reach top scores in every sub-category.
NHTSA star ratings vary slightly by cab and model year but cluster around 5 stars for frontal driver, 4–5 stars for frontal passenger, and 5 stars for side impact in later years with full airbag fitment.
Safety systems and child-seat provisions
- Airbags: Dual front airbags are standard; head-curtain side airbags become standard or very common on later trucks. Some early fleet units may be front-airbag-only.
- Stability and braking: 4-wheel ABS and StabiliTrak stability control are widespread from 2008 onward, enhancing control on slippery surfaces and during evasive manoeuvres.
- Child seats: LATCH/ISOFIX lower anchors and top tethers are fitted in rear outboard positions on extended- and crew-cab trucks. The front passenger airbag can be dangerous for young children; the manual explains correct child-seat positions and, on some configurations, the use of an airbag off switch.
ADAS, in the modern sense, is almost absent. The most notable assistance features are:
- Rear park assist (sensors) and, on later trucks, a backup camera.
- OnStar, which can provide crash notification and emergency assistance but does not actively control the vehicle.
From a safety and equipment perspective, a 2010–2013 crew cab with side curtains, StabiliTrak, and a backup camera is more desirable than early, lightly optioned 2007–2008 fleet trucks.
Reliability and common LY2 issues
The LY2/L20 4.8-litre V8 has a strong reputation for durability. It shares architecture with millions of LS-based GM engines, and many examples run past 300,000 km (190,000+ miles) with basic maintenance. However, the truck as a whole has known weak points you should understand.
Engine and powertrain
- Oil leaks and cooler lines (common, medium cost): Aging oil cooler and transmission cooler lines often seep or drip at the crimped fittings. Symptoms include oily frame rails and spots under the truck. Remedy is replacement with updated lines; many owners treat this as a normal wear item on 10+ year-old trucks.
- Intake gaskets and throttle body deposits (occasional, low cost): Rough idle or lean codes may trace to aged intake gaskets or a carboned-up throttle body. Cleaning and gasket replacement generally solves the issue.
- 4L60E/4L70E transmission wear (occasional, high cost if neglected): With proper fluid changes, many units last well, but heavy towing, large tyres, or heat can accelerate clutch and torque-converter wear. Symptoms include shift flare, slipping in 3rd/4th gear, and metal in the pan. A fluid/filters service every ~50,000–60,000 miles (80,000–100,000 km) helps longevity.
Notably, the 4.8 does not use Active Fuel Management (AFM), so it largely avoids the lifter and oil-consumption failures seen on some 5.3/6.0 engines.
Chassis, steering, and suspension
- Intermediate steering shaft clunk (common, low/medium cost): Many GMT800/900 trucks develop a steering-column clunk or rattle over bumps. The fix ranges from lubrication to replacement of the intermediate shaft and sometimes column components.
- Front hub bearings and ball joints (common on high-milers): These trucks are heavy; wheel bearings and front suspension components wear, especially with large aftermarket tyres. Listen for growling at speed and play in the wheels when lifted.
- Shock absorbers and leaf-spring bushings: Age, towing, and rough roads wear these out, causing floaty handling and clunks from the rear.
Corrosion and frame issues
In road-salt regions, corrosion is one of the biggest threats to an otherwise solid Sierra:
- Frame rust near the fuel tank and centre section (common in rust belt, serious): Owners and aftermarket repair kit suppliers highlight a rust-prone area around the fuel tank and mid-frame.
- Brake line corrosion (common, serious): Steel brake lines routed along the frame can rust through, leading to sudden brake failure. Official guidance emphasises periodic inspection and replacement where necessary.
On a pre-purchase inspection, thoroughly inspect the frame with the fuel tank shield and undercoating scraped back as needed, and examine brake and fuel lines along their full length.
Electrical and interior
- Instrument cluster stepper motors, door lock actuators, and radio issues: Common age-related issues include erratic gauge readings, inoperative door locks, and failing AUX inputs. These are typically low-to-medium-cost repairs, often handled with rebuilt clusters and aftermarket actuators.
- ABS and StabiliTrak warning lights: Wheel-speed sensors, wiring at the hubs, and steering-angle sensors can trigger faults. A scan-tool diagnosis is the right starting point; replacement sensors and harnesses are usually straightforward.
Recalls, TSBs, and software
There have been multiple recalls across GMT900 trucks for issues like seatbelt anchors, wiper motors, and airbags. Specific campaigns vary by year and build. Always run the VIN through the official recall lookup tools and the GMC recall portal to check completion status.
Technical Service Bulletins (TSBs) include guidance on:
- Steering shaft noises and revised components.
- Updated calibration for the transmission control module to improve shift quality.
- HVAC blend-door behaviour and actuator replacements.
For any Sierra you’re considering, ask for:
- A full dealer or independent service history.
- VIN-printout of completed recalls and outstanding campaigns.
- Evidence of fluid services (transmission, diffs, coolant) and any frame or brake-line repairs.
Maintenance schedule and buyer guide
A sensible maintenance plan for the Sierra 1500 4WD 4.8 l blends GM’s oil-life-monitor guidance with real-world ageing of a 10–18-year-old truck.
Baseline maintenance schedule (typical usage)
- Every 5,000–7,500 miles (8,000–12,000 km) or 6–12 months
- Engine oil and filter (dexos-approved 5W-30).
- Tyre rotation and pressure check; quick brake and suspension inspection.
- Every 15,000 miles (24,000 km) or 2 years
- Engine air filter and cabin air filter (if equipped).
- Brake inspection with particular attention to lines and hoses in salt regions.
- Every 30,000 miles (48,000 km)
- Transfer case fluid change (Auto-Trak II or specified GM fluid).
- Front and rear differential fluid if towing, ploughing, or off-roading.
- Every 50,000–60,000 miles (80,000–100,000 km)
- Automatic transmission service: pan drop, filter, and Dexron-VI refill.
- Thorough alignment check and steering inspection.
- Every 5 years (or per coolant test)
- Dex-Cool coolant flush with distilled water and correct OAT coolant.
- Around 100,000 miles (160,000 km)
- Spark plug replacement and coil-boot inspection.
- Serpentine belt replacement; inspect idlers and tensioner.
- Thorough inspection of suspension bushings, shocks, and ball joints.
- Timing chain
- There is no scheduled replacement interval; inspect for noise, timing-correlation codes, or metal in the oil. Replace components only if symptoms or measurements indicate wear.
The 12 V battery typically lasts 4–6 years; high electrical loads, short trips, and cold climates shorten life. Testing annually and replacing before failure is good practice.
Fluid specs and key torque values (typical)
- Engine oil: dexos 5W-30, API SN or better; drain plug torque ≈ 25–30 lb-ft (34–40 Nm).
- Wheel lug nuts: typically around 140 lb-ft (190 Nm) – verify for wheel type and model year.
- Differential covers and transfer-case plugs: snug to manufacturer spec; do not overtighten into aluminium housings.
Always confirm exact capacities and torque specs in the service manual for your VIN.
Buyer’s guide: what to inspect
When shopping for a 2007–2013 Sierra 1500 4WD 4.8:
- Frame and corrosion
- Focus on the centre frame section near the fuel tank, rear spring hangers, and under cab mounts. Surface rust is normal; flaking or perforation is a red flag.
- Brake and fuel lines
- Inspect all hard lines along the frame rails. Any deep rust, damp spots, or recently patched sections need a closer look.
- Driveline health
- Check for transmission slip or harsh shifting, 4×4 engagement issues, and noises from the front hubs or rear differential.
- Interior and electronics
- Verify all gauges, locks, windows, and HVAC modes work correctly. Look for ABS/StabiliTrak lights.
- Service history
- Prioritise trucks with documented fluid changes, especially differential and transmission services.
Years, trims, and configurations to favour
- Safer picks: 2010–2013 extended- or crew-cab 4WD SLE/SLT trucks with side-curtain airbags, StabiliTrak, and a tow package if you plan to haul. These typically have more modern convenience features and the same basic 4.8 durability.
- Fleet/WT trucks: Can be great value if rust-free, but check for hard use, plough duty, or heavy towing (receiver wear, bed condition, plough mount scars).
- Rust-belt trucks: Buy only after a professional lift inspection; frame and brake-line repairs can cost more than the truck is worth.
Long-term, a well-maintained Sierra 1500 4WD 4.8 can deliver many years of service with predictable running costs, especially if you budget for suspension refresh, brake components, and occasional driveline work.
On-road manners and performance
On the road, the 4.8-litre Sierra 1500 4WD feels honest rather than fast. With roughly 295 hp and 305 lb-ft moving over 2.3 tonnes of truck plus passengers, acceleration is respectable but not dramatic. Independent tests of similar 4.8-litre 4×4 GM trucks show 0–60 mph times in the high-8 to mid-9-second range.
Powertrain character
The LY2/L20 V8 is smooth, with a classic GM small-block rumble. Throttle response is linear, and because the engine uses port injection and a simple cam profile, there is no turbo lag or complex transition between modes. The 4-speed automatic has widely spaced ratios compared to later 6-speed trucks; it will downshift under moderate throttle on grades or in passing situations, but it is predictable and usually smooth when healthy.
At low rpm, the 4.8 feels modest compared to 5.3 and 6.0 engines. It likes to rev into the midrange to make its power, especially when towing or climbing. On the upside, the lack of AFM means there is no cylinder-deactivation rumble or AFM-related lifter noise.
Ride, handling, and NVH
GMT900 trucks improved markedly over their predecessors in ride and refinement, thanks to the fully boxed frame and revised suspension tuning.
- Ride: Empty, a 4WD Sierra can feel firm and a bit bouncy over sharp bumps, especially with off-road or heavy-duty shock packages. Add a moderate load in the bed and the ride often settles nicely.
- Handling: Steering is light and accurate enough, though feedback is more utilitarian than sporty. Body roll is noticeable in quick transitions but predictable. Stability control is a helpful safety net on slippery roads.
- Noise levels: Wind and road noise are acceptable for a body-on-frame truck, with later (2010+) trims getting extra sealing and better door hardware. Tyre choice has a big impact; aggressive all-terrains will add noticeable hum at highway speeds.
Real-world efficiency and range
In mixed use, a 4.8 4WD owner can reasonably expect:
- City driving: 16–18 L/100 km (13–15 mpg US), depending on idling and stop-and-go traffic.
- Highway at 100–110 km/h (60–70 mph): 12–13 L/100 km (18–20 mpg US) in calm conditions.
- Mixed commuting: Around 14–15 L/100 km (15–17 mpg US).
Towing a medium-size trailer (around 2,270 kg / 5,000 lb) can raise consumption into the 20–24 L/100 km (10–12 mpg US) range, especially in hilly terrain.
4×4 traction and control
The part-time 4×4 system gives the Sierra solid traction in snow, dirt, and light mud. With proper tyres:
- 4-Hi works well on snowy or loose gravel roads up to normal speeds.
- 4-Lo provides confident control on steep grades, boat ramps, and trails.
Z71-equipped trucks add skid plates, tuned shocks, and often a locking rear differential, which meaningfully improves off-road traction. Electronic stability control generally stays in the background but can be intrusive if you drive hard on loose surfaces; some trims allow limited traction-control defeat.
Towing and load behaviour
With a correctly set up weight-distributing hitch and trailer brakes, the Sierra 4.8 4WD tows predictably within its rated range.
- Stability: The long wheelbase and stiff frame inspire confidence, particularly on extended-cab and crew-cab trucks.
- Braking: Factory brakes are adequate for rated loads but benefit from high-quality pads and rotors, especially if you tow frequently.
- Temperature management: Watch transmission temperature when towing in hot weather or hilly terrain. Using Tow/Haul mode and downshifting early on grades helps control heat.
Overall, the driving experience is that of a traditional full-size pickup: relaxed, capable, and more about composure and predictability than outright speed.
How Sierra 4.8 compares to rivals
In the 2007–2013 full-size truck market, the Sierra 1500 4WD 4.8 competes with the Ford F-150 (4.6/5.4 V8), Ram 1500 (4.7 and 5.7 Hemi), and Toyota Tundra (4.7/5.7 V8). Road tests of the era often focused on higher-output engines, but the base V8 comparisons are revealing.
Strengths versus rivals
- Engine durability and simplicity
The LY2/L20 4.8 is one of the more robust base V8s of its time. It avoids AFM lifter issues seen in some 5.3/6.0 GM engines and compares favourably with Ford’s 3-valve 5.4 (known for cam phaser and plug problems) and early Ram 4.7 issues. - Frame and chassis
GMT900’s fully boxed frame and well-tuned suspension give it solid towing manners and respectable ride comfort, especially compared to earlier GM trucks. Ram’s coil-spring rear axle rides more smoothly unloaded, but GM’s leaf-spring setup is simple and proven for heavy loads. - Interior design and ergonomics
Cabin quality is competitive with Ford and Ram of the same era, and layout is straightforward. Controls are large and glove-friendly, and visibility is good. Later trucks gain nicer materials but retain the same basic ergonomics.
Areas where rivals win
- Power and transmission technology
Ford’s later 5.0 Coyote V8 and Ram’s 5.7 Hemi out-muscle the 4.8 by a wide margin. Many rivals also gained 5- or 6-speed automatics earlier than GM, improving acceleration and fuel economy. If you need strong passing power with a heavy trailer, the Sierra 4.8 can feel modest by comparison. - Safety and ADAS evolution
Toyota and Ford moved more quickly into advanced driver-assistance systems and high-content safety packages in later years. The 2007–2013 Sierra relies mainly on airbags, ABS, and stability control, with few active-safety features by today’s standards. - Rust performance in salt regions
GM frames and brake lines of this era have well-documented corrosion issues in the rust belt. Rivals are not immune, but GM trucks in particular generate enough frame-rust repair kits and online discussion to make it a headline concern.
Who the Sierra 4.8 4WD suits best
- Drivers wanting a simple, durable V8 and traditional 4×4 system, with no interest in turbos or complex multi-mode powertrains.
- Owners who value predictable servicing and easy access to parts, including DIY-friendly LS-engine components.
- Buyers in dry or mild climates, where the biggest downside—frame and brake-line rust—is greatly reduced.
For shoppers who tow at the upper limits frequently, want brisk acceleration, or drive in severe salt conditions, a newer 6-speed GM truck, a 5.7-powered Ram, or a later-generation F-150 might be a better fit. But for many owners, a well-kept Sierra 1500 4WD 4.8 delivers exactly what a full-size truck should: steady, honest work with relatively low drama.
References
- Manuals and Guides | Vehicle Support | GMC 2024 (Owner’s Manual Portal)
- 2009 GMC Sierra 1500 2009 (Safety Rating)
- Gas Mileage of 2009 GMC Sierra 2009 (Fuel Economy Data)
- Used 2009 GMC Sierra 1500 Pickup-V8 Extended Cab Work Truck 4WD Specs | J.D. Power 2009 (Specifications)
- Check for Recalls: Vehicle, Car Seat, Tire, Equipment | NHTSA 2024 (Recall Database)
Disclaimer
This article is for informational purposes only and is not a substitute for professional diagnosis, repair, or safety advice. Vehicle specifications, torque values, service intervals, and equipment can vary by VIN, production date, market, trim level, and installed options. Always confirm data and procedures using the official owner’s manual, factory service information, and current technical bulletins for your specific vehicle, and consult a qualified technician before performing repairs or modifications.
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