It is said that it is darkest just before the dawn. Well, if this all-new half-ton pickup is any indication, it may be about time for General Motors to start poking about for the corporate shades, as the future is bright indeed. Based on the 900-series platform that so impresses when used under their fullsize SUVs, from the Yukon/Tahoe/Suburban to the Denali and Escalade, it is equally—even perhaps better—suited to true, truck duty.

Let’s start with the Sierra’s styling: rectilinear, clean and muscular, if a might conservative. Tight panel gaps aid both the impression of quality and aerodynamic efficiency. Optional, polished 20” wheels lend it the right proportions. Inside, there are two designs to choose from: a classic work-truck scheme with bench seating, or the tester’s more upscale rendition with buckets.

If you can avoid rapping on the cheap feeling, hard plastic moldings (does anyone other than auto journalists ever do that, anyway?), the tight assembly and clean, classy presentation leave little to be desired. The seats prove comfortable on a long mountain journey; the adjustable pedals help to mitigate the steering column’s lack of adjustments. The rear seat flips up and out of the way with one light push, leaving a flat load area for all gear.

So: decent looks and nice cockpit, but the true breakthrough is in the way this GMC goes down the road. Right now there simply isn’t a better driving half-ton truck. Linear steering that offers decent feel makes it easy to place in the corners, and exemplarily chassis tuning provides an athletic, composed handling envelope without a punishing ride. All the 900s seem able to do this; and since the Sierra masses hundreds of pounds less than the SUVs, it is better able to exploit the rigid frame and careful underbody engineering.

This lack of avoirdupois also aids in alleviating the Sierra’s one dynamic shortcoming: a four-speed automatic transmission. In vehicles like the Suburban and Yukon it’s a major weakness at our altitude, gutting the engine’s urge and affecting fuel economy—cylinder deactivation or no. Here it is less of an issue; it does hunt back and forth, especially between third and fourth gears. Yet the 5.3-liter V8’s broad powerband (310hp and 335lbs-ft of torque) and willingness to rev right to redline compensate. It also doesn’t hurt that it sound so good.

There are two solutions to this issue: right now you can go with the 6.0-liter, 362hp motor; and once GM catches up with demand for their terrific 6-speed automatic, customers will be able to spec it with the either of these fine engines. Not only will that make for a more refined and seamless driving experience, it will probably also be worth 1-2mpg at the pump. As is, the Sierra averaged 15-16mpg over the course of a hard-driven week, which is above average for the class.

Right now this is best half-ton made by one of the Detroit 3. As the lynchpin of GM profits, it was essential that the company faced up to the threat posed by Toyota. And as an overall package, it’s a dead heat. The Texas-built Tundra has a better powertrain, and might be slightly better built. But the Sierra is cleaner looking, has a better ride/handling balance, is less expensive, and once the 6-speed auto is available, might have the edge as an overall package.

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