2020 GMC Sierra 1500 DieselDerek McNaughton / Driving JACKSON HOLE, Wyo. General Motors, after announcing last January it was bringing a diesel engine to its Sierra and Silverado light-duty pickups, delayed releasing power and torque figures for what seemed like forever. The reason? Its brand new 3.0-litre baby Duramax engine, developed specifically for the freshly redesigned pickups, had to compete with Ford’s new diesel in the F-150, as well as a looming update to the long-running EcoDiesel in the Ram.Ford had come out swinging with 440 lb.-ft., besting the Rams 420. Most figured GMs new 3.0L diesel would, at the very least, produce 450. But in March of this year, GM Authority revealed the secret: The 3.0L Duramax would come with an SAE-certified 277 horsepower and 460 lb.-ft. of torque, making the Sierra and Silverado the most powerful half ton diesels on the market. And for a few short months, GM proudly wore the crown.But competition and bragging rights in this category matter and RAM, never to be outdone raised the stakes by recently proclaiming its EcoDiesel would deliver 480 lb.-ft., although less overall horsepower than GMs pair of trucks. The torque war was suddenly on full display and GM lost its best-in-class status. But while GM may have lost the early numbers battle, it may have won the war simply through intelligent engine architecture: Instead of using a V6 for its diesel, GM chose a straight six a configuration long known for its inherently superior balance and buttery smooth delivery of power.That decision paid off. Touch the throttle on the 2020 Sierra equipped with the diesel and the reaction is quick, only the slightest pause as the Hydra-Matic 10-speed automatic transmission figures out where it needs to be before unleashing the engines full fury. Astonishing in force, the small diesel rockets the Sierra ahead with power that feels as strong and stout as GMs 6.2-litre V8. And, wow, is it ever smooth, with just enough feel through the cabin and steering wheel. Exceedingly quiet at idle, the engine delivers an almost BMW-like roar under full power, a hearty mix of turbocharger, high compression, and pistons all surging in perfect harmony. Engineers say they worked specifically on the intake sound, combining an air induction system with noise-reducing elements. Instead of blanketing the engine sound, GM has enhanced it. Yes, theres a bit of diesel clatter at throttle tip-in as would be expected and nearly impossible to eliminate, but in simple cruising theres just a low and deep and pleasing hum to the engine. Even though Ram has more torque, theres something about this engine that simply feels better behind the wheel, more satisfying when the foot hits the floor.No doubt some of that comes from an engine mount solenoid that basically acts as an adaptive shock absorber to control vibration and lower NVH levels. But some also comes from an aluminum cylinder head that caps an aluminum block (with iron cylinder liners for durability) to reduce mass over the front wheels. A variable-geometry turbocharger adjusts boost pressure according to demand, and air flow into the intake manifold is electronically controlled.An inline-six also has less moving parts than a traditional V6 two fewer camshafts and the chains to drive them, so theres no need for balancing shafts. Overall friction is less, too, all of which resulting in a clean, higher purity of power that begins to peak in this engine as early as 1,250 rpm and summiting at 1,500 rpm, sustaining itself through 3,000 rpm.Stepping on the gas returns some long legs of power, tapering off only after the truck blows past 110 km/h. Like a performance car, the Sierras power is constantly tempting and teasing the driver to explore its depths. Its almost too much seduction for a truck. If I were ordering a Sierra tomorrow, there is no doubt what engine Id choose, even if it does cost an extra $3,135 and is available on all trims (except the base truck) and only in double and crew cabs. Thats also because Im frugal, and would love to be able to travel more than 1,000 kilometres between fill-ups as the Sierra diesel should. Transport Canadas official rating for the 4WD diesel is 10.5 L/100 kilometres city, 9.1 highway and 9.9 combined. Two-wheel-drive trucks get an 83-litre fuel tank, while 4WD trucks get a 90.Mileage in the real world might skew lower, too, more toward the estimates on the Chevy Silverado which can be optioned with the same engine and returns 8.0 highway and 10.4 city on 4WD trucks. GM says the Sierra has more content and typically wears more aggressive tires that affect fuel economy. Based on the couple of hours we spent driving the Sierra on some mountainous roads, we achieved a low of 7.6 L/100 kilometres in some steady, 90 km/h driving, while the longer average on the trucks computer showed 11.2, though we had no idea how hard the truck was driven before our drive or how much it was idled.
Origin: First Drive: 2020 GMC Sierra 1500 Diesel
Sierra
First Drive: 2020 GMC Sierra HD Diesel
2020 GMC Sierra HD DieselDerek McNaughton / Driving JACKSON HOLE, Wyo. Pulling a 13,000-pound Keystone Cougar trailer up and down mountain roads for a summer vacation is not going to be stress free nor is it something that can be typically done in a half-ton pickup, even if the maximum tow rating of said half-ton is 13,200 pounds. For massive loads like these, a heavy-duty truck is the only way to go.Ford, Ram and GMC all produce HD trucks, of course, but GMC has the newest HD on the market. The 2020 GMC Sierra 2500 HD diesel is not just a towing machine, its a leather-lined luxury cruiser that coddles its occupants in quiet and technology as much as it works to carry big things.Taller and longer than its predecessor, the 2020 Sierra HD looks especially good without being overwrought or too blingy the way other trucks sometimes tend to get, especially in the new AT4 trim, which looks perfect without all that chrome. Proportions on all the HD trucks are just about ideal, the bed made lower by one inch and three inches of legroom added to the crew cab, while the larger grille complements a functional hood scoop that feeds the cooling system for the Duramax diesel. New side steps on all box styles, located just behind the rear door, smartly pair with truly functional (and now deeper) rear-bumper steps. GMCs unique, six-way MultiPro tailgate is also available on all trim levels and standard on some, although its use is limited when a hitch is in the receiver.But the diesel is the real draw in the Sierra 2500. A 6.6-litre turbocharged V8 with cast iron block and aluminum heads, the diesel will deliver 910 lb.-ft. of torque as early as 1,600 rpm and 445 horsepower peaking at 2,800 rpm, meaning full power arrives early without having to wring out the engine for all its got. The diesel is actually more detectable by the badging on the front fender than it is at idle. Even under load, this engine is no noisier than a gasoline engine on the highway, although it is far more efficient. We were able to achieve an astonishing low of 8 L/100 kilometres in some very gentle 90 km/h driving with a 2,000-pound payload in the bed and no trailer, but averaged closer to 11 without trying to be thrifty. While towing the big Keystone through Wyoming, we dropped to an average of 25 L/100 kilometres. Good thing crew-cabs get a 136-litre tank, which would mean a little over 500 kilometres of travel when pulling a massive trailer through the mountains, or roughly 1,200 highway kilometres in regular use.The standard engine on the 2500 HD truck is a 6.6-litre gasoline V8 with 401 horsepower and 464 lb.-ft. of torque. Diesel adds an extra $11,195 to the base price of $46,998 for the regular cab, two-wheel-drive short box.And the diesel brings the power. Sure, going up some long uphill grades with that big trailer, the Sierra HD wouldnt much budge beyond 100 km/h even with a foot to the floor, but it had no difficulty maintaining a constant 90 uphill. Better was coming downhill and using diesel-exhaust braking, which can hold the trucks speed during a descent in combination with what should be a bulletproof 10-speed Allison automatic transmission the first-ever 10-speed in the HD segment, but expect to see a 10-speed in the competition soon.It certainly makes towing gentler, the transmission ironing out the shift points so perfectly they are almost not noticeable. I only wish there was a solution to the old-school column shifter, in an interior that doesnt exactly overwhelm with its sophistication. The primary center screen could easily be much larger, but at least theres a good compliment of knobs and buttons, and a proper restraint in using too many digital controls. Compared to the previous-generation truck, the 2020 Sierra HDs new architecture feels quieter overall and more tightly welded together. Brakes are smooth, the steering tight, the ride surprisingly comfortable given how tightly sprung the suspension is for the weight its meant to tow. Maximum conventional towing on the 2500 diesel is rated at 18,500 pounds in crew cab form, with a max payload of 3,597 pounds. With a gooseneck or fifth-wheel set up, the number is the same.As before, the HD trucks can be ordered in myriad bed and cab configurations in the 2500 and 3500 range, available with either a six-foot-nine or an eight-foot bed. Also available is a 15-inch head-up display, another first among HD trucks. The 2500 can also be optioned with GMs ProGrade trailering system that also includes an in-vehicle trailering app to check lights, trailer tire pressures, and even how much fresh water or wastewater is in the holding tanks of the trailer.An optional camera system can show up to 15 unique camera views including an industry-first transparent trailer view. Using the tailgate camera and a camera mounted on the rear of the trailer, software mixes the views of both cameras to make the trailer in back look invisible. That should help remove a
Origin: First Drive: 2020 GMC Sierra HD Diesel
GM expands Sierra, Silverado brake-issue recall to 3.4 million trucks in U.S.
2016 Chevrolet Silverado Under pressure from the U.S. federal government, General Motors is recalling roughly 3.46 million big pickup trucks and SUVs Stateside to fix a brake problem.The roughly 300,000 trucks affected in Canada were already recalled this past summer.The recall covers the Chevrolet Silverado and GMC Sierra 1500, 2500 and 3500 pickups from the 2014 through 2018 model years.Also included are the Cadillac Escalade from 2015 to 2017, and the GMC Yukon and Chevy Suburban and Tahoe from 2015 through 2018.GM says that as it ages, the pump in the power-assist brakes can put out less vacuum power than needed, increasing stopping distance and the risk of a crash.The recall comes after the National Highway Traffic Safety Administration began investigating the problem in November of last year.Dealers will recalibrate the electronic brake control module at no cost to customers. Owners were to be notified starting Sept. 6.NHTSA, the U.S. governments road safety agency, began investigating the problem last year after getting 111 complaints from owners of poor brake performance. At the time the agency had nine reports of crashes that had caused two injuries.GM says the problems occur rarely and mostly at low speeds like driving in parking lots. Even with the problem, the brakes continue to function and exceed the requirements of the appropriate federal motor vehicle safety standard, GM spokesman Dan Flores said.The vacuum pump is lubricated with engine oil that flows through a filter screen. In some of the trucks, oil sludge or other debris can clog the screen, reducing oil flow and causing the pumps vacuum output to drop, Flores said.The trucks, he said, have a secondary power brake assist system which works when there are problems with the main system, but it is limited at lower speeds. The reprogramming will activate the secondary system faster.GM isnt replacing the pumps because pump failures are rare and already are covered by an extended warranty, Flores said. This remedy will improve brake performance in any situation where brake vacuum drops, he
Origin: GM expands Sierra, Silverado brake-issue recall to 3.4 million trucks in U.S.
Pickup Comparison: 2019 Ford F-150 Limited vs. GMC Sierra Denali
Eighty grand is a lot of dough. Enough to buy three Honda Civics, a cottage lot in Northern Ontario, a down payment on a triplex in Calgary. Or the money could go toward one of the most luxurious pickups on the market today the 2019 GMC Sierra Denali or 2019 Ford F-150 Limited. Ram, too, has an expensive truck, of course, one with a better interior than either the Ford or GM; but this test is between the two top guns of the Big Three, the Denali and the Limited.Ford steps into the ring at a disadvantage right from the start: Its F-150 is starting to show age after a complete refresh of the truck in 2015 when it went to an all-aluminum body, followed by a mild update for 2018, while GMCs top-line truck presents with an all-new design and parts. The Sierra Denali is definitely the shiny new toy here, and it looks the part with a Great Chrome Shark mouth grille, more blingy chrome bits all around, 22-inch wheels and a trick, MultiPro tailgate that expands on what a tailgate can do. The Ford suffers a little because it looks similar to so many other F-150s, the dandelion of the pickup truck world, demarcated only by equally big wheels, subtle metallic grille and only some Limited badging here and there.Under the hoods, these pickups could not have more different approaches to power: Ford has diverted a bunch of 3.5-litre high-output Raptor engines from the assembly line to enhance the appeal of the top-line Limited. As such, the Limiteds turbo V6 trumps the Sierra for pure grunt, delivering 450 horsepower and 510 lb.-ft. of torque funnelled through the same 10-speed automatic used in the Sierra. The Denali, on the other hand, uses a good ol fashioned V8. Its 6.2-litre returns 420 horsepower and 460 lb.-ft. But heres the surprising part: Despite the Ford having more power and being about four-tenths of a second quicker to 96 km/h than the GM, according to Car and Driver, the Denali simply feels and sounds better overall. Oh sure, the Raptor V6 is quick, and it sounds throaty and meaty, but its just not as juicy as the V8. While both engines are smooth, even at wide-open-throttle, the Denalis 6.2 is chocolate cheesecake to Fords apple pie, delivering a richer experience. Thanks to the direct injection and Dynamic Fuel Management, which can shut down any number of cylinders to optimize power delivery and efficiency, the Denalis fuel economy was impressive, too, though it did fall short of the Ford overall. While a low of 10 L/100 km was registered on the highway in the Denali, our overall average was 13.1, while the Ford registers 12.6 overall but 11.2 highway close enough that neither of these trucks is more efficient than the other at the end of the day. That might not matter much anyway considering the cost of entry here. Both have automatic 4WD systems in addition to 2H, 4H and 4L.Where the Ford pulls ahead is in towing prowess, the F-150 able to haul up to 13,000 pounds with the proper package and set up, compared to the Sierras 9,300. Earning back some practicality in the face of outright muscle, the Sierra Denalis ProGrade trailering system and its comprehensive suite of trailering aides edges out those on the Ford, predictable given that the Sierra has newer technology.Both trucks have similar payloads close to 2,300 pounds and both ride very well, the quietness in each truck a testament to the amount of sound deadening and noise cancelling. Rough roads are, perhaps, somewhat better absorbed in the Denali, and its body exhibited less shake and shudder. The box of the Sierra is superior, too, having been widened roughly seven inches for a volume of 62.9 cubic feet on its 5-foot, 8-inch bed, compared to the 5-foot, 5-inch bed in Ford. The Denali bed can even be optioned in carbon fibre. But Ford has better LED cargo lighting because the bed lights are activated with a button inside the bed instead of a switch in the cab. As for tailgates, Fords fold-out step is okay, but the MultiPro twin gate is simply superior. The only hitch (pardon the pun) is the need to remove any ball hitch for the MultiPro before using it as a step, which would be a pain for those of us who leave hitches in regularly (and, no, its not against the law in most provinces to leave them in.) To prevent damage, the electronic tailgate will not drop the upper half if it detects a hitch in the receiver. GMs bumper steps are equally brilliant and can be used instead.GMs seat-mounted storage cubbies in the Denali are also useful, as are the storage bins under the rear seats, but Fords rear seats lift up to create a wide open area inside the cab, which can be useful for carrying big objects or, for contractors, lots of tools. Neither of these trucks is better, per se, in the back seat area, although the front seats in the Ford Limited clearly win for comfort and a massage function. One sit and youll be sold on these seats. Fords Limited also gets a massive, panoramic sunroof as opposed to a traditional sunroof in the
Origin: Pickup Comparison: 2019 Ford F-150 Limited vs. GMC Sierra Denali
2020 GMC Sierra, Silverado 1500 diesel tops segment in highway fuel economy ratings
2020 Chevrolet Silverado Diesel In the never-ending Detroit truck wars, manufacturers are looking for any and all advantages with which to beat their competition over the head like a coked-up wrestler towing, payload ratings, and most recently, fuel economy.For 2020, the Chevrolet Silverado and GMC Sierra duo are available with a snazzy new 3.0-litre inline-six diesel engine lashed to a 10-speed automatic transmission. This option allows the truck to cut back on its drinking, with the EPA awarding the powertrain an estimated 7.1 L/100 kilometres (33 miles per gallon) highway fuel economy for rear-wheel drive models. If youre keeping track at home, the other two diesel-powered pickups in the half-ton segment the Ford F-150 and Ram 1500 are rated at 30 and 27 mpg on the highway cycle, respectively. In a market where manufacturers go to great lengths to eke out a single mpg over their rival, GMs accomplishment is remarkable.With 277 horsepower and 460 lb.-ft. of torque on tap, the 3.0L Duramax is the first diesel engine offered in a GM half-ton since 1997. It has an aluminium block, active thermal management to heat critical components more quickly, and an automatic start/stop system. Working in concert with the 10-speed automatic, this power team is one of six in the lineup for 2020. Truck fans of the brand are spoiled for choice. Having sampled the Silverady 1500 Duramax about a month ago, we came away impressed with its drivetrain, providing plenty of shove without clattering like the diesels of old. In terms of price, expect to pay roughly the same premium for the Duramax as one would for the 6.2L V8 in comparison to the 5.3L V8.To be clear, the press bumf specifies the 2020 Chevrolet Silverado as receiving this plaudit, but theres no reason to imagine its GMC twin wont earn the same rating. City economy is pegged at 10.2 L/100 kilometres, or 23 mpg. Models with 44 drivelines are rated at 29 mpg highway and 23 city.While the Silverado outsells the Sierra by a wide margin in the U.S., the Sierra actually outsold the Silverado in Canada last year by about 1,000 units. Expect these Duramax half-tons to show up on dealer lots later this
Origin: 2020 GMC Sierra, Silverado 1500 diesel tops segment in highway fuel economy ratings
First drive: 2019 GMC Sierra Elevation
Caledon, ONT. — How hot is the Elevation appearance package on the 2019 GMC Sierra and Canyon pickups? Hot enough for one enterprising individual to steal one as several trucks were being offloaded from a transporter in Brampton, Ont., last week for a GMC media event to promote the Elevation series. With the help of GM’s OnStar, however, the Elevation Canyon was tracked across the city and its ignition disabled, allowing event organizers, with the help of police, to “steal back” their truck that was full of computers and phones for the event — gear that was still inside when organizers and police got to it. Imagine the thief’s surprise when he or she came outside and found the truck gone. No word on whether anyone has been arrested yet. To be sure, the Sierra looks great in Elevation trim, killing off the chrome and adding just enough features to make the Elevation stand out in the current crowd of pickups. With its 20-inch black wheels, smart black grille and LED lighting all around, the truck looks positively hot (pardon the pun), especially in all-black or contrasting red and black. Elevation Sierras, sitting above the base and SLE models, also get a premium cloth interior and “Prograde” trailering aide. These trucks are meant to appeal to a younger audience, and they seem to be doing so: The average age of an Elevation buyer, according to GMC, is 38, whereas the average Canadian truck buyer is 52. See? Black wheels matter. But so does price. An Elevation 44 Crewcab shortbox starts at $51,200, whereas the average transaction price for all trucks in Canada is $55,000. Other configurations, including a 2WD and Crew Cab long box, are available, netting the average Elevation transaction price at $45,000. That’s not far off the cost of many full-size SUVs that don’t have the same utility as a truck. The more intriguing aspect of the Elevation is its standard engine — an aluminum four-cylinder turbo that weighs a mere 320 pounds. No, your eyes did not deceive, an Elevation Sierra comes with a 310-horsepower inline-four with 348 lb.-ft. of torque paired to an 8-speed automatic transmission. GMC says this turbo engine is only two-tenths of a second slower than its big, naturally aspirated 6.2-litre V8 with 420 horsepower — able to sprint to 100 km/h in 6.8 seconds vs. the V8’s 6.6. That’s impressive. Of course, the richness, sound and smoothness of the V8 is all but absent, but the coarseness of four-cylinder is not much apparent either. Hammer the throttle and there’s some agreeable response to go with some of the drama as the engine hits peaks power at 5,600 rpm. The transmission shifts well too. The four-cylinder is also smooth at idle and able to tow a respectable 6,900 pounds when properly fitted with the trailering package. For fleet customers and those mostly concerned about fuel economy, the 2.7L makes sense given that a Crew Cab short box in 2WD returns 12.6 L/100 km city, and 10.9 highway for a combined average of 11.8. For traditional truck owners who simply can’t live without a V8, GM’s 355 hp (and 383 lb.-ft. of torque) 5.3L is a $1,695 option. While the V8 does have Active Fuel Management to shut down various cylinders to save fuel when all eight are not required, the 5.3L is only paired to a six speed. More interesting is the diesel option ($3,135) that can be added to Elevation models — a 3.0L straight six with 460 lb.-ft. of torque paired with a 10-speed automatic transmission. The 6.2L V8 is not an option with the Elevation trim. But that should not matter. While the 2.7 is not as smooth as the 5.3L, of course, either engine felt perfectly at home in the new Sierra, which was completely new for the 2019 model year. The new Sierra gets a strengthened frame with better rigidity plus a bigger and wider steel box (62.9 cubic feet) with 12 tie downs. And it can be optioned with GMC’s functional MultiPro tailgate, which more or less redefines what a tailgate can do. With a fold-out portion inset into the regular tailgate, the tailgate can be used like a step or table, and can make cargo easier to access or to prevent it from slopping around. Sure, the Elevation interior — even if it does get a good eight-inch touchscreen with standard Android Auto and Apple CarPlay, accompanied by a no-nonsense bank of buttons and knobs — might be less dramatic than the exterior. But a $2,200 “value package” adds all the things most buyers really want — dual-zone automatic climate control, 10-way power driver seat with power lumbar, heated driver and front passenger seats, heated steering wheel, automatic locking rear differential and a trailering package with hitch guidance. Even with that, the sticker on a 4WD Crew cab short box (5’ 8”) just tops $55,000 and that’s before factory discounts kick in. That’s a lot of truck for the money and should bring in buyers who might end up staying with the brand as they age. The ride of the truck is equally excellent. Sound deadening is
Origin: First drive: 2019 GMC Sierra Elevation
2019 Chevy Silverado, GMC Sierra net four-star overall crash rating
An NHTSA crash test of the 2020 Chevrolet Silverado pickupNHTSA The boffins at the U.S. National Highway Traffic Safety Administration (NHTSA) have finished strapping their crash test dummies into General Motors’ new pickup trucks and have announced their findings: four stars overall. Yes, based on frontal and rollover tests or calculations, the agency gave the Silverado and Sierra four out of five stars. Side impacts garnered five stars, which lead to the overall rating of four stars. A perfect quintet would have made for top marks, by the way. In the tests, the NHTSA comes up with a frontal collision grade by combining the driver and passenger star ratings. The frontal barrier test simulates a head-on collision between two similar vehicles, each moving at 55 km/h. Evaluations are made to the adult-sized dummies in the front seats, determining the level of injury – if any – to the head, neck, chest and femur (that last one’s your leg, in case you fell asleep in high school biology). Side-impact tests are made up of two varieties. In the first, a 3,015-lb moving barrier represents another car crashing broadside into a standing vehicle at 62 km/h. The other test hauls the vehicle, angled at 75 degrees, into a 25-cm diameter pole at about thirty clicks to simulate sliding sideways into a telephone pole on a rainy day. Rollover is calculated using a bunch of maths that causes your author’s brain to hurt. Four stars isn’t bad, but neither is it the best-in-class. The 2019 Ford F-150 SuperCrew 44 received a five-star overall rating, comprised of five-star frontal and side crash grades, plus a four-star rollover risk rating. The new Ram 1500 hasn’t yet been rated by the
Origin: 2019 Chevy Silverado, GMC Sierra net four-star overall crash rating
GMC’s 2020 Sierra 1500 gets a new diesel engine, plus other options
2020 GMC Sierra Denali CarbonPro Edition GMC spilled the details on its 2020 Sierra 1500 late May, noting the truck will offer such new features as a diesel engine and a camera view that can make a trailer “disappear.” The updated truck adds features to the all-new 2019 Sierra, which introduced the available six-function MultiPro tailgate. For 2020, the Sierra can be ordered with a 3.0-litre Duramax turbodiesel engine and ten-speed automatic. That transmission will also be standard or available on specific trim levels with the 5.3-litre V8 engine; it was previously mated only to the 6.2-litre V8. Other available features include a “transparent trailer view,” introduced on the 2019 Sierra HD, with a total of 15 camera views that combine to give a view of what’s behind the trailer, as if it isn’t there; adaptive cruise control that uses a windshield-mounted camera and can bring the truck to a complete stop; and stand-alone optional trailer tow mirrors. 2020 GMC Sierra Available Transparent Trailer Rear Camera View A new trailering app lets drivers create and edit trailer profiles on a mobile device. Depending on the trailer’s configuration, owners could remotely turn on an RV’s air conditioning or water heater, check the water and holding tank levels, or monitor on-board generator fuel supplies from a phone. The app will also send trailer maintenance reminders to the driver. The CarbonPro carbon-fibre pickup box, introduced for 2019, is available on specific models. The company said it increases durability with dent, scratch and corrosion resistance. While the Sierra is sold on both sides of the border, it’s a far more important truck for Canada than for the U.S., where truck buyers overwhelmingly prefer Chevy. In 2018, Americans bought 585,581 Chevrolet Silverados to 219,554 GMC Sierras; but in Canada, the Sierra outsold its Silverado sibling by more than 1,100
Origin: GMC’s 2020 Sierra 1500 gets a new diesel engine, plus other options
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