There was a time that General Motors has been criticized for badge engineering. As the name implies, badge engineering involves changing the badge and little (or nothing) else on vehicles that share the same platform. The Chevy Silverado and GMC Sierra (along with their predecessors) were some of the best examples worst offenders of the practice; for years, the duo represented the same exact truck with identical body, cabins and powertrains that offered little more than different badges. If you were lucky, you got different grilles and lights. Fortunately, the GM that brought those sins upon the automotive world at large is no more. Case and point: the 2019 Sierra and 2019 Silverado.
Besides the very obvious differences in exterior design, GM’s all-new T1 platform trucks offer increased differentiation, with the 2019 Sierra offering a carbon fiber bed along with the acrobatic MultiPro tailgate. The cabins of both trucks remain identical save for a few color options and trim pieces. But another notable difference between the two is in the suspension: the Sierra offers Adaptive Ride Control, while the 2019 Silverado does not.
About Adaptive Ride Control
Adaptive Ride Control (ARC) is a General Motors chassis technology that provides increased driving refinement and exceptional responsiveness. It is a modification of the GM Continuous Damping Control technology, but adopted for body-on-frame vehicles such as pickup trucks and SUVs. The system delivers a high level of primary vehicle motion control, but with better ride isolation.
A diagram of how ARC works on a vehicle (just replace the words CDC for ARC)
We should note that Adaptive Ride should not be confused with GM’s highly-acclaimed Magnetic Ride Control. Though both technologies deliver somewhat similar end results – a more refined ride quality – they deliver them in very different ways.
Availability
Now, as for the difference between the Chevy and GMC trucks: the 2019 Sierra features ARC (RPO code Z45) as standard on the 2019 Sierra Denali. No other 2019 Sierra trim levels offer this feature, either as an option or as a standard feature. Meanwhile, the 2019 Silverado does not begin to offer ARC on any model, trim level, or equipment group.
That is notably different from the previous-generation, K2 platform Silverado and Sierra, at which point both trucks offered Magnetic Ride Control (as RPO code Z95): the Silverado offered it as part of the optional High Desert package on the range-topping Silverado High Country, while the Sierra included MRC standard on the range-topping Denali trim.
Thoughts?
So, there you have it: the 2019 Sierra has one more feature that the 2019 Silverado does not. We’ll let you decide if that’s good or bad in the comments.
Comments
No explanation?
Well I would expect it is not offered on both due to marketing.
Also I expect they sold a lot more Denali than High country models with it.
What I would like to know is just what is in the system and how it works. It has been in several stories about it but yet the details have not been posted.
Just what is the system and exactly how does it differ and work. Who makes it? Is it a valve system? It is similar to what is in the other Denali models?
In the end some here will complain it is not in the Chevy and the others who want differences in the truck will be fine with it. But details will make the debate more interesting.
“It is a modification of the GM Continuous Damping Control technology, but adopted for body-on-frame vehicles such as pickup trucks and SUVs.” The CDC system is a valve system, meaning ARC is a valve system, as the diagram beneath this sentence shows.
I had this bit in there, but it didn’t seem to make the final cut:
“The process to actively control dampers works in the following sequence:
Sensors collect data and feed it to the vehicle’s ECU
Serving as the central repository of the data, the ECU evaluates the data to determine the ideal damping force for every individual wheel
The system adjusts compression and rebound to provide optimum damping within a range of characteristic curves, from hard/safety-oriented to soft/comfort-oriented
The damping program calculated by the ECU is then sent to each damper
Valves within the damper carry out the damping requirements
The cycle repeats”
You can read more on ARC here – http://gmauthority.com/blog/gm/general-motors-technology/gm-chassis-suspension-technology/gm-adaptive-ride-control-technology/
So this is a similar system that is in my Acadia that is tuned for a truck. I got chastised for saying that before.
Any chance you know who the supplier is. ZF?
I find the Acadia system works very well and is very noticeable when you adjust to AWD and other settings.
I expect the cost of the magnetic system and repair cost were major issues on the trucks.
I researched the cost on the Acadia parts before I bought it. It is a little more but not any where close to the replacement cost of the Magnetic system.
They should complain. The SIlverado is their #1 selling product. If they keep downgrading Chevrolet simply to keep their outdated stepladder in place at RenCen there should be no surprise when Chevrolet gets surpassed by Ram. Ford already has no problem getting that done. This isn’t 30 years ago when trucks were just trucks and they wanted a step ladder approach to selling sedans under 5 different brand names for little profit.
I know you’re a GMC guy. That’s great, give GMC everything you want. Give Chevrolet customers everything They want as well…. Again, it’s their #1 selling product.
Matt it makes no difference what my or your preference is.
GM is in a place where if the offer the same things in both people complain. If the do not offer the same things people complain.
What it boils down to is what makes the most money and what they have chosen must be what is showing the most profit. We do not get to see the numbers so we have to just take their actions as a sign.
In a case like this the suspension at best would only be on the High Country and that is a very small number of trucks. So this would be a limited option. Now if it were a very popular option and common one I expect it would be on everything.
Also this could be just a year or two thing for GMC till Chevy gets it too.
The bottom line is GMC generates more profit per truck so they need to offer something for the money.
This is just cold simple buisness not fanboy talk. The higher rebates and different price structure makes a difference in what you get.
GM has the advantage or disadvantage of two truck lines to try to take advantage of this. It must be working with the profits and sales GMC is getting with their vehicles and Denali lines. They are one of the most profitable on the market.
It is why my local dealers is doing well just selling GMC only and many Buick dealers are still in buisness by selling GMC along with their struggling car lines.
To be honest I like both brands I just end up buying GMC due to the extra trim and GM in the end takes more money from me.
In the end this is no different than Chevy vs Cadillac, if GM rebadged a Chevy with some added trim but not much else how would that work? We already know with the Cimarron.
It did not even work on the Catera Opel.
You are right this is not the past truck market and identical trucks I feel would be a profit loss problem.
An adaptive ride control assessment would be useful. How well does it perform — is the Denali’s ride noticeably better than the High Country’s? How much does it add to the cost? Reliability? Insurance & long-term maintenance costs? Resale value?
My gut sense is there’s no noticeable difference in ride quality, or not enough justify the cost.
My thoughts exactly, drive both , see the difference, reliability, maintenance, simple as that!
Ride control systems are overrated technology to drive up price. Magnetic ride on ’15 Tahoe, Denali replacement shocks at 40,000 miles are $2,500-$3,500 to replace with no help from GM.
They should have wacked GMC in ’09 when they had the chance. Complete duplication of product line in a bloated GM infrastructure.
Well the new electronic suspension on my Acadia is a very good system and at a fraction of the cost to buy or service.
It is a valued system by ZF that is similar to what many Euro brands are using.
I suspect GM is using a new valve system that is lower cost to buy and repair since this is a truck not a Corvette.
As for GMC it is a good thing they kept them around as GMC accounts for a significant amount of the GM profit. The Denali is also one of the best imaged brands for GM. Cadillac would kill for the brand equity value of the Denali brand.
As cars are tanking the suv line has also kept the Buick dealers alive.
I don’t know any info but my hunch says Buick becomes a China only brand and the dealers keep GMC adding a smaller CUV to take over for the Encore and the Enclave becomes GMC’s new long wheel base CUV. It is only a matter of time the Regal is gone and the Lacrosse dies. I give it 5 years.
If this new ride system is as good as the one on the wife’s Platinum Expedition, it’s nothing to rave about. Here’s a thought – how about an old school suspension that’s really good? Might take some time and effort but I’ll bet it could be done.
Here’s an explanation. According to the first drive experiences, the 2019 Silverado has dramatic improvements in driving refinement. Thus the 2019 without magnetic ride control will compete and in many cases exceed the 2018s with ride control. The second tier adaptive is available in the Denali to make it seem superior to the Silverado, tiered sales tactic. The magnetic is saved in reserve for now. This is a win-win for consumer and seller alike, improved ride through chassis tuning, and cheaper production cost through a simpler system. when ford introduces the 2021 F150, that is when the cheep GM facelift will probably strike. A new grill, special additions, e-boost option and then adaptive ride control will become optional on all trucks down to the LT trim with the Denali and High country models getting the magnetic ride control option. that way they will keep a competitive edge for no investment cost.