2009 Gmc Sierra 1500 Wt Standard Cab Pickup 2-door 4.8l on 2040-cars

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GMC Hummer EV First Drive Review | True supertruck, for better and for worse

Right from the start, the 2022 GMC Hummer EV has been advertised with superlatives, mostly in reference to its specifications. GMC has even called it a "supertruck" in its own materials. And while we've received a taste of the truck before, only now have we finally got our hands on the production-spec model, and had the opportunity to drive it both off-road and on the street. What we've found is that the Hummer EV is undoubtedly a supertruck, much the same way that a Ferrari or a Lamborghini is a supercar. It totally delivers on its incredible capabilities, but there are compromises. And they're worth being aware of before plunking down the more than $100,000 a first-year Hummer will run you. That six-figure truck is the version we tested, the Edition 1, which actually rings in at $112,595. It's the only version in production for now, with lower trims coming in the next couple years. It's sold out, but many of the features will be available on the next highest trim level, the EV 3X. Among those features are the three motors, torque vectoring, “Watts To Freedom” launch mode, four-wheel steering, removable glass roof panels, 35-inch tires, Super Cruise, power rear window and MultiPro tailgate. In other words, although you can literally no longer order an Edition 1, you can still order a Hummer EV with nearly the same specification. This content is hosted by a third party. To view it, please update your privacy preferences. Manage Settings. We'll start where most owners probably will: mashing the throttle. No one can resist seeing what 1,000 horsepower and 1,200 pound-feet of torque will feel like. It's even a tad more torque in Watts To Freedom mode, which preemptively runs the cooling system to enable the additional twist. That mode allows the Hummer to hit 60 mph in 3 seconds, and the drama is dialed up with visual, audible and haptic cues. But even without engaging launch mode, the Hummer EV impresses and delights with its acceleration. In addition to pinning you to the seat, the entire truck squats in an exaggerated fashion. It's absurd, especially considering the truck's curb weight that surpasses a truly astounding 9,000 pounds. ThatÂ’s several hundred pounds more than the heaviest GMC Sierra HD 3500 diesel dually. Of course, that weight, as well as the nature of electric motors, means the party starts to calm down as the speed increases. The weight is noticeable in other areas, too.

2017 GMC Acadia loses 700 pounds, gains everywhere else

Ladies and gentlemen, welcome to Acadia. The 2017 version of the three-row GMC crossover has all kinds of newness. The 2017 Acadia has lost 700 pounds compared to its predecessor thanks to high-strength steels allowing redesigned parts, and the fact that it overall, the vehicle is actually smaller. Length is reduced by 7.2 inches on a wheelbase diminished by 6.4 inches, it is 3.5 inches narrower and sits 3.9 inches lower. The 2016 Acadia was 4,656 pounds, the 2017 is 3,956 pounds. GMC says it will still swallow people, but not as many: the eight-passenger option didn't make the transition, potential three-row trims permitting five-, six-, and seven-passenger configurations. While you lose space, you gain convenience with a split-folding second row featuring tilt-and-slide for both sections. The third-row seats fold flat into the cargo floor, and if the second row is folded as well, cargo capacity improves over the 2016 Acadia, 79 cubic feet compared to 70 cu-ft. A new 2.5-liter four-cylinder brings a second engine option to the spec sheet, returning an estimated 22 city miles per gallon and 28 highway mpg with the help of stop/start tech on front-wheel-drive trims. The new 3.6-liter V6 gets around 310 horsepower, a power bump of about 19 hp, and an estimated 25 highway mpg in front-wheel-drive guise. Towing capacity for that V6 goes down, though, from 5,200 on the current Acadia to an estimated 4,000 pounds. The optional Tow Vision Trailering system will make that pulling easier. Both engines are hooked to a six-speed automatic. Now we can get to its looks. Trademarks like the square, flared wheel arches, dark D-pillars, and wraparound rear side windows made the transition, everything else is new. While weight has gone down, safety's gone way up with internal changes like the splayed chassis members to confront the small-offset test. New active safety upgrades run from from three kinds of automatic braking systems to surround vision cameras, automatic high beam control, a safety alert seat, and a following distance indicator. Buyers can choose from a front-wheel drive, all-wheel drive, or All Terrain model, each with its own electronic drive selector modes. The Normal, Sport, and Trailer/Tow modes are common to the trio. The FWD gets a Snow mode, the AWD adds adaptive 4x4 and Off Road modes; on the AWD, the 2x4 mode disconnects the rear axle from the drivetrain.

GMC to get own model not shared with Chevy?

For years, GMC has existed as a brand without a single unique product, reconstituting Chevrolet trucks, SUVs and crossovers with more frosting in exchange for a few extra dollars. The Sierra is a Silverado, the Acadia a Traverse, and the Terrain an Equinox, although admittedly the latter pair are visually differentiated to a significant degree.
GMC could be set to expand beyond its Chevy-based roots, though. During last week's Detroit Auto Show press days, GM's product boss Mark Reuss was asked whether there'd ever be a GMC that wasn't taken from Chevy. "Oh, yes, you will," Reuss told the media. "The health of GMC is astonishingly good from a consideration standpoint." Reuss wouldn't elaborate on what the model could be, although we're quite happy to make some guesses. GMC has its bases fairly well covered, with a mid-size and full-size crossover, as well as a mid-size, full-size and HD pickup. We doubt GMC will be building a family sedan, sports car, or hatchback, so really, the only place we can see the brand going is into a smaller crossover.
Automotive News points out that the most recent small GMC showcar, the 2010 Granite concept (shown above), won't see production according to General Motors. That vehicle likely would have rode on GM's compact vehicle architecture, known internally as Gamma II, which underpins the Chevy Spark and Sonic, as well as the Buick Encore (and its overseas Opel/Vauxhall/Chevy counterparts).