2019 GMC Sierra AT4 Specifications
2019 GMC Sierra AT4 Specifications There’s two things you need to know about GMC’s new Sierra. It’s screaming from the rooftops: The Sierra is now a photocopy of the Chevrolet Silverado. Secondly it’s showing instead of saying: There is a 2-inch Lift and a “AT4 ” badge, which translates to loose marketing-Speak “Denali for Country Folk. “
GMC says for a while it would be the distance from the Chevrolet itself to support its unique sales offer. We have seen baby steps in the past, but this is a major milestone in the new Sierra, with all the more so Chevy rolling out a comparable high country luxury trim level. Sierra, though, doesn’t just look like a Chevy, but it also has its own technologies that are substantially different and worth paying for. The first two: the Multipro-called six-position tailgate and the carbonpro-reinforced carbon fibre mattress with nylon.
Scout’s Honor, I thought the tailgate was stupid and cheated, made it complicated to prove that Chevrolet’s Ford “is an overcompensation for the spraing on the man step, ” just better and/or different. I’m going to use it now, eat Crow. Iki years ago, my wife and I relandscaped ourselves in the front and back gardens. Since then between these and other home projects, she would have found a use for every position in the trunk door. I especially like the large, wide pitch and the ability to drop the inner gate full door down and get closer to the bed to leverage heavier or cumbersome items on it as it creates. There is a cherry on top, get the standard bumper steps, which are still running when the tailgate is up.
Composite mattress metal bearings, especially when sprayed with a polyurethane liner, do not only do good work, but it seems hard to justify that it is a good reason for it. The GMC Carbonpro box claims that the steel is yet more powerful than the £62. Lighter is better, both for fuel economy as well as the gross vehicle weight and gross vehicle for tensile and handling applications counts toward the combined weight. Naturally rust proof and Dent proof, there’s a lot to it. It is still even better to make steel beds that get extra tie-outs and optional 110-volt power outlet.
Even if he shares it with Chevy, there’s other equipment here that won’t like it. The dynamic fuel management can close any combination of cylinders depending on the situation to improve fuel economy, completely seamless. I’m a fan of this big, full-color unit, so when the head-up screens are finished correctly. I’m much less endited with the video camera rearview mirror, which I find careless because of forced perspective shifts, but I’d grant you useful if you have cargo that I can’t see on a conventional mirror back cabin or bed.
If you check, still, the real hot ticket is in the package of the Progra trags. The trailer light test is a blessing when you don’t have an assistant. We even diagnosed a reverse light issue for us (the trailer did not have them). I like it a little better than Ford’s solution because I’m there visually confirming that the lights are all working instead of telling me to rely on a graphic on the screen. The ability to recognize a trailer from the backup camera and bring it to a convenient, very convenient rules, not to mention the parking brake setting automatically during the connection. We were not able to test the trailer tire pressure and temperature monitoring system or the remote trailer camera, but they are solid ideas.
Like these technology differences, the differences in driving are limited, too, and you are wondering again if you are long ago worth upcharge on a Chevy. When back back with a Silverado high country drove AT4 and Denali, which shares 6.2-liter V-8 and 10-speed automatic, I felt a difference. GMCs-even with its knobbier tires, the taller AT4-Ride and handle better. Driving is less busy than a Silverado high country and especially good on big blows, and the GMCs handle flat than any other truck on the market. I didn’t feel a difference in the quality of the driving between the two GMCs, nor did I notice much of a difference I put in my own sports driving mode beyond a sharper gas pedal and a slightly heavier steering wheel. I noticed that the automatic engine stop/start system seemed to take years to reinitialize, which according to the competition. Lane retention system was inconsistent and seemed to only work on straight roads, but even then it didn’t stop me from always circulating out my lane.
Numbers-wise, falls towards the competition in line. Its 0.77 mean G skidpad and 27.8-second digit-0.63 average g eight Lap equivalent put Denali right between an F-150 limited (0.78 g and 27.2 g 0.63 seconds) and Ram 1500 Limited (0.74 G and 28.3 seconds at 0.60 g). AT4 ‘s Off-road tyres naturally hurt its on-road grip, putting a 27.7-second round on skidpad 0.76 G and 0.73 G-dead even a RAM 1500 Rebel and a good Silverado Trail in front of the boss. (I’m not involved in the F-150 Raptor here because it’s an off-roader dedicated to more RAM, GMC or Chevy.)
Let’s talk a little more about AT4 since you already know that it is a Denali (expensive). All 2019 Sierras (and Silverados) can be equipped with a GM-produced 2-inch Lift kit, but it makes the AT4 standard. Also Bridgestone due A/TS 20-inch wheels, certainly more distant Denali’s Bridgestone Alenza A/SS but almost as much as a Silverado Trail boss ‘ Goodyear Wrangler Duratracs will get you a light off-road tire takes a series of. The remaining external changes include black-out chrome and red-painted Tow hooks. In the IAT, it is effectively the same as Denali.
As equipped, our AT4 was 129 pounds lighter than our Denali, which helps explain AT4 0.2 second faster 60 mph at 5.8 seconds against 6.0 straight. This advantage is the capture of a quarter mile, 14.2 seconds to 98.9 mph in 14.4 seconds, carried by 98.6 mph. Here again, Denali Falls between an ecoboosted F-150 Limited and an etorqued RAM 1500 limited, although AT4 handily Rebel and Trail boss is drinking. In every Iki way, the large 6.2-liter V-8 feels strong at all times. This truck comes as standard on the 5.3-liter V-8 than the dash and has much more torque off much better throttle response, and the 10-speed Auto is softer and smarter than the old eight fast shifts.
We notice especially when pulling this time. 100-the trailer on the air Hitch is about 8,000 pounds, the Sierras barely noticeable. There’s so much torque, they still felt quite fast passing up the highway speed over a 12 percent uphill. On the other hand down the road, they execute the perfect shift to keep the speed of control. I’m still shocked that I didn’t feel this shift even when going downhill with a trailer.
Denali, fitted with street tyres, hang hats on braking, where a little bit AT4 stopped shorter where 123 feet VERSUS 126. Once again, both trucks split the difference between Ford and RAM for Denali, and between Ram and Chevy for AT4.
GMCs, Fords, Rams divided and numerical Chevys, but worth talking is a different story. This is the AT4 for GMCs Ring $65,330 and $67,200 for Denali *. This is a little less new RAM 1500 Limited we tested ($68,340) and right on the latest Ford F-150 Limited we tested ($67,560). It’s also a bit more than the Sierra Denali 2500HD diesel than we just tested three years ago ($65,235) and a few Grand more than a new Chevrolet Silverado High Country Test ($64,030).
Of course, this is the dollar-Wise in the midst of the right things, but when you consider content. The RAM and Ford offer more standard and optional equipment than GMC, and even those full boat Sierras competitors have the same-missing features included in the test price. The real kicker’s: what we had in our GMCs carbon bed or Adaptive Cruise control, both of which will not be available until mid-2019 at the earliest.
Unlike the Chevys and GMCs may look different, you can barely tell them apart. The infotainment screen has different graphs, a slightly different instrument cluster, with different badges on the steering wheel (finally centered with the seat, Providence thanks) and that’s it. The choice of quality and material is the same as the Silverado High Country and behind an F-150 Limited. It is not even in the same time frame of Ram 1500 Limited, which can teach you a few lessons in the Cadillac of luxury interiors.
What’s wrong? The design is the best evolution of the old truck, but the competition has all gone new. Leather, lines and seats and doors and armrests are plasticky brilliance, which looks cheap and feels thick up to half the competition. (GMC claims to be more durable.) The infotainment screen is relatively small and looks small thanks to the large frame. The number of truck USB ports has gone back and half of the competition doesn’t offer power seat adjustments. Where the RAM is heated in the rear seats, cooled, and recline, GMCs ‘ just heated. The functionality and ergonomy of the central console and central stack are also par.
Recently I have heard there is some concern in GMC that it has not gone far enough to maintain market dominance in its created luxury truck segment, especially in Denali trim. I’m sorry to be the bearer of bad news, but it’s true. RAM is on the front, and Ford is also second-hand. Meanwhile, Chevy is located with a high country model away from a suspension Tune to be as good as a Denali for less money. Truck buyers are loyal to some of the most brands out there, but sooner or later they’ll notice what they’re getting and what their friends are getting.
GMC, seems to have brought a pistol to combat a machine gun. Effective but short of firepower. Don’t get me wrong, the new Sierra is a much better truck on the board than it is, and I’m really happy to see that it offers special, attractive new features. More than that, truck functionality has been greatly improved, whether commuting, hauling trucking or pulling. All the good stuff, though, is balanced against the inadequate differentiation of Chevy, the lack of progress in the cabin to spend the whole time, and value proposition.
All trucks were tested in extreme heat conditions and performance was negatively impacted. We will try to re-test and update these results at a later date.
2019 GMC Sierra AT4 Specifications
- Base barrel $54,695 $59,495
- Tested Price $65,330 $67,200
- Vehicle layout pre-engine, 4WD, 5-pass, 4-door truck front-engine, 4WD, 5-pass, 4-door truck
- Engine 6.2 L/420-hp/460-lb-ft OHV 16-valve V-8 6.2 L/420-hp/460-lb-ft OHV 16-valve V-8
- My 10-speed automatic 10-speed automatic
- Brake weight (F/R Dist) 5,466 lb (57/43%) 5,595 lb (57/43%)
- Then the distance 147.5 in 147.4 in
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