2025 GMC Canyon AT4X AEV Review: Is Its Use Case Too Limited?

Pros

• Serious off-road hardware
• There’s little that gets in its way
• Easy, intuitive controls

Cons

• Expensive
• Not especially engaging at paved-road speeds
• Poor fuel economy

The new 2024 GMC Canyon AT4X’s off-road chops have been clear to us since the first time we drove it last fall. Obstacle in your way? No problem when your Canyon armory includes a front-view underbody camera, skidplates, trick Multimatic DSSV suspension dampers, front and rear locking differentials, a 3.0-inch factory-installed lift kit, 33-inch Goodyear Wrangler MT rubber, and 10.7 inches of ground clearance.

However, there can be even more. Longtime aftermarket supplier American Expedition Vehicles (AEV) and GMC teamed up to create the Canyon AT4X AEV model tested here. Compared to the standard Canyon AT4X, it includes an additional 1.5-inch lift, and a total of 12.2 inches of ground clearance, 35-inch tires, larger fender flares, upgraded electrical hardware for accessories, a winch-capable stamped-steel front bumper, and a similar rear bumper with recovery points, among other features. This model arguably represents the most capable midsize off-road factory pickup we’ve ever seen.

It also aligns more closely with what we expected out of something like the Ranger Raptor, yet some judges found it sportier on pavement than the Ford. Still, you wouldn’t choose any of these trucks if you’re looking to enjoy a canyon road. Somewhat surprisingly, when it came time to hit the dirt course—which wasn’t designed as a rock-crawling trial but more as a faster-paced off-road handling circuit—some trepidations entered the fray.

“It’s certainly a lot of sideways fun in its Baja mode with two-wheel drive selected,” features editor Scott Evans stated. “But in this environment, it feels more like an all-arounder. It would probably prefer to be going a bit slower than our course calls for.”

To his point, the Canyon AT4X AEV is built with slow-speed, technical rock crawling in mind, not flat-out desert racing. Thus, in the context of the Performance Vehicle of the Year award, failing to excel in the latter won’t suffice. “It just has too broad a performance envelope—it’s a jack of all trades—to be a finalist in this competition,” Evans noted. “We seek something more about outright speed in a variety of situations, and this truck gives up some of that to excel in other areas. While many may find this a fair trade, it misses the mark for this award, where we prioritize a master of speed in conditions it is designed for.”

The off-road settings and features are appreciably easy to grasp and configure. We’re pleased that many of the controls are still physical buttons rather than touchscreen-based irritations. Judges appreciated the power delivery from the AT4X AEV’s turbo I-4, which feels as robust as the Raptor’s six-cylinder engine while being smoother and more linear. The ride is extremely well-damped in most scenarios, and the suspension (even over faster terrains, though it’s not explicitly a desert runner) delivers solid on-road manners for a vehicle with such off-road capabilities.

Considering both the advantages and drawbacks, one other matter raised some concerns among our evaluators regarding our judging criteria. As deputy editor Alexander Stoklosa remarked: “The price is almost ludicrous for a midsize pickup. I understand that the AEV enhancements are impressive, but the cost is staggering.” (It’s worth noting the Colorado ZR2 starts at less than fifty grand and is essentially the same vehicle.) Features editor Christian Seabaugh agreed, despite being an admirer of this truck: “I was fully supportive of putting it on the finalist train until I looked at the price. The Canyon is simply a poor value compared to the otherwise identical Colorado version.”