2020 gmc 2500 denali review

2020 gmc 2500 denali review DEFAULT

It’s not all doom and gloom for the Sierra because it does beat its rivals in some areas. For example, the ride quality is phenomenal in part thanks to the IFS, offering a quieter cabin with fewer vibrations at the wheel and pedals than Ford or Ram. The admittedly-cheesy tailgate is actually pretty cool to use in some of its more practical configurations. The 2500 HD in AT4 trim is better-looking than the 2020 Ford Super Duty with the Tremor Off-Road package and more civilized than the Ram Power Wagon. Lastly, the extensive trailering technology options also set GMC apart.

But in the end, the 2020 GMC Sierra 2500 HD Diesel is merely a decent truck in an extremely strong market. Stack it up against the outgoing Sierra HD generation and there's a clear evolution, incremental increases in most areas that are designed more to reassure the repeat customer than bring in new blood. Judged to the standards set by Ram and Ford, the Sierra's technical merits are mostly overshadowed by poor execution and disappointing packaging. That's not going to win the day in an arena this competitive.

Sours: https://www.thedrive.com/new-cars/29499/2020-gmc-sierra-2500-hd-diesel-towing-review-powerful-hauler-dull-package

12/24/19 UPDATE: This review has been updated with test results for a four-wheel-drive crew-cab Sierra HD 2500 Denali diesel model.

That GMC expects more than half of its redesigned 2020 Sierra HD pickups to be sold as top-level crew-cab Denali models tells you something: Most GMC buyers prefer their heavy-duty trucks gussied up and loaded to the gunwales with luxury and technology. While the choice between the Sierra HD and its mechanical near twin, the equally fresh 2020 Chevrolet Silverado HD 2500 and 3500, largely remains a matter of brand preference, newly available features exclusive to the GMC are finally starting to give it the feel of a premium big rig.

Difference in the Details

Make no mistake: Our initial drive in the new Sierra HD in Wyoming made for pretty much the same experience we had with the updated Silverado HD in Oregon. Both trucks are significantly bigger and bolder than before, with sturdier frames, massively increased towing and hauling capabilities, and smarter features all around. Except for its roof, none of the heavy-duty Sierra's chunky body panels are shared with its light-duty brethren, and the end result, at least to our eyes, is an imposing yet distinctly more refined and cohesive appearance than its Chevrolet counterpart's.

HIGHS: Massive capabilities, excellent Allison transmission with optional diesel engine, helpful trailering cameras and connectivity

GMC says that feedback from HD customers wanting a more rugged look without the Denali's acres of chrome was a big reason for introducing the new AT4 model, which sits just below the Denali in the lineup and features monochromatic styling with darkened exterior trim and prominent red front tow hooks. Although the Sierra HD AT4 doesn't sport the two-inch suspension lift and knobby off-road tires as does the light-duty Sierra 1500 AT4, it does come standard with 18-inch wheels and all-terrain tires (20s are available), skid plates, and an off-road suspension with upgraded Rancho dampers that are optional on other Sierra HDs. Also included on the AT4 is hill descent control, a traction-management system with Off-Road mode, a configurable 15-inch head-up display, and a low-speed surround-view camera system.

While GMC has no plans to expand the Sierra 1500's optional lightweight CarbonPro cargo bed to the big trucks, the brand's trick, six-way MultiPro tailgate is available across the HD lineup and comes standard on SLT, AT4, and Denali models. Adding to the MultiPro's versatility is an optional dealer-installed Kicker audio system with Bluetooth, USB, and auxiliary connectivity, which brings plenty of clear sound to the outdoors without the need to leave the truck unsecured with the windows down.

A Refined Mountain Mover

We haven't yet had the opportunity to spend time with the Sierra HD's standard 401-hp 6.6-liter gas V-8. Our drive time both in Wyoming and back home in Michigan instead has focused on the impressive power of the optional turbocharged 6.6-liter Duramax diesel V-8 that GMC expects most HD customers to choose. Although not nearly as quiet in operation as the Sierra 1500's optional Duramax 3.0-liter inline-six turbo-diesel, the HD's $9750 upgrade engine is suitably refined and brings seemingly endless amounts of grunt—445 horsepower and 910 lb-ft of torque, to be exact—thanks in part to its pairing with a new Allison 10-speed automatic transmission. The shift quality and smoothness of the new gearbox are impressively smooth, even in its Tow/Haul mode and when tugging seriously heavy loads, and it smartly downshifts in response to driving conditions to maintain a steady speed down steep grades. Toggling the exhaust brake on the center stack further lessens the stress on the Sierra's brakes.

LOWS: Simply massive on the road, quickly gets expensive, interior should feel more upscale.

At the track, our 8260-pound test truck, a crew-cab all-wheel-drive 2500 HD Denali model with the Duramax diesel, ran to 60 mph in an impressive 6.5 seconds and covered the quarter-mile in 15.0 seconds flat at 92 mph. That pace is about spot-on with that of a similar 2017 model Sierra HD we previously tested, although the new truck did weigh an additional 260 pounds, and it's quick enough to put the big GMC ahead of the last, comparable Ford F-250 we evaluated by a few tenths in both measurements. We have yet to test a similar configuration of the latest Ram HD pickup with its optional Cummins diesel inline-six, some versions of which develop 1000 lb-ft of torque, but the Ram models we have strapped our test gear to cannot keep up with the diesel Sierra HD 2500. If there is such a thing as a hot rod heavy-duty pickup, the new GMC and Chevy HD rigs are it.

Fuel economy is not quite as impressive, though. The EPA does not rate heavy-duty pickups, but our unladen test truck averaged a mere 12 mpg while in our care and posted 17 mpg on our 75-mph highway fuel-economy test, both slightly behind what we got from the previous-gen truck.

Whether empty or heavily laden, the Sierra HD rides commendably well for a heavy-duty truck over most road surfaces, soaking up bumps and undulations with decent compliance and little chatter from the rear axle. The Sierra and Silverado HDs remain the only heavy-duty pickups in the segment with independent front suspensions, and while we wouldn't call them agile, these behemoths are fairly easy to maneuver and responsive to steering commands. The lateral grip of our Denali test truck with 20-inch wheels and LT275/65R-20 Goodyear Wrangler Trail Runner A/T all-terrain tires topped out at 0.73 g on the skidpad, and the truck needed 207 feet to stop from 70 mph, which is about what you'd expect from more than four tons of pickup.

All of the new GMC HD trucks we've driven on the street have been all-wheel-drive crew-cab diesel models, including single-rear-wheel 2500 AT4s and Denalis, both empty and loaded with about 2000 pounds of logs in the bed, which seemed to make little difference to the GMC's ability to stop and go. (Maximum payload capacity for the new Sierra HD is 3615 pounds.) As with the new Silverado HD, perhaps one of the biggest things to acclimate to in the Sierra HD is its increased ride height and seating position, which, combined with their general refinement, greatly diminishes the sense of speed reaching the driver. These are simply massive vehicles that stand out in a parking lot of crossovers like a medium-duty dump truck.

Aided by the effective tuning of the 10-speed Allison gearbox, the Duramax has plenty in reserve when pulling a large trailer. Even in a dual-rear-wheel 3500 model hitched to a roughly 12,000-pound fifth-wheel camper, pulling out into traffic or accelerating around slower vehicles is surprisingly uneventful. You definitely feel the trailer's weight, but it's easily controlled and never gives the sense that it's "driving the truck." While dragging a gooseneck construction trailer loaded to the Sierra HD 3500's class-leading maximum of 35,500 pounds will significantly tax its performance, the big GMC sits level and still will move out with determination.

Towing a 14,000-pound conventional box trailer behind a single-rear-wheel 2500 model showcased one of the Sierra HD's coolest features, the optional ProGrade Trailering system, which employs six cameras on the truck and two optional cameras for the trailer to provide up to 15 views around the vehicle and of what's behind it through the center touchscreen display in the dash. Even for seasoned towers, the ability to see around, in, and virtually through it—with the trick transparent trailer view—brings precious reassurance and confidence. Further convenience comes from the Sierra HD's ability to store different trailer profiles for tracking maintenance; to interface with and to control the functions of certain trailers with the optional In-Command controller and myGMC smartphone app; and the ease with which the truck's computers and cameras make it for just one person to hitch up a trailer and check that its lights are functioning.

Room to Grow

As with the light-duty GMC Sierra, the HD models share much of their interiors, save for some trim and small details, with their Chevrolet Silverado counterparts. The crew-cab offices of the up-level trucks we've driven offer cavernous accommodations front and rear, straightforward ergonomics, and intuitive infotainment and driver information systems with loads of connectivity options.

Yet, in such a tony, high-tech rig, the GMC's cabin materials and design are underwhelming, coming off as only a modest improvement over the previous model's and an almost negligible one over the latest Chevy's. The Denali's few and unimpressive pieces of unique trim and wood finish smack of a particularly token effort, given that Ram's latest full-sizers have thrown open the door for truly luxurious interior treatments in pickups. Given that the least-expensive Sierra HD AT4 and Denali models we've sampled have stickered for a well-optioned $66,610—our Denali test truck came to an eye-popping $78,455—GMC is well positioned to offer an even greater premium return for its discerning buyers.



2020 GMC Sierra 2500 Denali 4WD Crew Cab

front-engine, rear-/4-wheel-drive, 5-passenger, 4-door pickup

$78,455 (base price: $65,295)

turbocharged and intercooled pushrod 32-valve diesel V-8, iron block and aluminum heads, direct fuel injection
403 cu in, 6599 cc
445 hp @ 2800 rpm
910 lb-ft @ 1600 rpm

10-speed automatic

Suspension (F/R): control arms/solid axle
Brakes (F/R): 14.0-in vented disc/14.1-in vented disc
Tires: Goodyear Wrangler Trail Runner A/T, LT275/65R-20 126/123S M+S

Wheelbase: 158.9 in
Length: 250.1 in
Width: 81.9 in
Height: 79.8 in
Passenger volume: 139 cu ft
Curb weight: 8260 lb

Rollout, 1 ft: 0.3 sec
60 mph: 6.5 sec
90 mph: 14.4 sec
Rolling start, 5–60 mph: 7.7 sec
Top gear, 30–50 mph: 3.7 sec
Top gear, 50–70 mph: 5.0 sec
¼-mile: 15.0 sec @ 92 mph
Top speed (governor limited): 98 mph
Braking, 70–0 mph: 207 ft
Roadholding, 300-ft-dia skidpad: 0.73 g

Observed: 12 mpg
75-mph highway driving: 17 mpg
Highway range: 610 miles

Combined/city/highway: not rated


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Sours: https://www.caranddriver.com/reviews/a28817763/2020-gmc-sierra-hd-is-a-premium-high-tech-workhorse/
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Buyers love rugged light-duty trucks like the Ford Raptor, Ram Rebel, and Chevrolet Silverado Trail Boss. So, it only makes sense that some companies have extended those same (or similar) packages to their heavy-duty truck lineup, too. Already there’s the Ram Power Wagon, Ford Super Duty Tremor, and Nissan Titan XD Pro-4X. And now GM has its own entry: the GMC Sierra HD AT4.

The Sierra HD AT4 (like all AT4 models) couples rugged exterior styling and off-road chops to a well-equipped cabin loaded with good optional tech. But because the Sierra’s competitors offer more in the way of safety, and because GMC has the priciest truck of the bunch (our tester costs a whopping $77,555), the HD AT4 feels like a less compelling choice in a class stacked with better alternatives.



Two things we really like about the Sierra HD: it's comically large (with the extended box, this truck measures in at 22 feet long), and the oversized grille looks like it wants to swallow up everything else on the road. And in the optional AT4 off-road trim (a hefty $14,400 add-on to the base Sierra HD), it looks rugged.

The AT4 model's massive grille gets darkened vertical chrome slats rather than the base model's bright chrome mesh. A set of 18-inch wheels with gloss black accents, wrapped in rugged all-terrain tires, replace the normal chrome set. And just below the grille, you'll find the same red tow hooks as on other AT4 models.

As for the cabin, you do get an 8.0-inch touchscreen standard (though, it looks tiny on the otherwise gargantuan vehicle) on the AT4 trim, but cheap black plastic and faux chrome surround it, just like you’ll find in the more affordable Chevrolet Silverado and light-duty Sierra. There are some nicer materials within eyeshot – like leather and soft plastic – and the black leather seats have a nice finish, but we expect better materials of a truck that costs north of $77,000. Ford and Ram are lightyears ahead in terms of material quality and design.

save over $3,400 on average off MSRP* on a new GMC Sierra 2500HD




Because this truck is so massive, its cabin feels like a studio apartment on wheels. The rear bench is especially roomy, offering 39.9 inches of headroom and 43.4 inches of legroom – more than enough space for your six-foot tall author to stretch out as he might in a first-class airplane seat. The front seats offer plenty of room, too, and the 10-way power adjustability with lumbar support makes it easy to find the perfect seating position. That said, we’d prefer different leather on the seats, as it feels stiff rather than supple. And since the Sierra’s rugged personality gives it larger wheels and tires, not to mention a big diesel engine underhood, this truck is a bit loud on road.

Technology & Connectivity


Need to charge your phone? Or anything, really? This Sierra has two standard 12-volt power outlets – one up front, and one in the rear – and another 120-volt outlet in the center console. There's also a 120-volt outlet in the bed, as well as three USB ports inside and an available wireless charger directly under the infotainment screen (part of the Premium $4,215 package).

The 8.0-inch infotainment screen is small; Ram's 12-inch UConnect system trumps GMC's setup comparatively. But with the Premium package, which includes Apple CarPlay and Android Auto, a 4G LTE wifi hotspot, satellite radio, Bluetooth, and a Bose premium sound system, there's a lot of depth. And although the screen could be larger, it's laid out well, easy to use, and responds quickly to inputs.

Our tester also gets the absolutely necessary Technology package. That's a $2,125 option that adds a high-definition surround-view camera, a rear-camera mirror, a bed-view camera, a head-up display, and an 8.0-inch digital instrument cluster. For a truck this large you'll be glad you splurged on this package, especially in tight parking lots.

Performance & Handling


Powering our Sierra AT4 is the optional 6.6-liter Duramax diesel V8 (versus the standard 6.6-liter gas V8). That engine adds a hearty $9,890 onto the total asking price – but it's worth it. With 910 pound-feet of torque, the twin-turbocharged unit moves the 6,950-pound truck with relative ease. Paired with a crisp-shifting 10-speed automatic, this truck has a surprisingly nice ride. And while we didn’t do any towing during our week at the helm, knowing the Sierra 2500 AT4 can tug up to 18,500 with a traditional hitch and/or haul 3,597 pounds provides peace of mind.

Obviously, you shouldn't toss this near-7,000-pound truck into a corner expecting excellent feedback. The Sierra 2500 drives as big as it looks; the driver's seat borders on the upright positioning of a small tractor-trailer, and the steering, though functional, delivers little to no actual road feel. But it's inoffensive, if not expected in a truck this large.



We don't expect an entire active safety suite of most HD trucks, but even the GMC Sierra 2500 feels lacking. The base model doesn't even offer automatic emergency braking or forward collision alert, while both of those features (and then some) are only optional on the AT4 model. The Driver Alert II package costs $645, and along with automatic emergency braking and forward collision alert, adds lane departure warning, a following distance indicator, and automatic high-beam headlights.

Visibility is also an issue. Measuring in at 22 feet long and 6.8 feet wide, the Sierra 2500 practically forces you into the $2,125 Technology package, which adds a high-definition surround-view camera, a rear-camera mirror, a bed-view camera, a head-up display, and an 8.0-inch digital instrument cluster. This package is a must for navigating tight parking lots and driving in the city.

Fuel Economy


The EPA doesn’t have a rating for the 2020 GMC Sierra 2500. The only thing we know about the 2500’s fuel capacity is that it has a 36.0-gallon tank. So, we can’t include it in our final score.



Our GMC Sierra 2500 costs $77,555 as tested, which is a pretty hefty increase over the base Sierra HD's $37,195 starting price before options. With heavy-duty trucks getting more expensive, the Sierra is still the priciest of the bunch. The base Ford F-250 XL costs $33,705, the base Ram 2500 Tradesman costs $33,745, and the base Nissan Titan XD S costs $44,580.

Even equivalent off-road HD trucks, like the Ford Tremor ($53,390), Ram Power Wagon ($53,450), and Titan XD Pro-4X ($53,980), undercut the AT4 trim's $59,295 starting price. And most of those pickups come with more standard features and better technology.


2020 GMC Sierra 2500 AT4 Crew Cab 4x4

EngineTwin-Turbo 6.6-Liter Duramax Diesel

Output445 Horsepower / 910 Pound-Feet

Transmission10-Speed Automatic

Drive TypeFour-Wheel Drive

Weight6,950 Pounds

Towing18,500 Pounds

Payload3,597 Pounds

Seating Capacity5

Base Price$37,195

As-Tested Price$77,555

Sours: https://www.motor1.com/reviews/404057/2020-gmc-sierra-2500-at4-diesel-truck-review/
Owner+Journalist 2020 GMC Sierra HD Review - MPG, Towing Thoughts

2020 GMC Sierra HD 2500/3500 First Drive: More Muscle, More Style

GMC takes a run at those looking for more premium packaging

The General Motors pickup strategy is pretty simple; attack the market with two brands where competitors only offer a single choice. As it relates to heavy-duty consumers, we've already seen what they've done with the all-new platform, controversial styling, and impressive towing technology in the 2020 Silverado 2500 and 3500, and now it's time for the GMC side of the family to roll out their HDs and unique features.

The 2020 GMC Sierra 2500 and 3500 models are founded on an entirely new, stronger, longer, and taller ladder frame, specifically designed to deliver bigger max towing and payload numbers. Across every configuration, specific considerations to thicker, lighter, and more advanced materials have been included in the frame, upgraded suspension components, and even in the powertrains themselves, resulting in higher maximum payload (in excess of 7,000 pounds) and maximum towing numbers (in excess of 35,000 pounds). Here's a fun fact GM engineers want you to know: every configuration of GM's one-ton dually (no matter what cab, what engine, what drivetrain) can tow more than 30,000 pounds. Neither Ford nor Ram can say the same.

A huge piece in this HD puzzle is, as you might imagine, under the hood. Although the 6.6-liter Duramax turbodiesel (rated at 445 horsepower at 2,800 rpm and 910 lb-ft of torque at 1,600 rpm) is basically a carryover engine choice, it is now mated with an all-new Allison 10-speed automatic transmission, which sports a larger, faster computer controller. Additionally, there's an all-new gas engine choice in the form of a 6.6-liter direct-injection V-8, rated at 401 horsepower at 5,200 rpm and 464 lb-ft at 4,000 rpm. This new engine replaces the long-past-due 6.0-liter with a mountain of proven and new technology and compares exceptionally well with the new Ford and Ram gas V-8 offerings.

From an exterior design perspective, GMC internals continue their push to separate themselves from their Chevrolet brethren. For better or worse, GMC has taken a more conservative approach, keeping their multi-block grille, front bumper, and headlight designs more in keeping with the half-ton models. The most dramatic changes to the Sierra HD front ends are in actual size, driven in large part by the added airflow requirements needed for both the diesel and gas engine choices. The front end still offers dual-intake avenues for cool air (one integrated in the hood, the other through the wider grille), but now also adds a substantial under-bumper mini-grille to direct air either to the intercooler (for the diesel) or transmission cooler (for the gas). Window beltlines have been lowered for better driver and passenger visibility and the actual bed sill height is lower as well. We especially like that all HDs will offer integrated sidesteps into the rear bumper and bed body (one in front of the rear wheel well, one in the bumper corner) on all models for easier, quicker access to anything in the bed.

We recently had the chance to do quite a bit of highway towing, off-roading, and payload cruising in and around Jackson Hole, Wyoming (around 6,000 feet above sea level), with several new Sierra HD models and, briefly, here's what we found:

Highway Towing: The Duramax/Allison is an absolute monster when pulling heavy loads. Unlike some max-tow powertrains, the 6.6-liter turbodiesel delivers 100-percent of its torque off the line and the new 10-speed transmission does an excellent job of smoothly and progressively getting all that power to the rear wheels. Our first 3500 dually crew cab 4x4 Denali (listing just under $82,000) was towing a Keystone Montana fifth-wheel RV with dual slide-outs, weighing in around 13,000 pounds dry. With the exhaust brake on and in Tow/Haul (which gave us some rather aggressive grade-braking downshifts each time we tapped the brake), our time with the truck and trailer was fairly comfortable and stress-free. Add to this a myriad of trailering camera options (front, both side mirrors, bed, tailgate, and a final hard-wired camera on the back of the RV), and we could see just about everything or anyone wanting to sneak up on us. We should note that GM is the only HD truck maker that offers an integrated Transparent Trailer feature that (when set up properly) allows the driver to see through the trailer you are towing to those drivers following you (many of whom might want to pass). This technology is not only cool, it provides an extra level of safety and situational awareness we've never experienced. Additionally, we towed with a gooseneck flat-bed that reportedly weighed over 25,000 pounds with a one-ton dually and found the workings of the drivetrain plenty strong enough to pull the load confidently, feeling quite composed the whole time. Of course, we'll have to reserve our final judgements for long-haul towing (and any overheating issues) until we can get a test truck and set up a multi-state run.

Off-Roading: One of the biggest sales surprises recently for GMC is their newest off-road package, called the AT4 (actually an evolved trim from earlier All Terrain packages). Offered on both light-duty and heavy-duty platforms, the AT4 package for the HD offers bigger wheels and tires, specially tuned Rancho monotube shocks, extra skid-plating underneath, a Traction Select system with a unique Off-Road mode, Hill Descent and hill hold features, a 15-inch color head-up display with an off-road inclinometer, and a high-def surround-view camera. The 2500 or 3500 AT4 is exclusive to the GMC brand (meaning there is no Chevy Silverado HD Trail Boss at this time) and, with the exception of an anti-roll bar disconnect and winch, this could be the closest thing to a Ram 2500 Power Wagon competitor. We had the chance to punish a few AT4s on both some higher-speed, choppy dirt roads, as well as some rocks and nasty 4x4 trails we found near Grand Teton National Park. Uniquely, the transfer case offers both all-wheel drive, four-wheel drive high range, and four-wheel drive low range modes, each with a different Off Road mode setting in the transmission to help improve traction control and throttle response. We found this hugely helpful when navigating a deep river wash that eventually got rocky, then turned back into tire-swallowing, fluffy, smooth sand. Moving back and forth between the 4WD settings is all push-button, requiring us to be in Neutral only when moving into or out of 4 Low. To state the obvious; this was the most fun we had in a GMC pickup the entire week. And, we should also note, the AT4 package suffers no down-rating in max payload or towing when compared to other non-AT4 HDs (something the Power Wagon cannot say).

Payload Cruising: We also had the chance to run rather long stretches of mountain highways with both a Sierra Denali 2500 and Sierra AT4 2500 with at or just above 2,000 pounds of freshly cut logs in the bed (all properly strapped down). Of particular note, which is a pet peeve of ours, we loved the fact that even with that much weight in the back there was very little rear-end droop from the rear springs. Neither of our test trucks showed any trouble accommodating the weight or sacrificing any ride or handling quality as we carved through the canyons parallel with the Snake River. We should note, however, our AT4 loaded with logs did have the new V-8 gas engine, which did seem to have a little more trouble keeping up with traffic as we crossed over a mountain pass, and, with four fewer gears than the Allison (but lower 3.73:1 axle gears—all Duramax HDs get 3.42:1 gears), it did still seem to struggle a bit more. With all that said, we were still quite impressed with how well both the Denali and AT4 suspensions handled the load, providing a balanced and composed chassis during mountain road cornering.

But what about the interiors? If you were looking for something dramatic or a huge upgrade in the 2020 GMC HD interiors, you will not be happy. For the most part, everything we've already seen from GMC (mostly from the new interiors of the light-duty trims) will be carried over into the HD lineup. Expect the top-of-the-line Denali to still fall short of the what Ram and Ford are doing with their top trims—meaning you'll still see the usual chrome surrounds with brushed aluminum accents, and plasticky wood trim pieces on the center console and door panels. We actually like the idea of keeping the interior looks between light-duty and heavy-duty similar but we'd really like to see more drama with better-quality materials and choices. Beyond that, the softer dash materials and stitching choices are still pretty good, just not for a truck that can easily run above the $75,000 mark. We consider this the biggest area of opportunity for GMC and, unlike some of our colleagues, we're willing to wait and see what's likely to come in the next mid-model refresh.

Rollout for the new GMC Sierra 2500 and 3500 models is happening now but the more popular models (meaning crew cab 4x4s) will come first, then the others later. Expect the AT4 and Denali crew cabs first, with other trims and cabs rolling out thereafter. Eventually, 2020 GMC HDs will offer three cab configurations, two bed lengths, two engine choices, and five trims—the value-oriented Sierra trim, the more mainstream SLE and SLT, then offer the more well-appointed AT4 and Denali for those wanting to fully option and have more style. Entry-level Sierra HD regular cab will start at $38,790. The more popular 2500 SLE crew cab 4x4 will have a starting price $1,900 cheaper than the outgoing model and will include these upgrades: a stronger, more efficient 6.6-liter gas V-8, LED headlights, traction select, more payload and towing capacity, more sidesteps, and more cargo tiedowns in the bed. Pricing for this specific model starts at $46,990. The top-of-the-line 3500 dually Denali 4x4 crew cab will have a starting price of $69,490 and include the 6.6-liter Duramax and 10-speed transmission, surround-view cameras, Multi-Pro Tailgate, and much more. Realistically, though, you can expect one of the heavy haulers to get pretty close to or above $80,000 with all the boxes checked.  Certainly not cheap by any measure, but consider the upgrades being offered for the 2020 model year, there's a strong value proposition to be made.



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Sours: https://www.motortrend.com/reviews/2020-gmc-sierra-hd-review/

Denali review gmc 2500 2020

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2020 GMC Denali HD In Depth Review

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