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GMC vehicles earn spot on Madden NFL 25's roster

In the real world, the Super Bowl MVP gets a Chevrolet Corvette. Last year's MVP, Joe Flacco, took delivery of a C7 Corvette Stingray after leading the Baltimore Ravens to victory over the San Francisco 49ers.
In the video game world of the Madden NFL series, the Super Bowl MVP gets a 2014 GMC Sierra Denali. Why no Stingray in the video game? Because GMC inked a deal with EA Sports for the truck and SUV builder to be named the official vehicle of the football video game's twenty-fifth anniversary edition.
The new Sierra Denali will be joined by the Yukon, Acadia, and Terrain in game, with stadium promotions for the brand throughout the season. Yes, even when you're beating the hell out of your buddy who insists on playing with the hateful Cowboys, you'll be seeing commercials. (Hold your keystrokes, Cowboy fans. We're just kidding. Sort of.)

2020 GMC Sierra Heavy Duty First Drive Review | King of the haul

JACKSON HOLE, Wyo. — The 2020 GMC Sierra Heavy Duty is a bit of a mixed bag. It excels at the tasks an owner is likely to require from a massive pickup truck, but the interior is a definite letdown. Taken as a whole the truck boasts several class-leading specifications and features that make up for the lackluster look and feel of the cabin. And it's much more successful than the mechanically similar Chevy Silverado HD, which shares the Sierra's weaknesses but few of its subjective strengths. GMCÂ’s Sierra HD may share most of its major bits and pieces with the Silverado, but the strongest reason to pick the GMC over the Chevy is that the SLE and SLT trims of the Sierra HD are legitimately handsome. And the rugged, off-road-themed AT4 package is new for 2020 with a blacked-out look that we think a lot of buyers are going to love. Even the ostentatious, chrome-dipped Denali trim looks classy compared to the in-your-face look of FordÂ’s Super Duty line. The same canÂ’t be said for the Silverado HD, which, depending on trim level, varies from garish to just plain ugly. The six-function MultiPro tailgate is the next major differentiator. ItÂ’s not perfect — and mounting a hitch ball in the receiver renders some of its functionality unusable — but itÂ’s unique and potentially very useful to a subset of truck customers. WeÂ’ve covered MultiPro several times already, but if youÂ’re still not clear on its advantages, watch the video below for a demonstration (that's a light-duty Sierra in the video, but the tailgate works the same). This content is hosted by a third party. To view it, please update your privacy preferences. Manage Settings. Another unique selling proposition is the AT4 trim, since Chevrolet doesnÂ’t (yet) offer its Trail Boss package on the Silverado HD. The most obvious competitor to the Heavy Duty AT4 is the Ram Power Wagon, and the GMCÂ’s 3,615 pounds of payload and 18,500 pounds of towing capability handily outdo the RamÂ’s ratings of 1,660 and 10,620. Granted, the trucks arenÂ’t aimed at quite the same buyer — the Power Wagon has legit off-road credibility thanks to upgrades like its electronically disconnected sway bars, 12,000-pound Warn winch, and a forward-facing trail camera. But unlike the GMC Sierra AT4, it isnÂ’t available with a diesel. No matter; those aiming for a rough-and-tumble appearance in a heavy duty now have a couple options.

'Killing a Duramax' Gale Banks YouTube series methodically tunes a diesel to death

Learning or perfecting a skill by watching YouTube videos is known as attending YouTube University. GM Authority picked up on one of the video site's more fascinating courses, hosted by Gale Banks; in a fair world, he should be referred to as Professor Banks when it comes to diesel engines and truck tuning. A few months after GM introduced the updated L5P 6.6-liter Duramax diesel V8 in the 2020 Chevrolet Silverado HD and GMC Sierra HD that ships with 454 horsepower and 910 pound-feet of torque, Banks decided he wanted to methodically tune the engine to death. The purpose of the resulting series, called "Killing a Duramax," is to push more power out of the engine in order to discover which parts break and when — or, as Banks puts it, force-feed the Duramax "until the crank hits the street and the heads hit the hood." With that knowledge, Banks can figure out all the weak points on his way to building what he calls a "Superturbo," that being a supercharged, twin-turbo race engine with more than 1,000 hp. What makes the series fascinating is Banks' knowledge, paired with the company's comprehensive iDash engine monitoring system that keeps tabs on a glut of parameters every step of the way. So for instance, you get Banks explaining the differences between inches of mercury and barometric pressure, how those are different from the water content of the air measured in grains, then showing those readouts on the iDash, then explaining in detail how they affect the air density in the Duramax system. The stock Borg-Warner variable turbo gets a lot of airtime — Banks accuses it of being "out to lunch" because he feels it's the weakest link on the engine. That turns into a turbo teardown and a deep explanation of performance pitfalls, such as when air pressure on the turbine begins to diverge from the boost pressure coming from the compressor. Banks says he can keep close tabs on where power's coming from, because the iDash monitors the horsepower contribution provided by the ambient air, the turbo, and the intercooler separately. The major changes so far are a stouter Precision 7675 turbo and TurboSmart wastegate (episode 5), a twin intake (episode 6), a custom liquid-cooled intercooler from a marine engine, a new GM oil cooler and synthetic oil (episode 10), and new injectors (episode 11).