#2020 GMC Sierra 1500 Diesel Towing Capacity

[enginerumors]

2020 GMC Sierra 1500 Diesel, Interior, Release Date

2020 GMC Sierra 1500 Diesel, Interior, Release Date

2020 GMC Sierra 1500 Diesel, Interior, Release Date – All-new in the beginning, the actual angular, carved 2020 GMC Sierra 1500is undoubtedly lengthier, roomier and also less dense in comparison to the previous truck when keeping very equipped. Their main changes make it very competitive within an easily altering class that also includes your fairly recently current Ford F150 in addition to…

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Dueling Diesel Duallies: 2020 GMC Sierra 3500HD vs. 2019 Ram 3500HD

True confession: Most of us here at MotorTrend are car lovers who look forward to driving gigantic dually diesel trucks about as much as we look forward to aging into AARP discounts, root canals, and colonoscopies. So, this year, when we pulled on our big-kid pants and strapped into these two behemoths—the 2020 GMC Sierra 3500HD Denali Duramax and the 2019 Ram 3500HD Limited Cummins—we brought along a bona fide truck enthusiast. Mark Williams knows the subtleties and secrets of this alien segment as encyclopedically as we know the car, light truck, and SUV segments we spend most of our year immersed in.

The Players

Qualifying as a mostly new diesel dually is the 2020 GMC Sierra 3500HD Denali Duramax, which features a stronger frame with improved payload and towing capacities. A longer crew-cab wheelbase also adds rear legroom in the new cab. Its revised bed is an inch closer to the ground, 7 inches wider inside (but not outside, thanks to new construction techniques), and features 10-12 corner tie-downs and GMC’s MultiPro six-function tailgate-within-a-tailgate. The 6.6-liter Duramax V-8 diesel carries over, but the 10-speed Allison transmission is new as is the availability of an auto-4WD system. Also new are myriad features aimed at easing the task of towing, including 15 camera views with an “invisible trailer” feature.

Slightly less new is the 2019 Ram 3500HD, which gets a fresh, fully boxed partially hydroformed frame comprised of 98.5 percent high-strength steel. A new front clip and rear styling deliver a claimed segment-leading 0.409 drag coefficient, but the box and cab mostly carryover, though the interior is upgraded to include most of the design and features that landed the Ram 1500 our Truck of the Year calipers last year (and the overall Ram HD lineup won for 2020). There’s also a record-breaking new 1,000-lb-ft high-output Cummins turbodiesel I-6 paired with a six-speed Aisin transmission. The chassis gets new Frequency Response Damping at all four corners to improve the unladen ride quality. Another ride-improving measure is Ram’s optional auxiliary rear air springs that allow the main leaf springs to be slightly softer (it adds $1,595 unless you order the $3,695 max tow package). This also greatly simplifies trailer attachment, as the truck can often lower itself to clear a gooseneck or bumper hitch.

Ride and Handling

We started out with some long drives on the freeway and short loops of city and twisty mountain roads, all unladen—the kind of driving we car folks understand. Turns out these both make terrible cars, but being forced to choose among them as trucks, features editor Scott Evans favored the Ram. “It rides substantially better than the GMC does. The front and rear end both feel better damped and more buttoned-down to the road. You’re not getting shaken up nearly as much in the cabin.” Testing director Reynolds concurred, conditionally “The ride is probably better overall, but when it does hit a bump the G level is quite noticeable and higher than in the GMC, though it’s more quickly damped.”

In terms of handling, road test editor Chris Walton found the Ram’s steering “lively and lightly weighted making it more fun on the twisty bits.” But in our simulated emergency lane-change maneuver Reynolds found the GMC to handle much more adroitly. “After some laps I was actually drifting a bit which is remarkable.” By contrast he found the Ram to be “a lot clumsier than the GMC; difficult to place with control.” Truck expert Williams found the GMC’s steering to be more precise and its brakes more linear in their pedal response, with the brakes “providing a level of comfort and predictability I didn’t feel with the Ram.”

These trucks are supposed to spend most of their lives working, so Williams hooked us up with 20,000-pound gooseneck trailers to sample (both heavy-duty trucks are rated for more than 30,000 pounds). Oddly enough, ride comfort supremacy varied. Loaded with a trailer, the front seat ride quality was deemed better in the GMC, while the Ram’s rear seat rode more comfortably. Walton found the GMC’s brakes more confident than the Ram’s with better initial bite and progression when towing.

Performance

Despite the Ram’s impressive 1,000-lb-ft torque rating (90 more than the GMC), the Sierra Denali’s 45-hp (and 2.6-lb/hp) advantage and that brilliant new 10-speed automatic helped it win every performance challenge we threw at these big trucks. Williams opined that the Ram’s engine controller limits torque from rest when unladen to prevent wheelspin, given its aggressive 4.10:1 axle ratio (the GMC runs a 3:42:1 axle). The Ram trails the GMC by 1.9 seconds to 60 mph and by 1.4 seconds and 6.0 mph through the quarter mile. But hitch a 20,000-pound trailer to each and the difference shrinks to 0.7 and 0.9 seconds, respectively, presumably with no torque-limitation on the Ram. The GMC also managed to accelerate from 35 to 55 mph up a 5-percent grade with a 17,330-lb trailer 2.2 seconds quicker than the Ram in 160 fewer feet. GMC’s Duramax/Allison powertrain is vastly quieter and smoother than the Ram’s Cummins/Aisin setup—but Williams reminded us that Cummins buyers really want to hear that big-rig sound. GMC even holds an 11-foot advantage in braking distance from 60 mph (stopping in 134 feet, unladen) and scooted through our simulated emergency obstacle-avoidance double lane change 0.6 second quicker (in 4.1 seconds).

As for bragging-rights, as configured our Ram heavy-duty truck can tow 34,130 pounds from a gooseneck or fifth-wheel hitch and 23,000 pounds off the bumper. Our GMC is limited to 31,180 and 20,000 respectively. Note that a regular-cab rear-drive GMC 3500HD Duramax dually is rated for 35,500 pounds, while 35,100 is as high as the equivalent Ram Cummins H.O. goes. Both trucks have a 14,000-pound gross vehicle weight rating, meaning the lighter GMC can carry 5,366 pounds—180 more than the Ram. Williams summed the GMC up thusly: “This platform, engine, and transmission combination might be the strongest, most civilized heavy hauler we have on the planet. This truck has no lag or dead spots in the power curve that I could feel.”

Comfort and Convenience

As decisively as GMC won the last category, Ram wins this one. Its top-shelf Limited trim’s palatial interior simply smites the GMC’s equivalent Denali. The seats were universally praised as offering more adjustment and being far more comfortable—even in the back, where the lower GMC cushion provided insufficient thigh support. Thoughtful touches abound in the Ram, from the jumbo screen and user-friendly Uconnect infotainment system to its roomy Ram Bins in the rear floor, to its many USB, USB-C, and 110-volt outlets sprinkled about the cabin. The GMC’s tiny stowage bins in the rear seatbacks are comparatively laughable. Our Ram Limited had adaptive cruise control (part of a $3,440 option package), but this increasingly ubiquitous fatigue-reducing feature is not offered on the GMC Denali.

In GMC’s favor are some pretty cool trailering gizmos, including a trailer-light testing app, loads of available cameras including an option to install cameras in and on a trailer to provide an “invisible trailer” rear view and monitor items or animals inside a trailer, while a blind-spot view shows the whole side of the rig whenever a turn-signal is activated when towing. The GMC’s mirrors motor outboard for better trailer visibility, whereas the Ram’s horizontal mirrors pivot up and out, providing power control of the small spotter mirrors. Opinions were split on which approach was superior. GMC offers a button that instantly lowers all four windows so you can hear spotters directing you while backing a large trailer, plus a lovely full-color head-up display that can’t be had in a Ram, and its lane-departure system buzzes one side or the other of the driver’s seat cushion whenever one of those outboard rear wheels strays over a line (as they frequently do).

Confidence

If you’re likely to spend long days in the saddle towing or hauling, which truck will make your job easiest? Well, in addition to the aforementioned adaptive cruise control, the Ram offers a highly effective exhaust brake with two settings: on, and automatic. The former provides max retardation you can hear and feel whenever you lift off the accelerator. Auto provides just enough engine braking to maintain the speed you were traveling when you lifted off the accelerator. The GMC’s exhaust brake is harder to hear and feel but worked in concert with Auto Grade Braking to maintain a set 65-mph speed descending the 5-percent Davis Dam grade just as effectively as the Ram’s setup (but it’s impossible to tell how much, if any, the friction brakes were contributing to that result). Walton felt the Ram tracked straighter and required less steering than the GMC to maintain its lane position while towing on the grade, but Williams “didn’t find the steering of the Ram 3500 to be as precise as the GMC’s.” Another data point in the Ram’s favor on the confidence front: In climbing up and down the Davis Dam grade, its cooling system topped out early at 168 degrees (F) and stayed there, while the GMC’s reached 190 at the summit.

GMC’s big advantage in confidence may be its automatic 4WD capability. Its new Magna Ultimax transfer case disconnects the front prop-shaft for better fuel economy in RWD mode and uses a wet-clutch to provide on-demand engagement of the front axle in Auto-AWD mode when rear-wheel slip is detected—a first in the heavy-duty segment and a comfort in changing weather conditions. There’s also a dedicated off-road and snow/ice mode in addition to the transmission’s tow/haul mode. Ram only offers tow/haul and part-time 4WD. Williams was sold on the GMC: “With big trailers, this is the one you’ll feel less exhausted by after a full day on the road.”

Conclusion: Which Diesel Dually Truck is Best?

We car lovers were sufficiently smitten by the Ram’s interior design and amenities, comfier seats, snazzier exterior styling, and superlative torque and trailering stats that we were willing to forgive the truck its pokier performance and more raucous powertrain. Williams pointed out that serious truckers favor investment in chassis and powertrain strength over embroidered interiors, and hence would likely find the GMC’s performance advantage compelling. He also shared that they only care about exterior styling to the extent that it serves the truck’s mission, so they’re willing to embrace features like the Sierra Denali’s giant garish grille as an essential element of the cooling system. The GMC was $7,280 less expensive as tested, but Williams openly worried whether “the front-end torsion bar setup might burn through tires when a truck like this runs the majority of its time with a full load.” By identifying that chink in the GMC’s armor he emboldened us car-lovers to vote the Ram as winner, but we’ll totally forgive serious truckers for choosing the GMC (or Chevy) Duramax dually.

2nd Place: GMC Sierra 3500HD Denali Duramax

Call us when you spiff up the interior and when we can tell the exhaust brake is working.

1st Place: Ram 3500HD Limited Cummins

The littlest big-rig tractor on the highway offers the market’s nicest ride, best interior, and amazing capability.

More on the Ram: Find out why the Ram HD is the 2020 MotorTrend Truck of the Year here.

2020 GMC Sierra 3500HD Denali Duramax (CrewCab 4WD DRW) 2019 Ram 3500HD Limited Cummins (CrewCab 4×4 DRW) DRIVETRAIN LAYOUT Front-engine, 4WD Front-engine, 4WD ENGINE TYPE Turbodiesel 90-deg V-8, iron block/alum heads Turbodiesel, I-6, iron block/head VALVETRAIN OHV, 4 valves/cyl OHV, 4 valves/cyl DISPLACEMENT 402.7 cu in/6,599 cc 408.3 cu in/6,690 cc COMPRESSION RATIO 16.0:1 16.2:1 POWER (SAE NET) 445 hp @ 2,800 rpm 400 hp @ 2,800 rpm TORQUE (SAE NET) 910 lb-ft @ 1,600 rpm 1,000 lb-ft @ 1,800 rpm REDLINE 4,600 rpm 3,250 rpm WEIGHT TO POWER 19.4 lb/hp 22.0 lb/hp TRANSMISSION 10-speed automatic 6-speed automatic AXLE/FINAL-DRIVE/LOW RATIO 3.42:1/2.15:1/2.72:1 4.10:1/2.58:1/2.64:1 SUSPENSION, FRONT; REAR Control arms, torsion bars, anti-roll bar; live axle, leaf springs Live axle, coil springs, anti-roll bar; live axle, leaf springs, air springs STEERING RATIO 18.0:1 14.2:1 TURNS LOCK-TO-LOCK 3.6 3.0 BRAKES, F; R 14.0-in vented disc; 14.0-in vented disc, ABS 14.2-in vented disc; 14.1-in vented, disc, ABS WHEELS 6.5 x 17-in forged aluminum (x4); 6.5 x 17-in steel (x2) 6.0 x 17-in cast aluminum (x4); 6.0 x 17-in, steel (x2) TIRES LT235/80R17 120/117R M+S Michelin Energy Saver A/S LT235/80R17 120/117R M+S Nexen Rodian HTX RM5 DIMENSIONS WHEELBASE 172.0 in 169.3 in TRACK, F/R 68.1/75.0 in 69.6/75.9 in LENGTH x WIDTH x HEIGHT 266.1 x 96.7 x 80.7 in 260.8 x 96.5 x 79.3 in TURNING CIRCLE 56.8 ft 53.7 ft CURB WEIGHT 8,634 lb 8,814 lb WEIGHT DIST, F/R 57/43% 59/41% SEATING CAPACITY 5 5 HEADROOM, F/R 43.0/40.1 in 40.9/39.8 in LEGROOM, F/R 44.5/43.4 in 40.9/40.2 in SHOULDER ROOM, F/R 66.0/65.3 in 65.9/65.6 in PICKUP BOX L x W x H 98.3 x 71.4 x 21.0 in 98.3 x 66.4 x 20.1 in PICKUP BOX CARGO VOLUME 83.5 cu ft 74.7 cu ft WIDTH BET WHEELHOUSES 50.6 in 51.0 in PAYLOAD CAPACITY 5,366 lb 5,186 lb TOWING CAPACITY 20,000 lb (31,180 lb gooseneck) 23,000 lb (34,130 lb gooseneck) TEST DATA ACCELERATION TO MPH 0-30 2.2 sec 2.9 sec 0-40 3.4 4.5 0-50 5.0 6.7 0-60 6.9 (towing*: 23.1) 8.8 (towing*: 23.8) 0-70 9.2 11.8 0-80 11.9 15.0 0-90 15.3 — PASSING, 45-65 MPH 4.1 4.8 QUARTER MILE 15.3 sec @ 89.8 mph 16.7 sec @ 83.8 mph QUARTER MILE (towing)* 22.7 sec @ 59.7 mph 23.6 sec @ 59.8 mph BRAKING, 60-0 MPH 134 ft 145 ft DOUBLE LANE CHANGE 4.1 sec 4.7 sec DAVIS DAM FRUSTRATION** 26.0 sec @ 1,830 ft 28.2 sec @ 1,990 ft TOP-GEAR REVS @ 60 MPH 1,400 rpm 1,700 rpm CONSUMER INFO BASE PRICE $77,645 $76,840 PRICE AS TESTED $81,100 $88,380 STABILITY/TRACTION CONTROL Yes/Yes Yes/Yes AIRBAGS 6: Dual front, front side, f/r curtain 6: Dual front, front side, f/r curtain BASIC WARRANTY 3 yrs/36,000 miles 3 yrs/36,000 miles POWERTRAIN WARRANTY 5 yrs/100,000 miles 5 yrs/100,000 miles ROADSIDE ASSISTANCE 5 yrs/100,000 miles 5 yrs/100,000 miles FUEL CAPACITY 36.0 gal 32.0 gal REAL MPG, CITY/HWY/COMB 12.2/21.3/15.1 mpg 13.2/18.0/15.0 mpg EPA CITY/HWY/COMB ECON Exempt from testing Exempt from testing RECOMMENDED FUEL Diesel Diesel *20,000-pound gooseneck trailer **time and distance to accelerate from 35-55 mph while towing a 17,330-pound trailer

The post Dueling Diesel Duallies: 2020 GMC Sierra 3500HD vs. 2019 Ram 3500HD appeared first on MotorTrend.

https://www.motortrend.com/cars/ram/3500/2019/2020-gmc-3500hd-vs-2019-ram-3500hd-diesel-dually-comparison-review/ visto antes em https://www.motortrend.com

[tsandsfordmadras]

Often regarded as an upscale choice, the 2020 GMC Sierra near Prineville OR may seem to be at the top of its game. Its handsome exterior and overall tough build make it a reliable contender in the light-duty truck category. However, most savvy truck buyers are shifting more towards an all-time favorite, the 2020 Ford F-150. Find out why this worthy contender is considered the smarter choice in its class.

Awards and Accolades

For starters, it’s undeniable that the Ford name has become a real crowd-pleaser. When it comes to dependable trucks, the auto maker truly steps up its game. In 2019, research group JD Power released its Automotive Performance, Execution, and Layout study (APEAL), and reported that the Ford F-150 is the highest ranked light-duty pickup truck in the nation, with the GMC Sierra trailing behind in third place.

Comparing the Power

At first glance, car reviews claim the 2020 GMC Sierra near Prineville OR appears to be a bit too luxurious for the roughness it will likely endure. On the other hand, the no-frills F-150 can roll out and get the job done in a straightforward manner. It offers outstanding packages, technology, and features without appearing less capable.

Towing is a task that both trucks can do in a cinch, but which one fares better? The 3.0L inline-6 diesel variant of the 2020 GMC Sierra is slated to give out 277 hp and 460 lb-ft. of torque. The tough bed can carry a max payload of 1,830 lbs and the max towing capacity for the Sierra is about 9,100 lbs. Compare that side-by-side with the 2020 Ford F-150’s 3.5L turbodiesel V6 engine, and payload capacity bumps up to 2,020 lbs. Ford claims that with the right set-up, the F-150 can manage a massive 13,200 lbs of towing.  

Efficiency and Safety

Like the 2020 Ford F-150, the up and coming 2020 GMC Sierra near Prineville OR aims to offer impressive fuel efficiency in the city and on the highway. Both trucks can reach up to 23 mpg city and up to 30 mpg highway. In terms of safety, GMC and Ford saw to it that they provided adaptive cruise control, parking assist, brake assist, pedestrian detection, and several other advanced safety features on these new models.

Look into a Brighter Future

It’s true the 2020 GMC Sierra boasts some attractive upgrades compared to previous model years, but Ford has more up its sleeve. Critics have been raving about the up and coming 2020 and 2021 hybrid and electric models for the F-150. Though no complete details have been released, reports show that Ford has teamed up with electric vehicle design company Rivian to bring to the world the future of the F-150 truck.  Some sneak peeks mention the EV variants may reach a driving range of 200 miles or more on a single charge. Car enthusiasts will certainly be at the edge of their seats waiting for more juicy details.

For now, we can readily see who wins this master truck showdown. Experience the Ford difference today by test driving a 2020 Ford F-150 at TS&S Ford.

[crosbyru-blog]

GM postpones launch of diesel engines for big trucks to 2020 MY

General Motors is postponing the launch of a new inline-six turbodiesel engine in the Chevrolet Silverado 1500 and GMC Sierra 1500 until the 2020 model year.

The EPA’s emissions certification process for the engine is taking longer than anticipated, creating a “slight delay,” according to a memo GM sent to dealers Tuesday.

The full-size diesel pickups were expected to go on sale for the 2019 model year in early 2019, months after gasoline versions started arriving at dealerships last fall.

GM said 2020 diesel pickup production will begin “soon” but the delay means dealer orders for the models will be canceled and must be resubmitted.

Dealers and customers impacted by the cancellation will be offered a replacement 2020 vehicle, according to the memo. Notification and timing of the replacement orders will be provided later, the company said.

A company spokesman said dealer orders for the 2020 diesel models will open “soon.” He declined to comment on how many orders were placed for the 2019 model year.

The U.S. government has taken a stricter stance on emissions certification — particularly diesel engines — since Volkswagen Group’s sweeping emissions violations emerged in September 2015. Other automakers, including Fiat Chrysler Automobiles and BMW Group, have also been forced to delay launches because of the prolonged certification process.

The 3.0-liter Duramax engine is GM’s first turbodiesel in a full-size GM pickup since 1997.

In March, GM said the engine — paired with a 10-speed automatic transmission — would achieve segment-leading power of 277 hp and 460 pound-feet of torque.

GM has not released towing capacity, payload and fuel economy ratings for the Duramax diesel model, which will be priced starting at $2,495 over a 5.3-liter V-8 model and $3,890 over a 2.7-liter turbo model.

The new diesel engine is being produced at a GM powertrain plant in Flint, Mich.

According to the memo, the Silverado, like its Sierra sibling, will receive updates such as adaptive cruise control and expanded availability of the 10-speed transmission for the 2020 model year, confirming earlier reports.

http://feedproxy.google.com/~r/autonews/BreakingNews/~3/KaBlBO0gEmM/gm-postpones-launch-diesel-engines-big-trucks-2020-my buy here pay here

[enginerumors]

2020 GMC Sierra 1500 Elevation, Diesel, Release Date

2020 GMC Sierra 1500 Elevation, Diesel, Release Date

2020 GMC Sierra 1500 Elevation, Diesel, Release Date – All-new through the beginning, the particular angular, carved 2020 GMC Sierra 1500is without a doubt lengthier, roomier along with lighter weight in comparison to the past truck, although keeping very competent. Its fundamental changes make it competing within a swiftly shifting class that features the actual fairly recently up to date Ford…

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2020 GMC Sierra 1500 for sale near Greensboro NC

The Sierra is available with five different engines, three different transmissions, and rear- or all-wheel drive. The base setup is a 285-hp V-6 paired with a six-speed automatic. The available 355-hp 5.3-liter V-8 pairs with a six- or eight-speed automatic. The 420-hp 6.2-liter V-8 and torque-rich diesel six-cylinder (making 460 lb-ft) solely operate through a 10-speed automatic.

The 2020 Sierra belongs to a generation that began with the 2019 model year. Just one year after a redesign, changes for 2020 are minor. Towing capacity dropped slightly from the 2019 total but still comes in above 12,000 pounds. There are a few new available features as well, including adaptive cruise control, a bed-view camera, and an audio system integrated into the MultiPro tailgate.

This vehicle features a 3 liter inline 6 cylinder DOHC diesel engine 8-way power adjustable drivers seat AC power outlet - 2 Air conditioning with dual zone climate control All-Weather Floor Liner (LPO) Audio controls on steering wheel Automatic Transmission Bed extender Bluetooth Chrome Wheel To Wheel Assist Steps Clock - In-radio display Compass Driver memory seats Engine Block Heater Engine hour meter Engine: Duramax 3.0L Turbo-Diesel I6 Heated drivers seat Heated passenger seat Heated steering wheel Intermittent window wipers Leather seats

Give us a call at 336-996-5780 or visit us online at https://rcl.ink/Kzu to find out more about this 2020 GMC Sierra 1500

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GMC Vs RAM Models: 2020 GMC Sierra Vs. RAM 1500

The GMC and Dodge Ram are both reputable for offering excellent pickup trucks. If you’d ever use a Ram truck, you would definitely fall in love with its big-rig and styling. The trucks are rugged and very reliable for all terrains; it is certainly made for the road. Also, Ram offers luxurious trims with plenty of chrome and bare-bones models, too, plus a line of Fiat-sourced commercial vans. If you are a fan of a diesel pickup truck, the 2020 GMC Sierra is the one for you. The new GMC truck is fully diesel-powered, with an efficient engine and a couple of updates here and there.

However, when it comes to selecting the best pickup truck that can suit well with your needs for power, reliability, and capability, it could be quite an overwhelming task choosing from these two top pickup brands. Our side by side comparison of the 2019 to 2020 Ram and 2020 GMC Sierra will let you in on all you need to know before deciding on which new full-size truck is right for you.

Interior

The interior of the new Ram is well-built and uses nice materials throughout, added by lots of clever touches throughout the cabin that shows Ram is paying attention to the interior. It features distressed wood, Western-style filigree metal, and perforated leather seats. All these are arranged in a mix to create a sense of luxury and comfort. The interior of the new Sierra falls below expectations, making it one of the huge low point in the truck. It features hard and unappealing plastic. Although Sierra’s interior can be said to be perfectly serviceable, that’s all about it. Aside from the luxurious appeal of the Ram 1500 interior, it also highlights it with a classic infotainment technology.

Engine And Performance

There’s little information available for the engine of the 2020 RAM; however, it is expected to come with a couple of engineering changes. The engine is likely to be the third generation 3.0-liter Ecodiesel V-6, having the same size as the preceding engine, but almost entirely different from the 3.0 L V-6 diesel in the older Classic model. The 3.0L diesel low noise engine also generates more torque (which is necessary for towing) than most close rivals. The RAM’s Black Edition, a limited model, offers three different drivetrains; two gas options and a diesel. The base gasoline that produces a 305 horsepower and 269 pound-feet is FCA’s already iconic 3.6-liter Pentastar V-6. The engine’s eTorque makes it more of a mild hybrid.

The 2020 Sierra comes with a new 3.0-liter turbodiesel available as an option. Also, a 5.3-liter V8 engine paired with a 10-speed automatic is available. Relative to the 2019 Ram, the 2020 Sierra’s 3.0 turbo diesel produces 191 pounds-feet more torque than the Ram 1500’s standard 3.6 DOHC V6 hybrid (460 against 269). Also, it produces more torque than the RAM.

The available ten-speed automatic on the GMC Sierra makes for better acceleration and lower engine speed on the highway. Also, the higher torque in the GMC Sierra 1500 does a much better job of transmitting the horsepower of the engine to the wheels than the Ram 1500.

Towing

The new diesel engine in the latest Ram is designed to be lighter, longer, and stiffer than before. The diesel has a maximum towing rating of 12, 560 pounds. It also permits a payload of up to 2,300 pounds in its cab and bed, in addition to its towing capacity. Compared to its close competitors, the Ram has a close to the best towing capacity. The current Sierra, with the engine under its hood, permits a maximum towing rating of 9,100 pounds. It also can haul up to 1,830 pounds of payload. The diesel-powered engine version in the 2020 Dodge Ram can out-tow the 2020 GMC Sierra by been able to pull 12, 560 pounds.

Fuel Economy

On the EPA test cycle, the Sierra engine gets a fuel mileage of 15 to 20 mpg city and 20 to 24 highway while the Ram V6 engine gives a 19 to 20 mpg city and 24 to 26 mpg highway. The Ram will cause you to always make a stop at the gas station than the Sierra all due to its fuel economy and tank size.

Passenger Space

With a passenger seating capacity of 3 to 6, the latest Sierra 1500 offers passengers in its extended cab about the same head- and legroom as the Ram 1500. The new Ram, however, has a 5 to 6 passenger seating capacity. The GMC Sierra is the best bet for tall drivers and their passengers since it has a much greater head- and legroom than the RAM 1500.

Safety features

The Ram and the GMC seem to have always paid much attention to details when it comes to safety. Both the 2020 Sierra and the 2020 Ram 1500 is fully fitted with standard driver and front passenger airbags, front side-impact airbags, side-impact head airbags, front seatbelt pretensioners, four-wheel antilock brakes, crash mitigating brakes, rearview cameras, blind-spot warning systems, daytime running lights, electronic stability systems to prevent skidding, traction control, lane departure warning systems, and rear cross-path warning. Besides, the new Sierra offers an optional bed-view and trailer cameras to the lineup and adaptive cruise control in its other trims.

Dimension

Ram, in its 2020 model year, gets a wheelbase of 144.6 inches, length of 232.9 inches, a width of 82.1 inches, and a height of 77.6 inches. In a tight parking spot, you can always count on the new GMC Sierra 1500 to get in and out of your car easier as they come with a slightly narrower dimension. However, in overall length, the new GMC Sierra can stand its ground firmly against the Ram.

Handling

The 2020 GMC Sierra 1500 and the Ram 1500 both offer a similar turning radius. They can be maneuvered in and out of tight spots with much ease. However, the new Sierra offers a driver-adjustable suspension system. This system permits drivers to choose between an extra-supple ride, reducing fatigue on long trips, or a sport setting, which allows maximum control for tricky roads.

Pricing

The cost of the new Ram 1500 and the GMC Sierra is relatively the same. The 2020 GMC Sierra costs $29,600 at MSRP. The 2020 Ram 1500 goes for $32,145 at MSRP. However, in consideration of the delivery price, the GMC Sierra 1500 costs less than the Ram 1500.

The post GMC Vs RAM Models: 2020 GMC Sierra Vs. RAM 1500 appeared first on VIP Auto of PA.

from VIP Auto of PA https://www.vipautopa.com/gmc-vs-ram-models-2020-gmc-sierra-vs-ram-1500/

[robertkstone]

2020 Chevrolet Silverado HD First Look: Easy Does It

For whatever reason, the powers that be at GM allowed the fancy-pants GMC brand to launch its Sierra version of the new heavy-duty pickups a few weeks ahead of the volume-selling 2020 Chevrolet Silverado HD, but didn’t allow the “Professional Grade” folks to spill all the power, torque, payload, and towing beans. Chevy has just spilled them:

The 6.6-liter Duramax diesel, which has been lightly revised and retuned to work with an all-new GM/Allison 10L1000 10-speed automatic transmission, is still rated at 445 hp at 2,800 rpm and 910 lb-ft at 1,600 rpm, but thanks to further chassis and downstream powertrain reinforcements the max tow rating jumps by 52 percent to a best-in-class-for-now 35,500 pounds. That bests the 1,000-lb-ft Ram by one (400-pound) sumo wrestler. GM reps were also quick to brag that, although 910 is undeniably less than 1,000, at least the GM powertrain can put all 910 of its torques to the ground in first gear, thanks to the aforementioned driveline component reinforcements (subtly implying that the other brands’ trucks are torque-managed to some lower number in the lower gears—an aspersion we’ve yet to confirm).

Chevy’s new small-block-derived 6.6-liter gas engine produces 401 hp at 5,200 rpm and 464 lb-ft at 4,000 rpm—that’s predictably down on power but up on torque relative to Ram’s 6.4-liter Hemi (410/429), while Ford’s new 7.3-liter V-8 is likely to best Chevy in both measures once specs are released. Spinning through a revised 6L90 six-speed transmission the gasser can now tow 17,400 pounds and carry a 7,466-pound payload. The Ram 6.4 Hemi is rated at 18,210 pounds of towing and 7,680 pounds of payload, and the current 2019 Ford Super Duty’s puny 6.2-liter V-8 is good for 7,630 pounds of payload (the optional 7.3 will surely increase that). Clearly GM is not looking to win all the numbers games (though it IS willing to print VIN-specific payload and towing capacities on every truck it sells).

Rather, Chevy wants its heavy-duty trucks to be the easiest to live with—easy to load, to hook a trailer to, and to maneuver said trailer with. For loading ease, there’s the industry’s only power-up and -down tailgate, larger corner bumper steps, new BedSteps at the front sides of the bed (roomy and strong enough to handle a pair of size-12 boots and 500 pounds), and a lift-in height that drops by 0.9 inch, despite the truck’s height increasing by 1.6 inches. Similarly, the top edge of the box side is no higher than before, despite the taller front end. The DuraBed box, using technology (but not stampings) borrowed from the 1500 series, increases in size by 8.6 and 7.1 cubic feet for the short and long bed lengths, respectively, with the 83.5-cu-ft long box boasting best-in-class capacity. There’s an available 120-volt outlet, 12 tie-down rings, and the ability to add nine accessory tie-downs.

To ease towing tasks (and Chevy claims 90 percent of HD buyers tow), an Advanced Trailering System using accessory cameras that connect via dedicated coaxial cables provides up to 15 camera views including the typical 360-degree surround view, a “bull-view” that appears to be fed by a drone hovering in front of the hood, views of the bed and bumper hitch, close-ups of either front tire when maneuvering around curbs, shots of the trailer tires when turning, and—with cameras attached to a “learned” trailer, views of the inside of the trailer and the super-cool “transparent trailer” view that depicts the rear-view as if there were no trailer there. Sadly this cannot legally be displayed on the inside rear-view mirror, but instead shows up on the center screen. With all these camera views, Chevy reckons you shouldn’t need a knob to help you reverse your trailer. This system will also monitor pressure and temperature of up to six trailer tires and can be programmed to assist with a pre-trip checklist including a trailer-lighting test.

Need more ease? The trailer brake controller remembers gain settings of programmed trailers, Auto Park Brake Assist sets the brake when you shift to park to prevent any rolling when lining up a trailer hitch, and Park Grade Hold Assist maintains brake pressure at all wheels when stopped on a grade. The myChevrolet app can connect via Bluetooth with a trailer-based ASA Electronics iN∙Command control system, which allows you to monitor and control various functions like the generator, HVAC system, status of the clean, gray, and black-water tanks, mileage accumulation for maintenance reminders, etc.

Use your truck for work? Snow-plow drivers will appreciate a front-end design that features an easily removable air-dam and plow mounting points that require no drilling into the bumper. They’ll also appreciate the fact that the optional block heater’s plug is integrated into the driver side of the bumper, around the side away from the plow, behind a cover where it stays clean and de-iced. The door panels have large smooth areas onto which your company logo can be plastered. And diesel buyers with a plow-blade, dump-bed, cherry picker or any other hydraulically controlled up-fit device can now power it with a factory-installed power-takeoff mounted to the 10-speed transmission that is chain-driven at engine speed—a claimed improvement over Ford’s gear-driven Live-Drive PTO.

So what’ll the new 2020 Silverado HD be like to live with? It’s bound to drive BIG. The popular crew cab standard box truck is 10.4 inches longer on a 5.2-inch longer wheelbase and it’s 1.4 inch wider, but side visibility is improved with lower side-window-sills and mirrors spaced away from the A-pillars (that hood seems mighty high, though). The dash is largely borrowed from the light-duty truck, meaning it’s less posh looking than the Ram’s at each of the five trim grades (work truck, LT, Custom, LTZ, and High Country). We’re promised improved ride/handling, thanks to a stiffer frame, a body structure that is more rigid now that it’s integrated with front-end structure the way a car body is. And GM remains the only heavy-duty pickup manufacturer to fit a fully independent control arm front suspension to all variants—a boon for ride isolation relative to the swing-arms or rigid axles everybody else uses.

We look forward to testing Chevy’s claims of driving, towing, and loading ease and assessing the new HDs’ value proposition a bit closer to the summer on-sale date. And get ready for a clash of three titans as Chevy, Ford, and Ram face off at this year’s truck-of-the-year contest.

2020 Chevrolet Silverado HD BASE PRICE $39,500-$63,000 (est) VEHICLE LAYOUT Front-engine, RWD/4WD, 3-6-pass, 2-4-door truck ENGINES 6.6L/401-hp/464-lb-ft OHV 16-valve V-8; 6.6L/445-hp/910-lb-ft turbodiesel OHV 32-valve V-8 TRANSMISSIONS 6-speed automatic, 10-speed automatic CURB WEIGHT 6,100-8,050 lb (mfr) WHEELBASE 141.5-172.0 in LENGTH X WIDTH X HEIGHT 235.5-266.0 x 81.9-96.7 x 79.8 in 0-60 MPH 6.5-7.8 sec (MT est) EPA CITY/HWY/COMB FUEL ECON Not rated ON SALE IN U.S. Summer, 2019

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The New Chevy Silverado HD Can Tow More than Your Truck Can

With a grille that would do a Mack truck proud and a claimed best-in-class towing capacity of up to 35,500 pounds, the 2020 Chevrolet Silverado Heavy Duty bowed at the plant in Flint, Michigan where it will be built. Like the rival Ram Heavy Duty and Ford Super Duty lines, the Silverado HD and its close sibling, the GMC Sierra HD, have targeted big numbers and best-in-class with a fervor usually reserved for Camaro vs. Mustang vs. Challenger, only here the profit margins and contribution to the corporate bottom line are exponentially larger and more important.

The Chevy Silverado HDs share virtually nothing in design or engineering with the Silverado 1500s, says General Motors president Mark Reuss. “[These customers] do not want a bigger light-duty. They want a truck scaled to their needs,” he said.

Reuss also acknowledged GM’s recent spate of layoffs as part of the company’s “tough decisions, right decisions” in shifting the automaker into the right direction for future success. Those layoffs make the timing of the big trucks’ introduction awkward, though Reuss said GM plans to add 1,000 jobs to this Flint Assembly plant, which has more than 3,000 hourly workers on three shifts.

HD and half-ton Silverados share no major parts and components beyond having the same roof panel, and together the heavy- and light-duty Chevrolets and GMCs account for 24 distinct models. (This does not include the midsize Colorado/Canyon or the new medium-duty trucks.) GM trucks have collectively been number one in industry sales, Reuss said, with more than 973,000 sold in 2018, a position it’s likely to lose with the return of the in-demand Ranger to Ford’s lineup.

While the half-ton full-size GM pickups adapted mixed-material construction for 2019 in order to cut weight, the HD Silverado sticks with all steel for its ladder frame and body. The taller grille and prominent, functional dual hood vents are intended to help cool the engine in diesel versions, said Rich Scheer, exterior design director for Chevrolet trucks. The HDs are wider and taller and the crew cab’s wheelbase is increased by 5.2 inches.

Scheer acknowledged negative reaction on social media to a preview of the Silverado HD’s visage, though the new, techy nose looks better in person than in photos.

Four of the five trim levels—Work Truck, Custom, LT, and LTZ—feature the CHEVROLET lettering across the horizontal grille bar, while the top-dog High Country replaces the lettering with a gold bowtie. The five trims are available on both the Chevy Silverado 2500 and the 3500 dually models.

Engine choices are an all-new 6.6-liter V-8 with what Chevy says is first in the HD segment with gas direct-injection. The iron small-block V-8 features a high-compression ratio, Chevy says, and makes 401 horsepower and 464 lb-ft of torque, up from 360 and 380 for the previous gas V-8. It delivers power through a carryover six-speed automatic transmission.

The much more popular engine, the Silverado HD’s 6.6-liter Duramax V-8 diesel, is a heavily upgraded version of the outgoing rig’s. It now has a new 28-inch-diameter fan, up from 25, and its oil cooler has five extra plates for a total of 19. Engine-braking capacity is up 14 percent. While the Duramax’s 445 horsepower and 910 lb-ft of torque is unchanged, Chevy swipes at the Ram HD’s 1000-lb-ft Cummins diesel by bragging that its diesel can put down all its torque from launch, in first gear.

The Duramax is paired with a 10-speed Allison automatic, built by GM. Chevy says it was developed with Allison engineers and validated by the transmission maker, and is on architecture “similar” to the 10-speed automatic that Ford and GM developed together, and which comes with Ford’s freshly updated Super Duty F-series pickups. The transmission’s clutches and brakes are the same, but gear ratios are slightly different, according to Chevrolet. The new gearbox also features an integrated power take-off unit with chain drive, all for quieter operation.

A new Autotrac active two-speed transfer case on 4×4 Silverado HDs electronically controls the 4 Auto mode, for “seamless” shifting between rear-wheel-drive and four-wheel-drive.

Every Chevy Silverado HD dually has a towing capacity of more than 30,000 pounds, up to the 35,500-pound maximum, which is a 52-percent increase over the outgoing model’s max. The Silverado 2500 with the gas-powered V-8 has a 17,400-pound towing capacity, up 18 percent.

Features on the HD Silverado’s new ladder frame include a one-piece, five-inch prop shaft in place of the old truck’s two-piece, 3.5-inch shaft, for better load distribution. The Silverado 3500 has a new 12-inch rear axle and 12-inch ring gear. The trucks carry over their double-wishbone front suspensions.

Being a new pickup truck, the ’20 Chevy Silverado HD features the latest advanced camera technology, with eight available cameras offering up to 15 different views. The digital cameras are hard-wired and high-definition, and include a rear side view with turn-signal activated biasing, and a “see-through” feature that allows the driver to virtually “look” through the trailer he or she is towing. The driver also can use the center screen to check tire pressures and temperatures on the trailer, as well as the truck, and can pre-condition a trailer home’s heating, air-conditioning and water heater.

Chevrolet claims the largest cargo volume in the truck’s segment, and the Silverado HDs come with a 120-volt outlet in the bed, a segment-first power up-and-down tailgate, and nine moveable and 12 fixed bed tiedowns. Advanced trailering features include a pre-departure checklist, customizable trailer profiles, and a smart trailer app. This is the first Silverado HD that doesn’t share its bed with the Silverado 1500.

Yes, these gargantuan trucks have all the modern features one could fit inside. Each Detroit competitor has its own list of best-in-class numbers, and it seems each will continue to leapfrog the others as long as there are companies to build them.

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[eddiejpoplar]

The New Chevy Silverado HD Can Tow More than Your Truck Can

With a grille that would do a Mack truck proud and a claimed best-in-class towing capacity of up to 35,500 pounds, the 2020 Chevrolet Silverado Heavy Duty bowed at the plant in Flint, Michigan where it will be built. Like the rival Ram Heavy Duty and Ford Super Duty lines, the Silverado HD and its close sibling, the GMC Sierra HD, have targeted big numbers and best-in-class with a fervor usually reserved for Camaro vs. Mustang vs. Challenger, only here the profit margins and contribution to the corporate bottom line are exponentially larger and more important.

The Chevy Silverado HDs share virtually nothing in design or engineering with the Silverado 1500s, says General Motors president Mark Reuss. “[These customers] do not want a bigger light-duty. They want a truck scaled to their needs,” he said.

Reuss also acknowledged GM’s recent spate of layoffs as part of the company’s “tough decisions, right decisions” in shifting the automaker into the right direction for future success. Those layoffs make the timing of the big trucks’ introduction awkward, though Reuss said GM plans to add 1,000 jobs to this Flint Assembly plant, which has more than 3,000 hourly workers on three shifts.

HD and half-ton Silverados share no major parts and components beyond having the same roof panel, and together the heavy- and light-duty Chevrolets and GMCs account for 24 distinct models. (This does not include the midsize Colorado/Canyon or the new medium-duty trucks.) GM trucks have collectively been number one in industry sales, Reuss said, with more than 973,000 sold in 2018, a position it’s likely to lose with the return of the in-demand Ranger to Ford’s lineup.

While the half-ton full-size GM pickups adapted mixed-material construction for 2019 in order to cut weight, the HD Silverado sticks with all steel for its ladder frame and body. The taller grille and prominent, functional dual hood vents are intended to help cool the engine in diesel versions, said Rich Scheer, exterior design director for Chevrolet trucks. The HDs are wider and taller and the crew cab’s wheelbase is increased by 5.2 inches.

Scheer acknowledged negative reaction on social media to a preview of the Silverado HD’s visage, though the new, techy nose looks better in person than in photos.

Four of the five trim levels—Work Truck, Custom, LT, and LTZ—feature the CHEVROLET lettering across the horizontal grille bar, while the top-dog High Country replaces the lettering with a gold bowtie. The five trims are available on both the Chevy Silverado 2500 and the 3500 dually models.

Engine choices are an all-new 6.6-liter V-8 with what Chevy says is first in the HD segment with gas direct-injection. The iron small-block V-8 features a high-compression ratio, Chevy says, and makes 401 horsepower and 464 lb-ft of torque, up from 360 and 380 for the previous gas V-8. It delivers power through a carryover six-speed automatic transmission.

The much more popular engine, the Silverado HD’s 6.6-liter Duramax V-8 diesel, is a heavily upgraded version of the outgoing rig’s. It now has a new 28-inch-diameter fan, up from 25, and its oil cooler has five extra plates for a total of 19. Engine-braking capacity is up 14 percent. While the Duramax’s 445 horsepower and 910 lb-ft of torque is unchanged, Chevy swipes at the Ram HD’s 1000-lb-ft Cummins diesel by bragging that its diesel can put down all its torque from launch, in first gear.

The Duramax is paired with a 10-speed Allison automatic, built by GM. Chevy says it was developed with Allison engineers and validated by the transmission maker, and is on architecture “similar” to the 10-speed automatic that Ford and GM developed together, and which comes with Ford’s freshly updated Super Duty F-series pickups. The transmission’s clutches and brakes are the same, but gear ratios are slightly different, according to Chevrolet. The new gearbox also features an integrated power take-off unit with chain drive, all for quieter operation.

A new Autotrac active two-speed transfer case on 4×4 Silverado HDs electronically controls the 4 Auto mode, for “seamless” shifting between rear-wheel-drive and four-wheel-drive.

Every Chevy Silverado HD dually has a towing capacity of more than 30,000 pounds, up to the 35,500-pound maximum, which is a 52-percent increase over the outgoing model’s max. The Silverado 2500 with the gas-powered V-8 has a 17,400-pound towing capacity, up 18 percent.

Features on the HD Silverado’s new ladder frame include a one-piece, five-inch prop shaft in place of the old truck’s two-piece, 3.5-inch shaft, for better load distribution. The Silverado 3500 has a new 12-inch rear axle and 12-inch ring gear. The trucks carry over their double-wishbone front suspensions.

Being a new pickup truck, the ’20 Chevy Silverado HD features the latest advanced camera technology, with eight available cameras offering up to 15 different views. The digital cameras are hard-wired and high-definition, and include a rear side view with turn-signal activated biasing, and a “see-through” feature that allows the driver to virtually “look” through the trailer he or she is towing. The driver also can use the center screen to check tire pressures and temperatures on the trailer, as well as the truck, and can pre-condition a trailer home’s heating, air-conditioning and water heater.

Chevrolet claims the largest cargo volume in the truck’s segment, and the Silverado HDs come with a 120-volt outlet in the bed, a segment-first power up-and-down tailgate, and nine moveable and 12 fixed bed tiedowns. Advanced trailering features include a pre-departure checklist, customizable trailer profiles, and a smart trailer app. This is the first Silverado HD that doesn’t share its bed with the Silverado 1500.

Yes, these gargantuan trucks have all the modern features one could fit inside. Each Detroit competitor has its own list of best-in-class numbers, and it seems each will continue to leapfrog the others as long as there are companies to build them.

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[jonathanbelloblog]

The New Chevy Silverado HD Can Tow More than Your Truck Can

With a grille that would do a Mack truck proud and a claimed best-in-class towing capacity of up to 35,500 pounds, the 2020 Chevrolet Silverado Heavy Duty bowed at the plant in Flint, Michigan where it will be built. Like the rival Ram Heavy Duty and Ford Super Duty lines, the Silverado HD and its close sibling, the GMC Sierra HD, have targeted big numbers and best-in-class with a fervor usually reserved for Camaro vs. Mustang vs. Challenger, only here the profit margins and contribution to the corporate bottom line are exponentially larger and more important.

The Chevy Silverado HDs share virtually nothing in design or engineering with the Silverado 1500s, says General Motors president Mark Reuss. “[These customers] do not want a bigger light-duty. They want a truck scaled to their needs,” he said.

Reuss also acknowledged GM’s recent spate of layoffs as part of the company’s “tough decisions, right decisions” in shifting the automaker into the right direction for future success. Those layoffs make the timing of the big trucks’ introduction awkward, though Reuss said GM plans to add 1,000 jobs to this Flint Assembly plant, which has more than 3,000 hourly workers on three shifts.

HD and half-ton Silverados share no major parts and components beyond having the same roof panel, and together the heavy- and light-duty Chevrolets and GMCs account for 24 distinct models. (This does not include the midsize Colorado/Canyon or the new medium-duty trucks.) GM trucks have collectively been number one in industry sales, Reuss said, with more than 973,000 sold in 2018, a position it’s likely to lose with the return of the in-demand Ranger to Ford’s lineup.

While the half-ton full-size GM pickups adapted mixed-material construction for 2019 in order to cut weight, the HD Silverado sticks with all steel for its ladder frame and body. The taller grille and prominent, functional dual hood vents are intended to help cool the engine in diesel versions, said Rich Scheer, exterior design director for Chevrolet trucks. The HDs are wider and taller and the crew cab’s wheelbase is increased by 5.2 inches.

Scheer acknowledged negative reaction on social media to a preview of the Silverado HD’s visage, though the new, techy nose looks better in person than in photos.

Four of the five trim levels—Work Truck, Custom, LT, and LTZ—feature the CHEVROLET lettering across the horizontal grille bar, while the top-dog High Country replaces the lettering with a gold bowtie. The five trims are available on both the Chevy Silverado 2500 and the 3500 dually models.

Engine choices are an all-new 6.6-liter V-8 with what Chevy says is first in the HD segment with gas direct-injection. The iron small-block V-8 features a high-compression ratio, Chevy says, and makes 401 horsepower and 464 lb-ft of torque, up from 360 and 380 for the previous gas V-8. It delivers power through a carryover six-speed automatic transmission.

The much more popular engine, the Silverado HD’s 6.6-liter Duramax V-8 diesel, is a heavily upgraded version of the outgoing rig’s. It now has a new 28-inch-diameter fan, up from 25, and its oil cooler has five extra plates for a total of 19. Engine-braking capacity is up 14 percent. While the Duramax’s 445 horsepower and 910 lb-ft of torque is unchanged, Chevy swipes at the Ram HD’s 1000-lb-ft Cummins diesel by bragging that its diesel can put down all its torque from launch, in first gear.

The Duramax is paired with a 10-speed Allison automatic, built by GM. Chevy says it was developed with Allison engineers and validated by the transmission maker, and is on architecture “similar” to the 10-speed automatic that Ford and GM developed together, and which comes with Ford’s freshly updated Super Duty F-series pickups. The transmission’s clutches and brakes are the same, but gear ratios are slightly different, according to Chevrolet. The new gearbox also features an integrated power take-off unit with chain drive, all for quieter operation.

A new Autotrac active two-speed transfer case on 4×4 Silverado HDs electronically controls the 4 Auto mode, for “seamless” shifting between rear-wheel-drive and four-wheel-drive.

Every Chevy Silverado HD dually has a towing capacity of more than 30,000 pounds, up to the 35,500-pound maximum, which is a 52-percent increase over the outgoing model’s max. The Silverado 2500 with the gas-powered V-8 has a 17,400-pound towing capacity, up 18 percent.

Features on the HD Silverado’s new ladder frame include a one-piece, five-inch prop shaft in place of the old truck’s two-piece, 3.5-inch shaft, for better load distribution. The Silverado 3500 has a new 12-inch rear axle and 12-inch ring gear. The trucks carry over their double-wishbone front suspensions.

Being a new pickup truck, the ’20 Chevy Silverado HD features the latest advanced camera technology, with eight available cameras offering up to 15 different views. The digital cameras are hard-wired and high-definition, and include a rear side view with turn-signal activated biasing, and a “see-through” feature that allows the driver to virtually “look” through the trailer he or she is towing. The driver also can use the center screen to check tire pressures and temperatures on the trailer, as well as the truck, and can pre-condition a trailer home’s heating, air-conditioning and water heater.

Chevrolet claims the largest cargo volume in the truck’s segment, and the Silverado HDs come with a 120-volt outlet in the bed, a segment-first power up-and-down tailgate, and nine moveable and 12 fixed bed tiedowns. Advanced trailering features include a pre-departure checklist, customizable trailer profiles, and a smart trailer app. This is the first Silverado HD that doesn’t share its bed with the Silverado 1500.

Yes, these gargantuan trucks have all the modern features one could fit inside. Each Detroit competitor has its own list of best-in-class numbers, and it seems each will continue to leapfrog the others as long as there are companies to build them.

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[robertkstone]

2020 GMC Sierra HD First Look: Heavy-Duty Competition

Add the Max Trailering Package to the 2019 GMC Sierra 1500, and your light-duty pickup truck can tow an impressive 12,200 pounds. For most people’s needs, that’s more than enough. But some buyers need an even more capable workhorse. If you’re one of those potential customers, meet the 2020 GMC Sierra Heavy Duty.

GMC bills the new Sierra HD as the most capable heavy-duty truck it’s ever built, and promises a world-class towing experience. Considering how heavy the competition is from Ford and Ram, those are some serious claims. But to back them up, GMC chose to launch the Sierra HD with a Duramax 6.6-liter turbodiesel with a new 10-speed Allison automatic transmission.

That engine is good for 445 hp and 910 lb-ft of torque. Maximum towing capacity hasn’t been finalized yet, but GMC claims it will be “well in excess of 30,000 pounds.” For comparison, the most powerful diesel Ram HD now makes 400 hp and 1,000 lb-ft, and it’s rated to tow up to 35,100 pounds in 3500HD dually form. GMC says it will also announce an optional all-new gas engine soon.

Like it did with the light-duty Sierra, designers worked to give the Sierra HD a look that further distinguishes it from its Chevrolet counterpart. We’d say the new front end looks more grumpy than rugged and tough, but you certainly won’t mistake it for the Silverado HD. Then again, as negative as the reaction has been to the Chevy’s new styling, that’s probably a good thing.

Since more than half of all Sierra HDs are sold in Denali form, GMC had to up its interior game, too. The end result is a cabin covered in leather, open-pore wood, and aluminum trim. The front seats also offer headroom and legroom that are said to be best-in-class. And in addition to the touchscreen infotainment system, GMC added a head-up display that it claims is a class first.

You can also now order your Sierra HD with the off-road-focused AT4 package. In addition to some exterior changes and different interior appointments, Sierra HD AT4s all come with an off-road suspension with Rancho shocks, protective skid plates, an Eaton locking rear differential, and 18-inch wheels wearing all-terrain tires. Optional 20-inch wheels are also available. The AT4s also comes with a dedicated off-road mode, hill descent control, hill start assist, and a surround-view camera system.

To make trailering an easier, less-stressful experience, GMC gave the Sierra HD the same ProGrade Trailering System found on the light-duty Sierra. Owners can use the surround-view camera system to choose from 15 different angles, and with the available accessory camera in place, the Sierra HD lets the driver virtually see through the trailer. Owners will also be able to download an app for their phones that can help them check and prepare their truck for towing.

The 2020 GMC Sierra HD will go on sale later this year, with pricing and final specs announced closer to that time.

The post 2020 GMC Sierra HD First Look: Heavy-Duty Competition appeared first on Motortrend.

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[enginerumors]

2020 GMC Sierra 1500 SLE Diesel, Review, Towing Capacity

2020 GMC Sierra 1500 SLE Diesel, Review, Towing Capacity

2020 GMC Sierra 1500 SLE Diesel, Review, Towing Capacity – The particular 2020 GMC Sierra 1500 SLEdelivers lots of off-road devices and incredible truck abilities. Furthermore, it is actually an efficient truck which gets certain improvements plus brand-new optionally available bundles. The updates are such as different outer paints, body-tinted doorway manages in addition to the two grille as…

[enginerumors]

2020 GMC Sierra 1500 Towing Capacity, Diesel, Release Date

2020 GMC Sierra 1500 Towing Capacity, Diesel, Release Date

2020 GMC Sierra 1500 Towing Capacity, Diesel, Release Date – The 2020 GMC Sierra 1500shows up just soon enough to complete struggle with most recent Ford F150, Ram 1500, Tundra and Titan. While it gives a great deal of its chassis and mechanicals using the Silverado, GMC stamps its unique, elegant brand name in the Sierra, passing it on the truly feel of any job truck to the employer rather than…

[robertkstone]

2019 Chevrolet Silverado: What to Expect From the New Full-Size Truck

Chevrolet Truck’s centennial celebration might end with a full-size bang. Not long after Chevrolet starts its second century of building trucks, the next-generation Silverado will make its debut. Likely arriving for the 2019 model year, the next Silverado will up its game in performance and capability after a generation that never really wowed us. During 2014 Truck of the Year testing, we said the then-new model only caught up to the competition in some ways but didn’t even do that in other ways.

Chevrolet’s midsize Colorado has twice earned our Truck of the Year calipers, and if you’re as curious as we are about the 2019 Silverado, keep reading for our best guesses (the outgoing Silverado is pictured below).

Not a Hard Decision

The 2019 Chevrolet Silverado will stick with a steel body, giving it an advantage for traditionalists not convinced by Ford’s expensive decision to build the F-150 with weight-reducing aluminum. Adding aluminum to development would have increased cost, diverting money that otherwise could be invested back in updated powertrains.

10 for All?

Speaking of updated powertrains, don’t be surprised to see Chevrolet use a 10-speed automatic transmission for V-6 and V-8 gas-powered engine options. Currently, the 2018 Silverado’s 4.3-liter V-6 produces 285 hp and 305 lb-ft of torque—that’s more torque than the Ram 1500 and Ford F-150 but less horsepower than those two rivals. That engine or the more volume-oriented 5.3-liter V-8 might get downsized and add turbochargers, but the 6.2-liter V-8 should continue, giving Chevrolet a powertrain option with well over 400 hp.

A mild hybrid model is likely to make its return on the next-gen Silverado (yes, the eAssist model still exists), but Silverado customers looking for the best marriage of efficiency with capability might be more interested in …

The Diesel

Ford has confirmed a diesel-powered F-150 is on the way, and at Motor Trend, we’ve been impressed by the diesel on the Ram 1500, which was our 2013 and 2014 Truck of the Year. Chevrolet has been introducing diesels across its lineup, adding a 2.8-liter unit on the Colorado, and debuting diesel variants of the Cruze sedan and Equinox crossover. A Silverado diesel for the 2019 or 2020 model year is a real possibility.

But Will it Look Like a Camaro?

In a segment as important to Chevrolet as the full-size truck, the Silverado’s visual updates will clearly establish the 2019 model as new but maintain the current model’s boxy appeal. The split headlight design detail should return, complemented by a more modern LED daytime running light treatment. Those LED daytime running lights, by the way, could be paired with HID headlights on base models—already standard on every 2018 Silverado—or D-Optic LED headlights on higher trims (the feature made its debut on the 2018 Traverse). Updated headlights might improve the current Silverado’s IIHS headlight rating of Poor; the Ram 1500’s ratings go up to Marginal (one rating higher), and the 2018 F-150 also gets a Poor rating.

Ready to Haul

Ford increased the maximum towing capacity on the 2018 F-150 to 13,200 pounds, and the 2018 Silverado already maxes out at an impressive 12,500 pounds. Putting aside the omnipresent battle for top-towing bragging rights, we hope most engine/cab configurations on the 2019 Silverado get a little boost, too.

Rebel, Raptor, and …

Chevrolet offers the Z71 package for those who want more off-road capability than a standard four-wheel-drive system can provide, but the automaker might prepare an even more capable, halo-worthy Silverado model in the next couple years. Ram has the Rebel and Ford the Raptor; with the Colorado ZR2 leading Chevy’s charge in the midsize segment, could a full-size off-road offering be far behind?

Higher Country

When Chevrolet introduced the high-end Silverado High Country model, the automaker originally told us it was trying to fill the space between LTZ and the GMC Sierra Denali trim (a pre-refresh 2014 model is shown here). For the new Silverado, we’re curious to see if that will remain the strategy. Ford already offers three F-150 trims with base prices above $50,000, with the Limited cresting $60,000. Along with general improvements to the Silverado’s overall level of refinement, we expect Chevrolet’s luxury trim—or trims—to reach higher.

The new Silverado could offer a 360-degree multicamera system on higher trims, as well as the automaker’s rear camera mirror.

The outgoing Silverado hasn’t exactly been a Motor Trend favorite, placing third in a 2014 comparison against a Ram 1500 and Ford F-150. Even so, as Chevrolet celebrates an entire century of building trucks, we’re eager to see what the automaker has planned for the 2019 Silverado.

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