TRUCK’S TRAILERING ASSISTS ARE AN INVALUABLE FEATURE
Plenty of new tech, more room and better fuel economy, but real story is in the back
“So, what exactly is ‘Screeching In?’” I ask the night before the test drive of the 2019 GMC Sierra Denali.
The ritual is a little complex. To become an honorary Newfoundlander — sorry, “New-fin-lunner” — I must prove I can eat, drink, speak and kiss like one.
Ritual complete, I am presented with a certificate for verification, on the condition that I head out of St. John’s and do some exploring. I am happy to oblige.
The next morning, we approach the halfway point of our drive across the easternmost point of the province, the road twisting its way from Harbour Grace to Heart’s Delight. The road then climbs back away from the hinterland, and soon the vestige of brilliantly coloured houses in the fishing community we left behind are replaced with an expanse of deep, blue ocean, stretching for hundreds of kilometres through the Sierra’s passenger window. It’s extraordinarily pretty, and far in the distance, there’s even an occasional spout from a family of Minke whales.
You really get the sense that GMC has pushed the boat out for the launch of the 2019 Sierra Denali and SLT, and with good reason. Since 2013, Denali sales have more than doubled and now account for a third of GMC’s overall business. Focus specifically on the flagship Sierra, and both the Denali and SLT packages account for more than three-quarters of Crew Cab sales, by far the most popular model configuration in the company’s five-strong model lineup.
So far, the company’s confidence in its product is well placed. There’s talk of a “bold new design,” of course, plus “innovative” technology, an updated “driver-focused” cabin, and advanced powertrains, etc., but five new features in particular have been specifically designed to tip the Sierra over the edge.
The rear-camera mirror (replacing a conventional rearview mirror) and a new head-up display are segment firsts, and though a little distracting in my peripheral vision for the first 100 kilometres, they get a thumbs up.
The real cheddar, however, is at the rear. The new ProGrade trailering system features updated software to make hitching easier for just one person, and can even be configured via an app on your phone. For those of us still learning the ropes, items such as a pre-departure checklist, trailer electrical diagnostics, and tire-pressure and temperature sensors would prove invaluable.
The CarbonPro box is the first carbon-fibre composite example of its kind, weighs in 28 kilograms lighter than the steel variant, and is said to be the toughest to date. And on the back of that is the new Multi-Pro tailgate, which has six unique configurations — seven if you count the new Denali nameplate — from multi-tier loading to a standing work station, as well as featuring a hidden speaker system. It’s casually mentioned during our lunch stop that the tailgate has received more research and customer input than pretty much any other GMC product.
Something doesn’t feel quite right though, and it’s not last night’s Screech starting to take hold. Granted, the road surface between Victoria and Heart’s Content does it no favours, but it’s difficult to ignore the Sierra’s occasionally choppy ride, the newly updated Active Ride Control not cutting this particular mustard. It’s smooth, absolutely, but has a raw edge that, frankly, when combined with limited lumbar support in the leather backed and overly stiff seats, is not what I’d expected of “the Denali legacy.”
Our genial hosts have invited us to test Sport mode — in a truck, for crying out loud — for this particular stretch that crests the coastline and starts to wind its way back toward the mainland. Yes, the power-assisted steering does get some additional beef, and the 10-speed automatic gearbox is notably feistier, but there’s no real tangible difference to the cornering, and it makes that occasionally choppy ride even stiffer.
I’m more than happy to revert to Tour for our mid-afternoon leg because, tailgate functionality and the Trailer App aside, the interior is the Sierra’s finest quality.
OK, there’s a couple of question marks over the durability and quality of some of the interior plastics — I’m looking at you, door pockets — and the cabin does lack an innate sense of character compared with the new Ram 1500, but there’s no want for head or legroom in either the front or back, and the driver-centric design makes the instrumentation around me all the more intuitive. I wonder if a Stop/Start button mounted on the dash at knee level was the wisest choice, and I do fear the small infotainment screen will date badly, but these are trifling concerns. It’s a top job.
Back on the highway, it’s our last chance to give the 6.2-litre V8 under the bonnet a poke. Very impressive Dynamic Fuel Management — which can de-activate up to six of the eight cylinders — means we’ve registered a fairly astounding 11.3 L/100 km in a pickup north of 2.5 tons.
However, it’s the power of the engine that truly resonates. The 420 horsepower and a mighty 460 pound-feet of torque are immediately pulling from the low revs, and don’t stop as we blast our way past the 5,000rpm mark, the speed building consistently and the drivetrain showing neither lag nor breathlessness. There is a 5.3-L option available and a turbodiesel set to arrive later this year, but if you find yourself with some loose change, the 6.2 will not disappoint.