2022 GMC HUMMER EV Pickup & 2022 Volvo XC60

Hi, I'm John Davis and this is MotorWeek !

We're conquering the land in the GMC Hummer EV pickup... We'll pop down to the garage for a lesson on car tech certification... We'll fuel up a fleet powered by an unlikely source of natural gas... Ending with Volvo's XC60 hybridized crossover utility...

So, come drive with us, next!

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JOHN: For much of the late 1990s and early 2000s the Hummer was the macho-est of macho SUVs.

But the Hummer and its multiple offshoots were also, a major target of eco-warriors across the country.

Well, after being a brief casualty to GM's bankruptcy earlier this century, a new Hummer has arisen from the ashes.

And this one looks to please not only the off-road crowd, but the eco-chorus as well!

♪ ♪ In one of the more ironic turns of the automotive world, the Hummer is back; though not as a gas-guzzling sport utility vehicle, but a fully electric truck under the GMC umbrella, this 2022 GMC Hummer EV Pickup.

And as the first EV for the GMC brand, General Motors is not fooling around.

Their new Ultium platform is a modular chassis that can encase various battery modules within its frame for multiple wheelbases.

This Edition 1 is the first Hummer EV to arrive, and features 24 such battery modules, 213 kilowatt hours' worth, double stacked to deliver 329 miles of range, which seems more than reasonable, as we were on pace for 332 before recharging.

A 3-motor arrangement puts a single motor for the front wheels, while each rear wheel gets its own motor.

Together they produce 1,000 horsepower, and 1,200 pound-feet of torque.

If you can find a 350 kilowatt DC fast charger, you can get back on the road quickly, adding up to 100 miles of range in just 10 minutes.

And speaking of quickness, not only does this Hummer put out 1,000 horsepower, but it comes with a launch control system dubbed Watts to Freedom.

It's a process, and perhaps a little gimmicky; but once engaged, it essentially picks this 9,000 pound beast up and hurls it to 60 in 3.3 seconds time after time after time.

Power continues to pour on as you head down the track until you reach the vehicle's top speed of 106 miles per hour; at which time you get a nice warning in the gauge display, and only as much power as is necessary to maintain that 106 limit.

Still, we cleared the quarter in 11.9 seconds.

With that much weight, the Hummer EV was not so eager to get through the cones at any real speed, but standard rear wheel steering enables a super-tight turning radius to get this big brute in and out of tight spaces with surprising ease.

Plus, the much talked about crab walking feature allows you to steer the rears in the same direction as the fronts for more of a sidestepping approach.

But this is a Hummer after all, so it was off-pavement where we had the most fun.

Standard equipment includes substantial underbody protection, 35 inch Good Year Wrangler Mud-Terrain tires, 13 inches of suspension travel, and cameras all over the place to help you navigate trails and obstacles.

As before, the Hummer is amazingly capable off road, with a wide range of programming to manage all that torque.

You can still get over just about any obstacle you'd encounter on the trail, if it's wide enough, but where it impresses most is again it's amazingly tight turning radius to get you in and around things like no Hummer before.

Somehow, it manages to look exactly like, you'd expect an electric Hummer to look like, beefy and militarist, but with a modern edge.

All are crew cabs with a 5-foot bed, and you'll appreciate the step in the tailgate should you ever need to actually get into the bed.

It's a healthy step up into the cabin as well, but plenty of room awaits.

There's an incredibly spacious feel, thanks to the Infinity Roof, with transparent and removable panels; it's yet another cool feature that doesn't disappoint.

A large 13 inch infotainment screen is within easy reach, and there's a very luxurious feel to everything that previous Hummers merely aspired to.

There are a lot of unique surfaces and materials; and even some references to the moon landing, as of course, GM has been there done that.

No engine under the hood means trunk-like space for lots of gear, or organized storage for those roof panels.

Initial Edition 1 Hummer EV Pickups have a sticker price of $110,295 and are already sold out.

But you can put your order in soon for any of the three additional versions coming over the next few years; priced as low as $86,645.

And yes, an SUV version will arrive shortly as well.

The Hummer is indeed back and built with pride in GM's new Factory Zero.

But the 2022 GMC Hummer EV Pickup is truly a new Hummer for a new era.

It still may not be for everyone, but there's no doubt about it, GM got this one right!

♪ ♪ Faced with high fuel prices and ever-increasing demands to cut costs and go green, communities around the country are looking for new ways to accomplish both.

We recently visited one Colorado town who found their clean fleet solution in a not-so-clean place!

♪ ♪ The city of Longmont calls itself, "Colorado's best kept secret."

A community of 100,000 people located at the foot of the Rockies, 35 miles north of Denver.

Steeped in small town charm with big city amenities, it takes just a few minutes of soaking in the spectacular mountain vistas and relaxed pace of life here to agree with that self-assessment.

Longmont's waste services department collects refuse and recyclables from around 30,000 homes a week, using a fleet of 22 collection trucks.

Half of those are now powered by renewable natural gas, sourced and refined from, of all things, the city's sewage system.

JOHN GAGE: So, the process starts at our wastewater treatment plant.

We have a one million gallon tank outfitted with mixing and heating equipment that converts some of that wastewater into a nutrient-rich fertilizer that is used beneficially locally in Colorado.

But one of the side benefits of anaerobic digestion is that it creates a product called biogas.

And biogas is comprised of about 60 percent methane and 40 percent CO2.

JOHN: After removing the CO2 and common contaminants, they are left with a 90-95 percent methane concentration that is well-suited as a vehicle fuel.

With help from Drive Clean Colorado, local air quality groups, and grant agencies, Longmont has been able to purchase and convert 11 refuse trucks so far, with plans for the entire fleet to be upgraded to home-sourced natural gas within the next few years.

So, what was for decades being flared off as unwanted excess, is now completing the circle for a zero-waste clean fuel solution, now and for the future.

CHARLES KAMENIDES: First off, going to CNG, we no longer use def or have to regen our trucks, which our drivers just love that.

But the other advantage of renewable natural gas over diesel is just the greenhouse gas output, and reducing our emissions as we're driving through our community.

We're currently using 60 to 70 percent of all of the RNG that's produced from our wastewater treatment plant.

And we anticipate that as we continue to expand our RNG fleet, that we'll have sufficient fuel to cover all of our needs.

JOHN: The city built this dedicated facility to house the new trucks.

Gas detectors and alarms throughout the building, as well as fans and vents that constantly refresh the air supply, allow the trucks to safely refuel with CNG indoors while being protected from harsh weather conditions year-round.

JOHN G.: There are a lot of benefits to using renewable natural gas in vehicles.

From the financial side, we received environmental credits through the EPA for utilizing renewable natural gas as vehicle fuel.

Diesel fuel right now is anywhere between $4 and $5 per gallon, and it only costs us $1.20 to create a renewable natural gas diesel gallon equivalent.

JOHN: Installing a system like this is not overly complicated, but does require a significant upfront investment in equipment to capture and scrub biogas into a useable vehicle fuel, along with the infrastructure to compress, store, and dispense natural gas, and ongoing costs of replacing and converting vehicles.

That investment will pay off sooner rather than later, and projects like this are easily repeatable and worthy of consideration for many small cities.

By all measures, Longmont's renewable natural gas program is a resounding success.

Though, city residents have found one benefit of having clean trash haulers to be a mixed blessing.

CHARLES KAMENIDES: Our residents scramble out, historically, when they hear the trash truck coming down the road.

But with the new RNG, they're super quiet, and they miss out on that opportunity to run out, so like everyone else, they have to take their trash out on time, before 7am.

JOHN: Going to a mechanic is one thing, finding one that knows what they're doing is another.

Audra Fordin clues us in on what its takes for a tech to be certified in this week's "Your Drive."

♪ ♪ AUDRA FORDIN: Finding a good auto repair shop with certified technicians is such a challenge these days, but with us today is Trish Serratore from ASE-Automotive Service Excellence, to talk to us about automotive service excellences.

Trish, welcome back to MotorWeek!

TRISH SERRATORE: Great!

It's great to be here, Audra.

AUDRA: I'm so happy to have you.

Can you please tell us all about ASE?

TRISH: ASE is the industry's and the country's only third-party independent credential for the folks who fix our cars.

And we certify technicians in auto, truck, collision; all kinds of areas, all across the country.

AUDRA: What really makes such a difference for the people who are getting those certifications because it validates not only to the consumer, but to the shop that's employing them that they really care about their profession.

That they take such an interest in it.

And they want that certification because there is no other industry certification that I know of, other than ASE.

TRISH: That's right; employers want certified technicians because it shows that they have a commitment to A.)

the technician and a professional career, and more importantly, as you just mentioned, to the car owner, because that technician is taking a hard, comprehensive test and shown two years of experience before they actually get that certification.

And they retest every five years, so they maintain their certification and understanding the new technology in cars today.

AUDRA: Sure.

So, the person is getting a certification and then you have the schools that your overseeing that are getting the accreditation?

TRISH: Yes!

So, ASE certifies the technician, and then through our ASE Education Foundation we accredit schools that teach the fundamentals of automotive service technology to students.

They graduate and become our technicians of the future.

AUDRA: Mm-hmm.

And with the technology that is changing so fast, 0-60, and there's a million things that we need to know.

So, many new modules and computers out there.

How is ASE handling new technology?

TRISH: Well, as I mentioned we have over 50-plus tests, but we're coming out with new tests all the time.

We have a new test for ADAS: Advanced Driver Assistance Systems; and we're working on one for high-voltage vehicles and electric vehicles, so we're trying to keep up with technology just like the technicians are.

AUDRA: That's fantastic.

Thank you so much, Trish.

Wonderful to talk to you.

And if you have any questions or comments reach out right here at MotorWeek !

JOHN: Buckle up, it's time for another round of QuickSpins!

♪ ♪ JESSICA RAY: It wasn't that long ago when we took the Mercedes-Benz EQS EV sedan for a full-fledged Road Test, and now we're back in their all-electric range with another EQ-entry: the EQS SUV.

At its core is the sedan's same 107.8 kilowatt hour battery pack.

The 450+ is standard rear-wheel, putting out 355 horsepower and 419 pound-feet of torque, and capable of 305 miles of range.

4MATIC all-wheel-drive is available, slimming range down to 285 miles.

For a little more umph, the 580 4MATIC hits 536 horsepower and 633 pound-feet of torque.

Adjustable air suspension and rear-wheel steering is standard, making the EQS SUV perform much smaller than it truly is.

There is so much about this EQS SUV that is very similar to the EQS sedan but while I'm driving it, I can't help but compare this to the GLS.

It sits much lower, it isn't quite as tall, it's way more aerodynamic.

So, the driving experience is much closer to that of a sedan...

The ride is smooth, but I don't feel the vehicle making it smoother.

Along with the sleek, stylish, and illuminated exterior, the cabin continues the aero-aesthetic with soft curves and plush accents.

Though, the defining feature has to be the available 56 inch curved MBUX Hyperscreen, first launched in the sedan and continuing to make a statement.

Surrounding the digital is the physical; soft leather contrasted by real wood.

The EQS SUV is a standard two-row, five seater, but a third-row is optional.

The 2023 EQS SUV starts around $105,000 for a 450+ Premium, stepping up three-grand for 4MATIC and around $20K for the first 580 trim.

GREG CARLOSS: The midsize SUV segment is about as competitive as it gets, and automakers are pulling out new tricks to stay relevant.

Or, as is the case with the Mazda CX-5, teaching their old dog some new tricks.

For starters, all US-bound CX-5's now come standard with Mazda's i-Active all-wheel-drive system.

That's true whether, you go naturally-aspirated or turbocharged.

The motor itself is a 2.5 liter 4-cylinder engine making 187 horsepower and 186 pound-feet of torque; turbo models spool up to a stout 256 horsepower and 320 pound-feet of torque on 93 octane, 227 ponies and 310 pound-feet of torque on Regular 87.

We've mentioned in our recent CX-50 test how Mazda's 6-speed automatic feels a little short on gears these days, but we still prefer it over a CVT.

Mixed with a revised suspension, it made for a pleasant commuting experience.

The CX-5 is Mazda's best seller in the States.

And fortunately, Mazda's success does not equal complacency.

2022 sees an updated design ethos with smoother edges and downplayed lines.

A new front bumper, grille, and headlights spearhead the CX-5, flanked by a similar rear treatment.

The body-colored side cladding is top-trim exclusive.

That would be the Turbo Signature grade, featuring an equally proper cabin; Nappa leather and real wood trim all around.

The 10-and-a-quarter-inch infotainment screen is standard on all grades, though the Head-Up Display is not.

The 2022 Mazda CX-5 stays the course for a top-selling midsize SUV.

With a starting price of roughly $27,000 and a range-topping, as-tested price near $40,000, there really is a CX-5 for everyone.

And there's also plenty more QuickSpins, coming soon on MotorWeek .

♪ ♪ STEPHANIE HART: It looks like Cadillac is charging forward with their LYRIQ electrification.

These spy shots give us a peek at Cadillac's next EV, rumored to be an entry-level model roughly the size of the XT4 small luxury utility.

This "sub-LYRIQ" EV borrows some design language from the full-size LYRIQ.

Though, Caddy isn't forsaking internal combustion globally quite yet, proven by this next-gen CT6 sedan prototype.

Unfortunately, there are currently no plans to sell it in America.

Whatever Cadillac has in the pipeline, we'll cover it here on MotorWeek !

JOHN: Volvo is a brand that has been in almost constant flux over the last few decades.

And while, their biggest transition yet, centers on plans to go all EV sooner than later; like most brands, they're also shifting their focus away from wagons and sedans to utility vehicles.

In fact, their current best-seller is this XC60, so let's see how they plan to keep it that way.

♪ ♪ Believe it or not, this 2nd-gen Volvo XC60 midsize utility has been on the street since 2018.

And while, it still looked fantastic to us, Volvo felt some updates were in order for 2022.

Fortunately, they didn't go overboard, as to be honest you'll have to look closely to spot them.

Both front and rear get minor tweaking, the front's most noticeable with a flatter face, and a new grille with revised Volvo logo.

While in back, there's a smoother rear bumper that does away with exhaust cutouts.

There are also new wheel designs to choose from, and of course, different paint choices.

All very similar changes to the V90 Cross Country we recently tested, though what's under the hood of this XC60 is far more intriguing.

While, the XC60 is available as a mild hybrid, it's the 400 horsepower T8 plug-in hybrid powertrain that was a game changer when it arrived in the XC90 in 2016.

Well, Volvo has only improved upon it since then.

Now dubbed the Recharge T8 AWD, horsepower is up to 455, with a whopping 523 pound-feet of torque.

That's a borderline insane amount of power for what appears to be a mild-mannered suburban grocery getter.

Even more importantly, the all-electric range is now a daily errand friendly 36 miles; more than double the original's 17.

The Government Combined rating is 63 MPGe for gas and electric, and 28 MPG for strictly the gas engine.

XC60 Cargo capacity is a good 22.4 cubic-feet; with folding seatbacks expanding space to a competitive 63.3 cubic-feet.

In addition to power with efficiency, Volvo continues to provide features and an overall feel that are normally only experienced higher-end vehicles.

Especially, inside this 5-seater, where materials are excellent, all controls work with precision, and seats continue with exceptional comfort, and support.

The biggest changes here are a new digital driver display; and instead of leather, there's an innovative luxury fabric that Volvo calls "City Weave" that not only looks and feels great but has less environmental impact.

But the biggest impact this XC60 Recharge had on us, is just how fast it is.

At our test track, the T8 launched hard, with the electric assist replacing any turbo lag.

We hit 60 in just 4.6 seconds.

The power continued to pour on consistently down the track, only briefly interrupted by shifts from the 8-speed automatic transmission.

All told, it was an incredibly smooth quarter-mile of 13.0 seconds flat at 108 miles per hour.

Through the cones of our handling course, steering felt light, but was very precise and direct.

Only moderate amounts of body roll and understeer to manage, as our XC60 felt quite nimble and smaller than its actual size.

The T8's standard air suspension firms up nicely when called upon to enhance handling, but pleasantly softens up for daily comfort, and can even jack up the ground clearance for off-road use.

In our braking test, a nice firm pedal initiated smooth, stable, and short 109 foot stops from 60.

XC60 pricing starts at a reasonable $44,745, but you'll have to shell out a healthy $58,495 for the Recharge T8.

We know full battery electrics are the future.

And we also know we're not there yet.

So, in the meantime, it's hard not to love plug-in hybrids like this 2022 Volvo XC60 Recharge T8 AWD.

It has tremendous power, great efficiency, and impressive amounts of luxury; all wrapped in Swedish sensibility.

That should help keep the XC60 Volvo's best-selling model until they permanently pull the plug on internal combustion.

Well, that's our show, I hope you enjoyed it.

Now, for more MotorWeek , including daily news updates, podcasts, and even complete episodes, cruise on over to PBS.ORG/MOTORWEEK.

And I hope you'll join us next time for beastly supercharged luxury that is the Cadillac Escalade-V, followed by the turbocharged fun of the Audi RS3 sport sedan.

Until then, I'm John Davis.

We'll see you right here on MotorWeek !

ANNOUNCER: To learn more about MotorWeek , television's original automotive magazine, visit To order a DVD of this program, call... MotorWeek has been brought to you by... For more than 30 years Lucas Oil products has helped people tackle mechanical problems in the automotive, marine, and industrial fields.

From our original four core products... Lucas Oil has developed over 400 custom products to help both professionals and do it yourselfers.

To learn more visit Lucasoil.com.

Lucas oil, keep that engine alive.

TireRack.Com is proud to support MotorWeek .

First, there was the wheel.

Then, the tire.

"We'll call it Tire Rack."

Forty years later, we're not slowing down.

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