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First, the good news: despite a lot of nerve-racking volatility, the price of crude oil is expected to go on a downward trend, reversing the record levels we’ve seen so far this year.The bad news: That isn’t likely before 2023, and anything can happen between now and then.Don’t blame gas station owners or the president. They have less control over the situation than we’d like to think. It’s a complex global landscape out there.You may have felt a slight tingle if you visited a gas station after July 4. Whatever libations you may have consumed during the fireworks or the tinnitus that came after is not our concern. It’s gas prices: They went down for the first week in months. But are they on a downward trend that will get us back to pre-pandemic levels? The answer is no, not this year.Republicans blame Joe Biden, Democrats blame Big Oil, the Greens would like us to convert to bicycles, and in northern Connecticut, Ralph Nader is laughing at everyone. What’s happening with record-high gas prices is simple and yet so complex that not one single actor deserves all the blame. Let’s dive into the crude world of gasoline.A Non-Political Explanation of Crude Oil Prices In North America, we track oil prices using West Texas Intermediate (WTI), a crude blend sourced primarily from Texas that serves as one of several global benchmarks for oil futures, or the contracts that buyers agree to pay oil producers for a barrel of crude at a specified future date. The WTI price you see quoted in the news is what’s called a “front month,” which refers to the futures contracts that expire closest to the current date. At present, WTI closely mirrors Brent crude, which makes up the majority of European and global oil futures. WTI prices for a barrel of crude dipped below $100 this week for the first time since May 10, according to the Wall Street Journal’s price chart. Oil began trading above $100 in the week after the Russian invasion of Ukraine began in late February, when investors worried that Russia’s lucrative oil reserves could be upset with potential economic sanctions. But oil prices were already rising before the war, in sync with the general uptick of the global economy since the 2020 shutdown when WTI briefly traded negative and barely rose above $40. With resurgent demand and economic activity in 2021, WTI rose into the $60s, $70s, and low $80s. It climbed again during the first quarter of 2022 and reached into the high $80s and low $90s during the weeks and days before the invasion. Crude is a huge portion of every gallon of retail gasoline—nearly 60 percent, according to the Energy Information Administration.

Retail gas prices and crude prices go hand in hand, as everyone has watched since a gallon of regular-grade gas sank to a low of $1.77 in April 2020 and then rose to $2.85 by the end of March 2021, according to EIA records. Average prices rose past $3 last July, mirroring the rise in crude, and matched the crude spike in early March 2022 when prices soared past $4—and never went back. Gas reached a record $5 on June 13, only to trickle down to $4.77 on July 4, according to the EIA. The last time gas was this expensive (when it was $4 during July 2008), crude prices had peaked just as high as they have this year. Crude oil has been especially volatile for the past four months. WTI prices shot past $120 early in the Russian invasion and after European sanctions blocking all Russian oil took effect on June 1. In this same time span, crude fell to the mid-$100s only to rise days or weeks later. Final closing prices on July 5 and July 6 dipped below $100, yes, but this happened at least nine times since the first spike in March. The war, record-high inflation, surging interest rates, the worry over slumping global demand from the high shipping costs that high oil prices cause and trickle into equally high consumer prices—it has been another unpredictable year, to put it lightly. This past week, the Biden administration floated the idea of a cap on Russian oil prices, which make up close to 10 percent of the global supply. The New York Times called it a “novel and untested effort to force Russia to sell its oil to the world at a steep discount” that could “starve Moscow’s oil-rich war machine of funding and . . . relieve pressure on energy consumers.” It’s too soon to know whether other countries will agree to such a plan.Meanwhile, its latest forecast, the EIA predicts WTI prices will remain around $102 and then dip to $93 sometime in 2023. Futures contracts seem to agree, with contracts expiring as far out as April 2023 trading in the mid-$80s, according to Barron’s. But literally anything can happen between now and then to shift that trajectory.

U.S. Energy Information Administration

The Added Costs of Federal RegulationsThere’s competition for crude. White gasoline and diesel are the main product that comes out of U.S. refineries, the same barrel of crude goes to making kerosene, jet fuel, heating oil, asphalt, solvents, and other petroleum products like waxes and lubricants. There is product overlap among the various companies that sell these products, and yet they are all diverse industries with differing demands. Beyond the huge conglomerates that still have to import foreign oil to meet demand across the entire country, factor in the 9000 smaller oil producers in the U.S., which operate in very different markets with varying state regulatory mandates. Now consider how the Environmental Protection Agency regulates smog by requiring at least 14 summer gasoline blends tailored to specific regions (which many, consequently, have to switch to winter blends). Then there’s the Renewable Fuel Standard Program, which requires more ethanol and biodiesel blends than the industry can feasibly produce. The industry publication Fuels Market News noted that the 2022 targets “were deliberately set at a high level to facilitate investments in E15 and E85 infrastructure.” These targets have contributed to high ethanol credit prices that refiners must buy to stay in compliance (similar to California’s zero-emissions credits). Ultra-low-sulfur diesel is costlier than the soot-burning diesel of years past, and it’s not getting cheaper. Producing premium and mid-grade gasoline requires special additives that are costly to make, too—higher octane doesn’t come cheap. None of these costs are insignificant, and they’re all reflected at the pump. Shocker: President Can’t Command Oil Industry to Lower PricesOver the July 4 weekend, President Biden tweeted this: “My message to the companies running gas stations and setting prices at the pump is simple: this is a time of war and global peril. Bring down the price you are charging at the pump to reflect the cost you’re paying for the product. And do it now.”
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He’s right to some degree, as margins between the price of Brent crude and the wholesale price of gasoline—the price gas stations pay before adding their costs, profit, and state taxes—have reached record highs at gasoline stations. The EIA reports that those margins were $1.17 per gallon in May. But even with diesel hitting $6 in many places, are gas stations really out to destroy America? The Association for Convenience and Fuel Retailing, an industry lobby, reports that individual gas stations—more than half of which are run by independent owners that franchise with large brands—typically make only 10 cents a gallon after all costs and fees. Believe that or not, but most gas station owners make more money from in-store sales than pump sales. We all know how far we’re willing to drive for even a five-cent drop in prices.As we’ve described, oil companies and gas stations play on a national and global market and can’t control what independent U.S. oil producers do or what Middle Eastern countries in OPEC choose to do. OPEC has agreed to increase oil production and President Biden has been begging Venezuela and Saudi Arabia to increase production—both of which would not reduce gas prices any more than his canceling of the Canadian Keystone XL pipeline would raise them. As the New York Times reported, Keystone XL was only 8 percent complete and was a planned extension to an already hefty pipeline. Neither situation would be a game changer at the pump.Biden has demanded that oil companies increase production, but they physically can’t. While the shale boom has more than doubled domestic oil and gas production since 2008, the nation’s 125 refineries are operating at or near max capacity just as they were before the pandemic. As of January 1, the U.S. was refining 17.8 million petroleum barrels a day—again, for all petroleum products, not just gasoline and diesel—compared to the 18.5 million barrels as of January 1, 2020. Crude production from U.S. oil fields is down from its 2019 peak, but at 11.6 million barrels per day as of April, the oil industry is sucking more dino juice out of the ground than ever—it’s more than double the amount they barreled in 2008. Biden also said that there are 9000 approved permits for oil producers who he claimed “could be drilling right now, yesterday, last week, last year,” except the Poynter Institute says it’s standard practice to have thousands of unused permits in any presidency and that it’s economically unviable to rush on a permitted land. Drilling—a huge investment with huge potential losses—takes a lot of careful measurements. It’s not a stick-it-in-the-ground operation by any means.Biden has proposed a federal gas tax holiday, but longer relief would be felt if the EPA could relax the Renewable Fuel Standard Program and temporarily suspend the regional requirements to formulate summer gasoline. Even so, the oil market goes beyond what Congress or a president can attempt to influence. Right now, we’re just stuck with high prices.

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• Our Bring a Trailer auction pick of the day is this 1967 Volkswagen Beetle, up for auction until Thursday, July 14.• For a buyer who wants a cost-effective way to get into vintage-car ownership, a 1960s Bug like this is a perfect starting point.• This example has had exterior and interior refinishing, as well as mechanical repairs and maintenance, and is in good working order.There’s a never-ending parade of high-dollar collectibles circulating car auctions, but sometimes there’s more fun to be had with something more affordable that won’t break the bank when it inevitably breaks down. This 1967 Volkswagen Beetle is just one such option, and it’s currently up for auction on Bring a Trailer—which, like Car and Driver, is part of Hearst Autos.

Bring a Trailer

Vintage VWs like this one are still relatively common, which tends to keep prices for nice examples within reach. A 1964 model, which we showcased a few months ago, ultimately sold for just $17,500. Plus, with parts still widely available, repairs and maintenance won’t be too much of a chore.

I should know. In high school and early college I drove a 1969 Beetle as my daily driver. My father and I fixed up the car together in his garage and quickly learned how easy it is to remove the air-cooled flat-four to help facilitate repairs.

Bring a Trailer

This 1967 model, which has been repainted in Savannah Beige, probably won’t need much in the way of repairs or maintenance following the close of the auction, as the current owner has already done a lot of work. Videos included in the auction listing show the car running smoothly—well, as smoothly as a Sixties VW ever did.
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The original 1.5-liter boxer four has been replaced with a larger-displacement 1.6-liter one from a later model that recently received a valve and timing adjustment as well as new spark plugs. The distributor cap, ignition rotor, and fuel filter have also been replaced.

Bring a Trailer

The interior has been refurbished with matching Savannah Beige dashboard, door panels, and steering wheel. Replacement seats were installed in the front and back and wear brown-colored vinyl covers that look period correct. The original stereo has been replaced with a vintage-style head unit with AM and FM radio as well as Bluetooth connectivity. The Beetle is not a pristine example, nor is it all original. The owner reports there are chips in the paint and a few dents here and there. Perfectly restored show pieces might be the ideal to some, but if you ask me, I’d rather have a nice but imperfect car like this which will be less nerve-wracking to drive and enjoy. And there’s a chance of getting a bargain: With five days go until the auction ends on Thursday, July 14, the bidding is only at $5000.
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Glacier View River Retreat

Glacier View River Retreat near Anchorage, Alaska, hosts a charming event each July 4: launching cars, trucks, and RVs off a cliff and down 300 feet to their doom.The tradition started in the early 2000s, when someone hit a moose and needed to dispose of the wrecked vehicle. That someone had imagination, and it was all downhill from there.They love nature in Alaska, so it goes without saying that when the party’s over, what’s left of the vehicles is taken to be recycled. This Fourth of July tradition is a little Evel Knievel, a little Demolition Derby, and 100 percent awesome. Where other towns gather to watch fireworks and chow down on hot dogs to celebrate the signing of the Declaration of Independence, Alaskans in and around Anchorage travel to Glacier View River Retreat in Glacier View, Alaska, to watch cars get launched off a 300-foot cliff. Don’t believe me? See for yourself:
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No Alaskans were harmed in the making of this video. In fact, the system for launching the cars is completely hands-off. Car and Driver spoke with Arnie Hrncir, one of the founders of Glacier View River Retreat and the organizer of the event, and he explained that they have two launch tracks: one with a railroad track that attaches to the vehicles’ steering arm, and another one where they tie the steering wheel straight with ratchet straps and open the throttle.
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As if that wasn’t cool enough, the cars are painted with some wacky paint jobs. Many of the 13 vehicles that got launched off the cliff this year featured red, white, and blue alongside patriotic slogans, but others were personalized to represent the community. Above are pictures of a few of the cars courtesy of Ice Monkey Garage, a local customization shop.
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Some even came all the way from Reno, Nevada, as part of the Caravan of Carnage. This one below was painted by residents of Maple Springs of Palmer, a nursing and rehabilitation community outside Anchorage.
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The Glacier View Fourth of July Car Launch began in 2005, according to Hrncir, and it started in a way that can only happen in Alaska. In 2003, his wife hit a moose in their Volvo, and eventually he got tired of working on the car. What to do with a totaled Volvo? Put a rock in the trunk and run it off a cliff. Obviously. Now, though, it has evolved over the years to become an Independence Day event dedicated to what Hrncir calls an “F Day.” “F Day means it’s freedom, faith, family, food, and fun,” he said, “We’re having a birthday party [for the U.S.].” He also highlighted the importance of honoring veterans to the event, noting that they acknowledge veterans’ contributions to this country “over and over” throughout the day.

Glacier View River Retreat

After the birthday party is over, the cars are loaded up onto 18-wheelers and taken to be recycled, because the second-best way to celebrate America the Beautiful—after launching cars, of course—is to honor her natural beauty by keeping her clean.
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VinFast, a Vietnamese startup that targets starting sales of its electric crossovers in the United States this year, will open its first showrooms next week.The showrooms will be in Santa Monica, San Diego, San Mateo, Corte Madera, Commerce, and Berkeley, California, with 24 more stores due to open in the state by the end of 2022.VinFast’s lineup includes the two-row VF8 and the three-row VF9, both of which have a dual-motor setup and claimed ranges between 248 and 369 miles.VinFast, a Vietnamese automaker founded in 2017, has been plotting its entry into the U.S. car market for some time. In 2021, after unveiling a pair of electric SUVs, VinFast declared its intentions to bring its EVs stateside in March 2022. Although the fledgling company missed that objective, VinFast still claims it will begin American sales by end of 2022. Now the company is preparing to take a major step toward that goal. As first reported in Automotive News, VinFast will open its first six U.S. showrooms in California next week, with plans for 30 locations throughout the state by the end of the year.

The VinFast VF8.
Tung Pham Photo

The stores will open on July 14 in Santa Monica, San Diego, San Mateo, Corte Madera, Commerce, and Berkeley. This plan was confirmed to Car and Driver by a VinFast spokesperson on Friday. VinFast set up its U.S. headquarters in Los Angeles in 2021 and has been displaying its two-row VF8 crossover around the Golden State in an attempt to drum up hype before sales begin.

The VinFast VF9, formerly called the VF e36.
VinFast

VinFast plans to launch two EVs as its foray into the U.S. market—the aforementioned VF8 and a larger, three-row VF9. The former will have a dual-motor powertrain with either 348 horsepower and 368 pound-feet of torque, or 402 ponies and 457 pound-feet. VinFast claims 5.8-second and 5.3-second 60-mph acceleration times, respectively, and ranges between 248 and 290 miles on Europe’s more optimistic WLTP test cycle. The VF9 comes exclusively with the 402-hp dual-motor setup and a claimed 6.3-second sprint to 60 mph. Range for the VF9 is estimated between 262 and 369 miles on the WLTP cycle.

The VF8 will start at $40,700 and the VF9 at $55,500, but these prices will not include the battery, which will be leased from VinFast. There will be a cheaper monthly plan at $35 for the VF8 and $44 for the VF9, with a limit of 310 driving miles per month, or an unlimited lease at $110 and $160 a month. VinFast also says a purchase option for the battery will be offered in the future. Along with aiming to sell its electric SUVs in the U.S., VinFast eventually plans to assemble cars here as well. Earlier this year, the automaker announced plans to invest $2 billion in a plant in Chatham County, North Carolina. Production is supposed to get underway in July 2024, with the capacity to build 150,000 units per year.
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This week’s question comes from a viewer who asked the oracles of the Window Shop series: What’s the perfect car for a real-estate agent? Any experienced Realtor would have asked in return: What are you selling and where? You can’t sell million-dollar homes in a Pontiac, but you can’t sell off-grid North Dakota yurts in a BMW 7-series.Lacking such information, the episode turned into another Myers-Briggs test for the panelists. The genteel John Pearley Huffman needed a mere 90 seconds to land on a vintage Mercedes S-class. It looked more likely to be promoting fire-sale tract homes in a Tucson suburb, but like so much real estate nowadays, it’s a fixer-upper that just needs a little vision.Joey Capparella went for a slice of history—his own—securing the keys to a Land Rover LR2, a vehicle that had been owned by a real-estate agent in his past. Although that Realtor made the house sale, perhaps Capparella should have heeded the instincts of his youth when it came to the Landie. Unless he was trying to sell condos and colonials in Connecticut.

Jonathon Ramsey sent one right up the middle, aiming to satisfy the greatest number of real-estate agents in the largest geographical area. His Jeep Grand Cherokee wouldn’t win any awards for style, but as the automotive equivalent of a two-bedroom ranch house on a quarter of an acre, it’s familiar and approachable, and the driver probably hosts great grillouts. K.C. Colwell prioritized space and comfort for his clients, pulling up in a Genesis G90. In fact, depending on his real estate beat, the interior of his car might have been nicer than any home he had to show.Tony Quiroga yet again defied expectations, nabbing a Lincoln that everyone can fit in and that nobody loves. This one’s for the new real-estate agent still doing his overnight Uber gig while he waits on his first big commission check. But these days, there are probably more than a few of them out there.Hop in and come check out our model episode. We really think you’re going to like this next one.

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The 2022 Audi RS7 will be offered as a fully loaded Exclusive Edition that’s limited to 23 copies for the U.S. market. The Exclusive Edition’s exclusive bits are Mamba Black Pearl paint, blue brake calipers, and blue stitching inside.The RS7 Exclusive Edition will be priced at $166,495 when it goes on sale later this summer.With a starting price approaching $120,000, 2022 Audi RS7s aren’t thick on the ground anywhere. While that high-dollar price and the fastback hatchback’s ultra-high performance make every example relatively exclusive, Audi is releasing a more exclusive, limited-production version appropriately dubbed the RS7 Exclusive Edition.

How Exclusive Is the RS7 Exclusive Edition?The 2022 Audi RS7 Exclusive Edition will be limited to 23 copies, all of which are earmarked for the U.S. market. That means only 22 other people in America will have a ’22 RS7 like yours, unless, of course, you plan on buying more than one. What’s so exclusive about this special RS7? Actually, it’s really just unique styling cues. No other 2022 RS7 will have this Mamba Black Pearl paint that combines with the car’s standard-equipped Carbon Optic package to make the thing look seriously sinister. That means every model has blacked-out exterior trim and 22-inch V-spoke wheels mounted on summer rubber.

Audi

With every RS7 Exclusive Edition comes virtually every available option. The list of obligatory upgrades includes everything from a powerful Bang & Olufsen sound system and night vision to an air suspension and a sport exhaust. The latter helps provide the soundtrack for the RS7’s 591-hp twin-turbo 4.0-liter V-8, which pairs with an eight-speed transmission and Quattro all-wheel drive. Also included on the Exclusive Edition are carbon-ceramic brakes that feature blue-painted calipers, another RS7 exclusive.

Audi

The RS7 Exclusive Edition gets exclusive (there’s that word again) Sepang Blue stitching throughout the cabin. The color traces the diamond pattern on the seats as well as parts of the dash, doors, and other leather-covered surfaces. The floor mats and some of the controls are also accented with blue. This is the only thing inside the car that separates the Exclusive Edition from any other 2022 RS7.Audi says the RS7 Exclusive Edition will cost $166,495 when it goes on sale later this summer. The regular ’22 RS7 starts at $119,595; adding every option pushes the total price to about $156,000. That begs the question: Are the Exclusive Edition’s exclusives enough to justify its roughly $10K price premium? That’s up to the people who can afford one.
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News of planned electric-vehicle battery plants has become increasingly common as automakers including Tesla, Ford, General Motors, Hyundai, and others move forward with ambitious EV plans.The latest is VW, which announced plans to open six battery-cell production plants starting with Salzgitter, or project ‘SalzGiga,’ which it calls “the blueprint” for the six total battery plants it plans to open.The first plant will start production in 2025 and is meant to supply battery needs for about 500,000 EVs once up and running.Volkswagen Group held a “symbolic groundbreaking ceremony” this week for what it calls SalzGiga, the first of six identical battery-cell production plants it expects to build in Europe and North America over the rest of the decade. The new plant, with planned capacity up to 40 gigawatt-hours, will supply roughly half a million electric vehicles. It will start production in 2025.The cell plant will be operated by PowerCo, a VW Group subsidiary for battery manufacturing established in January. Ultimately, VW expects to build 240 GWh of battery production capacity for up to three million EVs by 2030.

VW

VW Follows Tesla, BYD, GMIn doing so, VW follows in the footsteps of Tesla, BYD, General Motors, and other makers. Tesla has Gigafactories for cells and/or vehicles up and running in Reno, Nevada; Austin, Texas; Berlin, Germany; and Shanghai, China, totaling up to 150 GWh at full tilt. More are on the drawing board. CEO Elon Musk first cited the need for a “gigafactory” to build huge volumes of cells back in November 2013, as Tesla still struggled to ramp up its Model S production.

VW

Chinese maker BYD actually started as a battery company in 1995, then branched into vehicles in 2003 after acquiring a small Chinese automaker. At first it sold only cars with internal-combustion engines, then added plug-in hybrids. It built its last car without a plug this past March.

Similarly, GM plans five joint-venture battery factories with its longtime cell partner LG Energy Solutions. The first, in Lordstown, Ohio, should start production this year. Two more sites have been announced, in Spring Hill, Tennessee, and Lansing, Michigan. All will provide cells to a growing number of EVs planned for the company’s Ultium platform. Cells for the currently low volume of GMC Hummer EV and Cadillac Lyriqs are now produced on a small pilot-production line operated by the partners in Michigan. Total capacity across the five will be roughly 150 GWh.As of this year, BYD sells more plug-in vehicles (both battery-electric and plug-in hybrid) than even Tesla—let alone GM—so VW Group is coming from behind. In part, this is because of the political sensitivity of its massive employment to the German economy. A substantial share of the company is held by the state of Lower Saxony, and Works Council (union) representatives sit on the company’s board. Assuaging Employee, Political ConcernsThe location of VW’s first “giga” factory thus carries great symbolic importance. It is being built at Salzgitter, the massive plant where more than 6800 employees now assemble roughly a million combustion engines a year. The site has built more than 62 million engines to date, ranging from four to 16 cylinders. But with many markets committed to ending sales of vehicles with tailpipes by 2030 or 2035, those jobs are clearly threatened—so VW put what it calls its global center for battery development in the heart of Lower Saxony, at this plant. Thursday’s carefully choreographed event, attended by employees, executives, and dignitaries alike, was intended to underscore the message that jobs would be preserved.Many dignitaries, including German Chancellor Olaf Scholz, spoke at the SalzGiga ceremony. One was the premier of Lower Saxony, Stephan Weil, who used automotive history in an analogy for this latest evolution of Salzgitter. He noted the 1970 Volkswagen K70, the first VW in history to be powered by a water-cooled inline-four-cylinder engine—driving its front wheels, even—had been built at the Salzgitter plant. It presaged the company’s subsequent, successful Golf and Passat.That analogy was unexpectedly apt, since the intellectual property represented by the K70 hadn’t been developed by VW at all. The model came from NSU, which VW acquired after the company was effectively bankrupted by the development and warranty costs of its Wankel rotary–powered Ro80 luxury sedan.Similarly, VW does not have sole ownership of the cell chemistries that will go into the large volumes of batteries fitted to the millions of EVs it will be producing by the end of this decade. Tesla partnered with Panasonic and GM partnered with LG, but VW notably omitted any discussion of its cell partners from today’s ceremony.Instead, while CEO Diess proclaimed the company is “bringing the leading-edge technology of the future to Germany,” today the source of that technology remains predominantly in Asia.
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The 2023 GMC Sierra 1500 AT4X will get the AEV treatment, which includes special steel bumpers and tougher skid plates.The AEV upgrades also allow increased clearances and bigger 33-inch mud-terrain tires like on the Chevy Silverado ZR2.The AT4X AEV Edition will arrive later next year, and GMC says the beefy bolt-ons will eventually be standard on every 2023 AT4X.When GMC pulled the covers off the new-for-2022 Sierra 1500 AT4X, it was billed as the brand’s most off-road-capable model ever. It was essentially the GMC version of the rugged and ready Chevy Silverado ZR2. While the two shared exclusive equipment, such as Multimatic spool-valve dampers and electronic locking front and rear differentials, the AT4X’s compromises made it somewhat inferior to the Chevy for off-roading. That changes with the 2023 GMC Sierra 1500 AT4X AEV Edition and its beefy bolt-on hardware.

ZR2 vs. AT4X vs. AT4X AEV EditionThe most notable difference between the ZR2 and the regular AT4X is their drastically different front bumpers. The former looks like it was designed to clear tall obstacles, while the latter looks like it was designed to crash into tall obstacles. During our first drive of the AT4X, we learned that GMC decided against adopting the wilder front bumper because the company felt it deviated too much from the front styling that customers preferred. Not only does this limit the truck’s approach angle to 25.5 degrees, but it also means the AT4X can’t accommodate the 33-inch Goodyear Wrangler Territory Mud-Terrain tires found on the ZR2. Instead, the regular AT4X is stuck with slightly smaller mud-terrain tires.

GMC

GMC

But the AT4X AEV Edition is different. With its specially designed steel front bumper from American Expedition Vehicles (AEV), this version of the Sierra can fit the bigger Goodyears. Its approach angle also increases to 32.5 degrees, earning bragging rights over the ZR2’s 31.8-degree pitch. The factory-installed, AEV-supplied front bumper includes a section to install a winch, too, which GMC claims no other half-ton pickup truck offers. The AEV-enhanced AT4X also has a unique steel rear bumper and a 23.4-degree departure angle (0.4 degrees higher than before). Along with a slighter higher breakover angle (23 versus 22.7 degrees), the AEV Edition raises the AT4X’s ground clearance an extra 0.4 inch to 11.2 inches. Under Armor for PickupsTo help protect the underside of the Sierra 1500 AT4X, AEV provides five skid plates that armorize critical parts such as the differential, fuel tank, transfer case, and steering gear. These hot-stamped boron steel plates are said to be 3.5 times stronger than similar cold-stamped steel plates. Who knew? The AEV extras don’t end there; the AT4X has its own gloss-black 18-inch wheels featuring recessed valve stems that are better protected from rocks. The AEV treatment is further identified by subtle front-end restyling as well as a black element on the tailgate. Inside are all-weather floor mats and embroidered headrests.

GMC

As with the regular AT4X, the 2023 AEV Edition only comes with the 420-hp 6.2-liter V-8, 10-speed automatic transmission, and all-wheel drive. GMC says it will announce pricing for the specialized truck closer to its launch later next year. The regular ’23 Sierra 1500 AT4X is set to start at $79,295, and you can expect the AEV version will cost several thousand dollars more. A GMC spokesperson said the company intends to make the AEV enhancements standard on every 2023 AT4X, but that won’t happen until later in the model year.
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