The GMC Sierra EV

Four hundred and twenty-two. That's not how far General Motors says the GMC Sierra EV will go on a single charge, it's how far the luxe electric pickup actually went in the MotorTrend Road-Trip Range Test, driving a steady (and juice-sucking) 70 mph while using 95 percent of a full charge. (GMC's range claim is 440 miles, which should be obtainable, but we stop at 5 percent to allow for the drive to a charger. And while we're on the subject, GMC has already announced a 20-mile range boost for 2025. ) The 422-mile figure makes the Sierra the longest-legged electric vehicle we've tested, beating its sibling, the Chevrolet Silverado EV RST, by 21 miles, the dual-motor Rivian R1T by 82 miles, and the dual-motor Tesla Cybertruck by 127 miles. To drive home the point, you'd need a fully-charged Fiat 500e to span the distance between the GMC and the Tesla (and even then, you might have to walk the last couple of miles). Towing remains the electric truck's Achilles' heel, as a trailer cuts range by roughly half, but even so, the Sierra EV should be able to top 200 miles while towing. That ain't great, but given the state of the EV art, it ain't bad either. By the way, the Sierra EV's range doesn't just top other trucks. It bested our top-performing SUV (Mercedes EQS450+) by 60 miles and best-tested car (Mercedes EQS580) by 68 miles, and as we piled on the miles, the Benzes weren't far from our minds. If you're going to spend six hours at the wheel of an EV, the Sierra's cabin isn't a bad place to be. In the past, we've complained about GMCs being glorified Chevrolets, with interior “upgrades” that weren't so many improvements as changes for change's sake. The Sierra EV is notably nicer than the Chevrolet Silverado EV, with a uniquely styled cabin and tangibly higher-grade trim. This is one GMC that justifies its price premium over the corresponding Chevrolet. Good thing, too, since the extra range gave us 18 more minutes to admire the cabin while charging. Does it justify the $99,495 price tag of this top-of-the-line Denali Edition 1 model? That's for you and your financial advisor to decide.

Powering Down, Juicing Up We know how the GMC Sierra EV achieves such a long range: with a huge honkin' battery. It holds 205 kWh, to be specific, the most of any electric vehicle save the Silverado EV. To illuminate weight's effect on efficiency, though, the lighter Lucid Air Pure sedan delivers 330 miles of road trip range out of a battery with less than half the Sierra EV's capacity. As you can imagine, such a big battery takes time to charge, although the Sierra does its best to speed this up with its 800-volt charging system. Starting at 5 percent of charge, a 350-kW charger added 129 miles of range in 15 minutes and 218 miles in half an hour. It took 49 minutes to charge the Sierra EV to 80 percent with an average charging rate of 224 kW. Thirty-seven minutes later (86 minutes total), the battery was at 100 percent. (For those unfamiliar, EV charging slows as the battery fills. It's also generally recommended that if you're not going on a long trip, you stop at 80 percent to preserve both battery life and your time.) All in all, it was a decent performance considering the size of the battery pack, keeping in mind that on a long journey, that 15-minute charge would get us a couple hours farther down the road. The Penalty of Leadership: Performance You're probably thinking a battery that big has got to be heavy, and how right you are. The Sierra EV tipped our scales at 8,802 pounds, and if you'll forgive us the cheap literary trick of considering a point using simple math you've probably already done in your head, that's nearly four and a half tons. You could put a Chevrolet Trax in the bed of a gas-fired GMC Sierra 1500 Denali Ultimate, and the resulting combo would still weigh less than the Sierra EV. That weight takes its toll on performance. The Sierra EV's two motors produce healthy totals of 754 hp and 785 lb-ft of torque, and yet, even with Max Power mode (and its accompanying annoying soundtrack) enabled, those motors took 4.2 seconds to drive their host truck to 60 mph. The quarter-mile comes up in 12.7 seconds at 110.7 mph.

Let's put those numbers in perspective. Yes, 4.2 seconds is quick enough to embarrass nearly any gasoline-powered pickup that isn't a Ford Raptor R or Ram 1500 TRX, both of which make 60 in 3.9 seconds. The Sierra EV will leave many classic-era big-block muscle cars in the dust. Among EVs, though, it makes the Sierra EV a slowpoke, typing the 452-hp Ford F-150 Lightning Pro for the longest 60-mph run we've seen from an electric truck. The least-quick Cybertruck we've tested got to 60 in 3.8, while the pokiest Rivian did it in 3.4. Even the Sierra's near-twin, the Silverado EV RST, ran to 60 in four seconds flat. (We tested the Sierra and Silverado at the same location on the same day.) “All that weight is like throwing an anchor out behind you,” noted testing director Eric Tingwall, who drove for the timed acceleration run. Incidentally, while we noticed quite a bit of torque steer in the Chevy and the closely related GMC Hummer EV, the Sierra was slightly better behaved, though it still moved some starting around 60 mph.

Jane, Stop This Crazy Thing The Sierra EV does have the brakes to cope with that weight, drawing down from 60 in 132 feet—longer than most other electric trucks (as well as the last gas-powered Sierra 1500, which stopped in 118 feet) but still an acceptable performance . The stops were straight and drama-free, although they grew longer as the brakes and tires got hotter. After circling the skidpad at 0.74 g, we ran the Sierra EV through our figure-eight course, which evaluates a vehicle's ability to combine braking, handling, and acceleration in one test. It managed to achieve a best lap of 27.7 seconds at 0.65 g of average grip. That's a decent showing by pickup truck standards, although the various models of Ford F-150 Lightning we've tested were a little quicker and the latest Rivian R1Ts (with street tires) were a lot faster—although, to be fair to the Sierra EVs, the Rivians have as much in common with performance cars as they do with other trucks. Without question, the Silverado's range is its best feature, but that big battery takes its toll on performance. Nevertheless, we applaud GMC for building an electric Sierra that will travel as far as many gasoline pickup trucks (at least without a trailer) and outperform them on the dragstrip to boot. Sure, other electric pickups will show the Sierra their tailgates at the stoplight rally, but while they stop to recharge, the Sierra EV will just keep on running.

2024 GMC Sierra EV Denali Edition 1 Specifications PRICE BASE $99,495 PRICE AS TESTED $99,495 VEHICLE LAYOUT Front- and rear-motor, AWD, 5-pass, 4-door truck MOTOR TYPE Permanent-magnet electric POWER (SAE NET) N/A (fr), N/A (rr), 754 hp (comb) TORQUE (SAE NET) N/A (fr), N/A (rr), 785 lb-ft (comb) TRANSMISSIONS 1-speed automatic CURB WEIGHT (F/R DIST) 8,802 lb (51/49%) WHEELBASE 145.7 in LENGTH x WIDTH x HEIGHT 233.2 x 83.8 x 78.7 in 0-60 MPH 4.2 sec QUARTER MILE 12.7 sec @ 110.7 mph BRAKING, 60-0 MPH 132 ft LATERAL ACCELERATION 0.74 g (avg) MT FIGURE EIGHT 27.7 sec @ 0.67 g (avg) EPA CITY/HWY/COMB FUEL ECON Not tested RANGE, EPA COMB/MT ROAD-TRIP 440 (mfr est)/422 miles ON SALE Now

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2024 GMC Canyon AT4X AEV

The new GMC Canyon AT4X. Wow, that rock looks big. Should we turn it around? Not unless we want to jump off a cliff. We'll cover this one. A glance at the underbody camera helped guide us to the right line over the mini rocks, and the Canyon AT4X's Multimatic DSSV dampers helped with the articulation we needed to tackle the other big obstacles that littered the treacherous trail.

Trudging through the incredibly rugged Montana backcountry isn't something most people who buy a Canyon AT4X will do every day, but if they want or need to, it's nice to know that GMC's midsize truck has the firepower to catch up when the going gets tough. Firepower like the aforementioned Multimatic dampers, front and rear electronic locking differentials, 3.0-inch factory lift (aiding 36.9-degree approach and 24.5-degree departure angles), 10.7-inch ground clearance, Goodyear Wrangler MT tires 33 inches, and some skid plates.

AEV Edition Is AT4X Up To Max

Just in case that wasn't enough for you, GMC is also offering the more extreme 2024 Canyon AT4X AEV Edition, part of the onslaught of aftermarket equipment AEV (American Expedition Vehicles) is now offering across its trucks. line up. AEV has been a prominent parts provider for nearly three decades, and its partnership with General Motors (AEV has a similar arrangement with its Chevy ZR2 Bison-branded trucks) means you get a high-quality, factory-installed kit with a factory-backed warranty.

For the Canyon AT4X AEV Edition, that means a custom stamped steel AEV front bumper (winch capable) and rear with recovery points, a factory 4.5-inch lift (allowing for best-in-class 12.2-inch ground clearance), an even larger 35-inch The Goodyear (with a vertical spare arrangement in the bed) is wrapped in AEV beadlock-capable Salta wheels, a total of five Boron steel skid plates (AEV tells us that the Boron process makes the plates twice as strong as typical high-strength steel units), an electrical setup that Comes with cables for accessories, and AEV badges inside and out. The truck also has a more aggressive 38.2-degree approach angle, 26.9-degree breakover angle, and 26.0-degree departure angle compared to the AT4X.

We had the opportunity to spend some time with AEV chairman Dave Harriton, who founded the company nearly 30 years ago. He was impressed by GMC and GM's commitment in recent years to making their trucks off-road capable, and when they came to him to form a partnership, he was ready. AEV had a steep learning curve at first, integrating its parts into trucks built on factory lines. But now both partners are in the zone and releasing premium-looking, high-performance products.

Like every GMC Canyon model, the AT4X and AEV Edition are powered by a turbocharged 2.7-liter inline four-cylinder engine rated at 310 horsepower and 430 lb-ft of torque, paired with an eight-speed automatic. While not quite class-leading, we felt it had more than enough power to motivate a truck weighing around 5,000 pounds. Located at four low points with crawl mode on, we didn't experience any issues walking up and down. Although peak torque comes a little late at 3,000 rpm, power feels plentiful at all speeds, all the time.

On the way down, we had a chance to ride the AEV Edition Canyon, and while much of the experience felt familiar, we felt a little more comfortable thanks to the additional 1.5 inches of lift over the Canyon AT4X we were riding. Mountain climbing. Obstacles we weren't sure about, we just rolled over knowing we had extra distance and Boron steel plates as backup (Harriton says Boron plates are arguably the best in the world at turning obstacles while staying in shape and not getting too badly damaged in the process).

We also had a chance to sample both Canyons (the specific AT4X we drove was a 2023 model, but is effectively the same truck for 2024) where they'll likely spend most of their time attacking the urban jungle, and the first thing you'll notice is how compliant the ride is, with big tires helping to absorb and smooth out road imperfections. At freeway speeds (the speed limit is 80 mph in Montana!), you'll hear some noise from those tires, but the cabin itself is overall well insulated, and it's a good place to spend time racking up the miles.

Along more winding routes, the steering felt a little lighter (not a surprise considering the off-road mission), but that's nothing we couldn't easily fix. Stomp on the throttle and the big four-banger sounds big under hard acceleration and almost non-existent at cruising speeds, with brakes that are strong and easy to modulate when you need to slow down.

The AT4X truck comes as a loaded model with almost all the options you could want from a high-end truck starting at just under 60 thousand dollars, as you'd expect from GMC. Inside, both wear white trim pieces (we're not sure we'd go that route if the truck's primary mission was trail hunting), with comfortable seating and other luxury touches. Among them is an 11.3-inch infotainment screen with Google and wireless Apple CarPlay/Android Auto integration, as well as a host of advanced driver assistance, safety, and other high-end comfort and convenience features.

While GMC hasn't officially announced pricing for the 2024 Canyon AEV Edition, we estimate it will cost about six thousand dollars more than the AT4X, which is priced at $57,000 before options. That's a big bag for a mid-size truck. But before you get into that, the AEV team is clear that if you just buy AEV accessories separately and bolt them on, you'll get twice the price. Then remember the AT4X's front and rear locking e-diffs, multimatic dampers, tires, lifters, etc., and suddenly it makes more sense. Of course, you could potentially buy a beater or build a late model truck and outfit it with some or all of that equipment, but you'd almost certainly be close to that price range, and you wouldn't have factory setup, warranty, or quality control. (Of course, there's also the existence of the Chevrolet Colorado ZR2—it's mechanically identical to the AT4X and costs nearly $10,000 less, and offers even more AEV-like upgrades in the form of the ZR2 Bison.)

There's a case to be made for both, offering the unique looks of Chevys and some nicer finishes, and overall, the out-of-the-box capabilities of the Canyon AT4X and AEV Edition models likely trump the DIY approach. That said, while it's easy enough for us to get some work done during the day (thanks, GMC!), it's hard to see those shiny new machines beating it regularly. But if you enjoy driving your new truck off the showroom floor and onto bad roads, hitting and scratching them, this GMC is built to withstand and thrive in those conditions and drive you home in comfort afterward.

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2024 GMC SIERRA 1500 LIGHT-DUTY PICKUP TRUCK

The GMC Sierra stands out with its helpful technology and all-around utility. We also like its available 6.2-liter V8 and rugged off-road upgrades. Better value can be had elsewhere for a light-duty pickup, but the Sierra is certainly the best interpretation of the GM family of trucks. The future starts now. Super Cruise is the first true hands-free driver assistance technology for compatible roads. Under the proper conditions with an attentive driver, Super Cruise driver assistance technology can permit hands-free operation of the vehicle. Allows hands-free automatic lane changing Pull a trailer hands-free (only while automatic hands-free lane changing is disabled) Includes three years of connectivity to support functionality, after which a Connected Services† plan must be purchased

​Lihat detail 1.828 / 5.000 Hasil terjemahan Hasil terjemahan Inside Sierra 1500, gorgeous, driver-focused screens enhance your driving experience, offering more than 40" of combined diagonal driver-focused digital displays — the most in its class. Available 13.4" diagonal center touchscreen — including Sierra 1500’s latest GMC Infotainment System† with Google built-in† compatibility Available 12.3" diagonal customizable Driver Information Center Available 15" diagonal Head-Up Display This intelligent trailering system offers a smart approach to towing with integrated tools like: Available In-Vehicle Trailering App:† Create five custom trailer profiles based on trailer name, trailer type and trailer hitch type Trailer Tire Pressure Monitoring System† Trailer Light Sequence, which includes automatic lighting test sequence Maintenance reminders Step-by-step pre-departure checklists Available myGMC Mobile App: Create and manage trailer profiles and even share with other compatible Sierra owners Trailer Light Sequence Test: Remotely activate trailer lights to ensure they’re in working order Pre-Departure Checklist: Review a pre-departure checklist or create your own Trailer Load Calculator: Find out the combined weight of your truck and trailer Trailering Health: View and receive alerts on key components of your trailer like tire pressure monitoring† and trailer miles Trailering Glossary: Quick reference to trailering-related materials Smart Trailer Integration: Available ASA Electronics’ iN•Command® Control Systems with Global Connect† that can be accessed through the available myGMC Mobile App The system allows owners to monitor and control a range of smart systems, such as water tank levels, HVAC controls and even power slide-outs, in recreational trailers equipped with this technology Learn more about iN•Command Control Systems with Global Connect

PREMIUM MATERIALS Full-grain leather seating and embossed topographical map patterns of Mt. Denali’s summit on Denali Ultimate Laser-etched Paldao wood, aluminum and chrome trim accents on Denali Ultimate Red double-needle stitching and ceramic white accents on AT4X Real wood trim and sophisticated accents on Denali Perforated front leather seating surfaces on AT4 Available 10-way power-adjustable heated and ventilated front bucket seats with perforated leather appointments on SLT. BEST-IN-CLASS CREW CAB FRONT LEG AND HEADROOM Spacious interior features best-in-class† Crew Cab front leg and headroom so you can comfortably enjoy more of your own space. SMART & AMPLE STORAGE Sierra 1500 gives you plenty of space to stow cargo: Available rear seatback storage† includes two compartments inside the rear outboard seatbacks, perfect for stowing tow straps, umbrellas or charging cords Available rear under-seat storage Available center console storage Large lower lockable glove box and upper glove box

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2023 The GMC Yukon

GMC's Yukon Denali Ultimate 2023 is an excellent machine, one that truly deserves the “Ultimate” nickname. This Yukon really has it all, starting with its impressive stature on 22” machine wheels. The Ultimate sports a bold-looking exterior with a Titanium Rush Metallic paint finish and an Alpine Umber interior. Equipped with high-grade materials and innovative technology, Ultimate is the most premium Yukon Denali ever offered.

The 2023 Yukon Denali Ultimate 4WD can go anywhere in any kind of weather with its powerful 6.2L V-8 engine mated to a 10-speed automatic transmission. This capability is aided by standard Ultimate Magnetic Ride Control, standard Air Ride Adaptive Suspension, and a standard Active Response 4WD™ system with electronic limited-slip differential and two-speed Auto Track transfer case.

A power-assist ladder is useful for climbing into the high cabin, and a rear camera mirror provides a close-up view of what's behind you. LED headlamps and taillights, front fog lamps and hands-free automatic power lift-gate are also available. Inside the Ultimate's spacious and luxurious cabin, there's a power panoramic sunroof, a rear-seat media system, full-grain leather upholstery with second-row bucket seats and a third-row 60/40 split bench.

Yukon Denali Top Leader of the Pack

The Ultimate leads the way in terms of interior comfort, connectivity and technology. It has 16-way power seats with massage and a state-of-the-art 18-speaker Bose Performance Series audio system. Headrest-based speakers even put music front and center for front row passengers. Driver info is easily accessed from the 10.2-inch diagonal color touchscreen, plus a color head-up display. The GMC Premium infotainment system provides all wireless and Google compatibility and connectivity.

MSRP for Yukon Denali Ultimate is $93,255. After a few additional options and destination fees, the price tag for the test vehicle is $97,745. GMC is adding an optional Super Cruise package featuring driver assistance technology. This includes the ability to change lanes or tow automatically while driving hands-free on compatible roads. This optional package costs GMC an additional $2,200, but was not tested by this driver. I don't tow anything, but I don't like taking my hands off the wheel for whatever reason.

Fuel economy is estimated at 14 mpg city and 18 mpg on the highway, for an average of 16 mpg.

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