Vestal Buick GMC 900 NC-66
Kernersville NC 27284 US
Phone: 336-996-5780
Suffice it to say, GM spent a great deal of the development money on the systems and components that make the trucks perform much better and make them simpler to own and use. But the business did save a couple of goodies for the Sierra specifically. GMC brought the assembled media to the pine-covered hills of Newfoundland, a remote, gently populated Canadian province complete of remarkable surroundings and limitless ways to prepare codfish (per our principles policy, Cars.com pays for its airfare and accommodations at such automaker-hosted events).
I tested 2 of the Sierra trim levels-- the mid-range SLT geared up with the 5.3-liter V-8 engine and an eight-speed automatic transmission, and the range-topping Denali that consisted of the sturdy 6.2-liter V-8 and 10-speed transmission. Both models performed remarkably out on the roadway, with much sharper steering than in previous trucks.
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That steering feel can be adjusted, too: Simply twist the knob at the upper left part of the control panel into Sport mode, and guiding assist reductions while feedback increases. The throttle reaction and transmission shift points also adapt to a more sporting nature, and in the Denali's case, the electronic suspension likewise changes the damping for a firmer trip.
Some of our editors discovered the feel and controllability of this by-wire braking system too numb, though less objectionable when the truck was totally packed. Trip quality is mixed depending on the version you sample-- the SLT with its taller sidewall tires on smaller sized 18-inch wheels integrated with a nonadjustable suspension actually rode more smoothly than the Denali, this regardless of the design's adaptive drive control suspension and adaptive dampers.
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Bear in mind that this is not the expensive Magnetic Flight Control system we've seen on GM SUVs like the GMC Yukon, Chevrolet Tahoe or Cadillac Escalade, however a more standard system with digitally adjustable valves that vary firmness. It seems counterproductive that the less expensive SLT must have a more luxurious trip than the big-bucks Denali, however the seat-of-the-pants-o-meter doesn't lie-- I preferred driving the SLT to the Denali over the periodically broken pavement we encountered.
The 5.3-liter V-8 in the SLT was punchy, smooth and never did not have for grunt. It makes 355 horse power and 383 pounds-feet of torque and is mated to an eight-speed automated transmission driving all 4 wheels through an optional automated four-wheel-drive system with low range. This is read more also the standard powertrain for the Denali, but you can alternative up something larger if you want: the 6.2-liter V-8 pumping out 420 hp and 460 pounds-feet of torque.
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In reality, it was a 2019 GMC Sierra 1500 SLT with the 6.2-liter that won our recent 2018 Finest Half-Ton Truck Difficulty. Both engines feature active fuel management (cylinder deactivation) and automated stop-start to enhance gas mileage, and both systems run quite unobtrusively (automated stop-start can, however, be shut down, unlike on some other GM cars).
We filled up the 6.2-liter Denali's bed with about 500 pounds of gear (lobster pots, a hay bale, a cooler, various logs and boards), and the Sierra didn't bat get more info an eye. A lot more excellent, a towing demonstration that involved 4 ride-on, all-terrain cars on a flatbed trailer amounting to about 5,000 pounds was equally uneventful, with the larger V-8 handling the well-set-up trailer without any issues or drama.
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Instead, GMC optimized its truck to be the most convenient to establish for hauling instead of chasing after a marketing number that does not have much real-world utility. We weren't able to tow with the 5.3-liter engine, but we will do so in the coming months, so stay tuned for a more comprehensive towing comparison in the not too long run.
Mechanically, the Sierra and Silverado are almost identical, conserve for the optional adaptive drive control you can get just on the Sierra. Style-wise, nevertheless, they could not be more various. These might be the most different the two GM trucks have ever looked-- just the roofing, rear doors and back bumpers are shared.
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Styling is a subjective topic, however I choose the look of the GMC to the Chevrolet with its cleaner, more cohesive general style front to back. It looks especially great de-chromed in the off-road AT 4 design thanks to monochromatic paint, more aggressive, chunkier all-terrain tires and a basic 2-inch factory lift.
The current Sierra does little to move the bar for interior quality or luxury, and while luxury may not be quite as essential on the Silverado, it is an essential selling factor for the GMC Sierra. For numerous pickup owners, the quality of the leather or the fluidity of the switches or the spaces and fitment of the doors and panels on the interior are secondary to the truck's capabilities and toughness-- but a $70,000 pickup billed as a premium design needs to provide the products.
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Sadly, the Sierra Denali hardly improves upon the previous generation's interior consultations. GMC describes the Denali's trim-exclusive leather conceals as both elegant and long lasting rather of soft and flexible; "Professional Grade" is website not an enticing descriptor of a costly leather interior. We can rejoice in the reality that the steering wheel is now focused on the chauffeur's seat (unlike the previous generation).