Have you ever noticed that the GMC Sierra and Chevrolet Silverado are essentially identical twins? These two trucks may look slightly different and come with varying equipment and amenities, but the fundamentals of each are the same. Major parts are shared, some of which you can see, though even more commonality is found beneath the skin.
Despite their historical similarities, GM is working to differentiate these pickups more than before with this latest generation, which debuted for model-year 2019. Distancing itself from Chevy’s more workaday Silverado, the Sierra is moving upmarket by offering bolder design and more innovative features. This is in keeping with the GMC brand’s “Professional Grade” tagline.
Speaking of foundational components, each of these trucks shares the same underpinnings. This includes a brand-new, fully boxed, high-strength steel frame that’s 10 percent more rigid than before and nearly 90 pounds lighter. It’s the very backbone of these pickups.
In addition to that new frame, the Silverado and Sierra have also gone on a diet, with the GMC losing up to 360 pounds compared to its predecessor. This dramatic reduction is courtesy of a mixed-materials engineering strategy that puts different metals in areas where they provide the most benefit. Contrast this to the “one-size-fits-all” approach Ford took with its newest F-150. That truck’s cab and bed are made entirely of aluminum.
Offering just the right pickup for every sort of buyer, the Sierra is available in regular-cab, extended-cab and crew-cab body styles, all with a choice of rear- or four-wheel drive. Regular-cab models come with an eight-foot bed but extended-cab versions feature a six-and-a-half-foot-long cargo box. Crew-cab variants can be had with either that six-foot-six bed or one measuring five feet eight inches.
With a longer wheelbase, the Sierra’s crew cab’s backseat is more spacious than ever, with about three extra inches of legroom compared to the previous-generation truck. Engineers have also installed cleverly concealed storage cubbies in the backrests of these seats.
Regrettably, the Sierra’s interior (and Silverado’s for that matter) is not the best in its class. The aging Ford F-150 still has a slightly nicer cabin and the all-new Ram 1500 is a big step ahead of even Ford. Much of the GMC’s interior is hard, unattractive plastic, the main display is rather small and only a utilitarian column-mounted shifter is offered. Other competing trucks also make a console-mounted gear selector available in higher-end models.
As for trim variations, the GMC Sierra is offered in six different flavors: Sierra, SLE, Elevation, SLT, off-road-focused AT4 and range-topping Denali.
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Pros/ MultiPro Tailgate is BRILLIANT, Loads of class-exclusive tech, Wide range of drivetrains, Plenty of trim levels, Bold styling
Cons/Not a major improvement over previous generation, Doesn’t come cheap, Lackluster interior
Bottom Line/The GMC Sierra is a hard-working pickup truck, but its interior holds it back from being truly luxurious.
Table of contents
GMC Sierra 1500 Specs
Engine: 4.3-liter V6 with Active Fuel Management (cylinder deactivation)
Torque: 305 lb-ft
Transmission: Six-speed automatic
Engine: 2.7-liter turbocharged four-cylinder
Torque: 348 lb-ft
Transmission: Eight-speed automatic
Engine: 5.3-liter V8 with Active Fuel Management (cylinder deactivation)
Torque: 383 lb-ft
Transmission: Six-speed automatic
Engine: 5.3-liter V8 with Dynamic Fuel Management (advanced cylinder deactivation)
Torque: 383 lb-ft
Transmission: Eight-speed automatic
Engine: 3.0-liter turbocharged inline-six diesel
Torque: 460 lb-ft
Transmission: 10-speed automatic
Engine: 6.2-liter V8 with Dynamic Fuel Management (advanced cylinder deactivation)
Torque: 460 lb-ft
Transmission: 10-speed automatic
Drivetrain: Available rear- or four-wheel drive
Body Styles: Regular cab, eight-foot bed; extended cab, six-foot-six-inch bed; crew cab, five-foot-eight-inch bed or six-foot-six-inch bed
Seating Capacity: Three to six people
Trims: Sierra, SLE, Elevation, SLT, AT4 and Denali
Maximum Towing: 12,200 pounds (extended cab, four-wheel drive)
Maximum Payload: 2,240 pounds (regular cab, rear-wheel drive)
GMC Sierra 1500 Fuel Economy
The GMC Sierra is offered in a huge array of trim levels and drivetrain combinations, so it’s difficult to list them all here, but here’s a handful of noteworthy fuel economy figures.
A four-wheel-drive version equipped with the top-dog 6.2-liter V8 and 10-speed automatic transmission should return 15 miles per gallon in city driving and 20 on the highway.
An AT4 model with that same powertrain delivers one mpg less on the highway driving cycle.
A rear-wheel-drive variant with the four-cylinder turbocharged engine and eight-speed transmission is rated at up to 20 miles per gallon city, 23 highway and 21 mpg combined.
A four-wheel-drive Sierra with the up-level 5.3-liter V8, one brandishing GM’s innovative efficiency-boosting Dynamic Fuel Management system and an eight-speed automatic transmission is rated at 15 miles per gallon city, 21 highway. Again, a similarly equipped AT4 version is one mpg less efficient on the interstate test cycle.
GMC Sierra 1500 Safety Ratings
When it comes to crashworthiness, the new GMC Sierra 1500 is plenty safe, though it is not the best in the full-size pickup class. In rigorous Insurance Institute for Highway Safety (IIHS) testing, a crew-cab version of this pickup earned “Good” scores (the highest handed out by IIHS) in the following areas: small-overlap driver’s side, moderate-overlap front, side, roof strength as well as in the head-restraints-and-seats category.
When properly equipped, this truck also offers superior front-crash-prevention technology. Despite these positive scores, in the small-overlap test on the passenger-side it’s only rated “Marginal,” IIHS’s second-worst score, ditto for how easy its child-seat anchors are to use. The Sierra’s headlights were rated “Poor,” the worst score offered. The Ford F-150, Honda Ridgeline and Ram 1500 are all slightly safer, at least according to IIHS.
GMC Sierra 1500 Features
The latest GMC Sierra may not be the safest truck on the road or have the nicest interior, but one area where it distances itself from rival models is in technology. And unquestionably, one of this truck’s most innovative and useful features is its available MultiPro Tailgate.
Think of this as a tailgate within a tailgate. The groundbreaking design provides six different functions. It folds down like a normal tailgate. There’s an integrated load stop to prevent cargo from sliding out of the bed while driving. The inner gate can be dropped while the main gate is down to make reaching things in the cargo box easier. It offers a wide and sturdy bed step. The inner tailgate can be lowered with the primary gate up to help in carrying longer items. In this same configuration, the inner gate can even serve as a workstation, a convenient place to set a laptop computer or even eat a quick lunch.
GMC also offers a CarbonPro cargo box. As its name suggests, you can get a Sierra with a bed made of lightweight and super tough carbon fiber. It’s supposedly more durable, impervious to scratches, dents and corrosion, plus it should reduce the truck’s weight by about 60 pounds compared to a traditional steel bed.
The latest Sierra can also be equipped with a rear-camera mirror, a first for the full-size truck segment. This nifty feature takes a video feed from the truck’s reverse-facing or back-up camera and sends it to a display mounted behind the rear-view mirror’s glass. This provides a dramatically increased range of vision compared to a standard mirror, plus any cargo you’re hauling, or the backseat headrests do not block its field of view. Of course, if you find this feature disorienting, you can just flip the dimmer, which acts as an on-off switch. Do so, and you have a standard rear-view mirror once more.
Another first for full-size pickups is a full-color head-up display. It’s gigantic, with a screen measuring three inches by seven. It’s also customizable, allowing drivers to have exactly the information they want displayed.
Range-topping Denali models also feature Adaptive Ride Control. Basically, the shock absorbers can react to changing road conditions to deliver a smoother ride without any unwanted handling tradeoffs.
One of the Sierra’s most noteworthy available items is its ProGrade Trailering System, which includes numerous clever features. It can make hooking up a trailer much easier, providing hitch guidance and even a special hitch view from the back-up camera so you know you’ve got everything perfectly lined up without having to get into and out of the truck multiple times. With hookup assist, this system can also automatically apply the electrically operated parking brake the when truck is put in park to keep it from rolling backwards, something that’s incredibly annoying while trying to hook a trailer up. It even provides a trailering app on the dashboard display, which includes a checklist of things to make sure you have all set before driving off with a trailer in tow. It even lets you create trailer profiles to automatically recall specific setting for any saved trailer.
Two of the Sierra’s V8 engines feature an advanced new efficiency-boosting feature called Dynamic Fuel Management. This is a cutting-edge version of cylinder deactivation that can shut down any number of cylinders at nearly any time to provide the exact amount of torque needed in any given driving situation. In total, it has 17 different deactivation combinations, which enables the up-level 5.3-liter V8 and top-shelf 6.2-liter V8 to run on anywhere between two cylinders and all eight.
GMC Sierra 1500 Pricing
When it comes to pricing, the most affordable version of GMC’s Sierra 1500 starts at about $31,195. That gets you an eight-foot-long bed, a 4.3-liter V6 engine and rear-wheel drive. Opt for a popularly equipped midrange SLT-trim extended-cab 4×4 version with the uplevel 5.3-liter V8, Dynamic Fuel Management, an eight-speed gearbox, some driver-assistance features plus a few other amenities and you’ll end up spending around $50,000. If only the best will do, a four-wheel-drive crew-cab Denali model with every bell and whistle could easily set you back $75,000.
GMC Sierra 1500 Competitors
Not only does the GMC Sierra 1500 compete with the light-duty Chevrolet Silverado, it’s tasked with battling a range of other full-size pickups. Its primary challengers are two crosstown rivals, the Ford F-150 and Ram 1500, however, both the Toyota Tundra and Nissan Titan are serious competitors in the “half-ton” truck segment as well.
GMC Sierra 1500 Future Plans
The GMC Sierra 1500 was just completely overhauled for the 2019 model year, gaining a new, stiffer, lighter-weight, high-strength-steel frame, in addition to loads of cutting-edge technology, more spacious cabs and a range of advanced powertrains. It’s highly unlikely GM will update this truck in any significant way in the near-term, however, they might be wise spending a little money to spruce up the interior of this pickup and its sibling, the Silverado. Even though they’re both brand new, their cabins are not quite as nice as what you can get in competing Ford, and especially Ram, models. Perhaps they’ll make such improvements in not-too-distant future, though this is purely speculation.
2019 GMC Sierra Denali Review
By Benjamin Hunting
The hyper-accelerated growth of luxury trucks aimed at well-heeled utility-focused buyers and status seekers looking to live large has been properly exploited by almost every automaker with a finger in the pickup pie.
For GMC, however, the stakes are somewhat higher: its Denali premium brand represents a full 30 percent of its total sales, with a higher average transaction price than several European luxury stalwarts and volume that dwarfs most of the next-in-line badges.
This makes the 2019 GMC Sierra Denali, its flagship full-size truck, the most important jewel in the company’s crown. Not only is it the one area where GMC has a legitimate chance to give its Silverado-cloning Sierra a chance to rise about its shared Bowtie platform, but it’s also the strongest seller in the entire Denali family. As goes Sierra, so goes the rest of GMC’s fortunes.
Surprisingly, after a day spent traversing the coastal roads of Newfoundland, Canada’s newest and least-accessible province, I discovered that the latest Denali is a much more incremental step than one would otherwise expect – especially after having sampled the rest of the best in the pickup truck world.
Bigger and Better
First, the basics. As with all things truck, the 2019 edition of the Sierra Denali is larger in almost every respect compared to the model that preceded it. In four-door crew cab body styles, this becomes most obvious when sitting in the rear seat, which benefits from a massive three extra inches of legroom, catching up to peers from Ram and Ford and embiggening an already generous cabin.
Other benefits for the redesigned Sierra include a frame that is both stronger and lighter (providing a quarter of the near-360 lbs of weight savings that have been sliced from the Denali’s girth), a longer wheelbase, and a wider cargo box (whose 7-inch boost comes when ordering its 5-foot, 8-inch version).
Style-wise, the new Sierra Denali follows the trend of massive grilles, extensive chrome brightwork, and chiseled, muscular sheet metal all around. It’s less clean than older versions of the truck, but still handsome enough in its own right, and certainly in keeping with the overbearing designs of its peers.
Old Meets New
Most of what’s fresh in the 2019 GMC Sierra Denali is balanced out by carry-over features and equipment – although this isn’t necessarily a bad thing. The vehicle is offered with the choice of either a 355 horsepower, 5.3-liter V8 or a 420 horsepower, 6.2-liter V8, with the latter also generating 460 lb-ft of torque. Each of these engines will be familiar to anyone looking to upgrade from last year’s Denali, although the larger of the two benefits from a new 10-speed automatic gearbox (and a turbodiesel V6 will eventually be added to the mix later in the production run).
I was only able to drive a 6.2-liter edition of the Sierra Denali during my time on the Rock, but it proved to be as quick and smooth a power plant as it was in the previous-generation truck. The 10-speed was just as content working behind the scenes as the original 8-speed, which is a definite win for GMC, despite no fuel savings coming with it.
Also the same? The Denali’s standard magnetic ride control suspension, an adaptive setup that isn’t quite as cosseting in the Sierra as in the Yukon SUV (and which lacks the coil-spring control or air ride adjustability of the Ram 1500), but which keeps the pickup straight and true and more comfortable than its lesser siblings. Both two-wheel and four-wheel drive versions of the truck can be had (with a locking rear differential and low-range gearing on the latter), and power-seekers take note: if you want that big 6.2 you’re going to have to spring for a 4×4 as well.
Not Far Enough
Having recently spent time in the previous-generation Denali and been critical of what I perceived as its behind-the-times interior trappings and feature availability, I expected the 2019 redesign to present a dazzling counterpart to my previous complaints. Instead, what I encountered was a frustrating ‘more of the same’ mentality inside the passenger compartment.
Yes, the newest Sierra Denali does introduce much-needed equipment such as keyless entry and a push-button ignition, but in terms of materials, it’s quite difficult to grade the truck higher than its predecessor. The cabin remains a sea of grey and black plastics and leather, with only a splash of wood grain trim on the door pulls to break things up. This is a far cry from the comparably sumptuous details available in the upper-tier Ram 1500 and even Ford F-150 models.
The vehicle’s infotainment screen, too, feels small and cramped at 8 inches, although it does its job quickly and with only the briefest of flickers when moving from one screen to the next. It’s joined by a massive head-up display (which had me wondering how long before the entire windshield gives up its real estate to digital data), but neat information such as the truck’s angle of orientation is balanced out by a surprisingly simple gauge cluster.
The rest of the 2019 GMC Sierra Denali’s talking points come across more like gimmicks than next-generation improvements to the pickup. A carbon fiber cargo box is available for an undisclosed upcharge expected to be in the thousands, and while it does add strength and durability over steel (along with a modest reduction in mass), it’s hard to pinpoint the demand for this kind of feature. More questionable to the traditional pickup truck crowd is the Denali’s standard multi-function tailgate, a unit which Swiss Army knifes its way through bench, bed-extender, and step configurations, aided and abetted by a slot machine handle affixed to the inside of the cargo area. It’s heavier than a normal tailgate, and will certainly be tricky to operate during winter conditions – not to mention what will happen once road salt, mud, and grime begin to clog up its many hinges and mechanisms.
One area of innovation that does come across as particularly useful with the 2019 Denali, however, is its extensive suite of trailering features, which include not just assistance while backing up and aligning the hitch, but also the ability to individually test each trailer light as well as access a need-to-do checklist before towing (by way of an app or on the infotainment screen).
The Verdict: 2019 GMC Sierra Denali Review
That the 2019 GMC Sierra Denali trucks when it needs to truck is never in question. With a tow rating of 9,600 lbs and a payload of just over 2,000 lbs, the Sierra doesn’t scrape up against the class leaders but does offer real-world practicality for the vast majority of pickup buyers. It’s also reasonably comfortable, respectably stylish, and preposterously large inside its four-door cabin, backed by a truly excellent powertrain when opting for the 6.2-liter V8.
Where the Denali falls flat is in the execution of its luxury mission. For a vehicle whose MSRP can easily crest the $70,000 mark, the return on investment just isn’t there as compared to more compelling efforts from its immediate Detroit-based rivals. Simply put, it’s not as fully-featured nor as plush as it needs to be to claim premium status, making the latest high-zoot Sierra feel more like a missed opportunity than a triumph.
2019 GMC Sierra AT4 Review
By Casey Cordeiro
Gone are the days when we walked into a truck dealership to buy a basic truck with a basic V8 engine, a basic cloth laden interior, a basic truck bed and tailgate, and, you guessed it, a basic suspension system.
“Basic” is so the 1990s. These days (aka the days of the half-ton truck that can easily crest $60k or more), it seems like the basic model now comes with a full safety technology suite, a more than adequate infotainment system that does everything, and wheels that don’t come in the steel variety.
Not that this is a bad thing. It’s actually a great time to be a truck buyer because these vehicles are loaded with more technology, more interior features, more comfort, more powertrain options, and more optional packages than ever before.
Case in point, the all-new 2019 GMC Sierra is the most refined pickup that GMC has ever put on dealership lots. It’s not basic at all, and the truck has more features and more amenities than ever before. The AT4 is a perfect example of an all-new trim level that fits a market void that GMC has never gone after – the off-roader looking for a factory lifted truck with more features than your standard, run-of-the-mill skid plate package.
The AT4 does have the skid plates that you would find on an off-road version of the Sierra of yesteryear, but it is also equipped with off-road-ready features like a 2-inch factory lift kit, an Eaton G80 automatic locking rear differential, red tow hooks set into the color-matched front bumper, optional 6.2L V8 engine paired with the 10-speed automatic transmission, optional Goodyear Wrangler Duratrac tires for increased traction, industry-exclusive six-function MultiPro Tailgate, and a tasteful assortment of interior upgrades like the seats with their specific colorways. Like other new model GMC trucks, the AT4 is also available with an interior technology suite that sees optional features like a heads-up display, high definition surround vision cameras, rear camera mirror, and more.
Fitting into the lineup as the second from the top model, the AT4 can be optioned out with every feature that would come in a Sierra Denali, but it won’t have the real wood trim, premium leather seats, and other items you’d expect in a Denali truck. The GMC designers kept the AT4 interior feeling like a more straightforward, off-road worthy setup.
As you step inside of the truck, you’ll first notice the full coverage floor mats, which cover the entire floor so mud, snow, rocks, and other debris stays off of the carpet. Once sitting in the leather seats, we enjoyed the fact that the driver and passenger seats are fully adjustable in the AT4.
In both on-road and off-road conditions, sight lines out the driver’s seat are definitely good with ample mirror coverage on each side and plenty of window space for checking blindspots. If a driver is ever not sure about a blind spot, the blind spot warning system is there to warn drivers if someone is in the next lane over. It wasn’t too intrusive on our drive.
While the interior and infotainment setup may be a bit rudimentary when compared to the high glitz trucks on the market these days, the exterior is sharp and boldly says GMC from every angle.
When you look towards the back of the truck, you’ll see that now famous six-position MultiPro tailgate. You might ask, “Why did we need to completely re-engineer the traditional tailgate?” Well, we needed to for good reason, and all of those reasons are summed up with the MultiPro unit. It’s more user-friendly than any tailgate from any truck manufacturer, mainly because it has those six different modes. Not only can it become the best tailgate step on the market, but it can also provide a higher workspace for people who work on the back of their tailgate. You can also have the tailgate in the lowered position and flip up just the top portion of it to act as a cargo hold when you have the back of the truck loaded down.
Similar to the other GMC truck models, which now number 6 total (Sierra, Sierra SLE, Sierra Elevation, Sierra SLT, Sierra AT4, and Sierra Denali, in order of upgrades), the AT4 can be had in either double cab or crew cab configurations. The base engine is the 5.3L V8 mated to the 6-speed auto. The 6.2L is optional and comes standard with the 10-speed auto. Coming next year, the Duramax 3.0L diesel will be an option on the AT4 and that engine will also come standard with the 10-speed automatic. From our experience, this 10-speed auto transmission is one of, if not the best, transmission on the market for all-around performance. It cruises and tows well and never hunts for gears, even with 10 of them on tap.
Those of us looking for a bit of extra power from the two V8 engine options will want the optional Performance Package available that adds an exhaust and intake. On the 6.2L engine, the package adds 15 more horsepower and 9 more lb-ft of torque, bringing the totals to 435 hp and 469 lb-ft of torque.
We also found that the transmission and transfer case gearing in 4Low was adequately low for the terrain we were testing on. At Eaton’s extensive proving grounds, the AT4 was able to crawl up the rock climbs without any hesitation at 1-2 mph on the 30% grades. The Z71-sourced skid plate package provided adequate protection for the mid-sized (1-2 foot at the largest point) boulders we were going over, too. With only a 2-inch lift on this truck, it did occasionally bottom out on this terrain, but it isn’t meant for heavy duty rock climbing, so this is to be expected.
Same goes for the sand and loose, loamy dirt portion of the test area. This section allowed the truck to sink about a foot into the dirt to test overall traction and tire side bite. With 4Low engaged and the truck in the manual shifting mode (gear changes are completed by the driver via the up/down switch on the gear shifter), the truck stayed the course and powered its way through the muck.
The throttle response is smooth and steady, allowing the driver to precisely control how much power gets pushed to the wheels. This is where the manual mode comes in really handy and is a must-have – leaving the truck in automatic allows it to shift up and down searching for gears, not ideal in this sandy, loose situation. The optional Duratrac tires were able to get enough traction to clear this area with ease. While we wouldn’t say these are the best meats we have tested in this terrain, they do work well enough to save you from ditching the stock tires immediately if you were to buy this truck. They would be good enough to wear out and if you’re really serious about your soft roading expeditions, then some beefier all terrains should be on your list for future purchases.
This loamy section also allowed us to test out the Rancho shocks at higher speeds. While not the most bump absorbent setup on a purpose-built off-road truck, the Ranchos do an admirable job. They are predictable and keep all the wheels firmly planted on the ground, which in turn increases confidence in the driver. Overall, GMC nailed this setup by making this truck have just enough off-road suspension capability without making it a bear to live with as a daily driver.
Another part of the test track allowed us to find out what the revised hill start assist system had to offer. Instead of just holding the truck for a couple of seconds like the last iteration, the new system will hold the truck indefinitely on steep grades (in our case a 30% grade). Once you apply throttle, the brakes ease off so your acceleration is smooth and effortless. If I’m being completely honest, I always thought these systems were overrated because a driver could make smoother stop-start, 2-foot driving transitions uphill compared to the electronics on other vehicles. Well, I finally met my match and found a system that is consistently smoother than a human’s touch. No exaggeration, it really is that good. And, the best part is that the system engages without any fumbling through the menus – just have the truck in 4Low up an incline and it does the rest.
A couple of interior features that came in really handy on our street and off-road drives were the Heads Up Display (HUD) and surround view camera system. Both of these features are included in the technology package. The HUD system, which projects the information low and out of your direct sight lines on the lower part of the front windshield, allows you to scroll through menus to change the display on the truck. On the off-road section, the HUD is more fun than useful at it displays the inclination and roll angles.
The other feature that was handier off-road than on-road was the surround view camera system. For anyone planning on doing some serious trail running with this truck, this system is a must have because it has cameras on the front, sides, and rear of the truck, creating a virtual surround of the vehicle. We tested it on the 30% inclination and found the front camera to be extremely helpful with getting a birds-eye view of what was over the hood when we couldn’t see what was directly in front of us at the top. The hood on the GMC isn’t especially long and actually has good sight lines out of it, but no truck can have ultimate angles out of the front because of long hoods. The front camera takes care of these problems.
The Verdict: 2019 GMC Sierra AT4 Review
For the off-road enthusiast in all of us, the factory lifted GMC Sierra AT4 and its choice of V8 engines offer very good fuel economy and easy to work on powertrain systems.
Circling back around to our original thought here, this fully optioned out Sierra AT4 truck stickers for just over $65k. While not out of the norm for today’s trucks, I can’t imagine paying this much money for a half-ton truck with a 2-inch suspension lift, several well thought out accessories, and a big V8 engine. Call me old school, but that just seems like it’s way overpriced to me. But, then again, people are dropping $75k on trucks all the time, so I suppose I am just a bit out of touch.
Base AT4s with the 5.3L and fewer creature comforts can retail for as low as $50,800, which is more manageable. Price and my personal frivolous nature aside, buyer’s of the Sierra AT4 will be impressed by its on-road and off-road manners. It has just enough capability off-road to call it a truly capable truck right from the factory, and it is smooth enough for grandma and grandpa to drive to and from their favorite date night hangout downtown. If you look past the few shortcomings, you’ll see that the 2019 GMC Sierra AT4 is a true winner of a truck.
|Engine /||4.3-liter V6 with Active Fuel Management (cylinder deactivation) - base engine|
|Torque /||305 lb-ft|
|Transmission /||6-speed automatic|
Our Final Verdict
The GMC Sierra sets itself apart from the rest of the pickup truck market with a couple of unique features: The clever MultiPro tailgate and the availability of a carbon fiber bed. Although its interior is a bit lacking in terms of luxury, the truck is capable and has a lot of tech to help truck drivers get the most of their pickups.4