I’d heard that the “1990s generation Chevy truck” — i.e. the GMT400 — was good. Say the name “GMT400” in any automotive gathering, and you’ll conjure up a crowd of true believers who will talk your ears off about stout G80 differentials, torquey TBI 350s, and indestructible NV4500 transmissions. I’d never owned a GMT400 because I’m more of a Jeep person, but a few months ago I scored a rust-free five-speed 4×4 1989 Chevy K1500 for only $4900 — a deal I could not pass up. And now I get it: The GMT400 might be the GOAT.
I’ll admit that I tend to throw around the term “GOAT” a bit too loosely, when really it should be reserved for the likes of Lebron James/MJ, Tom Brady, and the WW2 Jeep. But you get the idea: The GMT400 is seriously, seriously good.
I said as much in my report right after I first got behind the wheel back in January, but now that the newness of my relationship with the truck has faded, instead of the rose colored glasses coming off they’re now firmly bolted to my noggin.
I’m writing this because I’ve been daily-driving this truck for weeks, as I’ve been moving across town. Since I’m way, way too cheap to hire movers, I’ve been filling my K1500 to the brim and driving it probably a hundred miles every couple of days. In this past month, I’ve put at least 1500 miles on the truck, and my overwhelming takeaway is: This truck doesn’t feel as old as it is.
I expected this 36 year-old truck to ride significantly worse than any modern pickup I’ve piloted, but it just doesn’t. I’d have to drive them both back-to-back, but based on my recollection of what a recent Ford Ranger FX4 felt like, the GMT400 doesn’t ride any worse.
Watch Motor Week‘s review of the new-for-1988 GMT400 Chevy truck, and you’ll hear things like “The most sophisticated pickup truck ever” and “The Cheyenne blasted through out test course feeling like a sports truck.” You’ll hear about how aerodynamic the truck is, how the flush mounted windshield and lack of vent windows contribute to a quieter ride. You’ll hear about the good handling thanks to the independent front suspension and you’ll hear about the solid braking. Plus there’s this: “Get inside the Cheyenne and you’ll find one of the roomiest truck cabs around.”
But that review is as old as the truck. A good truck in 1987 doesn’t translate to a good truck all these years later. But in this case, it does.
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What I look for in a pickup truck is a combination of factors: 1. Simplicity/reliability 2. Durability 3. Off-Road Capability 4. Towing/payload capability and 5. Comfort.
Back when I was in my 20s, I’d have thrown “comfort” out the window (and indeed, I did), but nowadays it’s not that I’ve gone soft, it’s that I’ve piloted far too many vehicles that offer both truck-ish capability and comfort. I’m no longer impressed by vehicles that don’t. And yes, most modern trucks are much more comfortable than my Chevy and offer way more towing capability, but no modern truck offers the number one thing I want in a pickup: simplicity/durability/serviceability. And frankly, most modern trucks are a step backwards in terms of off-road capability.
So when it comes to crowning a pickup truck GOAT, I just can’t put a modern pickup truck into contention. And I also can’t put a really old one with a three-speed, overdrive-less gearbox and solid front axle (I think pickups should all have IFS, as the sheer geometry of trucks limits them so much off-road that the advantages of a solid axle are significantly diminished) that make highway driving a chore. The ultimate combination is something that’s new enough to be a smooth highway cruiser but old enough to forego all sorts of electronic gizmos and sensors and other complexities that are hard to repair. And the GMT400 fits right in there.
One thing I noticed right away when I first hopped in is something you might not expect from an older truck: it’s humongous. No, the GMT400 may not look big from the outside compared to a modern Silverado, but inside it is massive. When I sit in my Jeep J10 pickup and close the door, that door comes right up to my left elbow. Honestly, the distance between that door panel and my steering wheel is a bit tight. But on this K1500, the door panel seems like it’s in a different zip code than the driver — it bowes outward with the truck’s exterior door panels and makes the front bench seem like it could easily seat four adults across.
Firing the truck up, I grip a stylish but airbag-less steering wheel, and turn the key in the ubiquitous Saginaw steering column (which is loose, as millions of tilt Saginaw columns are due to internal bolts vibrating loose), only to hear a surprisingly quiet Chevy 350 fire up instantly under the hood.
I slide that five-speed into gear (a surprisingly tight and engaging five-speed that just snicks into gear, even if it’s one of the weaker earlier Getrag five-speeds), pop the park brake via the dash-mounted release, and smoothly trade clutch pedal for accelerator as the truck takes off.
On city streets, the K1500 is maybe a little on the firmer side, and its steering radius is laughably huge, but at any speed over about 30 mph the truck just cruises. The aerodynamic mirrors and general cab profile — while not exactly slippery by modern standards — mean the cabin is quiet even at 75 mph.
Sure, with only 210 ponies, the truck is glacially slow, but 300 lb-ft of torque means it’ll steadily get you up the steepest of grades even with a heavy load.
My biggest complaint about the early GMT400 is the seats; they don’t tilt, there’s no headrest, and they’re a bit flat and upright. They look cool, but I’d much prefer the mid-’90s GMT400 seats.
Whether the GMT400 is the GOAT is, of course, is probably not something we’ll agree on. It doesn’t have a Cummins 12-valve, it looks a bit plain in some folks’ eyes (I think it’s handsome), it’s not the most comfortable truck ever (many give the GOAT title to the GMT400’s successor, the GMT800, and while a 6.0 V8 with a 5-speed is extremely cool — or even the 8.1 with the 6-speed — I like the looks of the GMT400s a bit more) and it offers modest towing and off-road capability relative to the kings of the segment. But it’s competent everywhere. It’s spacious, handsome, reliable, comfortable, easy and cheap to work on, capable off-road, and devoid of any major flaws.
So if the GMT400 isn’t the greatest truck of all time, it certainly comes close.
Best truck ever for all around use. More comfortable and spacious than the older ones, but still reasonable to work on. Pretty much indestructible for what they are.
Everyone should have one sitting around their house for just in case use. I picked up a local 1999 2wd 2500 with around 289k miles on it that works for whatever I’ll ever dream of using.
As the owner of a 1992 C1500 Silverado, I agree (except for the plastic oil pump shaft retainer). I have the 305, 5L
It was a mistake for GM to stop making the GMT400s. That is all I’ll say.
I’m definitely Team GMT 800. I’ve driven both, and I think the 800 is the best ride of them all. You get most of the simplicity, but a powertrain that is more responsive. I had a 4800 I beat on, towing above the rating, for a decade, and it just kept on going. My adult kid now daily drives it at 19 years old and 170k miles. The best vehicle I have ever owned. But I’d take a GMT 400 if offered – they’re a good vehicle too.
I suppose it kind of has goat characteristics.
Reasonably surefooted beast of burden.
I don’t think goats rust though. These did, at least in the salt belt.
I prefer the later GMT400s, personally. Multipoint injection, more power, the interior was better.
They’re honest work vehicles. They drive decently for what they are.
I have a giant soft spot for Chevy trucks of this era…I learned to drive on Dad’s 1990 Suburban, and seeing that steering wheel brought back some memories. I never got to experience the loose column issue, since Mom sold it after Dad died in 2005.
I’m not surprised at the lack of headliner; I vividly remember glancing in the rear view mirror one day just in time to see the Suburban’s headliner gently billowing down as the last bit of adhesive finally failed.
The good news is headliners are pretty cheap and easy to replace, especially in something like a Suburban.
Mine is a 1992 K1500, short bed 4×4, 5 speed manual – medium blue.
Odometer at 226,000 – Still take it on long trips, planning to do this on Sunday.
Bought it new, and every time I consider selling it.. I reconsider.
Just such a damngood truck.
I had a 93 extended cab 2wd, replaced it with a 00 Z71 extended cab and then moved on to an 03 7.3 F350. The 93 was bulletproof, the 00 ate its rear diff at 127k while towing and was actually a cheap and easy fix. But my vote for the GOAT is the 7.3 Powerstroke F-Series. It’s got close to 250k miles, and with the regular maintenance it will probably go another 250k…. We did have to replace the pumpkin at about 220k, but that engine- slow as molasses, can tow a literal house, gets 20 mpg (sometimes more) and people still offer to buy it off me every time I’m out in it. It was the last generation where the most high tech thing was the brake controller and the power windows (and a CD player that has had the same CD stuck in it for at least a decade).
Never cared for those. My dad had an 88 Silverado. It was meh.
Isn’t it weird how vehicles built to a utilitarian purpose can still do amazing things for that purpose years and years later?
I’m super lucky to have access to a GMT400 truck, pretty much at will. Friends of mine were given the one they own, so for years the “joint custody truck” at my disposal. I maintain it, they own/insure/house it, and I can use it whenever and go wherever with it. Over the years it’s towed home probably close to a dozen car projects, and it’s always just *worked*. It’s been incredibly easy to wrench on, when infrequently needed. Heck, it even has working air conditioning! While it’s got much of the usual rust (cab corners, fenders on the box), the frame’s solid. Even with the base 305 Vortec, it’s truck greatness.
“lack of vent windows”
Nope.
Can be easily made up with speed holes or rust holes
Vent windows are for smokers.
And also for non-smokers.
My bad. I didn’t mean to offend those of the gastrointestinal challenged.
I’ve been helping a buddy of mine build his dream truck. Good condition but well patinaed 1968 GMC body dropped on a 1999 K2500 w 454 and 5 speed. We gotta get a little frisky with bed length to put the rear wheel arch in the right place, but it will have many of these stated advantages, while looking older but more amazing.
Those 2nd gen GMCs are my favorites – best looking domestic pickemups ever, in my book.
I knew it! I knew you were a Chevy guy! So glad you are enjoying the truck.
The GMT800 is an excellent vehicle, but my GOAT choice is the B-series Dodge Van.
Equal reliability and load capacity, better weather and theft protection, and they are surprisingly light on their feet. The fast light steering and brakes make them almost playful compared to anything made by GM or Ford – particularly at the moderate speeds vehicles like this normally see.
Point for using the word playful when describing the drive feel.
If you get the long wheelbase you can cut the back end of and have a van truck.
David; The GOAT for enthusiasm for his purchases.
Dad had a ’93 C1500 GMC, he used it for commuting and towing his track car around. I borrowed that truck a lot, it certainly is a great platform. Not mentioned here, but it is also the perfect size for a half-ton.
Our store also had a ’94 C3500HD 6.5 with a box, that I would use to tow my track car when we went on track days. I can assure you that cab is huge; the HD had manual windows and if you wanted to crank the passenger window down, there was no way you were doing that safely from the helm while driving.
We drove these things all over the eastern U.S. going to events. The only thing that finally got the ’93 was the frame rust, the thing was starting to literally bend in half. The ’94 is still in use, albeit just for track day duty now.
The GMT400 is a solid truck, but I am in the camp of the GMT800 being superior.
Namely if you can get a 99-02 you get the GMT800 perks with GMT400 electrical simplicity. Interior wise it’s almost identical to the last of the GMT400, but you gain the LS.
Otherwise toe-for-toe they’re practically identical trucks.
I’ve driven so many miles in so many a GMT400 and they are great for your role – beater truck. If you want something that will just keep going and look classy doing it – this is your huckleberry. What wont last…is anything not used to make it go and stop. The Interiors fall to pieces (especially the later dashes), and everything just get sloppier and sloppier over time. They are cheap to run and cheap to fix, but just don’t expect it to be nice.
My dad took exceptional care of our 1997 K2500 Burb, but at 145,000 miles, the interior looked, felt and it drove worse than my 365,000 1997 Land Cruiser. They are just cut from different cloth. That being said, keeping the Land Cruiser going at nearly 30 years has been WAY more expensive due to parts costs and availability, but expensive parts cost money it seems.
GMT400 and 800’s are awesome, but…
Hot take: The First Generation Toyota Tacoma might be pretty high up there on the GOAT truck list. They are incredibly reliable, not horrible to work on, they tow up to 5K lbs, came in Reg, Ext, and crew cab configurations, and are tough as nails. They had good power for the era, and it’s not uncommon to see them clear over 200k miles. With the right options (TRD Offroad, mainly), they are offroad beasts. The NVH in my 2004 crew cab and the quality is leaps and bounds better than the Maverick I replaced it with. They also fit anywhere.
Another hot take: Another excellent candidate is the second gen Tundra. It was designed to be incredibly tough, it tows 10000lbs if you option it right (or a space shuttle). They are dead nails reliable (3 of them over a million miles!). You could spec it in 3 cab configurations, 3 engine options, etc. Yes, they are kind of a pain to work on, but they don’t often break enough for you to find out.
I was gonna first gen Tundra is up there for GOAT truck but second gen is probably a better answer being that it’s a lot more capable. First gens are truly the perfect size, though.
Concur that 1st gen Tundras are the exact right size for a truck that lives in an area with more than 1,000 residents. They just fit well in a city and can do all the truck things.
Just be careful buying those Tacos from the Midwest! They get really ratty out here. 🙂
To me, the original Dodge Power Wagon is the greatest, but that’s mostly a by-product of my age. If I was looking for a daily work truck, a GMT 400 would certainly be more practical if somewhat less virile in character. Admittedly, character’s not much use for hauling (or comfort). So, I accept your arguments. But what’s with that jingle – Like Iraq. What does that even mean?
it looks a bit plain in some folks’ eyes (I think it’s handsome)
It’s probably the most handsome brick-like object ever.
Volvo has entered the chat.
And won the debate.
I bought a 95 Z71 and it was a weird collection of parts. Mine had a 14 bolt rear end when they came with 10 bolt. It was the last year of the TBI but the first year of the new “bubble” interior. I did have a lot of issues. Rear axle seals leaked and were changed twice in 40k miles. The radio stopped working and the blower motor died after about 8 months. The transfer case tossed the low range gear and the input shaft seal on the front diff died. And this was all within the factory warranty. Got kind of crappy mileage for the low power. But, it did drive nice and was comfortable.
I rag on GM frequently (and rightfully so), but their full-size pickup platform has always been one of the best engineered and built vehicles that they offer. I’m not surprised that David really enjoys this old beast.
There are arguments to be made in the GMT400 vs. GMT800 in the battle of the GOAT trucks. The 400 is more visceral and less refined, which some see as a positive thing. The 800 is more refined, but still very trucklike. I see why people like the 400, but I personally prefer the 800. Both are great trucks.
Agree, the 800 refined the archaic bits but left alone the good bits, and IMO having OBDII seals the deal as it makes it far easier to fix.
I prefer OBDI, as it typically is a simpler system (only has a single O2 sensor, for example — so if your cat isn’t working as well as it should, you won’t get a MIL on the dash); you can also usually check codes without a scanner.
Okay, sure, but the 800 gives you port injection, which I think is better than TBI. But to each his/her own.
Sure you can get codes with a paper clip but that is all you are getting with just a paper clip and on those GM OBD I systems there are only like 17 codes. That means that it only sort of points you in the general direction. Not that the GM system is terrible as far as OBD I systems go. But the big thing is that you still need a scanner or a lap top, software and data cable to get live data, which is what you need to figure out the problem in a quick, efficient manner.
So yeah OBD II all the way and twice on Sundays.
Told ya.
I had an 88 Z71. motor blew up and I replaced it with an 89 crate motor. Love that thing. 700R4 gave up 3rd gear after 220k. What a great ride. Cracks me up that it is now officially “OBS”