Latest news with #BrianSilvestro
Motor 1
3 days ago
- Automotive
- Motor 1
2025 Dodge Charger Daytona EV: Pros & Cons
This isn't your granddad's Dodge Charger. Though it may look somewhat like the Chargers and Challengers of old, the 2025 Charger Daytona Scat Pack is an entirely new thing, with a fully revamped interior and a fully electric powertrain. A Charger without a V-8 might sound like heresy, but this car is still charming in a number of ways. Unfortunately, the electric Charger becomes less charming when you see the price tag. With an as-tested sticker of nearly $80,000, it's far more expensive than the last-generation car. Factor in the weak range and the clunky infotainment system, and even the quickest Charger EV becomes a tough recommendation. Quick Specs 2025 Dodge Charger Daytona Scat Pack Motors Dual Permanent-Magnet Battery 100.5 Kilowatt-Hours (93.9 Kilowatt-Hours Usable) Output 670 Horsepower / 627 Pound-Feet 0-60 MPH 3.5 Seconds (Est.) Base Price / As Tested $64,995 / $78,970 The Good Photo by: Brian Silvestro / Motor1 Excellent Design Luxurious, Well-Styled Interior Impressive Performance Though the new Charger may appear awkward in pictures, it looks fantastic in real life. The 'Bludicrous' paint job pairs excellently with the boxy form and striking fascias, catching the eyes of onlookers as I cruise silently by. Whereas most EVs are lifeless blobs, the Charger Daytona echoes a sense of purpose and strength. The Charger is also a big car. At 206.6 inches long, it's over 8 inches longer than the outgoing Challenger. The hatchback rear provides ample storage space, though there's no frunk. That extra length is obvious inside, with the Charger's interior offering ample space to stretch out. The back seats are actually usable, too; I was able to comfortably fit four adults inside without any complaints. Beyond the physical space, I enjoy the interior's design. The sweeping dash melds into the doors well, and the pistol-grip shifter is satisfying to use. There are two displays mounted to the dash, a 16.0-inch unit for the driver and a 12.3-inch screen for the infotainment system. Both are bright and crisp, making the cabin a nice place to spend time. Photo by: Brian Silvestro / Motor1 Photo by: Brian Silvestro / Motor1 Photo by: Brian Silvestro / Motor1 And while I'll always prefer a V-8 to electric power, I have to commend the Charger Daytona's performance. It's stonking quick off the line, and claws itself out of the hole and into illegal speeds quickly. Like most EVs, that power seems to die off once you've eclipsed 90 miles per hour, but before that, it's a rocket. It's not just straight-line speed, either. Despite the Charger's chunky 5,838-pound curb weight, it can dance around corners. That's thanks to the huge 325-section-width Goodyear Eagle F1 SuperCar 3 tires out back, and the standard dual-motor, all-wheel-drive setup. Slowing things down are a set of hefty 16.1-inch discs with Brembo calipers. There are a host of different toys to play with, too, like Drift mode, Track mode, Drag mode, and even Donut mode. If you need a kick in power, there's a button labeled 'PowerShot' on the steering wheel, which maxes out the dual motors to give the full 670 horsepower for 30 seconds. Gimmicky, yes. But also very fun. The Bad Photo by: Brian Silvestro / Motor1 Messy Infotainment System Half-Baked Synthetic Exhaust Sound Lackluster Range Too Expensive While the Dodge Charger Daytona's interior is a nice place to spend time, the infotainment system hangs over it like a dark cloud. The company's Uconnect 5 operating system is a cluttered mess, with a slew of different menus and bunched-up buttons that make it nearly impossible to navigate, especially while driving. There's a new section specifically to show the powertrain's EV status, like power flow and charging info. But I found myself constantly sticking to the wireless Apple CarPlay instead, simply to avoid dealing with the native operating system. Those with Android phones won't have to worry; there's wireless Android Auto connectivity for your phones, too. That's not the only piece of tech on the Charger I don't like. While I'm generally pro faux exhaust sounds for EVs, the Daytona's ' Fratzonic Chambered Exhaust ' doesn't do it for me. Dodge got so close to making this work, but fumbled at the goal line. While the sound itself, which emanates from a subwoofer mounted in the rear bumper, is awesome, it's not paired with any sort of fake gears or shifting, like you'd find on a Hyundai Ioniq 5 N . Photo by: Brian Silvestro / Motor1 Photo by: Brian Silvestro / Motor1 That means when you're driving around with the Fratzonic exhaust turned on, it sounds like you're driving a V-8-powered car with a continuously variable transmission. It's foolish in its execution, rendering the sound suitable only for stoplight rev-offs or confusing people in parking lots. On the move, it just made me nauseous. Whether you keep the exhaust turned on or not, you'll be disappointed by the Charger Daytona's range. With a full charge, I was only able to squeeze 208 miles from the 93.9-kilowatt-hour usable battery pack, an average of just 2.2 miles per kilowatt-hour. That's pretty dismal for a 2025 model-year EV, much less one this expensive. To be fair, the range would be far better with a set of more efficient tires. Speaking of price, the Charger Daytona isn't exactly affordable. The Scat Pack's starting price of $66,990, including destination, is bolstered by those aforementioned drive modes, as well as a host of active safety systems, like lane management, intersection collision assist, and cross-path detection. A head-up display and a mechanical limited-slip differential are also standard. Our tester came in at $78,970 thanks to the pretty blue paint job, a $3,200 'Scat Pack Stage 2' package that adds 80 horsepower, and the $4,995 Track package, which adds stuff like the Brembo brakes, heated and ventilated sport seats, adaptive damping, and those Goodyears. Truthfully, I don't think you need any of that, except for the paint. It's not like anyone will be taking this thing to the track, after all. Competitors Audi A6 E-Tron BMW i4 Lucid Air Mercedes-Benz EQE Polestar 2 32 Source: Brian Silvestro / Motor1 More on the Charger Dodge Charger EV Owners Are Reporting Unintended Acceleration The Dodge Charger EV Is Already Outselling the Supra in 2025 Get the best news, reviews, columns, and more delivered straight to your inbox, daily. back Sign up For more information, read our Privacy Policy and Terms of Use . 2025 Dodge Charger Daytona Scat Pack Specifications Motor Dual Permanent-Magnet Battery 100.5 Kilowatt-Hour (93.9 Kilowatt-Hour usable) Output 670 Horsepower / 627 Pound-Feet Drive Type All-Wheel Drive Speed 0-60 MPH 3.5 seconds (est.) Maximum speed 136 mph (Electronically Limited) Weight 5,838 Pounds (mfr.) EV Range 216 Miles (EPA) Seating Capacity 5 Cargo Volume 23.0 / 37.0 Cubic Feet On Sale 5 Base Price $64,995 As-Tested Price $78,970 Share this Story Facebook X LinkedIn Flipboard Reddit WhatsApp E-Mail Got a tip for us? Email: tips@ Join the conversation ( )
Motor 1
17-06-2025
- Automotive
- Motor 1
2025 Toyota 4Runner TRD Off-Road: The Good and the Bad
The Toyota 4Runner has developed a reputation for its unwavering ruggedness and off-road abilities. Though I worried Toyota might sand down the truck-based SUV's sharp edges to make it friendlier for on-road excursions, thankfully, that's not the case. The 2025 4Runner is the best version of the model yet, bolstered by a much-needed hybrid powertrain and a lovely cabin. It's nicer to drive on the road, sure, but it's also just as impressive once you hit the trails. Quick Specs 2025 Toyota 4Runner TRD Off-Road i-Force Max Engine Turbocharged 2.4-Liter Inline Four Hybrid Output 326 Horsepower / 465 Pound-Feet 0-60 MPH 6.5 Seconds (est.) Base Price / As Tested $53,440 / $59,420 The Good Photo by: Brian Silvestro / Motor1 Efficient, Torquey Powertrain Serious Off-Road Capabilities Much-Improved Cabin The last-gen 4Runner was a nice machine, but it was always held back by its archaic V-6 engine and five-speed automatic gearbox. Toyota rightfully addressed this, adding a turbocharged inline-four making 278 horsepower and 317 pound-feet of torque as standard, paired to a quick-shifting eight-speed transmission. Toyota's i-Force Max powertrain takes the 4Runner one step further, adding an electric motor between the engine and gearbox, supplemented by a battery in the trunk floor. Total output here is a healthy 326 hp and 465 lb-ft. Those numbers mean brisk acceleration and passing power, and a far smoother driving experience overall. Despite changes underneath the hood and the new looks, the 4Runner still uses an old-fashioned body-on-frame chassis, shared with the Tacoma pickup. That means it's still plenty capable off-road. There's a two-speed transfer case for low-speed rock crawling, and even a locking rear differential in case you get really stuck. That equipment proved useful when we took the 4Runner to an off-road park, where it shrugged off every obstacle we threw at it. Photo by: Brian Silvestro / Motor1 Photo by: Brian Silvestro / Motor1 While the 4Runner may look and drive like the tough, brawny off-roader it is, the interior paints a sleeker picture. While the cabin isn't exactly premium, there are lots of easy-to-use, physical controls, and a thoroughly modern infotainment system running the 14-inch touchscreen and 12.3-inch digital instrument display. Our tester even had a wireless charging pad. Wireless Apple CarPlay and Android Auto are standard, of course. The Bad Photo by: Brian Silvestro / Motor1 Unsophisticated Ride The Infotainment Screen Is Almost Too Big Kind of Expensive The 4Runner's body-on-frame chassis is great for towing, off-roading, and bashing over broken pavement. But it can also be a bit flinty at times. Giving up ultimate comfort is the compromise you'll have to make for this level of capability. Personally, I don't mind the truckish ride—it's charming, and a constant reminder you can drop what you're doing and go absolutely anywhere, if you desire. Don't get me wrong, I love a nice, crisp infotainment touchscreen. But the optional 14.0-inch unit might be too big. It absolutely dominates the top of the dash, cutting slightly into my sightlines out the windshield. It's bright and overbearing, to the point where I'd recommend that buyers avoid it—especially because you can't watch videos on it. Choosing the hybrid powertrain is a must if you want to enjoy this new 4Runner to the fullest, but be prepared to pay up. While the ICE-only TRD Off-Road starts at $50,640, the cheapest battery-assisted model, the TRD Off-Road you see here, starts at $53,440. If you don't plan to off-road often, you can get a gas-only 4Runner for as cheaply as $42,220. Competitors Honda Passport Trailsport Jeep Wrangler Rubicon Ford Bronco Badlands More on the 4Runner Toyota's New Blue Paint Is Awesome, But It's Only for a Few Models Boxy Is Back: Why SUVs Are More Square Than Ever Get the best news, reviews, columns, and more delivered straight to your inbox, daily. back Sign up For more information, read our Privacy Policy and Terms of Use . Gallery: 2025 Toyota 4Runner TRD Off-Road Review 38 Source: Brian Silvestro / Motor1 Share this Story Facebook X LinkedIn Flipboard Reddit WhatsApp E-Mail Got a tip for us? Email: tips@ Join the conversation ( )
Motor 1
16-06-2025
- Automotive
- Motor 1
The 2026 Kia EV4 Is a Better Tesla Model 3: Review
Quick Specs 2026 Kia EV4 Motor Single Permanent-Magnet Battery 58.3 Kilowatt-Hour / 81.4 Kilowatt-Hour Output 201 Horsepower / 208 Pound-Feet Range 235 Miles / 330 Miles (est.) Base Price / As Tested $39,000 (est.) / $45,000 (est.) Pros: Smooth Chassis & Powertrain, Button-Rich Interior, Solid Range Cons: Strange Design, No AWD Available at Launch Kia EV4 Overview: The Model 3 Competitor You've Been Waiting For Photo by: Brian Silvestro / Motor1 The EV4 is a fascinating proposition. Aimed directly at the Tesla Model 3, it's a small(ish) electric sedan set to arrive next year, in a world dominated by crossovers. Why would Kia bring a four-door EV Stateside when popular opinion suggests the body style is dying? Well, it isn't dying—at least not at Kia. The company's similarly sized, gas-powered K4 was its best-selling vehicle in January. After some time behind the wheel, that proposition is even more convincing. While the EV4's styling might raise eyebrows from onlookers, it's an exceedingly pleasant thing to drive. Though not terribly sporty or rapid, the electric sedan provides adequate comfort, solid range, and a wide assortment of useful features, all for a reasonable price (at least, we think it'll be affordable—Kia hasn't released pricing just yet). Battery & Motor: Two Sizes, Only One Motor Photo by: Brian Silvestro / Motor1 When the Kia EV4 arrives in North America at the beginning of 2026, buyers will have a choice between two battery sizes: 58.3 kilowatt-hours or 81.4 kilowatt-hours. No matter which you choose, the battery pairs with a single permanent-magnet motor mounted under the hood, spinning the front wheels. It makes 201 horsepower and 208 pound-feet of torque—not groundbreaking by any means, but enough to get the car up to speed in a reasonable fashion. Like most EVs in the Hyundai and Kia family, the EV4 rides on the conglomerate's Electric-Global Modular Platform (E-GMP). It's a proven skateboard-style chassis that's seen much success in cars like the Ioniq 5 and the Kia EV9. But while those cars run on an 800-volt architecture, the EV4 and its sister car, the EV3 crossover, use a 400-volt layout. Kia says this is to achieve a nice balance between charging times, range, and performance, but really, it's just to keep costs down. Technology & Infotainment: Best In the Business Photo by: Brian Silvestro / Motor1 Modern Hyundais and Kias are at the forefront of easy-to-use, smooth infotainment systems. The EV4 is no different. The sedan debuts Kia's next-generation interface, displayed across two 12.3-inch screens. One is a center-mounted touch screen, with another for the driver display. There's standard wireless Apple CarPlay and Android Auto, naturally. I was able to connect my phone in seconds, and it reconnected without trouble every time after that. UI menus were easy to navigate, and the touchscreen responded seamlessly. Best of all, there are real buttons on the steering wheel and the dashboard for things like media and climate controls (though sadly, some of the navigation buttons under the touchscreen are touch-capacitive). A six-speaker sound system comes standard on the EV4, though I was only able to test out the optional eight-speaker Harman Kardon stereo. For a semi-budget system, I found it fairly impressive, without too much distortion at the top end. Kia also made its Digital Key 2.0 software standard on the EV4. It allows users to connect up to 15 devices to the car, including smartphones and smartwatches, which act as digital keys for entry and startup. Design: Quite Strange Photo by: Brian Silvestro / Motor1 The most controversial part of the EV4 is undoubtedly its looks. Seemingly plucked out of a concept studio, it wears a futuristic skin with odd curves and questionable proportions. It's certainly not beautiful or elegant, but it's also far from boring—something most competitors in the segment can't say for themselves. The shape evokes a reaction, which is why Kia went with it. Passenger & Cargo Space: Very Useful Photo by: Brian Silvestro / Motor1 Those strange looks unlock a healthy amount of space in the cabin, both for the front and rear occupants. There's a healthy amount of leg, arm, and shoulder room for the driver and passenger, with plenty of adjustability. The rear seats deliver ample space—far more than a Model 3—for occupants of all sizes. It reminds me of the Ioniq 6 in the way the rear bench can easily accommodate six-foot-plus people with ease—not a coincidence, seeing as how the two cars share a platform. The cargo area is similarly massive. It's unfortunate there's no hatch opening, but the trunk opens wide enough to accept large items, with enough storage space in the rear to swallow up to 17.3 cubic feet of stuff. Sadly, there's no front trunk, as that space is occupied by the motor and the cooling apparatus. Driving Impressions: Smooth & Steady Photo by: Brian Silvestro / Motor1 To drive the Kia EV4 is to have a very standard EV experience. The cabin is airy and easy to see out of, if a bit upright. The steering is smooth and light, but generally devoid of feel. As with any electric car, the go pedal responds with an instant, exciting thrust, though in this car, it quickly dies off as you reach higher speeds. The ride is soft and agreeable, while the brakes are easy to modulate for linear creeps to stoplights. The one driver-centric gimmick, Kia's i-Pedal 3.0, allows the driver to control the strength of the EV4's regenerative braking via the steering wheel-mounted paddles. I found myself using them more than I thought I would, just to slow the car in traffic without having to reach for the brake pedal. Nothing on this car stands out as overly harsh or heavy. Everything is easy and straightforward. It's designed to disappear under you, act as a simple tool to transport you from one place to another while you enjoy music or a podcast. At that, the EV4 is excellent. Range & Charging: Solid for the Segment While the design might not be for everyone, its resulting 0.23 Cd means the EV4 cuts efficiently through the air. Official EPA estimates are still a ways out, but Kia predicts a range of 330 miles for the larger battery pack and 235 miles for the smaller pack. The 400-volt architecture means the EV4 can't charge as quickly as the more expensive cars in Kia's lineup, though the company says charging from 10 to 80 percent should only take 29 minutes for the small battery pack, or 31 minutes for the larger pack, provided you're using a DC fast charger. Pricing & Verdict: It Really Depends Photo by: Brian Silvestro / Motor1 Here's where things get messy. The EV4 is supposed to be a Tesla Model 3 competitor, but since it'll be built in South Korea, it'll be subject to import tariffs put in place by the Trump administration. We wouldn't be surprised to see the starting MSRP end up in the high $30,000 range as a result. There's also the federal tax credit for electric vehicles, which could be killed off by the government's new spending bill. So the EV4 would be hit with a double-whammy of tariffs and no tax incentives, making it far less competitive in the segment than Kia expected. In the high $30,000 range, the EV4 still makes sense. It delivers solid range in an appealing package, much akin to a nice appliance. But anything above that, and it starts to become a harder sell. The Ioniq 6 starts at under $40,000, and it brings a similar range in a prettier, rear-drive package. To pay more for a stranger-looking, front-drive car is unreasonable. Competitors Hyundai Ioniq 6 Polestar 2 Tesla Model 3 2026 Kia EV4 FAQs Does the Kia EV4 Come in a hatchback? Yes, Kia builds a hatchback version of the EV4. Sadly, it's not offered in North America, as there isn't strong demand for it here. A Kia spokesperson confirmed to Motor1 we'll only be getting the sedan. What is the Kia EV4's Price? Kia has yet to release official pricing for the EV4 in North America, as it isn't expected to go on sale until the first quarter of 2026. We predict it'll have a starting price of around $41,000 once it lands Stateside. How much range does the Kia EV4 have? Kia has yet to release an EPA-estimated range figure for the EV4, but it predicts the smaller battery pack will be capable of 235 miles of range. The larger battery pack should be able to travel 330 miles on a single charge, according to the company. Gallery: 2026 Kia EV4 Review 39 Source: Brian Silvestro / Motor1 More Kia's EV Onslaught The 2025 Kia EV6 GT Gets Even Better With Fake Gear Shifts What EV Slump? Hyundai and Kia Break Sales Records for Electric Cars Get the best news, reviews, columns, and more delivered straight to your inbox, daily. back Sign up For more information, read our Privacy Policy and Terms of Use . 2026 Kia EV4 Specifications Motor Single Permanent-Magnet Battery 58.3 Kilowatt-Hours / 81.4 Kilowatt-Hours Output 201 Horsepower / 208 Pound-Feet EV Range 235 Miles / 330 Miles (est.) Drive Type Front-Wheel Drive Speed 0-60 MPH 7.5 Seconds (est.) Maximum speed 105 Miles Per Hour (Electronically Limited) Weight 3,900 Pounds (est.) Seating Capacity 5 Cargo Volume 17.3 Cubic Feet On Sale Q1 2026 Base Price $39,000 (est.) As-Tested Price $45,000 (est.) Share this Story Facebook X LinkedIn Flipboard Reddit WhatsApp E-Mail Got a tip for us? Email: tips@ Join the conversation ( )
Motor 1
03-06-2025
- Automotive
- Motor 1
The GMC Canyon AT4X AEV Is Off-Roading on Easy Mode: Review
Quick Specs 2025 GMC Canyon AT4X AEV Edition Engine Turbocharged 2.7-Liter Inline Four Output 310 Horsepower / 430 Pound-Feet Ground Clearance 12.2 inches Base Price / As Tested $67,030 / $70,350 Pros: Great Design, Solid Infotainment, Unmatched Off-Road Capabilities Cons: Buzzy Powertrain, Spare Tire Impedes Bed Space, No Physical Headlight Switch GMC Canyon AT4X AEV Overview: No Compromise Photo by: Brian Silvestro / Motor1 For most adventurers, the AT4X is the ideal GMC Canyon. It comes standard with some serious equipment, including front and rear differential locks, rock sliders, and all-terrain tires. For occasional off-roading, it's more than capable enough. But there are a select few buyers who want even more. Something they know will be able to traverse virtually any terrain and climb any obstacle. For them, there's the AT4X AEV Edition . American Expedition Vehicles, or AEV, outfits this top trim with even more equipment to ensure a worry-free journey. In addition to all the standard AT4X upgrades, the AEV model gets skid plates for the rear diff, transfer case, and gas tank, along with 17-inch beadlock-capable tires wrapped in giant 35-inch tires, paired with specific fender flares. There are new metal bumpers and a bed-mounted spare added to improve approach and departure angles. In other words, all the stuff you could possibly want for an off-road vehicle, save for a winch and some flood lights. Engine & Drivetrain: A Torquey Four-Cylinder Photo by: Brian Silvestro / Motor1 There's only one engine to choose from with the AT4X AEV Edition: a turbocharged 2.7-liter inline-four making 310 horsepower and 430 pound-feet of torque. It's paired to an eight-speed automatic transmission and a two-speed transfer case offering high- and low-range gears for rock crawling. Drivers can choose between 2WD high, 4WD high, or 4WD low. There's also an Auto function that can switch between 2WD and 4WD, depending on drive mode and road conditions. The engine is almost diesel-like in its power delivery, with lots of punch down low. Redline is just over 6,000 rpm, though you'll never get near that in normal driving conditions. The meat of the power is between 2,500 and 4,500 rpm, and the eight-speed does a good job of keeping the engine there, whether you're cruising on the highway or creeping up a rocky hill. There's a bit more buzz in the cabin than I'd like, though it's tough to expect a truck that looks like this to be incredibly quiet or refined. Technology & Infotainment: As Good As GM Gets Photo by: Brian Silvestro / Motor1 The GMC Canyon comes standard with an 11.3-inch touchscreen paired to an 11.0-inch digital instrument cluster. Our tester also came with a $3,050 Technology Plus package, which includes a head-up display and an upgraded Bose audio system. That package is worth the money. It includes accessories like a power sunroof, adaptive cruise control, and something GM calls HD Surround Vision. That unlocks a 360-degree camera, allowing you to see exactly where the truck is placed on a trail. It's also useful if you street park often, as the front camera can show you precisely how much space you have between your bumper and the other car. The Canyon still uses the company's older infotainment system. In this case, that's a good thing. Even with GM shifting away from Apple CarPlay and Android Auto, the Canyon's older system uses an Android-based operating system with wireless CarPlay connectivity. It's easy to use and responds quickly to inputs, and after a brief setup, it connects seamlessly to my iPhone. Climate controls have been left to physical buttons—another refreshing touch. Sadly, stuff like the headlights and traction control can only be adjusted via the screen. Passenger & Cargo Space: What You'd Expect From the Segment Photo by: Brian Silvestro / Motor1 Despite its wide stance and brawny looks, the AT4X AEV Edition is just as tight inside as the normal Canyon. The front row is snug, but there's plenty of adjustability in the seats and the steering wheel to accommodate all body types. The rear seats have adequate legroom, but the upright backrests mean bigger children and adults might become uncomfortable after an hour or so. For quick jaunts around town, it works. Bring some pillows if you're planning a road trip. Like every Canyon, the AEV Edition gets a 5.5-foot bed, for a total cargo volume of 41.9 cubic feet. The only difference here is the spare tire, mounted in the bed to improve ground clearance underneath. Suffice it to say, it drastically reduces the bed's usefulness. But as you can see, I still managed to squeeze eight tires into the space. You just have to be creative. Driving Impressions: Pretty Damn Excellent Photo by: Brian Silvestro / Motor1 When I drove the first Colorado ZR2 back in 2017, I knew GM had a winner on its hands. This AT4X AEV Edition is simply an evolution of that formula. Thanks to the black magic of Multimatic's DSSV dampers, the Canyon rides amazingly on the road and absorbs virtually any bump you throw at it. The truck does this without feeling wallowy or floaty—in fact, it's even pretty sporty. Yet, when you take the AEV Edition off-road, it performs even more valiantly. Small bumps are ironed out entirely, while bigger imperfections are light—the truck just letting you know they're being conquered. And despite an inherent tightness in the setup, there's enough articulation to crawl over more challenging terrain. The two-speed transfer case and lockable differentials allow drivers of all skill levels (even lowly auto journalists) to traverse smoothly over any sort of obstacle. Water crossing, rock faces, mud pits, you name it. All I had to do was press some buttons, then drive forward. The truck did all the work. And I was having a blast. All of this capability doesn't come totally without compromise. Those huge tires aren't exactly the best for on-road handling or braking performance, and they make a lot of noise at highway speeds. But if you're buying something as extreme as this, you probably already know that. Fuel Economy: Expectedly Average The tires also don't help when it comes to efficiency. The GMC Canyon AT4X AEV Edition is rated at 16 miles per gallon city and 16 highway, for a combined rating of 16 miles per gallon, according to the EPA. That's 4 fewer MPG versus a normal Canyon. If you want something more efficient, consider a different hobby, because efficiency and off-roading don't usually mesh. Payload & Towing: Not a Work Truck The normal Canyon is well-equipped to handle big payloads and lots of cargo. But the AEV's reworked suspension and drivetrain throw a wrench into the formula, trading off tradesman capabilities for off-road prowess. As such, the AEV Edition carries a maximum payload of 1,250 pounds, and a max towing capacity of 5,500 pounds—390 and 2,200 pounds less than the normal truck, respectively. Pricing & Verdict: Expensive But Worth It Photo by: Brian Silvestro / Motor1 Our tester carried an as-tested price of $70,350. That's a lot of money for a mid-size truck. But a bargain relative to what you'd pay to a lesser Canyon with equivalent aftermarket parts. So we're not terribly upset with the price. That being said, the AEV Edition is only worth it if you plan to off-road often. Otherwise, you'll be better off with the standard AT4X, which starts at $58,720. It's cheaper, more economical, and for many, the most rational choice. Competitors Chevrolet Colorado ZR2 Bison Ford Ranger Raptor Nissan Frontier Pro-4X Toyota Tacoma TRD Pro 2025 GMC Canyon FAQs Does the GMC Canyon have a V-8? The GMC Canyon does not have an available V-8. You can't even get a V-6, actually. The only engine available is a 2.7-liter turbocharged inline-four making 310 horsepower and 430 pound-feet of torque. Can the GMC Canyon tow? Yes, the 2025 GMC Canyon can tow a decent amount. The most capable versions are rated at 7,700 pounds of towing capacity—plenty for a race car and a trailer. Off-road focused models, like the AT4X shown here, are rated a bit lower due to their equipment. How much does the GMC Canyon cost? The 2025 GMC Canyon starts at $40,095, including destination. That gets you a 2WD Elevation model with the 2.7-liter turbocharged inline-four. Our tester, an AT4X AEV Edition, landed at the other end of the pricing spectrum, with an MSRP of over $70,000. More on the Canyon 2024 GMC Canyon AT4X AEV Edition Debuts: More Lift, More Tires, Same HP GM Exec Explains Why Chevy Colorado And GMC Canyon Have Only One Engine Option Get the best news, reviews, columns, and more delivered straight to your inbox, daily. back Sign up For more information, read our Privacy Policy and Terms of Use . 2025 GMC Canyon AT4X AEV Edition Specifications Engine 2.7-Liter Turbocharged Inline-Four Output 310 Horsepower / 430 Pound-Feet Transmission Eight-Speed Automatic Drive Type Four-Wheel Drive Speed 0-60 MPH 7.2 seconds (est.) Maximum speed 101 MPH (Electronically Limited) Weight 5,200 Pounds (est.) Efficiency 16 MPG City, 16 MPG Highway, 16 MPG Combined Seating Capacity 5 Cargo Volume 41.9 Cubic Feet On Sale Now Base Price $67,030 As-Tested Price $70,350 Share this Story Facebook X LinkedIn Flipboard Reddit WhatsApp E-Mail Got a tip for us? Email: tips@ Join the conversation ( )
Motor 1
29-05-2025
- Automotive
- Motor 1
GMC Canyon AT4X AEV Edition: What Do You Want to Know?
If you're looking for off-road supremacy, GMC and American Expedition Vehicles (AEV) have the truck for you. It's called the Canyon AT4X AEV Edition . Tough, brutish, and capable, it's one of the most hardcore factory off-roaders you can buy right now. We've got it for a week, with plans to take it on- and off-road. The AEV Edition is the top-dog AT4X trim. Introduced in 2023, it gets heavy-duty steel skid plates and a 1.5-inch lift. Paired with gigantic 35-inch Wrangler all-terrain tires, it has 12.2 inches of ground clearance. There are also front and rear steel bumpers that unlock better approach and departure angles, as well as AEV-specific fender flares, for that extra bit of muscle. Photo by: Brian Silvestro / Motor1 The regular Canyon AT4 starts at $47,395. Upgrading to the AT4X hikes the price to $58,720, but gets you valuable upgrades like locking differentials, different trim panels, and a nicer interior. Our AEV Edition tester, meanwhile, rocks an eye-watering sticker price of $70,350. That's a lot of money for a mid-size truck. Still, I can't help but love this thing. I've only had the Canyon for a couple of days, but bashing through the broken pavement and huge potholes of New York City has never been less stressful. I'll be doing some highway driving and off-roading, but for now, here's what I like and what I don't like. What's Good So Far? Photo by: Brian Silvestro / Motor1 This thing looks mean. The steel bumpers, big fender flares, and bigger wheels suit the Canyon nicely, without seeming too ostentatious. Every other Canyon looks boring by comparison. The suspension is excellent. The AT4X gets Multimatic's DSSV spool-valve dampers, which work magic on the road. It makes the AEV Edition one of the very few trucks on sale that feel more like a unibody machine than a body-on-frame truck. The infotainment is solid. It's a shame General Motors is moving away from Apple CarPlay and Android Auto, because this one connects every time without issue, and it looks great. What's Not Good So Far? Photo by: Brian Silvestro / Motor1 The engine isn't very exciting. GM's 2.7-liter turbocharged inline-four is powerful enough, but it doesn't match the drama delivered by the AT4X's looks. Sound and top-end power aren't priorities for a truck like this, though, so it's not a huge issue. There aren't enough buttons. Many critical controls, like the headlights and the traction control, have been placed into the touchscreen, making them tougher to use. It's a clear, in-your-face cost-cutting measure we're not sure buyers will appreciate. The spare wheel is mounted in the bed. This isn't necessarily a bad thing, as it frees up space for the steel bumper and ground clearance. But it also makes the rear-view mirror useless. If I drove this truck every day, I'd be annoyed. I still need a few more days to figure out if the AEV Edition is really worth it, but the first impressions are solid. Stay tuned to see what I think. Check Out These Truck Reviews Bison Vs Raptor Vs Trailhunter: The Ultimate Off-Road Truck Showdown The Colorado ZR2 Bison Has a High-Tech Suspension. Here's How It Works Share this Story Facebook X LinkedIn Flipboard Reddit WhatsApp E-Mail Got a tip for us? Email: tips@ Join the conversation ( )
