A rear wheel drive 2019–2021 GMC Sierra 1500 with the LV3 4.3 litre V6 sits in an interesting spot in the lineup. It is usually the “working” configuration: simple, durable, strong enough for real towing, but cheaper and lighter than the big V8s. The T1XX platform brought a stiffer frame, wider track, better steering, and a quieter cabin compared with the previous GMTK2XX trucks, so even a base 4.3 RWD model feels more refined than its badge might suggest.
This article focuses specifically on the 4.3 litre LV3 V6, 285 hp rear wheel drive Sierra 1500 built from 2019 to 2021. We will walk through its core engineering, real world performance, known issues, maintenance needs, and how it compares to other half ton pickups. The goal is to give you enough detail to choose, maintain, or evaluate one confidently, whether you are ordering a fleet truck, shopping used, or planning to keep your Sierra for another decade.
Essential Insights
- Strong low rpm torque from the 4.3 litre V6 makes the Sierra 1500 RWD feel relaxed in city use and confident with moderate trailers.
- Simpler rear wheel drive layout and 6 speed automatic keep running costs and complexity lower than many 8 and 10 speed, 4×4 rivals.
- Properly equipped LV3 RWD trucks can typically tow roughly 7,600–7,900 lb, which is enough for most work and recreational trailers.
- Watch for intake valve carbon build up, cooling system leaks, and harsh or delayed shifts that may signal the need for software updates or fluid service.
- Plan on engine oil and filter changes every 7,500 miles (12,000 km) or 1 year in normal driving, and closer to 5,000 miles (8,000 km) if you tow or idle heavily.
Guide contents
- Sierra 4.3 RWD in detail
- Specifications, data and components
- Trims, equipment and safety aids
- Reliability patterns and service actions
- Maintenance planning and buying guide
- On road behaviour and performance
- How this 4.3 RWD stacks up
Sierra 4.3 RWD in detail
The 2019 model year launched the T1XX generation Sierra 1500, replacing the older GMTK2XX platform. Even in base rear wheel drive form with the 4.3 litre LV3 V6, the new truck gained a lighter but stiffer frame, aluminium body panels on many versions, and a more refined cabin. It is still a body on frame, leaf spring half ton, but with noticeably better ride and cabin isolation than the previous generation.
The LV3 engine itself is a 90 degree pushrod V6 derived from GM’s small block family. It uses direct fuel injection and variable valve timing, but keeps a simple cam in block layout with two valves per cylinder. Output is 285 hp and about 305 lb ft of torque, with the peak torque arriving in the low to mid rev range. That tuning, combined with the 6 speed automatic, gives the truck good step off from a stop and confident response in normal commuting and light work.
Rear wheel drive has its own set of trade offs. On dry pavement, it keeps weight, frictional losses, and purchase price down compared with four wheel drive. Steering is lighter, and some owners appreciate the slightly better fuel economy and simpler maintenance. In snow or mud, you rely more heavily on traction control, tyre choice, and (where fitted) the automatic locking rear differential. If you routinely tow on wet grass, launch boats, or drive unploughed roads, you may miss a transfer case and low range.
For the LV3 engine, RWD trucks are often found in work truck or lower retail trims. These typically have cloth or vinyl interiors, basic infotainment, and fewer chrome details, but they still share the same fundamental structure, brake hardware, and chassis tuning as more expensive Sierras. That means you can have a genuinely capable full size pickup without paying for luxury packages you may not need.
In everyday use, this configuration works best as:
- A fleet or contractor truck that runs lightly loaded during the week and occasionally tows.
- A personal pickup for owners who prioritise durability and low cost over maximum acceleration and top spec features.
- A long distance highway hauler, where the stable chassis and tall gearing help keep the engine relaxed at cruising speeds.
If you want the most powerful, best equipped Sierra, this is not it. But if you want a straightforward, mechanically robust half ton, the 4.3 RWD variant is one of the simpler modern choices left in the class.
Specifications, data and components
Engine and performance (LV3 4.3 litre V6)
Key 4.3 LV3 specs are summarised below for typical 2019–2021 rear wheel drive Sierra 1500 models:
| Item | Detail |
|---|---|
| Engine code | LV3 EcoTec3 V6 |
| Layout | 90° V6, iron block, aluminium heads |
| Valvetrain | OHV, 2 valves per cylinder, cam in block |
| Displacement | 4.3 L (4,297 cc) |
| Bore × stroke | 99.6 × 92.0 mm (3.92 × 3.62 in) |
| Compression ratio | 11.0 : 1 |
| Induction | Naturally aspirated |
| Fuel system | Direct injection, unleaded petrol |
| Maximum power | 285 hp (212 kW) @ ~5,300 rpm |
| Maximum torque | 305 lb ft (413 Nm) @ ~3,900 rpm |
| Timing drive | Chain driven |
| Recommended fuel | Regular unleaded (87 AKI) |
The LV3 is tuned for torque and response more than high rev power. Combined with relatively long gearing, it keeps revs low at highway speeds and has enough torque for real towing without needing frequent downshifts.
Typical EPA style ratings for a 2019 Sierra 1500 2WD with the 4.3 V6 and 6 speed automatic are around 16 mpg city, 21 mpg highway, and 17 mpg combined, depending on cab and bed configuration. Real world numbers often sit a little below this when the truck is used for short trips or towing.
Transmission and driveline
| Item | Detail |
|---|---|
| Transmission | 6 speed automatic, torque converter (often code MYC) |
| Manual mode | Floor or column shifter with +/- toggle |
| Final drive ratio | Commonly 3.23:1 or 3.42:1 depending on axle/tow package |
| Drive type | Rear wheel drive (2WD) |
| Rear differential | Open, with optional automatic locking (G80) |
| Traction aids | Brake based traction control, stability control, trailer sway control |
The 6 speed automatic is a conventional design with a good reliability record when serviced on time. It does not shift as quickly or keep revs as perfectly optimised as the later 8 and 10 speed units, but it is simpler and cheaper to rebuild.
Chassis and dimensions
Numbers below represent a typical regular cab, long bed 2WD Sierra 1500 with the 4.3 LV3; other cab and bed combinations vary slightly.
| Item | Detail |
|---|---|
| Frame | Fully boxed, high strength steel ladder frame |
| Front suspension | Independent coil over shock, aluminium control arms |
| Rear suspension | Solid axle with semi elliptic leaf springs |
| Steering | Electric power assisted rack and pinion |
| Front brakes | Ventilated discs, approx. 13 in diameter |
| Rear brakes | Solid discs, approx. 13.5–14 in diameter |
| Wheels / tyres | Commonly 17 × 8 in steel or alloy, 255/70 R17 tyres |
| Ground clearance | Around 8.0–8.3 in (≈ 203 mm) depending on trim |
| Length | About 229–231 in (≈ 5,820–5,870 mm) |
| Width (without mirrors) | ≈ 81 in (≈ 2,060 mm) |
| Height | ≈ 75–76 in (≈ 1,905–1,930 mm) |
| Wheelbase | ≈ 140 in (≈ 3,556 mm) for regular cab long box |
| Turning circle | Around 46 ft kerb to kerb |
| Curb weight | Roughly 4,500–4,800 lb depending on trim |
| GVWR | Often 6,800–6,900 lb for 2WD V6 models |
| Fuel tank | Approx. 24 gal (91 L) |
Cargo volume depends on bed length and box type. A typical standard long box offers roughly 1,780–1,900 L (63–67 ft³) of bed volume to the top of the wheel housings.
Performance and capability
Exact numbers vary with cab, bed, axle ratio, and tow package, but you can use these as realistic ballpark figures for 4.3 RWD trucks:
| Item | Typical value (LV3 RWD) |
|---|---|
| 0–60 mph (empty) | Around 7.5–8.5 s |
| Top speed | Governed near 100 mph (160 km/h) |
| 60–0 mph braking | Around 130–140 ft on all season tyres |
| Conventional towing capacity | Roughly 7,600–7,900 lb when properly equipped |
| Payload | Commonly 2,200–2,500 lb depending on configuration |
Publications, dealer guides, and towing charts consistently place the LV3 equipped Sierra 1500’s maximum towing capability in the high 7,000 lb range when you select the right axle ratio and packages.
Fluids, capacities, and key torques
Values can vary slightly by year and axle, so always confirm by VIN, but as a guide:
| System | Specification | Approx. capacity |
|---|---|---|
| Engine oil | Dexos1 Gen 2, 0W 20 | ≈ 5.7–6.0 L (6.0–6.3 qt) |
| Engine coolant | Dex Cool OAT, 50/50 mix | ≈ 11–13 L (11.5–13.7 qt) |
| Automatic transmission | Dexron VI ATF | ≈ 9–11 L (full refill) |
| Rear axle | 75W 90 synthetic gear oil | ≈ 1.6–2.0 L |
| A/C refrigerant | R 1234yf (most T1 trucks) | Charge weight on under bonnet label |
| Spark plugs | Iridium, factory gap ≈ 0.040 in (1.02 mm) |
Typical torque values (always confirm for your VIN):
- Wheel nuts: ~190 Nm (140 lb ft)
- Spark plugs: ~20–25 Nm (15–18 lb ft)
- Engine oil drain plug: ~25–30 Nm (18–22 lb ft)
GM service literature sets oil change intervals by the Oil Life Monitoring system, with Dex Cool coolant usually specified for up to 5 years/150,000 miles under normal conditions.
Electrical and safety systems
- Alternator: generally 170+ A on most LV3 trucks.
- 12 V battery: group 48 or similar, around 70–80 Ah with 600–730 CCA.
- Airbags: dual front, front seat side, and side curtain airbags front and rear on most cab styles.
- Standard safety: ABS, stability control, traction control, hill start assist, tyre pressure monitoring, trailer sway control.
IIHS evaluations of the related GMC Sierra and Chevrolet Silverado crew cab show Good overall results in the moderate overlap and original side crash tests, Acceptable to Marginal ratings in some small overlap tests, and Poor headlight ratings for many trims, especially without optional advanced lighting packages.
Trims, equipment and safety aids
In 2019–2021, the LV3 4.3 V6 rear wheel drive combination was mostly limited to the lower and mid level trims of the Sierra 1500. The exact mix varies by market and year, but broadly:
- Sierra (base “Work Truck” style) – often the most common pairing with the 4.3 RWD. You typically see vinyl or basic cloth seats, manual or simple power seats, 7 inch infotainment, steel wheels, and limited chrome.
- SLE and Elevation – some early trucks could still be ordered with the 4.3, especially in fleet or lower content configurations. These bring alloy wheels, more sound insulation, upgraded infotainment, and additional convenience features.
- SLT, AT4, Denali – usually paired with higher output engines (5.3, 6.2 V8, or later the 3.0 diesel) rather than the 4.3 V6.
The LV3 engine is easiest to confirm by the eighth character of the VIN (commonly “H” for LV3 in this generation) and the under bonnet emissions label, which will list displacement and engine family. Build stickers in the glovebox or door jamb list RPO codes such as LV3 (engine), MYC (6 speed auto), and G80 (locking rear differential).
Mechanically, RWD LV3 trucks differ from 4WD mainly by:
- Lack of transfer case and front differential.
- Slightly lower curb weight and higher fuel economy.
- Towing ratings that may be slightly higher or lower depending on axle ratio and package, but usually similar to equivalent 4WD models up to moderate trailer weights.
Wheel and tyre packages vary by trim. Base trucks often carry 17 inch steel wheels on taller sidewall tyres, which ride more softly and are cheaper to replace. Higher trims move to 18 or 20 inch alloys with lower sidewalls; these can sharpen steering but may ride more firmly and be more prone to damage on rough roads.
On the safety and driver assistance side:
- Standard equipment typically includes six airbags, ABS, stability and traction control, trailer sway control, rear view camera, and tyre pressure monitoring. Teen Driver and OnStar connected services are also commonly included.
- Optional Driver Alert packages (usually on SLE and above) add lane departure warning, lane keep assist, forward collision alert, low speed automatic emergency braking, front and rear park assist, blind spot monitoring, and rear cross traffic alert, depending on package and year.
- Headlights and lighting vary significantly by trim. Many extended and crew cab trucks tested by IIHS with basic halogen or standard LED reflector headlights scored Poor overall, while better performance is seen on trucks with the more advanced headlight packages.
When shopping used, you can quickly identify driver assistance content by looking for extra buttons on the steering wheel and to the left of the driver’s knee (lane keep, parking sensors, collision warning) and by checking the options list via the VIN at a dealer.
Year to year changes within 2019–2021 for LV3 RWD trucks are fairly modest. The biggest shifts are in infotainment software, trim content, and the gradual reduction of 4.3 availability as the 2.7 litre turbo and newer V8 combinations became more common. For a buyer, that means you can usually cross shop 2019–2021 LV3 trucks primarily on condition and price, rather than chasing a specific “good” or “bad” model year.
Reliability patterns and service actions
The LV3 V6 and 6 speed automatic combination is generally regarded as one of the more durable powertrains in the T1 generation, but the truck is not problem free. It helps to think about issues in terms of prevalence, cost, and mileage.
More common, usually lower to medium cost issues:
- Carbon build up on intake valves – direct injection means fuel does not wash the back of the intake valves. Over time, especially with short trip use, deposits can build up and cause rough idle, misfires, and reduced performance. Symptoms are hesitation, mild surging, or check engine lights with random misfire codes. Walnut blasting or chemical cleaning of the intake valves every 60,000–100,000 miles can prevent or fix this.
- Cooling system leaks – plastic end tanks on radiators, heater hoses, and quick connect fittings can seep with age and heat cycles. Watch for low coolant warnings, sweet smells, or staining around hose joints. Early repair is much cheaper than running the engine low on coolant.
- 6 speed shift feel – some owners report firm 1–2 or 2–3 shifts, occasional shudder, or delayed engagement when shifting into Drive or Reverse. Often a fluid change, updated calibration, or adaptation reset improves this. It is less notorious than the 8 and 10 speed shudder issues, but still worth checking on a test drive.
Occasional, medium to higher cost issues:
- Front suspension wear – control arm bushings, ball joints, and tie rod ends can wear faster on trucks used heavily on rough roads or with oversized wheels. Listen for clunks over bumps and feel for looseness in the steering.
- Wheel bearings – like many modern half tons, front hub assemblies can eventually grow noisy. A growling or humming noise that changes with speed and when turning is the classic sign.
- Electrical gremlins – intermittent infotainment reboots, door lock or window switch glitches, or trailer lighting faults are not rare. Many are solved with updated software, module reprogramming, or replacement of a failing switch or harness section.
Less common but high impact issues:
- Severe overheating – usually due to ignored leaks or failed fans. Any LV3 that has been overheated enough to misfire or lose coolant rapidly needs a careful compression and leak down check for head gasket damage.
- Rust and corrosion – the T1 frame is better protected than older trucks, but areas with heavy road salt can still see corrosion on brake lines, rear frame rails, and bed mounts. Catching and treating early is far cheaper than repair once perforation starts.
A number of recalls and Technical Service Bulletins (TSBs) have affected T1 Sierra 1500s in the 2019–2021 window. Themes include:
- Seat belt or airbag wiring concerns.
- Brake system warnings or performance concerns in specific conditions.
- Software updates for instrument clusters, infotainment, and in some cases drivetrain control modules.
The specifics depend heavily on build date and VIN. Before buying, always:
- Run the VIN through the official recall lookup for your country.
- Ask a GMC dealer to print a summary of completed and outstanding campaigns and TSB related updates.
- Confirm that any brake or safety related campaigns have been completed; they are often done at no charge.
For reliability, the best “mods” are boring:
- Frequent oil changes with the correct Dexos1 0W 20.
- Fresh coolant and ATF on time.
- Occasional intake cleaning on high mileage or heavily idled engines.
- Replacing worn suspension and steering parts before they cause knock on tyre wear or safety issues.
Maintenance planning and buying guide
Practical maintenance schedule (LV3 RWD, 2019–2021)
Always follow the service schedule in your owner’s manual, but this is a sensible baseline for mixed use:
- Engine oil and filter – every 7,500 miles (12,000 km) or 1 year under light duty; every 5,000 miles (8,000 km) or 6 months if you tow, idle a lot, or drive in dusty or very cold conditions. Use Dexos1 Gen 2 0W 20.
- Engine air filter – inspect at 15,000 miles (24,000 km), replace by 30,000 miles or sooner in dusty environments.
- Cabin air filter – replace every 20,000–25,000 miles (32,000–40,000 km) or 2 years to keep HVAC performance strong.
- Spark plugs – iridium plugs typically at 90,000–100,000 miles (145,000–160,000 km) unless misfire symptoms appear earlier.
- Coolant (Dex Cool) – up to 5 years / 150,000 miles (240,000 km) in many schedules, then every 5 years / 100,000 miles thereafter.
- Automatic transmission fluid – for mixed use, 60,000 miles (96,000 km) is a prudent interval; for frequent towing or hot climates, 45,000 miles (72,000 km).
- Rear axle gear oil – 45,000–60,000 miles if you tow regularly; otherwise 90,000 miles is usually adequate.
- Brake fluid – every 3 years regardless of mileage.
- Brake pads and rotors – inspect every 15,000 miles; replacement interval varies widely with load and driving style.
- Serpentine belt and hoses – inspect yearly after 60,000 miles; replace belts that show cracking or glazing, and any hose that feels soft, swollen, or seeping.
- Tyre rotation and alignment – rotate every 6,000–7,500 miles; check alignment whenever you see uneven wear or after curbing impacts.
- 12 V battery – test annually after 4 years; expect replacement sometime in the 4–7 year range.
If your truck is registered as a severe duty or fleet vehicle, follow the more aggressive (shorter) intervals listed in the fleet service section of the owner’s manual.
Fluid choices and capacities
For owner decision making, the key points are:
- Stick to Dexos1 approved oils; many independent garages now stock them.
- Use Dex Cool compatible coolant only; mixing with green conventional coolant undermines the long life chemistry.
- For the automatic, Dexron VI is still the standard fluid; avoid “universal” fluids that do not explicitly state Dexron VI approval.
- For the rear axle, a high quality synthetic 75W 90 meeting GM’s specification will protect the gears under towing and hot weather.
Buyer’s checklist for a used 4.3 RWD Sierra
When evaluating a used example:
- Corrosion and structure
- Inspect the frame rails, bed mounts, rear bumper supports, and brake lines for rust, especially in salt belt regions.
- Look under the door seals and around the tailgate for bubbling paint or surface rust.
- Powertrain
- Cold start: listen for rattles, knocks, or long cranking. The LV3 should settle quickly into a smooth, slightly gruff idle.
- Check for oil leaks around the pan, cam cover gaskets, and cooler lines.
- Test drive: ensure shifts are crisp but not harsh, with no flare or slipping. Try gentle and hard acceleration, plus steady freeway cruising.
- Cooling and HVAC
- Engine should warm up promptly, hold temperature, and not overheat under load.
- Heater and A/C should both be strong; weak A/C may point to low refrigerant or a blend door problem.
- Suspension and brakes
- Listen for clunks, rattles, or knocking over bumps.
- Check brake pedal feel and straight line braking with no vibration.
- Electronics
- Test every window, lock, mirror, light, and infotainment function. Intermittent faults can be annoying and sometimes expensive to trace.
- Paperwork
- Ask for full service history, especially oil, coolant, and transmission services.
- Verify recall and campaign completion by VIN with a GMC dealer.
As a long term ownership prospect, a well maintained LV3 4.3 RWD Sierra 1500 can realistically run 200,000+ miles (320,000+ km) with mostly routine wear items. The limiting factors are usually rust, neglect, or accident damage, not inherent engine weakness.
On road behaviour and performance
The LV3 powered rear wheel drive Sierra 1500 feels different from its V8 and 4×4 siblings, but in mostly predictable ways.
Ride and handling
Thanks to the T1XX frame and improved suspension tuning, even base RWD trucks ride better than older Sierras. Empty, there is still some bounce over sharp bumps compared with a car based SUV, but the structure feels tight and there is less shudder over broken pavement than previous generations. The steering is light at parking speeds and gains reassuring weight on the highway.
Turn in is fairly direct for a full size pickup. The wide front track and electric power steering let you place the truck accurately in its lane, and the rear stays composed unless you hit mid corner bumps while unloaded. With a moderate load in the bed, the ride actually improves as the rear suspension works more in its sweet spot.
Powertrain character
At idle and low rpm, the 4.3 V6 has a faintly loping, V8 like note thanks to its 90 degree architecture. Under light throttle it is quiet and unobtrusive; push harder and it sounds workmanlike rather than sporty. There is enough torque that you rarely need to rev beyond 3,000 rpm in normal driving.
The 6 speed automatic prefers to get into higher gears early. In town, it will occasionally hunt between 5th and 6th if you fluctuate around 45–55 mph, but manual mode gives you easy control when towing or driving on hills. Kickdown response is acceptable rather than instant; pre selecting a lower gear before overtakes when towing is a good habit.
Performance and economy
In empty form, a 4.3 RWD Sierra will usually reach 60 mph in the high seven to low eight second range. It will not match the punch of the 5.3 or 6.2 V8s, nor the explosive mid range of the later 2.7 turbo, but it also never feels dangerously slow merging on to freeways.
Real world fuel economy depends heavily on usage:
- City driving with few long trips: often 14–16 mpg (US).
- Mixed driving with some highway: around 16–18 mpg.
- Steady highway at 65–70 mph (105–115 km/h): 19–21 mpg is realistic with gentle driving and a light load.
Towing a mid size travel trailer or equipment trailer in the 5,000–6,000 lb range typically cuts fuel economy by 30–40%, landing in the 10–13 mpg band, and requires more frequent downshifts on hills.
Braking and control
The four wheel disc brakes have enough capacity for the truck’s weight and rated tow loads when maintained. Pedal feel is firm, and fade resistance is good for a half ton. Stability control and trailer sway control intervene smoothly if the truck senses yaw or oscillation with a trailer attached.
On wet or loose surfaces, rear wheel drive trucks demand some respect when unloaded. Traction control and an optional locking differential help, but appropriate tyres and ballast in the bed during winter make a noticeable difference in bad weather. For drivers who rarely leave paved roads and do not tow at the limit in mud or snow, the RWD truck is entirely manageable.
How this 4.3 RWD stacks up
When you compare a 2019–2021 GMC Sierra 1500 RWD with the 4.3 LV3 to its rivals and to other engines in the same truck, a clear picture emerges.
Versus other Sierra 1500 engines
- 4.3 LV3 vs 2.7 turbo petrol – The later 2.7 turbo four offers more torque and better acceleration, especially when loaded, but comes with higher combustion pressures, more complex turbo hardware, and a 10 speed automatic. The LV3 is simpler, sounds more traditional, and is often preferred by owners who value long term durability over peak performance.
- 4.3 LV3 vs 5.3 and 6.2 V8 – The V8s deliver stronger towing capability at high weights and noticeably quicker acceleration, especially the 6.2. They also often come in better equipped trims. However, they cost more, may use more fuel, and some owners prefer the lower parts cost and less complex cylinder deactivation hardware of the V6.
Versus Ford F 150 and Ram 1500 base engines
- Ford F 150 3.3 V6 / 2.7 EcoBoost – Ford’s naturally aspirated 3.3 V6 is broadly similar in output, but is paired with a more advanced 10 speed automatic. The 2.7 EcoBoost handily outguns the LV3 on torque and towing, but adds twin turbos and more complexity.
- Ram 1500 3.6 Pentastar with eTorque – Ram’s 3.6 V6 and 8 speed automatic feel smoother and often deliver slightly better fuel economy. The mild hybrid system can add electrical complexity, but also smooths stop start operation and helps launch with heavier loads.
Where the LV3 RWD Sierra shines
- Straightforward mechanical design with a proven pushrod V6 and conventional 6 speed auto.
- Competitive towing and payload in the mid range, easily covering most small to mid size trailers.
- Stable, quiet T1XX chassis, even in lower trims, with a comfortable driving position and good long distance road manners.
- Attractive used prices, especially for ex fleet trucks with documented maintenance.
Where it trails
- Noisy when worked hard compared with some rivals’ smoother multi valve V6s and refined diesels.
- Fuel economy behind the best turbo petrol and diesel competitors.
- Rear wheel drive traction limitations for owners in very harsh winter climates or those who frequently tow on unpaved surfaces.
- Driver assistance and headlight performance that depend heavily on trim and options; base trucks may lack the latest safety tech entirely.
If you need maximum towing, off road ability, or luxury, a higher trim 4×4 Sierra with a V8 or diesel, or a rival with an advanced powertrain, may suit you better. But if you value a simpler full size pickup with enough power for most jobs, the 2019–2021 GMC Sierra 1500 RWD with the 4.3 LV3 remains a sensible, durable choice.
References
- GM 4.3L LV3 EcoTec3 V6 Engine 2024 (Technical Overview)
- 2019 GMC Sierra 1500 Specifications 2019 (Specifications Database)
- 2019 GMC Sierra 1500 2WD Reg Cab 140″ Features and Specs 2019 (Road Test Specs)
- 2019 GMC Sierra 1500 Crew cab pickup 2019 (Safety Rating)
- 2019 GMC Towing and Trailering Guide 2019 (Trailering Guide)
Disclaimer
This article is intended for informational purposes only and is not a substitute for professional diagnosis, repair, or official service information. Specifications, torque values, fluid capacities, and maintenance intervals can vary by VIN, model year, market, axle ratio, and installed equipment. Always confirm details against your vehicle’s owner’s manual, factory service documentation, and the information provided by an authorised GMC dealer or qualified technician.
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