2019 GMC Sierra 1500 Review

With the larger engine option, the Denali has plenty of power, and the 10-speed transmission upshifts quickly. To get the fastest launch, we put it in 4-Hi to maximize traction and selected Sport mode. In Edmunds testing, 0-60 mph took 6.2 seconds, which is quick for a full-size truck.

The Sierra stopped from 60 mph in 128 feet in our testing, which is better than average for the full-size truck segment. But the pedal feedback is wooden and lacks initial bite. Although the brakes have power, the brake feel and feedback to make precise stops at all speed ranges just isn't there.

The steering weighting is light, with a very small numb area on-center. The steering ratio is slow and requires a lot of effort to enact a direction change. Sport mode reduces assist, making the weighting heavier, and feels more appropriate for this truck. Feedback from the wheel is generally good.

The Denali's suspension tuning is firm, but the truck turns into corners sluggishly. Sport mode stiffens up the adjustable dampers and livens turn-in. Regardless of suspension mode, body roll is apparent on longer turns. The Denali feels even bigger than it is, which contributes to its ponderous feel.

The big V8 makes a lot of power and is more than willing to show it with an overreacting head-snapping initial response. Once it's going, the transmission is smooth and moves through the gears quickly. Large throttle requests can result in a delay as the transmission drops down four or even five gears.

There's a dedicated off-road mode in the Traction Select system that allows additional wheelspin and a smoother initial throttle response in low-traction situations. The head-up display and dash also show vehicle inclination and roll angle. A button controller is used to shift the transfer case.

The Denali's seat bottoms are flat and have minimal bolstering, but the seatbacks are well-contoured. These seats fit most people well, and they're comfortable for long trips. The rear seats are firmer, with less support, but at least the rear bench is wide.

The Denali's ride feels firm and it shimmies over freeway expansion joints and other small, repeating bumps. On smoother roads, you can still feel smaller bumps, though larger bumps are absorbed. In Sport mode, you'll notice a busier ride, with more body movement caused by sharper bumps.

Depending on the road surface, the main source of noise will come from either the tires or wind. Grainy road surfaces tend to be the noisiest. On smoother roads, wind noise is never loud enough to be offensive. Most will find the sound from the 6.2-liter V8 to be pleasing to the ear.

Dual-zone automatic climate control system uses well-marked knobs and buttons for control and works well. We wish the buttons were bigger, especially the seat heating and ventilation controls, though we appreciate the ability to adjust the heat for the seatback separately from the bottom.

Previous Sierra owners will feel right at home since there's hasn't been much innovation inside the cabin. We like the switches, and all the knobs are well-sized. Oddly, the Traction Select knob is unlabeled, and most of the push buttons are just a little smaller than we'd expect from a full-size pickup.

The grab handles and large door openings make getting in and out a cinch, even when parked in tight quarters. Our Denali test truck came with power-retractable side steps. Shorter drivers and passengers will like them, but taller drivers might find them getting in the way.

Both the seat and steering wheel have a wide range of adjustment, but the positioning of both puts the driver in an awkward position. Raising the seat draws your legs closer to the wheel. Taller drivers won't notice, but shorter drivers will struggle to balance visibility with ergonomics.

Front headroom, shoulder room, and legroom are plentiful; the cabin suits taller drivers well. The back seat of the crew-cab Sierra is absolutely massive and has significant legroom. Three full-size adults can easily fit shoulder to shoulder back there.

Forward visibility is restricted by a tall and broad hood. The windshield pillars are thick, making it hard to see where the corners are. Side visibility is acceptable, and the side mirrors are large. At slow speeds, the HD surround-vision camera system is effective and offers multiple views.

The interior is well-built and sturdy. The leather seat material is firm, while the soft-touch areas feel thinner but acceptable. There is still a lot of hard plastic in the interior, and we question the use of fake wood trim on the door and center console.

There's a place for everything inside the Sierra. There's a large and deep center console, big door pockets, two gloveboxes, and a small pocket on each side of the center console. Plus, the outer rear seatbacks open up to hold more of your stuff.

Inside, the 60/40-split rear bench folds up with no fuss. The floor isn't flat, but the area under the seats is partitioned so your stuff doesn't go flying around. It's not the biggest backseat area of the bunch, but it's more than satisfactory.

There are enough LATCH points to put child seats in any of the three rear seat positions, and the corresponding top tethers are obvious straps that make it unnecessary to tip the rear seatback forward for access. The rear of the crew cab is quite large, so even the bulkiest of rear-facing seats will fit without trouble.

The Denali comes standard with a brake controller, trailer camera angles that help you get hitched, and memory settings for various trailer configurations. An available smartphone app expedites your vehicle-to-trailer connection.

The GMC pickup has a very broad bed with 12 fixed tie-downs. The SLE, Denali and AT4 come standard with the useful MultiPro tailgate. Because of it, however, you'll have to get into the habit of removing the tow ball when you're not towing. Both ends of the rear bumper have prominent steps, and the Denali's power running boards have a kick-switch that swings them back to become a front corner bed step.

GM's infotainment system has crisp graphics and responsive touchscreen buttons. The simple menu structure and quick command responses make using the system easy. It's not a very large touchscreen, but it gets the job done. The premium audio system has excellent bass and mids but lacks crisp highs.

Apple CarPlay and Android Auto come standard. Our smartphones connected to Bluetooth and indexed our music quickly. There are USB ports on the dash, in the center console and in the rear seat area. The charging pad is in a convenient location and can hold large phones.

Our truck had automatic emergency braking, lane keeping assist, front and rear parking sensors, and blind-spot monitoring with rear cross-traffic alert. All but the lane keep system worked satisfactorily, so we kept it off. Adaptive cruise control is conspicuously unavailable.

The merely competent voice recognition system understands basic commands such as "Play artist Bob Dylan" but is less able to interpret natural language. Connect your smartphone and you can use Siri and Google voice; those systems work better, particularly if you're using Apple CarPlay or Android Auto.

The version that strikes the best balance between amenities and functionality is the SLT trim level, while the Elevation is a cosmetic package available only in a double-cab configuration. Meanwhile, the AT4 offers an edge in off-road capability, and the range-topping Denali packs on the luxury-oriented features.

Configurations are as follows: Regular cabs are offered with a standard bed (6 feet 7 inches) or an extended bed (8 feet); double cabs come only with the standard bed; and crew cabs are available with a standard bed or a short bed (5 feet 9 inches). Be aware that not all trim levels are available with all configurations. All cab configurations are available with four-wheel drive.

The base Sierra comes with a 4.3-liter V6 (285 horsepower, 305 pound-feet of torque), a six-speed automatic transmission, 17-inch steel wheels, automatic xenon headlamps, power locks, a locking tailgate, power windows, air conditioning, cruise control, a rearview camera, a tilt-only steering wheel, Bluetooth, a 7-inch touchscreen interface, USB connectivity, Android Auto and Apple CarPlay integration, and a six-speaker sound system.

The Sierra Convenience package adds remote keyless entry, a remote-locking tailgate, heated power mirrors, a 110-volt AC outlet and LED cargo box lighting. The Elevation trim includes those items plus special 20-inch black alloy wheels, LED foglights and body-colored exterior trim.

The SLE trim level adds 17-inch alloy wheels, a damped tailgate, a leather-wrapped steering wheel and an upgraded 8-inch touchscreen.

Many more options are available on the SLE. A new turbocharged 2.7-liter four-cylinder (310 hp, 348 lb-ft of torque) is an option. The SLE's Convenience package adds a rear window defogger, keyless ignition and entry, dual-zone climate control, a tilt-and-telescoping steering wheel, a power-adjustable driver's seat, heated front seats, a heated steering wheel, an upgraded infotainment system, and second-row USB charge ports.

Other options include leather upholstery, a full center console, a power-adjustable front passenger seat and wireless smartphone charging.

Stepping up to the SLT, our trim level of choice, nets you much of the above plus a standard 5.3-liter V8 (355 hp, 383 lb-ft of torque), a locking rear differential, a MultiPro configurable tailgate, a trailer brake controller and trailering package, power-folding and heated mirrors, and driver-seat memory settings. A 6.2-liter V8 (420 hp, 460 lb-ft) with a 10-speed automatic is optional.

GMC offers a Driver Alert 1 package for SLE and higher trims. It includes driver assistance features such as parking sensors, blind-spot monitoring and rear cross-traffic alert. There's also the Driver Alert 2 package that further adds forward collision warning with automatic emergency braking and lane keeping assist.

GMC gives the AT4 trim similar features to the SLT but with a 2-inch suspension lift, standard four-wheel drive with a two-speed transfer case, a skid plates, Rancho shock absorbers, 18-inch wheels with all-terrain tires (20-inch wheels available), hill descent control and a terrain-selectable traction control system.

At the top of the range is the Denali, which comes with most of the features available on lower trim levels and has all of the available driver assistance features. It also adds a head-up display, a rear camera mirror, exclusive adaptive suspension dampers, 20-inch wheels and unique interior appointments. The MultiPro power assist steps are only available on the Denali.