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GMC Hummer EV First Drive Review | True supertruck, for better and for worse

Right from the start, the 2022 GMC Hummer EV has been advertised with superlatives, mostly in reference to its specifications. GMC has even called it a "supertruck" in its own materials. And while we've received a taste of the truck before, only now have we finally got our hands on the production-spec model, and had the opportunity to drive it both off-road and on the street. What we've found is that the Hummer EV is undoubtedly a supertruck, much the same way that a Ferrari or a Lamborghini is a supercar. It totally delivers on its incredible capabilities, but there are compromises. And they're worth being aware of before plunking down the more than $100,000 a first-year Hummer will run you. That six-figure truck is the version we tested, the Edition 1, which actually rings in at $112,595. It's the only version in production for now, with lower trims coming in the next couple years. It's sold out, but many of the features will be available on the next highest trim level, the EV 3X. Among those features are the three motors, torque vectoring, “Watts To Freedom” launch mode, four-wheel steering, removable glass roof panels, 35-inch tires, Super Cruise, power rear window and MultiPro tailgate. In other words, although you can literally no longer order an Edition 1, you can still order a Hummer EV with nearly the same specification. This content is hosted by a third party. To view it, please update your privacy preferences. Manage Settings. We'll start where most owners probably will: mashing the throttle. No one can resist seeing what 1,000 horsepower and 1,200 pound-feet of torque will feel like. It's even a tad more torque in Watts To Freedom mode, which preemptively runs the cooling system to enable the additional twist. That mode allows the Hummer to hit 60 mph in 3 seconds, and the drama is dialed up with visual, audible and haptic cues. But even without engaging launch mode, the Hummer EV impresses and delights with its acceleration. In addition to pinning you to the seat, the entire truck squats in an exaggerated fashion. It's absurd, especially considering the truck's curb weight that surpasses a truly astounding 9,000 pounds. ThatÂ’s several hundred pounds more than the heaviest GMC Sierra HD 3500 diesel dually. Of course, that weight, as well as the nature of electric motors, means the party starts to calm down as the speed increases. The weight is noticeable in other areas, too.

GM opens official investigation into C8 Corvette transmission leaks

In March 2020, a month after Chevrolet began customer deliveries of the 2020 C8 Corvette, a GM dealer technician created a Reddit thread about a leaking gearbox in a Corvette with 32 miles. That car hadn't even been sold yet. Since then, as a search of "C8 Corvette transmission leak" shows, it's been tales of woe for some owners. Something in the Tremec TR-9080 transaxle in the back of the mid-engined Corvette doesn't work as it should, the fault able to cause codes that the transmission needs service, or that the driver needs to shift to park. In some cases, the battery would die because of follow-on issues after the initial transmission code, that code preventing the car from powering down. As Autoevolution reports, GM filed paperwork with the National Highway Traffic Safety Administration in August to look into what's going on. Between forum threads and GM's investigation document, there are several issues mentioned. The most common appears to be the dual-clutch transmission leaking fluid due to gasket failures like the one suffered by one owner at 858 miles, and another for an owner currently enduring a second leaking transmission. The Midengined Corvette Forum reported that Chevy engineers redesigned the TR-9080 pan, fitting Corvettes with the new unit at some point in the 2021 model year. The original pan was stamped steel unit affixed to the engine with two studs and 13 bolts, plus "reinforcement plates." The updated pan is said to be a cast aluminum unit affixed with two studs and 17 bolts, omits the reinforcement plates, and gets a new machined new groove around its edge to seat the gasket seal. The GM paperwork now at the NHTSA mentions a P1789 code, and says one reason for it could be "debris on the park position sensor magnet causing an incorrect position reading to the TCM." This might be caused by another issue mentioned in forums, which is clogged transmission filters. GM gives instructions for returning transmission filters to the company, and a poster on one forum said the Corvette tech at the dealer where he bought his Corvette told him the automaker "requires every used transmission filter to be returned to GM."  Whatever's going on, the problems haven't stopped, and they go beyond the P1789 code. Over the weekend, a 2022 Corvette owner posted on Corvette Forums that he got a check engine light on his car after just 850 miles.

2024 GMC Canyon AT4X AEV Edition pushes the limits even higher

The GMC Canyon AT4X is already a formidable off-road pickup truck, but now it’s getting even more capable with the addition of the 2024 GMC Canyon AT4X AEV Edition. If youÂ’re familiar with the Chevrolet Colorado ZR2 Bison, then by proxy youÂ’re familiar with GMCÂ’s version of it already. Like the bow-tie version of the pickup, the AT4X AEV Edition is lifted an additional 1.5 inches beyond the regular AT4X, giving it 12.2 inches of ground clearance, which is identical to the ZR2 Bison. You also get to work with a 38.2-degree approach, 26.0-degree departure, and 26.9-degree breakover angle. ItÂ’s fitted with AEV beadlock wheels wrapping 35-inch Goodyear Wrangler Territory mud-terrrain tires and uses hot-stamped boron steel skid plates for the radiator, steering gear, transmission, transfer case, fuel tank and rear differential. Appearance-wise, the AEV Edition sports a new front fascia with integrated fog lights and larger fender flares that facilitate the bigger tires. It uses AEV stamped-steel front and rear bumpers that include heavy-duty recover points, and the front bumper is compatible with a winch. The rear bumper (below) is particularly clever, as it has easily removable plastic corners that can be replaced with 10 millimeter-thick steel skid plates for a little extra protection on the trail. YouÂ’ll find an AEV in-bed mount for the spare tire, too, as the big 35-inch tire doesnÂ’t fit in the usual under-bed storage spot. GMC wasnÂ’t ready to provide hard numbers for payload or towing, but expect the Canyon AT4XÂ’s specs to go down in a similar manner as the ZR2 Bison that lost 230 pounds of payload capacity and 500 pounds of towing. And yes, the AEV Edition retains the AT4XÂ’s high-output four-cylidner that produces 310 horsepower and 430 pound-feet of torque. You get all the other AT4X goodies, too, including things like the Multimatic spool valve shocks and electronic-locking front and rear differentials. It also gets the sweet off-road launch control system that initially debuted on the Bison that can adjust power in real-time based on the traction available off-road. On the inside, the AEV Edition adds three standard auxiliary switches that you can hook up off-road or overlanding accessories to. The truck is also fitted with AEV-embroidered headrests and AEV all-weather floor liners. Pricing for the AT4X AEV Edition isnÂ’t available quite yet, but GMC says itÂ’s expected to be available for customer orders later this year.