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2022 GMC Hummer Edition 1 weighs 9,063 pounds

From the beginning, the Hummer line of vehicles has been synonymous with the phrase, "absolute unit." The M998 Humvee turned to civilian use as the Hummer H1 came with a curb weight of 7,560 pounds depending on configuration. The much more urbane Hummer H2 didn't sacrifice much of those gains, putting about 6,615 on the scales. Let us not forget that the behemoth gravitational pull and square-jawed mass were what every Hummer buyer wanted. So, starting with the brand values and customer demand, and adding the fact that electric vehicles are substantially heavier than their ICE counterparts, no one should be surprised that the 2022 GMC Hummer Edition 1 weighs 9,063 pounds. That's just one of the substantial figures GMC included in a self-certification filing submitted to the U.S. Environmental Protection Agency, the document rooted out by Car and Driver. Last year GMC told us the Hummer would weigh 9,046 pounds, which proves again the Freshman 15 (or 16) is unavoidable.  Loaded up with humans and their accessories, the truck's gross vehicle weight rating (GVWR) comes in at 10,550 pounds. It takes a few other big numbers to keep that kind of tonnage on the go. The Ultium battery weighs 2,923 pounds. With a 617-amp-hour capacity at 400 volts, total capacity comes in at 246.8 kWh, specific energy at 158 Wh/kg. Usable capacity is about 85% less, at 212.7 kWh. For the time being, these numbers put every other pack in a production vehicle in the shade. That gargantuan chemical plant in the Hummer's floor powers a 329-mile range the same way a giant fuel tanks feed a truck that gets 8 miles to the gallon. The miles per gallon equivalent figures GMC submitted to the EPA are 51 MPGe city, 43 MPGe highway, 47 MPGe combined. Motor Trend questioned whether GM applied the correction factor used for window sticker numbers; if not, the standard 0.7 correction drops the MPGe specs to 36 city, 30 highway, and 33 combined. However, trucks with a GVWR beyond 8,500 pounds don't need to display fuel economy figures on their window stickers, so don't expect to see any such details on dealer lots. For comparison, the Rivian R1T Launch Edition weighs about 7,000 pounds, and fits a 128.9 kWh battery good for an estimated 314 miles estimated at 70 MPGe.

Which of these high-powered pickup classics would you choose?

High-performance pickups would appear to be having a moment on the auction site Bring a Trailer, with two tempting examples up for auction right now: a 1971 Ford Ranchero GT and a 1991 GMC Syclone. These trucks are a generation apart, but they each represent the peak muscle truck of their time. The Ranchero, of course, was Ford's car-based pickup, and Ford took advantage of its Torino roots by offering the same ultra-high-performance 429 Cobra Jet V8 in the Ranchero as it did in the Torino-branded coupes and convertibles. The 429 V8 in this truck is said to be numbers-matching, and it looks the business topped with an air scoop poking through the hood. It's paired with a three-speed automatic and a limited slip differential, reportedly one of only 82 1971-model Rancheros with this powertrain combo. As a Ranchero GT, this example sports hidden headlights, and the dual sport mirrors and vinyl top further establish its kinship with its passenger-car siblings. A set of factory Magnum 500 wheels and a respray in the original red add to the muscle-truck vibe. Two decades later, car-based pickups were dead, so when GMC decided to revive the muscle-truck genre it did so with the mid-size Sonoma. The resulting Syclone put a more modern spin on the fast-pickup idea (and on the spelling of "cyclone"). This hi-po hauler uses a 4.3-liter V6 topped with a Mitsubishi turbocharger that helped it make 280 horsepower. It's mated to a floor-shifted four-speed automatic and a Borg-Warner all-wheel-drive system with a 35/65 torque split. The Syclone was a one-year-only model, of which just under 3,000 were built. All were black with matching cloth seats with red accents. The only other '71 Ranchero to appear on BaT was a non-original GT with a 351ci V8 that was a no-sale at $7,900. This Ranchero is already nearly double that figure. Of the four previously Syclones that have crossed BaT's virtual auction block, two have sold, for $36,000 and $50,000, but both had lower miles than this truck. At this writing, these two trucks are neck-and-neck, both in the mid teens with both auctions set to end April 23. Which powerhouse pickup makes you want to put your money down? Featured Gallery Ford Ranchero and GMC Syclone Ford GMC Truck Classics

2019 GMC Sierra carbon fiber bed: How it's made

FORT WAYNE, Ind. — The redesigned 2019 GMC Sierra has some pretty nifty features, and the one that has had the most attention is the MultiPro flipping and folding tailgate. But the Sierra also features the first-of-its-kind carbon fiber truck bed. It's interesting, of course, for its capabilities, such as being 62 pounds lighter than the all-steel box. It even adds more cargo volume since the material can be assembled and shaped differently from steel. As it turns out, the assembly process is cool, too, which we learned when GMC invited us to see the beds being made. Every GMC carbon fiber bed starts out as perfectly flat sheets of thermoplastic carbon fiber. The sheets consist of a mix of fibers and resins, a bit like the molded carbon fiber parts Lamborghini uses. The sheets are manufactured by Japanese company Teijin, which collaborated with GMC to develop the bed. They're all delivered to Continental Structural Plastics (CSP) in Fort Wayne, Ind., for construction into the actual bed. The company, a subsidiary of Teijin, makes a wide variety of composite and plastic parts for the car industry, including body panels for the C7 Chevy Corvette. The rectangular sheets are cut to shape and stacked up at a giant stamping press. Robots pick up sheets and slide them onto a conveyor that goes into a large oven. The heat softens the parts so they can be stamped. The large primary bed parts such as the base are stamped by CSP's enormous 3,600-ton press, and the smaller ones go through a 1,000-ton press. Each press can do different parts using different stamping dies, and CSP switches between dies to produce different batches of parts. After stamping, the parts roll out mostly ready for assembly, but there are rough edges that are trimmed off by water-jet cutters. These cutting machines also create holes for fasteners and for parts such as tie-down hooks and lights. The stamping process also provides the carbon fiber bed with a unique Easter egg. On the bottom of the base of the bed, there are two words: "Connors Way." This is a tribute to Tim Connors, who was the chief engineer of manufacturing at GM and a strong proponent of the carbon fiber bed. He was tragically killed in a motorcycle crash a few years ago. The words were added to honor him, and they were fortunately approved for production. There are some components to the bed that aren't stamped from the flat sheets of material.