GMC first dipped its toes into the factory off-road space with the introduction of the 2019 Sierra AT4. A cautious step, the inaugural AT4 focused on the usual suspects: tires, suspension, and a bit of visual bravado that included red tow hooks and some blacked-out bits. Predictably, the treatment proved popular enough to migrate across the brand’s lineup in short order. The 2026 GMC Sierra EV is latest vehicle to join the AT4 team roster.
AT4 vehicles stop well short of beastly internal-combustion creations such as the Ford F-150 Raptor and the Ram 1500 RHO—GMC is the dignified truck-and-SUV brand after all, though its one-step-up AT4X moniker does largely mirror Chevy’s burly ZR2 badge. Rather, GMC sees AT4 branding (in both gas and EV arenas) as a new pillar that stands alongside Denali. Think of AT4 as a subbrand focused on a younger, more active demographic of truck buyer who perceives Denali as the choice of their father or grandfather.Sometimes the landed gentry need to get dirty too.
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These younger buyers are presumably on the same financial footing as their progenitors, as the 2025 GMC Sierra EV AT4 starts at $81,395 for the AT4 Extended Range model (390 miles of EPA-estimated range) and $91,695 for the AT4 Max Range (478 miles of EPA-estimated range). Both employ the same 205-kWh battery. That the entry-level Extended Range just slips under the $80K threshold for the $7500 federal incentive is no accident (its $2095 destination fee is exempt from the calculation).
Still, the AT4 Extended Range we drove is a significant $9600 more than the Sierra EV Denali Standard Range (AT4 isn’t available with the Standard Range battery), and, in a more apples-to-apples comparison, a reasonable $1400 more than the Denali Extended Range.
More on the Sierra EV
But we can’t leave the pricing discussion without mentioning that the Chevrolet Silverado EV wants to get off the pavement too, and the upcoming 2026 Silverado EV Trail Boss enters the chat at $72,095 for the Extended Range and $88,695 for the Max Range. As is standard GM practice, these fraternal twins share more than just a parent company, but there are some key differences to justify the Sierra Max Range’s $3000 price premium over the top Trail Boss.
Springing for the AT4 Max Range also nets you 725 horsepower, whereas the Extended Range makes do with just 625. Both are rated at 775 pound-feet of torque, and the underlying 800-volt architecture can charge at rates up to 350 kilowatts on a DC fast-charger. Best case scenario, GMC says you can get 100 miles in 10 minutes when slurping that DC juice.
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Sierra EV AT4 Treatment
For the Sierra EV AT4, the standard equipment list includes 35-inch all-terrain tires, 2.0 inches of additional ground clearance over the base Elevation trim for 10.0 inches, an exclusive Terrain drive mode, Super Cruise hands-free tech, and four-wheel steering. Exterior tweaks include red tow hooks, a red illuminated GMC front badge, a spray-on bedliner, and some blacked-out trim bits. The interior features an exclusive Forest Storm (gray) upholstery with a few requisite AT4 callouts, ventilated front seats, heated rear outboard seats, a Bose audio system, and a high-res 16.8-inch infotainment screen oriented in a vertical tablet format.
While the Chevy Silverado EV Trail Boss Max Range offers nearly the same level of equipment as the AT4 Max Range—including Super Cruise, rear-wheel steering, and the trick MultiPro Midgate that expands the bed into the cabin—the Sierra EV has a few key characteristics that make its price increase over the Chevy seem reasonable. The AT4 Max Range adds acoustic laminated glass and a standard glass roof. We also think the touchscreen’s portrait orientation is more elegant than Chevrolet’s solution. Little things can go a long way sometimes.
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Things Go Sideways
Yes, the Sierra EV AT4 can replicate the Hummer’s signature CrabWalk party trick. But really, that’s just a convenient byproduct of the truly useful rear-axle steering. Capable of turning the rear wheels to a hair over seven degrees based on numerous parameters, including vehicle speed and the selected drive program, rear steer effectively shrinks the vehicle’s 145.7-inch wheelbase during tight maneuvers. While the amount of rear-steer remains consistent, it does alter its engagement relative to steering-wheel position; in the AT4-specific Terrain mode, the truck begins turning the rear wheels at an earlier point in the steering wheel’s rotation.
Though rear steering is hardly new, it continues to impress, and while it’s always impressive on paper, it’s even more empowering to experience firsthand. We followed another driver through some tight trails, and seeing their truck rotate in situations that would otherwise call for a three-point turn more than makes the case for the tech. GMC says the AT4 EV has a turning radius of 39.1 feet, nearly five feet tighter than a Sierra EV without four-wheel steering.
View PhotosAndrew Wendler|Car and Driver
While the type of off-roading we encountered was of the “muddy and rutted road to the cabin” variety, it’s clear the AT4 has loads of baked-in capability. In the deeper muddy bits, it moved like a tracked vehicle: steady, determined, and confident.
Springtime Air
On-road driving is just as effortless as in the non-AT4 variants. Super Cruise remains the best hands-free highway aid in the biz, the audio system is good if not world-class, and GMC’s faux leather does a passable job of imitating the real stuff.
If there is one area of contention, it’s the harsh impacts that occasionally rocked the cabin, whether there was pavement beneath us. As it turns out, the Sierra EV AT4 uses coil springs at all four corners, whereas the Sierra Denali Max Range and Hummer EV use air springs. However, aside from said impacts and some off-road head toss, the ride is more refined than most of the non-GM EV pickup competition. Interestingly, the AT4 EV is rated to tow up to 12,300 pounds; the Denali Max Range with air springs is rated a bit higher at 12,500 pounds.
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The Sierra AT4 EV gets in on the mobile power movement too, offering 7.2 kilowatts of energy distributed across outlets in the bed, frunk, and cab, including a single 240-volt 30-amp receptacle. If that’s not enough, you can grab 3.0 kilowatts of additional power by plugging the accessory power bar into the Sierra EV’s charge port. Comparing electric apples to electric apples, the Ford F-150 Lightning offers 9.6 kilowatts of onboard power in its beefiest configuration.
If you’re looking for a mud-flinging, rock-climbing neanderthal of a factory 4×4 EV pickup, you’ll do better looking elsewhere. We’re not saying the Sierra AT4 couldn’t behave in that manner given a carefree owner and the right terrain, but its life purpose is more about going afield in search of a rumored trout stream or traveling muddy two-tracks to get to a hidden hunting tree stand, not ending up on an epic-fail reel on YouTube.
