2022 GMC Hummer EV Pickup

2022 GMC Hummer EV Pickup

GM Got This One Right!

Episode 4208 , Episode 4221
Auto Value and Bumper to BumperTire Rack "The Way Tire Buying Should Be"

For much of the late 1990s and early 2000s the Hummer was the macho-est of macho SUVs. But the Hummer and its multiple offshoots were also a major target of eco-warriors across the country. Well, after becoming a brief casualty to GM’s bankruptcy earlier this century, a new Hummer has arisen from the ashes. And this one looks to please not only the off-road crowd, but the eco-chorus as well!

In one of the more ironic turns of the automotive world, the Hummer is back; though not as a gas-guzzling sport utility vehicle, but a fully electric truck under the GMC umbrella, this 2022 GMC Hummer EV Pickup. And as the first EV for the GMC brand, General Motors is not fooling around.  Their new Ultium platform is a modular chassis that can encase various battery modules within its frame for multiple wheelbases. 

This Edition 1 is the first Hummer EV to arrive, and features 24 such battery modules, 213-kWh’s worth, double stacked to deliver 329-miles of range, which seems more than reasonable, as we were on pace for 332 before recharging. A 3-motor arrangement puts a single motor for the front wheels, while each rear wheel gets its own motor. Together they produce 1,000-horsepower, and 1,200 lb-ft. of torque. If you can find a 350-kW DC fast charger, you can get back on the road quickly, adding up to 100-miles of range in just 10-minutes. 

And speaking of quickness, not only does this Hummer put out 1,000-horsepower, but it comes with a launch control system dubbed Watts to Freedom. It’s a process, and perhaps a little gimmicky; but once engaged, it essentially picks this 9,000–lb. beast up and hurls it to 60 in 3.3-seconds time after time after time.

Power continues to pour on as you head down the track until you reach the vehicle’s top speed of 106 miles-per-hour; at which time you get a nice warning in the gauge display, and only as much power as is necessary to maintain that 106 limit.  Still, we cleared the ¼ in 11.9-seconds. 

With that much weight, the Hummer EV was not so eager to get through the cones at any real speed, but standard rear wheel steering enables a super-tight turning radius to get this big brute in and out of tight spaces with surprising ease. Plus, the much talked about crab walking feature allows you to steer the rears in the same direction as the fronts for more of a sidestepping approach.

But this is a Hummer after all, so it was off-pavement where we had the most fun. Standard equipment includes substantial underbody protection, 35-inch Good Year Wrangler Mud-Terrain tires, 13-inches of suspension travel, and cameras all over the place to help you navigate trails and obstacles. As before, the Hummer is amazingly capable off road, with a wide range of programming to manage all that torque. You can still get over just about any obstacle you’d encounter on the trail, if it’s wide enough, but where it impresses most is again it’s amazingly tight turning radius to get you in and around things like no Hummer before.        

Somehow it manages to look exactly like you’d expect an electric Hummer to look like, beefy and militarist, but with a modern edge.  All are crew cabs with a 5-foot bed, and you’ll appreciate the step in the tailgate should you ever need to actually get into the bed. It’s a healthy step up into the cabin as well, but plenty of room awaits.

There’s an incredibly spacious feel thanks to the Infinity Roof, with transparent and removable panels; it’s yet another cool feature that doesn’t disappoint. A large 13-inch infotainment screen is within easy reach, and there’s a very luxurious feel to everything that previous Hummers merely aspired to. There are a lot of unique surfaces and materials; and even some references to the moon landing, as of course, GM has been there done that. No engine under the hood means trunk-like space for lots of gear, or organized storage for those roof panels. 

Initial Edition 1 HUMMER EV Pickups have a sticker price of $110,295 and are already sold out.  But you can put your order in soon for any of the three additional versions coming over the next few years; priced as low as $86,645.  And yes, an SUV version will arrive shortly as well.  

The Hummer is indeed back and built with pride in GM’s new Factory Zero.  But the 2022 GMC Hummer EV Pickup is truly a new Hummer for a new era.  It still may not be for everyone, but there’s no doubt about it, GM got this one right!


  • Battery: 213-kWh
  • Horsepower: 1,000
  • Torque: 1,200 lb-ft
  • Range: 329 miles
  • MW Range: ~ 332 miles
  • 0-60 mph: 3.3 seconds
  • 1/4 Mile: 11.9 seconds at 106 mph
2023 GMC Canyon 1

2023 GMC Canyon

Canyon Goes Bigger

Episode 4303
Auto Value and Bumper to BumperTire Rack "The Way Tire Buying Should Be"

Most people know the GMC Canyon as the Chevrolet Colorado’s professional grade cousin. And while that sounds like just marketing speak, with an all-new design of GM’s midsize truck platform comes more genuine brand separation. So, let’s see what the third-gen GMC Canyon delivers in real time!

Small trucks are once again a big deal, and part of the reason is that they are no longer small. There’s not much about this 2023 GMC Canyon that resembles the ¼-ton Sonomas, S-10s, Rangers, and Datsun trucks that were wildly popular in the 1980s.

Of course, then, people were willing to sacrifice certain “big-truck” things for an easier to use and more economical pickup experience. Well, we don’t seem to be big on compromise for much of anything these days, and the current midsize crop of trucks deliver more than ever. So fittingly, the 2023 Canyon will be available as a Crew Cab only with a 5-foot bed. No more extended cab or long bed options. Wheelbase is about 3-inches longer than before, with the front wheels pushed more towards the front. It definitely looks tougher, and they’ve even eliminated the much-hated front air dam that protruded well below the front bumper.

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The Canyon also comes exclusively with the high-output version of GM’s 2.7-liter turbocharged I-4, with a stout 310-horsepower and 430 lb-ft. of torque. At times it feels even more powerful than those numbers would indicate, with its diesel-like torque delivery enabling a best-in-class max tow rating of 7,700-lbs. No choice of transmission either, strictly 8-speed automatic, but you can still decide whether you want rear or 4-wheel-drive.

At minimum, ground clearance is 9.6-inches, which is more than an inch taller than last year, and almost 2-inches over Chevy’s base Colorado. And since it’s all about the off-road packages these days, our AT4 tester comes with 4-wheel drive, off-road suspension, locking rear diff, 2-speed transfer case, hill descent control, and 18-inch wheels with all-terrain tires.

And that’s just where things get started, as at the top of the heap, there’s a new AT4X with 10.7-inches of ground clearance, enhanced front and rear e-locking differentials, 33-inch mud terrain tires, Multimatic dampers, and an additional Baja Drive Mode. We’ll have more on the AT4X real soon.

But for all Canyons, including this AT4, GMC went tech-heavy, as all get 11-inch infotainment screens and a fully digital driver display in either 8 or 11-inches. Plus, an available head up display comes with most trims, and there are even optional underbody cameras.

Unique AT4 features include a Jet Black and Timber interior motif with stitched logos on the leather front seats. Those seats are definitely comfortable, and it feels maybe a tad roomier than before, but still well shy of the sprawling space in a full-size truck. It’s even more noticeable in the rear, though there are more practical storage options back here.

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The AT4 gets a sliding rear window, along with a tailgate storage system to complement the integrated ruler, and bed side-mounted 120-volt power outlet. The Canyon already delivered one of the best rides in the midsize class, and the taller suspension seems to only improve on that; it’s not quite crossover plush, but certainly great for a body on frame truck.

Though the higher ground clearance and off-road emphasis kept it from being a track star. Indeed, healthy amounts of understeer and body roll greeted us in our handling course. It was a little hesitant off the line in speed runs, but once rolling, power poured on steadily. 0-60 in only 7.5-seconds, and through the ¼-mile in 15.6-seconds at 91 miles-per-hour.

Government Fuel Economy Ratings for the AT4 are 17-City, 21-Highway, and 19-Combined; we averaged an acceptable 18.2 miles-per-gallon of Regular. Pricing starts with a 2-wheel-drive Elevation at $38,395. That puts it at midlevel Chevrolet Colorado, with is consistent with the mission of the new Canyon. All other trims come with 4-wheel drive, this AT4 starting at $45,395, and the AT4X now eclipsing Denali as the highest offering at $56,995.

So, as small trucks have grown, so has the price of entry. But if that doesn’t scare you off, there is no denying the 2023 GMC Canyon is yes bigger, but also bolder and badder than before. Does that necessarily make it better? We say positively yes!


  • Engine: 2.7L Turbo-4
  • Horsepower: 310
  • 0-60 mph: 7.5 seconds
  • 60-0 Braking: 121 feet (avg)
  • MW Fuel Economy: 18.2 mpg (Regular)
  • Transmission: 8-speed auto
  • Torque: 430 lb-ft.
  • 1/4 Mile: 15.6-seconds at 91 mph
  • EPA: 17 City / 21 Highway / 19 Combined