Latest news with #AEV
Time of India
2 days ago
- Automotive
- Time of India
Study of Hyderabad roads leads to prototype self-driving car with 80% pothole-finding accuracy
Hyderabad: A study based on road conditions in Hyderabad led to the development of a prototype autonomous electric vehicle (AEV) that can detect potholes and other road features in real-time using deep learning models. The research, titled 'Cascade Drive: A Unified Deep Learning Framework for Multi-Featured Detection and Control in Autonomous Electric Vehicles on Unstructured Roadways', was published in Nature's scientific reports. This study addresses a critical gap in autonomous navigation by focusing on roadways typically found in cities with bad roads. The team designed a cascaded deep learning architecture capable of handling lane detection, object detection, and pothole detection simultaneously, running at 6 frames per second on low-power hardware like Raspberry Pi 4b. To train the models, researchers created image datasets sourced from Kaggle, Google Images, and smartphone footage of Indian roads. YOLOv9 was used for object and pothole detection, while DeepLabv3+ handled lane segmentation. The YOLO (You Only Look Once) algorithm is a real-time object detection system in computer vision. DeepLabv3+ is a segmentation model with a decoder module to enhance the accuracy of segmentation along object boundaries. The cascaded model outperformed earlier single-task systems by multi-feature detection in a single frame, improving both efficiency and response time. You Can Also Check: Hyderabad AQI | Weather in Hyderabad | Bank Holidays in Hyderabad | Public Holidays in Hyderabad For pothole detection, YOLOv9 attained a mean Average Precision (mAP) of 0.92, exceeding the performance of previous models. The pothole detection system was validated on video footage from Indian roads, where it demonstrated real-time identification capabilities. Field testing in Hyderabad & prototype performance A prototype built on an electric car chassis integrated Arduino Mega 2560 R3 and Raspberry Pi 4b to control and process data from onboard sensors and camera modules. In trials conducted on roads, the model demonstrated 93.3% accuracy in obstacle detection and avoidance, 100% recognition of stop signs, and 80% accuracy in pothole detection. The system failed to detect one shallow pothole, and two obstacles were not responded to in time. These failures are now being used to improve sensitivity and latency in subsequent iterations. To evaluate resilience in adverse weather, artificial rain-effect filters were applied to training images. Detection accuracy dropped under simulated heavy rain due to occlusions. The models showed some resilience to moderate lighting variations due to data augmentation strategies, but handling heavy rain and fog remains a future research priority. Future directions and model comparisons Researchers note that scaling the prototype for highway-speed, real-world deployment will require computing upgrades to platforms like NVIDIA Drive AGX and integration of multiple high-resolution camera inputs and additional sensors. The modular structure of the current architecture makes it adaptable for such upgrades. Future work will explore multitask learning neural networks, including hybrid architectures like VGG-UNet or VGG-DeepLabv3+, and investigate frameworks similar to Tesla's HydraNet for simultaneous perception tasks. The research was led by Kushal Kumar Raju of the University of Massachusetts, with participation from researchers in Saudi Arabia, Yemen, Pune, and Karnataka.
Yahoo
14-07-2025
- Business
- Yahoo
AttackIQ Named to 2025 MES Midmarket 100 List for Democratizing Security Testing for Midsize Enterprises
Award highlights company's innovation in delivering enterprise-grade adversarial exposure validation to the midmarket SANTA CLARA, Calif., July 14, 2025--(BUSINESS WIRE)--AttackIQ®, the leading vendor of Adversarial Exposure Validation (AEV) solutions and founding research partner of the MITRE Center for Threat-Informed Defense (CTID), today announced that MES Computing, a brand of The Channel Company, has named the company to the 2025 MES Midmarket 100 list. The annual MES Midmarket 100 recognizes technology vendors with deep knowledge of the unique IT needs of midmarket organizations. These vendors are committed to delivering future-focused products and services that support growth, innovation, and success for their midsize customers. MES Computing defines midmarket organizations as those with an annual revenue of $50 million to $2 billion and/or 100 to 2,500 total supported users/seats. Vendors were selected for the MES Midmarket 100 for their go-to-market strategy, how they innovate to serve the midmarket better, and the strength of their midmarket product portfolios. "For too long, adversary emulation and continuous security testing were out of reach for midsize businesses," said Rupen Shah, VP of Business Development at AttackIQ. "We're proud to have redefined that equation, giving midmarket organizations scalable, AI-driven validation tools that are easy to adopt and built to deliver measurable security outcomes. Being named to the MES Midmarket 100 is a testament to the value our platform brings to organizations that are often underserved." AttackIQ's Adversarial Exposure Validation (AEV) platform empowers midmarket enterprises to proactively identify, address and mitigate risk by continuously validating their security controls against real-world adversary behavior. Aligned with the Gartner Continuous Threat Exposure Management (CTEM) framework, AEV delivers a structured, risk-based approach to ongoing security improvement. With offerings like AttackIQ Flex and AttackIQ Ready!, midsize organizations gain on-demand access to enterprise-grade testing without complex setup or long-term licensing. "The Midmarket 100 showcases the technology vendors that truly understand and actively support the unique needs of midsize organizations," said Samara Lynn, senior editor, MES Computing, The Channel Company. "These vendors are dedicated partners who empower midmarket organizations to hurdle their toughest IT challenges so they can innovate and achieve their growth goals. We can't wait to see how these companies continue to evolve to help the midmarket thrive." For more information on AttackIQ, visit www. About AttackIQ AttackIQ®, the leading provider of Adversarial Exposure Validation (AEV) solutions, is trusted by top organizations worldwide to validate security controls in real time. By emulating real-world adversary behavior, AttackIQ closes the gap between knowing about a vulnerability and understanding its true risk. AttackIQ's AEV platform aligns with the Continuous Threat Exposure Management (CTEM) framework, enabling a structured, risk-based approach to ongoing security assessment and improvement. The company is committed to supporting its MSSP partners with a Flexible Preactive Partner Program that provides turn-key solutions, empowering them to elevate client security. AttackIQ is passionate about giving back to the cybersecurity community through its free award-winning AttackIQ Academy and founding research partnership with MITRE Center for Threat-Informed Defense. For more information visit Follow AttackIQ on Twitter, LinkedIn, and YouTube. About The Channel Company The Channel Company (TCC) is the global leader in channel growth for the world's top technology brands. We accelerate success across strategic channels for tech vendors, solution providers, and end users with premier media brands, integrated marketing and event services, strategic consulting, and exclusive market and audience insights. TCC is a portfolio company of investment funds managed by EagleTree Capital, a New York City-based private equity firm. For more information, visit Follow The Channel Company: LinkedIn and X © 2025 The Channel Company, Inc. The Channel Company logo is a registered trademark of The Channel Company, Inc. All other trademarks and trade names are the properties of their respective owners. All rights reserved. View source version on Contacts AttackIQ Media Contact Allison Knight10Fold for AttackIQAttackIQ@ The Channel Company Contact: Samara LynnThe Channel Companyslynn@ Error in retrieving data Sign in to access your portfolio Error in retrieving data Error in retrieving data Error in retrieving data Error in retrieving data
Auto Blog
12-06-2025
- Automotive
- Auto Blog
I Drove the 2025 GMC Canyon AT4X AEV: Here's My Brutally Honest Review
Is the new GMC Canyon AT4X AEV the king of all mid-size trucks? After a week of pushing it to its limits, I have some strong opinions. Road to the 2025 GMC Canyon AT4X AEV The GMC Canyon has been the 'professional grade' player in the mid-size truck world since its introduction in 2004, much like the Sierra's younger brother who wears a tie to a barbecue. After its first run, it took a hiatus before coming back in the mid-2010s. But it was the major refresh for the 2023 model year that woke everyone up. It was like the Canyon hit the gym, got a new wardrobe, and suddenly had a ton of confidence. It needed it, too, because it's a tough segment with heavy hitters from Ford with its Ranger and Toyota with the Tacoma, not to mention its less-fancy cousin, the Chevy Colorado. With this latest generation, though, GMC is carving its path and cornering the off-road-focused premium trail truck segment with the AT4X edition. The AEV treatment So, what transforms a standard Canyon into the AT4X AEV Edition? The magic begins with a 3-inch factory lift on the standard AT4X, which AEV then raises an additional 1.5 inches for a total of 4.5 inches, giving it a towering 12.2 inches of ground clearance. Source: Kyle Edward The suspension is handled by sophisticated Multimatic DSSV spool-valve dampers. This is the same advanced technology found in top-tier race cars and supercars, such as the Ford GT and Camaro ZL1 1LE. Instead of using traditional, metal discs (shims) to control fluid, DSSV dampers use incredibly precise, spring-loaded spool valves. This enables them to have different damping characteristics for various situations, which translates to a surprisingly comfortable and controlled ride on the highway. But when you're off-road and the suspension compresses hard after a big hit, a separate valve engages to provide extreme damping force, preventing you from bottoming out harshly. It's this dual personality that makes them so special. Source: Kyle Edward In terms of protection, American Expedition Vehicles (AEV) offers up five steel skid plates protecting everything from the radiator to the rear differential. AEV also supplies heavy-duty stamped steel bumpers – the front is winch-capable, and the rear has massive cast recovery points. All of this hardware looks tough, but what I love is the purposeful feel it gives the truck. When you combine the purposeful AEV armor with those massive 35-inch Goodyear tires and motorsport-grade suspension, you end up with a package that doesn't just look the part, but is a purpose-built expedition vehicle, ready to tackle just about anything you can throw at it right from the factory floor. Autoblog Newsletter Autoblog brings you car news; expert reviews and exciting pictures and video. Research and compare vehicles, too. Sign up or sign in with Google Facebook Microsoft Apple By signing up I agree to the Terms of Use and acknowledge that I have read the Privacy Policy . You may unsubscribe from email communication at anytime. 2025 GMC Canyon AT4X vs. AT4X AEV Edition – Key Off-Road & Capability Specifications Feature 2025 GMC Canyon AT4X 2025 GMC Canyon AT4X AEV Edition Engine 2.7L TurboMax I4 2.7L TurboMax I4 Horsepower 310 hp @ 5600 rpm 310 hp @ 5600 rpm Torque 430 lb-ft @ 3000 rpm 430 lb-ft @ 3000 rpm Transmission 8-speed automatic 8-speed automatic Drivetrain 4WD with 2-speed transfer case, F/R e-lockers 4WD with 2-speed transfer case, F/R e-lockers Factory Lift 3 inches 4.5 inches (1.5″ over AT4X) Ground Clearance 10.7 inches 12.2 inches Approach Angle ~37.0 degrees 38.2 degrees Departure Angle ~25.0 degrees 26.0 degrees Breakover Angle ~24.5 degrees 26.9 degrees Tire Size & Type 33-inch MT (LT285/70R17C) 35-inch Goodyear Wrangler Territory MT (LT315/70R17) Wheel Type 17-inch Aluminum 17-inch AEV Beadlock-Capable Salta Key Skid Plate Material Aluminum (front), Transfer Case Shield AEV Hot-Stamped Boron Steel (5 plates) Bumper Material Standard AEV Stamped Steel (front winch-capable) Max Towing 6,000 lbs 5,500 lbs Max Payload 1,250 – 1,260 lbs 1,250 lbs EPA Fuel Economy (Comb.) 19 mpg (4WD) 16 mpg Curb Weight (approx.) ~4,700-4,800 lbs (est. based on AT4 + AT4X gear) 5,200 – 5,278 lbs Tackling the Rockies: My off-road experience To really see what this truck was made of, I headed for the mountains outside Denver. Now, I have a medium amount of off-road experience, so I picked a trail to match: some steep climbs and tricky sections, but nothing too insane. Pulling up to the trailhead, I'll admit, it looked pretty intense. The path quickly put us on the ridge of a mountain, about a thousand feet up with a serious drop just inches away. Source: Kyle Edward Source: Kyle Edward Some of the rocky sections were no joke, but this is where the truck's tech really shines. The various camera views were a lifesaver for placing tires perfectly. Combine that with the excellent throttle modulation that lets you apply just the right amount of power, and the whole experience became surprisingly stress-free. For peace of mind – and to avoid a flat with zero cell service – I aired down the big 35s to about 30 psi. It's comforting to know there's a full-size spare mounted in the bed if things really go south. But honestly? The truck performed like an absolute champ. It breezed through everything I threw at it. I never even had to engage the lockers. It just walked up every climb, making the whole adventure feel almost too easy. Source: Kyle Edward The Canyon AT4X AEV offers a solid powertrain with some room for improvement Under the hood of every 2025 Canyon, from the base model to the AT4X, you'll find the same 2.7L TurboMax high-output four-cylinder. On paper, the numbers are respectable: 310 horsepower and a stout 430 lb-ft of torque, paired with an eight-speed automatic. However, after driving it at altitudes between 6,000 and 9,000 feet, where the thin air robs an engine of about 10-15% of its power, I couldn't help but wish for a little more. To be clear, it never feels like a slouch, but for a truck that looks like it could eat rocks for breakfast and costs $70k, an extra 30 horsepower and 20 lb-ft of torque would be welcome to make it feel more substantial on the throttle. Source: Kyle Edward Off-road, however, that powertrain is excellent with a great torque curve. The engine's response when crawling up rocks is perfectly dialed in. The throttle is incredibly easy to modulate with precision, and the brake modulation is excellent too, allowing for smooth, controlled descents. Source: Kyle Edward Source: Kyle Edward What was truly shocking was the cabin's quietness. Even with those massive, 35-inch mud-terrain tires, the road noise on the highway was surprisingly minimal. You can have a conversation without yelling. For a truck on massive off-road tires with a 4.5-inch lift, the on-road dynamics are impressive. Body roll is present, but it's well-controlled. While it won't win 'Best Driving On-Road Truck of the Year,' I walked away thoroughly impressed with its on-road manners, especially considering it's designed to conquer the trail, not the asphalt. Looks that kill I absolutely love the exterior design of this truck. It's bold, muscular, and looks tough from every angle. The placement of the front LED daytime running lights gives it a signature, aggressive face. And let's be honest, those giant 35-inch tires do a lot of the heavy lifting in the attitude department. This is the kind of truck that makes you do a look-back every time you walk away from it in a parking lot, thinking, 'Yeah, that's my truck.' Source: Kyle Edward The command center Inside, the Canyon AT4X AEV has a surprisingly premium feel. GMC did a great job with the AT4X touches, like the sporty red seatbelts and the 'AT4X' embroidery on the seat bolsters. The switchgear feels solid and durable, especially the chunky dial for selecting 4WD and drive modes – it's great to see real, tactile buttons and switches for core functions. Source: Kyle Edward The tech is solid, too, powered by Google Built-in. The touchscreen is responsive, and the digital gauge cluster is clear and configurable. No real complaints, but nothing mind-blowing either. What I do love, however, are the camera views. You get up to 10 of them, made explicitly for off-roading. It even has underbody cameras that show you exactly what's underneath your front and rear tires, which is an absolute game-changer for navigating tricky obstacles without a spotter. Source: Kyle Edward The price of admission Let's not beat around the bush, this is a pricy truck, but not out of line for the segment. The 2025 Canyon lineup starts around $43k (4WD), but the AT4X trim begins closer to $57,000. To get the complete AEV Edition treatment, you're looking at a starting price of around $67,000. It's a hefty price tag for a mid-size truck, no doubt. But in contrast, the Ranger Raptor starts at $56,070 and the Tacoma TRD PRO around $65,000. Source: Kyle Edward Final thoughts So, is it worth it? The 2025 GMC Canyon AT4X AEV is a super solid, competent, trail-ready truck. Yes, it's pricey, but it genuinely gets everything right for its intended purpose. It's a turnkey solution for someone who wants to tackle serious off-road adventures without spending months and thousands more on aftermarket parts. The fact that it's all covered by a factory warranty is a huge plus. It's one of the most complete and capable off-road packages you can buy, period. About the Author Kyle Edward View Profile
Auto Blog
10-06-2025
- Automotive
- Auto Blog
I Test Drove the 2025 GMC Canyon AT4X AEV On & Off-Road: Here's the Real Verdict
Road to the 2025 GMC Canyon AT4X AEV The GMC Canyon has been the 'professional grade' player in the mid-size truck world since its introduction in 2004, much like the Sierra's younger brother who wears a tie to a barbecue. After its first run, it took a hiatus before coming back in the mid-2010s. But it was the major refresh for the 2023 model year that woke everyone up. It was like the Canyon hit the gym, got a new wardrobe, and suddenly had a ton of confidence. It needed it, too, because it's a tough segment with heavy hitters from Ford with its Ranger and Toyota with the Tacoma, not to mention its less-fancy cousin, the Chevy Colorado. With this latest generation, though, GMC is carving its path and cornering the off-road-focused premium trail truck segment with the AT4X edition. The AEV treatment So, what transforms a standard Canyon into the AT4X AEV Edition? The magic begins with a 3-inch factory lift on the standard AT4X, which AEV then raises an additional 1.5 inches for a total of 4.5 inches, giving it a towering 12.2 inches of ground clearance. Source: Kyle Edward The suspension is handled by sophisticated Multimatic DSSV spool-valve dampers. This is the same advanced technology found in top-tier race cars and supercars, such as the Ford GT and Camaro ZL1 1LE. Instead of using traditional, metal discs (shims) to control fluid, DSSV dampers use incredibly precise, spring-loaded spool valves. This enables them to have different damping characteristics for various situations, which translates to a surprisingly comfortable and controlled ride on the highway. But when you're off-road and the suspension compresses hard after a big hit, a separate valve engages to provide extreme damping force, preventing you from bottoming out harshly. It's this dual personality that makes them so special. Source: Kyle Edward In terms of protection, American Expedition Vehicles (AEV) offers up five steel skid plates protecting everything from the radiator to the rear differential. AEV also supplies heavy-duty stamped steel bumpers – the front is winch-capable, and the rear has massive cast recovery points. All of this hardware looks tough, but what I love is the purposeful feel it gives the truck. When you combine the purposeful AEV armor with those massive 35-inch Goodyear tires and motorsport-grade suspension, you end up with a package that doesn't just look the part, but is a purpose-built expedition vehicle, ready to tackle just about anything you can throw at it right from the factory floor. Autoblog Newsletter Autoblog brings you car news; expert reviews and exciting pictures and video. Research and compare vehicles, too. Sign up or sign in with Google Facebook Microsoft Apple By signing up I agree to the Terms of Use and acknowledge that I have read the Privacy Policy . You may unsubscribe from email communication at anytime. 2025 GMC Feature 2025 GMC 2025 GMC Engine 2.7L TurboMax I4 2.7L TurboMax I4 Horsepower 310 hp @ 5600 rpm 310 hp @ 5600 rpm Torque 430 lb-ft @ 3000 rpm 430 lb-ft @ 3000 rpm Transmission 8-speed automatic 8-speed automatic Drivetrain 4WD with 2-speed transfer case, F/R e-lockers 4WD with 2-speed transfer case, F/R e-lockers Factory Lift 3 inches 4.5 inches (1.5″ over AT4X) Ground Clearance 10.7 inches 12.2 inches Approach Angle ~37.0 degrees 38.2 degrees Departure Angle ~25.0 degrees 26.0 degrees Breakover Angle ~24.5 degrees 26.9 degrees Tire Size & Type 33-inch MT (LT285/70R17C) 35-inch Goodyear Wrangler Territory MT (LT315/70R17) Wheel Type 17-inch Aluminum 17-inch AEV Beadlock-Capable Salta Key Skid Plate Material Aluminum (front), Transfer Case Shield AEV Hot-Stamped Boron Steel (5 plates) Bumper Material Standard AEV Stamped Steel (front winch-capable) Max Towing 6,000 lbs 5,500 lbs Max Payload 1,250 – 1,260 lbs 1,250 lbs EPA Fuel Economy (Comb.) 19 mpg (4WD) 16 mpg Curb Weight (approx.) ~4,700-4,800 lbs (est. based on AT4 + AT4X gear) 5,200 – 5,278 lbs Tackling the Rockies: My off-road experience To really see what this truck was made of, I headed for the mountains outside Denver. Now, I have a medium amount of off-road experience, so I picked a trail to match: some steep climbs and tricky sections, but nothing too insane. Pulling up to the trailhead, I'll admit, it looked pretty intense. The path quickly put us on the ridge of a mountain, about a thousand feet up with a serious drop just inches away. Source: Kyle Edward Source: Kyle Edward Some of the rocky sections were no joke, but this is where the truck's tech really shines. The various camera views were a lifesaver for placing tires perfectly. Combine that with the excellent throttle modulation that lets you apply just the right amount of power, and the whole experience became surprisingly stress-free. For peace of mind – and to avoid a flat with zero cell service – I aired down the big 35s to about 30 psi. It's comforting to know there's a full-size spare mounted in the bed if things really go south. But honestly? The truck performed like an absolute champ. It breezed through everything I threw at it. I never even had to engage the lockers. It just walked up every climb, making the whole adventure feel almost too easy. Source: Kyle Edward The Canyon AT4X AEV offers a solid powertrain with some room for improvement Under the hood of every 2025 Canyon, from the base model to the AT4X, you'll find the same 2.7L TurboMax high-output four-cylinder. On paper, the numbers are respectable: 310 horsepower and a stout 430 lb-ft of torque, paired with an eight-speed automatic. However, after driving it at altitudes between 6,000 and 9,000 feet, where the thin air robs an engine of about 10-15% of its power, I couldn't help but wish for a little more. To be clear, it never feels like a slouch, but for a truck that looks like it could eat rocks for breakfast and costs $70k, an extra 30 horsepower and 20 lb-ft of torque would be welcome to make it feel more substantial on the throttle. Source: Kyle Edward Off-road, however, that powertrain is excellent with a great torque curve. The engine's response when crawling up rocks is perfectly dialed in. The throttle is incredibly easy to modulate with precision, and the brake modulation is excellent too, allowing for smooth, controlled descents. Source: Kyle Edward Source: Kyle Edward What was truly shocking was the cabin's quietness. Even with those massive, 35-inch mud-terrain tires, the road noise on the highway was surprisingly minimal. You can have a conversation without yelling. For a truck on massive off-road tires with a 4.5-inch lift, the on-road dynamics are impressive. Body roll is present, but it's well-controlled. While it won't win 'Best Driving On-Road Truck of the Year,' I walked away thoroughly impressed with its on-road manners, especially considering it's designed to conquer the trail, not the asphalt. Looks that kill I absolutely love the exterior design of this truck. It's bold, muscular, and looks tough from every angle. The placement of the front LED daytime running lights gives it a signature, aggressive face. And let's be honest, those giant 35-inch tires do a lot of the heavy lifting in the attitude department. This is the kind of truck that makes you do a look-back every time you walk away from it in a parking lot, thinking, 'Yeah, that's my truck.' Source: Kyle Edward The command center Inside, the Canyon AT4X AEV has a surprisingly premium feel. GMC did a great job with the AT4X touches, like the sporty red seatbelts and the 'AT4X' embroidery on the seat bolsters. The switchgear feels solid and durable, especially the chunky dial for selecting 4WD and drive modes – it's great to see real, tactile buttons and switches for core functions. Source: Kyle Edward The tech is solid, too, powered by Google Built-in. The touchscreen is responsive, and the digital gauge cluster is clear and configurable. No real complaints, but nothing mind-blowing either. What I do love, however, are the camera views. You get up to 10 of them, made explicitly for off-roading. It even has underbody cameras that show you exactly what's underneath your front and rear tires, which is an absolute game-changer for navigating tricky obstacles without a spotter. Source: Kyle Edward The price of admission Let's not beat around the bush, this is a pricy truck, but not out of line for the segment. The 2025 Canyon lineup starts around $43k (4WD), but the AT4X trim begins closer to $57,000. To get the complete AEV Edition treatment, you're looking at a starting price of around $67,000. It's a hefty price tag for a mid-size truck, no doubt. But in contrast, the Ranger Raptor starts at $56,070 and the Tacoma TRD PRO around $65,000. Source: Kyle Edward Final thoughts So, is it worth it? The 2025 GMC Canyon AT4X AEV is a super solid, competent, trail-ready truck. Yes, it's pricey, but it genuinely gets everything right for its intended purpose. It's a turnkey solution for someone who wants to tackle serious off-road adventures without spending months and thousands more on aftermarket parts. The fact that it's all covered by a factory warranty is a huge plus. It's one of the most complete and capable off-road packages you can buy, period. About the Author Kyle Edward View Profile
Forbes
04-06-2025
- Automotive
- Forbes
Test-Driving The GMC Canyon AT4X AEV
Front 3/4 view of the 2024 GMC Canyon AT4X AEV Edition in a field. A few years after the latest GMC Canyon hit dealership lots, I recently had the chance to thoroughly test-out the 2025 GMC Canyon AT4X AEV. There's good reasoning behind this dressed-up Chevy's long name: The AT4X is appointed from the factory with increased clearances and choice components to up its capability. The AEV part is actually an aftermarket supplier brought into the tier 1 parts chain; American Expedition Vehicles provides a variety of added equipment to bolster this top-spec Canyon's off-road-ability even further. In spite of sporting a powertrain that at first sounds like it'd be lacking, the end product is one of the most fun 4X4s that I've ever taken off the beaten path. Here's what $65,995 worth of an American-made, adventure-ready truck has to offer. Focused through and through. The highest-riding Canyon's appearance ensures nobody would ever assume it talks the talk but doesn't walk the walk. Big tires, big steel bumpers, big fender gaps, and a lifted ride height, as well as big dimensions compared to the previous-generation—there's more big about it than an '80s Peter Gabriel song. Additionally, its massive grille and sharp headlights fit into GMC's design language well and definitely add to its muscle-bound prowess. Inside, the interior is well-appointed, featuring a chic stitched contrasting leather, comfortable leather seating sporting embroidered AEV branding, and an aesthetically pleasing center console, dash, and touchscreen layout. From there, the amount of gloss black plastic trim throughout is par for the course on the new car market, and only a few surfaces are of a thin, cheap-feeling plastic. The gear selector, drivetrain dial, and buttons that lock and unlock the differences possess a substantial feel, too, which were a pleasant surprise. GMC's definitely stepped up its game in this area. Interior view of the 2024 GMC Canyon AT4X AEV Edition. Buttons are logically placed, too—including those that actuate its various drivetrain settings, more on that later—and the touchscreen and digital instrument cluster are of a reasonable size and run easy-to-use, lag-free software. However, I still have two criticisms. Firstly: the interior is a tad too nice. The jury is out on how many buyers will consistently put the AT4X AEV through its paces, but for those who do, and are even keen to outfit something for substantial overlanding duty, they might want to avoid dirtying it up with mud, dirt, and sand. But I can personally attest to it being surprisingly easy to clean: the massive rubber floor mats helped here, but otherwise it was easy to wash off the leather seats and blow out the sand after a long afternoon in the field. Secondly: its interior dimensions are weirdly cramped for this truck's size. With the seat set as low as possible, I just barely fit at six-foot-three, and couldn't imagine being comfortable in the backseat for very long. Small engine, large moxie. Being such a visual and dimensional bruiser, you'd think a thirsty GM V8 lived under the hood of the 2025 GMC Canyon AT4X AEV. But what's actually in there is far from it: power comes from a turbocharged 2.7-liter inline-four, hooked up to an eight-speed transmission with high and low range, plus power locking front and rear differentials. That may sound like not enough, but it's actually right at home. The previous, off-road-focused Canyon and its dressed-down Chevy Colorado sibling sported a turbo diesel inline-four of similar displacement, and it was a riot to rip around with. I was sad to find out that this powerplant is no longer available, but the gasoline 2.7 is still good fun. Despite sounding a bit strained and uninspiring at times, its 310 horsepower and impressive 430 pound-feet of torque suits the 4,970-pound AT4X well, and with a massive 21.4-gallon fuel tank to sip from, guarantees excellent range. This counts on lengthy off-road expeditions where gas stations may be few and far between, plus, fuel consumption becomes a real thing with the revs high in the low gear set while scrambling up steep climbs, and at high elevation. The little four-banger feels like it reaches peak torque just off idle, and its little turbo keeps the power on full blast all the way to redline, maximizing the lockers' effect. To sum it up: this lump of aluminum is very good at cosplaying as its sturdy diesel predecessor. With independent suspension up front and a conventional straight axle out back, there's no mistaking the way it rolls down the road as anything other than a pickup truck, but it does so quite comfortably due to the secret sauce that ties the suspension all together: Its Multimatic DSSV dampers. These are—hyperbole incoming—the most beautifully riding passive shock absorbers that I've ever experienced in any 4X4. Due to their intuitive way of routing shock fluid around inside, they give the AT4X such a good ride quality, yet the AT4X stays respectably planted under hard cornering. Then, they shrug off the stresses of ripping up and down trails with ease, and ensure that weight is always shifting across the axles as effectively and smoothly as possible. The 2025 GMC Canyon AT4X AEV American Expedition Vehicles is an authority in all-things capability in the off-roading/overlanding realm. With the AEV package, customers get front and rear steel bumpers with added tow provisions, as well as a substantial amount of underbody armoring to protect the body, frame, and various drivetrain components from the roughest terrain. Additionally, a host of interior auxiliary switches for connecting added lighting and other accessories are wired up and handsome 17-inch beadlock-ready wheels wrapped in meaty 35-inch Goodyear Wrangler Territory MT rubber fill out its massive wheel wells. Additionally, a full-size fifth wheel is secured to the bed for easy changes in case a sidewall gets cut—it inhibits rear visibility, but I was glad to have it while far, far away from any wheel and tire shop. This equipment, combined with the AT4X AEV's moxie-filled turbo-four and versatile drivetrain makes for one impressive spec. But it doesn't end there: Approach, breakover, and departure angles reach 38.2, 26.9, and 26 degrees, respectively, and ground clearance underneath its 131-inch wheelbase is a massive 12.2 inches, thanks to a 1.5-inch higher ride height over the standard AT4X. The 2025 GMC Canyon AT4X AEV I had the pleasure of feeling all of this out at one of Southern California's most beloved off-road areas, Rowher Flats, just north of Los Angeles. With a whole midweek afternoon in front of me, I decided to venture further into this stretch of the Castaic Mountains than I ever had before climbing up and over an entire mountain. The GMC Canyon AT4X AEV's whole package was simply brilliant. Jumping in and out of high and low range, enabling and disabling the lockers, and configuring GMC's intuitive hill descent control was all easy to figure out and took no time at all. This accommodates snap decisions based on quickly changing terrain features and conditions rather well. In terms of doing a lock-off—which is my new term for a race to see how long trucks take to lock and unlock their front or rear differentials—the 2025 Mercedes-Benz G550 G-Wagen has the Canyon beat, but not by much (for the record: this is a fun comparison and not an actual reason to spend double the money on the Benz). The 2025 GMC Canyon AT4X AEV And boy did the terrain change while crawling up, along, and down steep unpaved terra firma. The only moments of mild terror were some mildly cocky, overly-confident inputs while crawling down incredibly steep terrain—I definitely danced on the edge of this thing's maximum pitch angle. Otherwise, its chunky Goodyear rubber, locking differentials, and awesome chassis helped this beast push forward with so much ease. Its long wheelbase required making multi-point turns to properly line up for particularly steep moments on the trails' more narrow sections. But its massive array of front and rear camera angles accompanied sticking my head out the window and provided great resolution. My only gripe was a lack of visibility while cresting the top of steep climbs, as I wish I had more of a view of what laid ahead—I was surprised this was an oversight. Otherwise, the AEV went about the rest of my journey exhibiting nothing but assured confidence. The brakes were strong and enabled precision modulation, the chassis' ability to articulate and maximize its footing was solid, and it scoffed at any menacing trail I pointed it at. Rather than stressed and feeling worn out, I ascended towards the trail's end relaxed and happy to take in all of the scenery. For under $70,000 fully loaded, the 2025 GMC Canyon AT4X AEV is a top-shelf piece of comfortable machinery for those looking for a turn-key way of taking on tough terrain. The 2025 GMC Canyon AT4X AEV
