Still, the vehicle's compliant ride and agile handling on the pavement will most likely be of greater interest to a prospective Rainier buyer. Its independent front suspension and 5-link, electronically controlled rear air suspension system is standard. Its 'air springs' replace the usual rear coils for improved damping and better isolation from road noise. What's more, even if the cargo area is loaded to its maximum the Rainier will remain level to the road due to sensors that communicate to a compressor whether to inflate or deflate the system.
Agility is further enhanced with hydraulic power-assisted rack-and-pinion steering, contributing to its tight 11.1 m (36.4 ft) turning circle. Compared to traditional truck-type recirculating ball steering, the Rainier should feel precise and responsive. In the same manner its 4-wheel vented disc brakes with ABS will improve pedal feel and stopping performance over the rear drums offered in many other SUVs. Of great importance to handling is structural integrity. The Rainier boasts an overall body stiffness rating of 23 Hz, about 25% better than the typical vehicle in its class.
Standard equipment also includes Bilstein shocks, 17-inch alloy wheels encircled with P245/65R17 all-season Michelin tires - AWD models will receive P255/60R17 rear tires. For added traction 2WD models, that don't benefit by the AWD system's grip, receive standard traction control.
Both models get GM's tried and true 4L60-E Hydra-Matic electronically controlled 4-speed automatic with overdrive. It mates well to the standard 275-hp 4.2-L inline 6-cylinder engine in GM's other SUVs and therefore should prove to be a good match in the Rainier. The engine's substantial 275 lb-ft of torque gives the truck the ability to tow up to 2,812 (6,200 lb) in 2WD form or 2,903 kg (6,300 lb) in AWD. A 285-hp 5.3-L V8 with 325 lb-ft of torque is also available, but unnecessary unless towing recreation trailers or boats. Both engines deliver smooth and quiet operation, befitting a luxury vehicle.