GMC

Steel body with aluminum doors and hood. 6.2L V8 420hp/460lb-ft. 3.0L Duramax diesel 277hp/460lb-ft. 5.3L V8 355hp standard. 10-speed automatic transmission. 2.7L Turbo 310hp option. MultiPro tailgate standard AT4/Denali. CarbonPro carbon fiber bed optional. 13.4in touchscreen. Super Cruise available. Denali Ultimate trim. AT4X off-road variant. 5900mm length. 3745mm wheelbase. 2450kg curb weight. Max towing 13000 lbs.

Body-on-frame construction. Independent rear suspension. 6.2L V8 420hp. 3.0L Duramax diesel 277hp option. 5.3L V8 355hp standard. 10-speed automatic. Magnetic Ride Control. Air Ride Adaptive Suspension. 5182mm length (standard). Yukon XL 5731mm length. 3071mm wheelbase standard. 3407mm XL wheelbase. 2600kg curb weight. Three-row seating. Denali trim. AT4 off-road variant. Super Cruise available. 10.2in touchscreen standard.

All-new platform. 2.7L Turbo 310hp standard. 430lb-ft torque. 8-speed automatic. AT4X AEV Edition. 3.0in suspension lift. 33in tires. Multimatic DSSV dampers. Front and rear e-lockers. 10.3in touchscreen. 11.3in optional. Denali trim level. 5407mm length. 3306mm wheelbase. 2100kg curb weight. 7700 lbs towing capacity. CanyonAT4 variant. Off-road focused positioning. Bison by AEV package.

Unibody construction. 2.5L Turbo 328hp. 326lb-ft torque. 8-speed automatic. AWD available. Three-row seating standard. 5156mm length. 2947mm wheelbase. 2000kg curb weight. 5000 lbs towing. Denali trim. AT4 variant. 15in diagonal display. Super Cruise ready. Elevation trim. Premium materials. Quiet cabin focus. Family SUV positioning. Competitive pricing strategy.

Compact crossover platform. 1.5L Turbo 170hp standard. 2.0L Turbo 252hp optional. 9-speed automatic. AWD available. Electronic precision shift. 4587mm length. 2725mm wheelbase. 1650kg curb weight. 3500 lbs towing. Denali trim available. Black Edition package. Diesel discontinued. 8in touchscreen standard. ProGrade Trailering. Teen Driver system. Professional grade appointments.

Ultium platform. Tri-motor AWD. 1000hp combined. 11500lb-ft wheel torque. 212.7kWh battery pack. 329 miles EPA range. 0-60 mph in 3.0 seconds. CrabWalk diagonal driving. Extract Mode 6in lift. Four-wheel steering. 350kW DC fast charging. 100 miles in 10 minutes. Watts to Freedom launch mode. Infinity Roof removable panels. 5507mm length. 3352mm wheelbase. 4100kg curb weight. SuperCruise standard. Adaptive Air Suspension.

Ultium platform shared. Tri-motor 830hp. Dual-motor 625hp option. 200kWh battery pack. 314 miles EPA range. 0-60 mph in 3.5 seconds. CrabWalk retained. Adaptive Air Ride. 300mm ground clearance. Power rear drop glass. 2.4 cubic meters cargo. 5 passenger seating. 5174mm length. 3352mm wheelbase. 4200kg curb weight. 350kW charging. SuperCruise standard. Extreme off-road package.

Ultium platform. Dual-motor AWD standard. 754hp Denali Edition 1. 785lb-ft torque. 200kWh battery pack. 400 miles estimated range. 0-60 mph in 4.5 seconds. MultiPro Midgate. 10.5 feet cargo length. CrabWalk mode. Four-wheel steering. Max towing 9500 lbs. 350kW DC charging. 100 miles in 10 minutes. 16.8in infotainment screen. SuperCruise standard. Air suspension. Denali trim only initially. Future trims planned. Professional grade EV positioning.

Full-size van platform. 6.6L V8 401hp option. 4.3L V6 276hp standard. 2500 and 3500 variants. Cargo van configuration. Passenger van available. Cutaway chassis. 5.7m length options. 3937mm wheelbase long. 2800kg curb weight. 10000 lbs towing. Commercial fleet focus. Work truck interior. Basic technology. Fleet management. Upfitter friendly. Multiple roof heights. Extended length available. Business solutions focus.

Denali luxury sub-brand. Premium materials. Advanced technology. Capability focus. Refined interiors. Professional image. Premium pricing strategy. Fleet and retail balance. Chrome accents traditional. Darker themes available. AT4 off-road lineup. Elevation appearance packages. Technology leadership. Super Cruise integration. ProGrade Trailering. MultiPro innovations. CarbonPro exclusives. Differentiation from Chevrolet. Premium General Motors brand. Professional customer targeting.

The stalwart overhead-valve inline-six that powered post-war GMC trucks. This 228 cubic inch (3.7L) inline-six featured a cast iron block and cylinder head with a four-bearing crankshaft. The valvetrain used a side-mounted camshaft with pushrods actuating overhead valves via solid lifters. Induction was through a single-barrel Rochester BC carburetor, while ignition used a conventional points distributor. With 7.4:1 compression, it produced 114 hp at 3,400 RPM and 212 lb-ft at 2,000 RPM. Known for its tractor-like durability and massive low-end torque, this engine could run for hundreds of thousands of miles with basic maintenance. Its simple design made it easy to service in the field, cementing GMC's reputation for building trucks that could withstand brutal commercial use.

The massive gasoline V6 that set GMC apart from competitors. This 351 cubic inch (5.8L) 60° V6 featured an unusual oversquare design with a cast iron block and heads. The valvetrain used a single camshaft with pushrods actuating overhead valves, with two valves per cylinder. Induction was through a two-barrel Rochester 2GC carburetor, while ignition used a Delco-Remy distributor. With 7.5:1 compression, it produced 180 hp at 4,000 RPM and 285 lb-ft at 2,400 RPM. The engine's massive displacement and low-revving nature made it exceptionally durable, with many units exceeding 300,000 miles of service. The unique V6 configuration provided better packaging than inline-six engines while maintaining their torque characteristics, making it ideal for medium-duty truck applications.

The Detroit Diesel-derived V8 that brought modern diesel power to light trucks. This 6,495cc 90° V8 featured a cast iron block with four-bolt main bearings and a forged steel crankshaft. The cylinder heads used pushrod-actuated valves with two valves per cylinder. The turbocharger was a Garrett GT series with wastegate control, producing 10 psi of boost. The fuel system used Stanadyne rotary mechanical injection with electronic control, while ignition employed glow plugs for cold starting. With 21.0:1 compression, it produced 190 hp at 3,400 RPM and 385 lb-ft at 1,700 RPM. Later versions saw power increase to 215 hp and 440 lb-ft. While not as powerful as competitors, the 6.5L established GMC as a serious player in the diesel truck market and proved remarkably durable in service.

The high-volume small-block V8 that became the backbone of GMC's light-duty lineup. This 5,328cc 90° V8 featured an aluminum (LM7) or iron (L59) block with cast iron liners. The cylinder heads used pushrods with two valves per cylinder and hydraulic roller lifters. The fuel system employed sequential port fuel injection, while ignition used individual coil-on-plug units. With 9.5:1 compression, it produced 285 hp at 5,200 RPM and 325 lb-ft at 4,000 RPM. The engine featured composite intake manifold and electronic throttle control. Active Fuel Management (cylinder deactivation) was introduced in 2005, allowing operation on four cylinders during light load. This engine became legendary for its combination of power, efficiency, and durability, with many examples exceeding 300,000 miles of service.

The heavy-duty small-block V8 designed for maximum towing and payload. This 5,967cc 90° V8 featured a cast iron block with six-bolt main bearings and a forged steel crankshaft. The cylinder heads used pushrods with two valves per cylinder and hydraulic roller lifters. The fuel system employed sequential port fuel injection with a composite intake manifold, while ignition used individual coil-near-plug units. With 9.4:1 compression, it produced 300 hp at 4,400 RPM and 360 lb-ft at 4,000 RPM. In performance versions (LQ9), it produced 345 hp with 10.0:1 compression. The engine's robust construction included powder-forged connecting rods and hypereutectic pistons, making it capable of sustaining heavy loads for extended periods. This engine became the gold standard for 3/4-ton and 1-ton applications, prized for its unstressed power delivery.

The revolutionary diesel V8 that established GMC as a leader in heavy-duty performance. This 6,599cc 90° V8 featured a compacted graphite iron block with four-bolt main bearings and a forged steel crankshaft. The cylinder heads used dual overhead camshafts with four valves per cylinder actuated by roller followers. The turbocharger was a Garrett GT37 variable geometry unit producing up to 20 psi of boost. The fuel system used Bosch high-pressure common-rail injection operating at 23,000 psi, while ignition employed glow plugs for cold starting. With 17.5:1 compression, it produced 300 hp at 3,100 RPM and 520 lb-ft at 1,800 RPM. The engine's advanced design provided diesel performance that rivaled gasoline engines for refinement while delivering class-leading power and efficiency. The Duramax immediately redefined expectations for diesel pickup trucks.

The emissions-compliant gasoline V8 that powered HD trucks into the modern era. This 5,967cc 90° V8 featured a cast iron block with six-bolt main bearings and a forged steel crankshaft. The cylinder heads used pushrods with two valves per cylinder and hydraulic roller lifters with variable valve timing. The fuel system employed active fuel management (cylinder deactivation) and electronic throttle control. With 9.7:1 compression, it produced 360 hp at 5,400 RPM and 380 lb-ft at 4,200 RPM. The engine featured flex-fuel capability and was designed to meet stringent emissions standards while maintaining the durability expected of HD applications. Its simple pushrod design proved more resistant to carbon buildup issues than competing overhead-cam designs, making it a favorite for fleet applications.

The technological tour de force that represents the current pinnacle of GMC diesel engineering. This 6,599cc 90° V8 featured a compacted graphite iron block with reinforced main bearing caps and a forged steel crankshaft. The cylinder heads used dual overhead camshafts with four valves per cylinder and variable intake valve timing. The turbocharger was a BorgWarner variable geometry unit with dual-walled housing and electronic wastegate. The fuel system used Bosch high-pressure common-rail injection operating at 29,000 psi, while ignition employed advanced glow plug control. With 16.0:1 compression, it produced 445 hp at 2,800 RPM and 910 lb-ft at 1,600 RPM. The engine featured a comprehensive emissions system including diesel particulate filter and selective catalytic reduction. Weighing 835 pounds, it delivered unprecedented power while meeting the most stringent emissions standards, capable of towing over 30,000 pounds.

The inline-six diesel that brought exceptional efficiency to the light-duty segment. This 2,996cc inline-six featured an aluminum block with cast iron liners and a seven-bearing crankshaft. The cylinder head used dual overhead camshafts with four valves per cylinder and variable intake valve timing. The turbocharger was a variable geometry unit with electronic actuation. The fuel system used Bosch high-pressure common-rail injection operating at 29,000 psi. With 15.0:1 compression, it produced 277 hp at 3,750 RPM and 460 lb-ft at 1,500 RPM. The engine featured a stop-start system and comprehensive emissions controls. Weighing 495 pounds, it delivered diesel torque and fuel economy approaching 30 MPG highway in full-size truck applications, bridging the gap between half-ton capability and heavy-duty power.

The advanced small-block V8 featuring direct injection and cylinder deactivation. This 5,328cc 90° V8 featured an aluminum block with cast iron liners and rotating assembly. The cylinder heads used direct fuel injection operating at 2,175 psi alongside port injection for cleanliness. The valvetrain featured pushrods with two valves per cylinder and continuously variable valve timing. With 11.0:1 compression, it produced 355 hp at 5,600 RPM and 383 lb-ft at 4,100 RPM. The engine's Dynamic Fuel Management could deactivate any number of cylinders in real-time for optimal efficiency. The combination of direct injection and advanced combustion control allowed both premium performance and segment-leading fuel economy in full-size truck applications.

The ultra-high-performance electric powertrain that redefines GMC capability. This system features three permanent magnet synchronous motors (one front, two rear) producing combined 1,000 hp (1,074 hp in Watts Mode) and 11,500 lb-ft of wheel torque. The front motor produces 235 hp, while each rear motor produces 470 hp, with all using hairpin winding technology and direct oil cooling. The power electronics employ silicon carbide MOSFETs with 97.5% efficiency. The battery is a 24-module Ultium pack using 800V architecture with nickel-cobalt-manganese-aluminum chemistry and active thermal management. The system features torque vectoring through independent rear motors and four-wheel steering. CrabWalk mode enables diagonal movement, while Extract Mode provides 15 inches of suspension lift. DC fast charging supports 350 kW capability, adding 100 miles of range in 10 minutes. The complete powertrain achieves 0-60 mph in 3.0 seconds in a vehicle weighing over 9,000 pounds—unprecedented performance for any vehicle, let alone an electric super truck.

The heavy-duty 10-speed automatic co-developed with Ford and used in high-torque applications like the Sierra Denali with the 6.2L V8 and 3.0L Duramax diesel. This transmission features an ambitious 7.39:1 overall ratio spread, combining a very low first gear (4.70:1) for strong launch and trailering with progressively closer ratios and a tall overdrive for relaxed, efficient highway cruising. It utilizes three planetary gearsets and six clutch packs in an ultra-compact design. The control system features a unique mechatronics module integrated directly into the valve body for faster processing, enabling shift times rivaling high-performance dual-clutch units. It continuously monitors driving style, grade, and trailer weight to select the optimal gear, and includes a tow/haul mode that recalibrates shift patterns, increases line pressure for firmer shifts, and enhances grade braking.

The performance-oriented 8-speed automatic designed for high-horsepower and high-torque applications. This transmission was engineered to handle the extreme output of powertrains like the 6.2L V8, with a focus on both performance and smoothness. It employs five pinion gears in its planetary sets for greater torque capacity and uses high-strength steel and carbon fiber friction materials for durability. The torque converter features an aggressive computer-controlled lock-up clutch that can engage in all gears, including second, to minimize power loss and improve fuel economy. The transmission controller features Performance Algorithm Shifting, which detects spirited driving and holds gears longer, delays upshifts, and provides more aggressive downshifts when entering a corner. It also includes transmission fluid warm-up strategy to quickly reach optimal operating temperature for efficiency and protection.

The legendary six-speed automatic used in GMC's Heavy Duty (HD) 2500 and 3500 series trucks, renowned for its unmatched durability and towing prowess. This transmission is engineered specifically for diesel torque, featuring a deep 5.13:1 first gear and a robust five-planetary gearset design. Its key feature is the Driver Information Center, which displays transmission fluid temperature and life, and a dedicated Integrated Exhaust Brake that works in concert with the transmission's grade braking logic to provide immense retardation on steep declines without using the service brakes. The hydraulic system uses a high-capacity pump and a large, external transmission fluid cooler to maintain safe temperatures even under maximum Gross Combined Weight Rating (GCWR). Its tap-up/tap-down tow/haul mode allows for manual gear selection to provide engine braking or hold a gear on long grades.

The widely-used and highly reliable six-speed automatic found in many mid-range GMC SUVs and trucks like the Yukon and Canyon. This transmission provides a balanced blend of performance, efficiency, and smooth operation. It features clutch-to-clutch operation for seamless shifts and a wide 6.04:1 ratio spread. The torque converter clutch is applied in all forward gears for improved fuel economy, using a controlled slip capability for smoothness at low speeds. The transmission control module (TCM) uses adaptive shift controls to compensate for clutch wear and fluid degradation over its lifespan, maintaining consistent shift feel. It also features a thermal management system that circulates coolant through a dedicated passage in the radiator to quickly warm the transmission fluid in cold weather, reducing wear and improving efficiency.

A compact and efficient eight-speed automatic designed for transverse engine applications in vehicles like the GMC Terrain. This transmission was engineered to handle moderate torque outputs while prioritizing packaging and fuel efficiency. It utilizes a unique four-planetary gearset and five-clutch-pack arrangement to achieve its eight speeds in a space-efficient package. The transmission features start/stop capability, with an auxiliary electric pump that maintains hydraulic pressure when the engine is off for smooth and immediate restarts. The control system includes Active Rev Matching for smoother, more responsive downshifts. The use of low-viscosity transmission fluid and ultra-precise solenoid controls reduces internal friction, contributing significantly to the vehicle's overall fuel economy ratings without sacrificing shift quality or durability.