Edmunds.com lists a base price for 29 separate variations. Distilling all of this into 850 words is a headache-inducing endeavor capable of pushing Gandhi to sucker punch an orphan. To simplify the process, this review will concentrate on the top-of-the-line $46,680 Sierra Denali 2500 that GMC provided for my test drive.
A heavy-duty version of GMC's Sierra 1500 pickup, the 2500HD is designed to tow and haul larger loads than its 1500 sibling. If your heart skipped a beat at the price tag of my test Sierra 2500, there are more affordable versions.
If all you require is a basic work truck, the regular-cab 2500 Work Truck equipped with little more than air conditioning, a tilt steering wheel and four-speaker audio system, is priced at $28,960. Other versions are spread along the price spectrum between it and the Denali. Taking the step to the next trim level, SLE, boosts the price by just $3,600 and adds an array of popular amenities, such as full power accessories, carpet, cloth rather than vinyl seats, CD player, keyless entry and cruise control.
In addition to the re-engineered front suspension and an all-new boxed frame found on all 2011 GMC heavy-duty models, my test truck derived its go from a new optional $7,195 Duramax 6.6-liter turbodiesel V8 engine. It replaced the standard 360-horsepower 6-liter V8. While the 397 horsepower the turbodiesel generates is impressive, it's the whopping 765 pound-feet of peak torque that will make your heart pound and your ears ring. That's more than twice the torque of the 6-liter V8. Towing limits for 2500HDs are 13,000 pounds with a hitch and as much as 17,200 pounds in a fifth-wheel setup.
Delivering engine output to the wheels is a six-speed automatic transmission. My test GMC had the optional $1,200 Allison six-speed automatic with manual-shift mode. Thanks to the 2500HD's Orsen Wells-like weight rating, it escapes EPA mpg testing. But don't expect a Valentine's Day card from the Society of Tree Huggers if you drive one of these battle ships.
The fully boxed frame increased bending stiffness by 92 percent. This adds to both towing capacity and durability. The solid live axle rear suspension uses multi-leaf springs. The front independent suspension is new. Its short-long arm/torsion bar setup has a 25-percent greater front axle weight rating. What this means is that all 4WD models can be equipped with a snow plow with the proper setup package.
On the highway the ride is smooth and hassle free. Bumpy surfaces, though, will send some tremors through the cabin. This is a vehicle engineered for the wide-open spaces. Like other big trucks, if you don't have to have a vehicle this size for pulling a trailer or hauling cargo, the tradeoff of maneuverability around town for the image of driving a colossus probably isn't worth it. Parking in most city lots and garages requires D-Day-level planning. It is 20 feet long and has a turning radius of 50.5 feet compared to, say, the 39-foot turning radius of GMC's Canyon pickup.
Ventilated disc brakes with antilock slow all four wheels. Traction control, stability control, electronic brakeforce distribution and emergency braking assist are all standard. The only airbags included in the base price are the driver and front-seat passenger frontal airbags. Extended cab and crew cab models have side-curtain and seat-mounted side airbags available as an option for $395.
Denali is GMC's high-end luxury trim. This year marks its first appearance in the 2500HD lineup. Its exclusivity extends to its configuration. Only available as a 4WD short-bed crew cab, the Denali trim builds on SLE and SLT standard equipment, which includes OnStar, remote starting, leather front seats, an automatic locking rear differential, dual-zone automatic climate control, heated outboard mirrors, redundant steering-wheel-mounted controls for the upgraded Bose-infused six-speaker audio system and 18-inch alloy wheels.
Listed among the Denali-specific standard equipment are power-adjustable pedals, rear-parking sensors, the EZ-Lift and locking tailgate, and more chrome exterior accents. My test 2500HD also had the $2,250 touchscreen navigation system, and $450 rear backup-camera system.
Generally the cabin is roomy and intelligently arranged. The controls are intuitive and well placed. Arguably capable of swallowing a small child, the front center console is large. Getting into the cabin is a bit of an alley-oop, but once inside, the seats are nicely cushioned and supportive.
In terms of utility, the Sierra 2500HD is about as good as it gets. It is capable and comfortable. And if you want to pull your fifth wheel into the trailer park in style and luxury, the 2500 Denali is the way to do it. It is, however, a beast. Negotiating narrow downtown streets or trying to pull into a slot in a parking garage could stroke out drivers of lesser fortitude.
By Russ Heaps - MyCarData
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