Good afternoon, and welcome to the General Motors Company fourth quarter 2022 earnings conference call. During the opening remarks, all participants will be in a listen-only mode. After the opening remarks, we will conduct a question-and-answer session. We are asking analysts to please limit yourself to one question and a brief follow-up. To ask a question, press star one on your telephone keypad. To withdraw your question, press star two. As a reminder, this conference call is being recorded Tuesday, February 1st, 2022. I would now like to turn the conference over to Rocky Gupta, Treasurer and Vice President of Investor Relations.
Thanks, Jordan. Good afternoon, and thank you for joining us as we review GM's financial results for the fourth quarter and calendar year 2021. Our conference call materials were issued earlier this afternoon and are available on the GM Investor Relations website. We are also broadcasting this call via webcast. I'm joined today by GM's Chair and CEO, Mary Barra, GM CFO, Paul Jacobson, GM Financial CEO, Dan Berce, and Cruise Co-founder, Kyle Vogt. Kyle will be available to speak about Cruise's exciting progress in the Q&A portion of the call. Before we begin, I would like to direct your attention to the forward-looking statements on the first page of the chart set. The content of our call will be governed by this language. We'll now turn the call over to Mary.
Hey, thanks, Rocky, and good afternoon, everyone. Thanks for joining us. Before we get into our 2021 results and 2022 outlook, I wanna start with some exciting news from Cruise, which is one of our most significant growth opportunities. Kyle, Dan Kan, Gil West, and the entire Cruise team are doing great work, and they just delivered a key milestone on the drive to commercialize Cruise rideshare service. As Kyle has shared, Cruise team members have been taking fully driverless rides in San Francisco since November to demonstrate and refine the software and hardware ecosystem we have created together. In fact, they have logged over 20,000 mi and completed more than 600 trips.
I rode in a driverless Cruise a couple weeks ago, and I can tell you it was the highlight of my career as an engineer and as the leader of General Motors. The ride is smooth and confident. It's like having an experienced and attentive driver behind the wheel. Now, as Cruise announced this morning, it is inviting members of the public to sign up for their own driverless rides through a wait list on the Cruise website. This is the first truly driverless ride hail service offered to members of the public in a dense urban environment. To maximize its learnings, Cruise will prioritize use cases that are a natural fit for autonomous ride-sharing. This major milestone brings Cruise even closer to offering its first paid rides and generating $50 billion in annual revenue by the end of the decade.
It also means that the SoftBank Vision Fund will invest, as planned, another $1.35 billion in Cruise. This is another strong vote of confidence in the Cruise team, its technology, and the services it's creating. Additionally, Cruise continues to advance the strong relationship it has established with Walmart, where the team is making progress on driverless deliveries of groceries to customers every day. With this incremental investment and the investments from General Motors and companies like Honda, Microsoft, and Walmart, Cruise is very well capitalized to scale its business when the Origin production comes online at Factory ZERO late this year. Kyle, congrats. Now I wanna turn to the significant investments we are making to expand both our battery cell and EV assembly capacity.
We believe our strategy to scale a common Ultium cell, component set, and platform will create significant long-term value for all GM stakeholders. We also recognize that we need to launch more EVs faster, so that's exactly what we are going to do. As you know, the GMC HUMMER EV is already in the market. Cadillac LYRIQ deliveries begin in less than 60 days. An additional BrightDrop EV600 production begins at CAMI late this year, where we'll launch with an annual capacity of 30,000 units and the ability to nearly double production by mid-decade. The Chevrolet Silverado EV launches next spring, and the Chevrolet Equinox and Blazer EVs will also reach the market in 2023.
We have the teams working to accelerate the volume curves for all of these launches and to resume both EV and EUV production as soon as possible, and we have set a target to deliver 400,000 EVs in North America over the course of 2022 and 2023. As you know, we have also announced additional battery cell and assembly capacity investments in Michigan that will give us more than 1,000,000 units of EV capacity in North America by the end of 2025, and this includes 600,000 full-size trucks. This is in addition to more than 1,000,000 units of EV capacity in China over the same timeframe. I can tell you right now, 1,000,000 units in North America won't be enough to meet the steep inflection in demand that we expect starting mid-decade for our EVs.
That's why we will continue to convert ICE capacity to EVs and plan to invest in a third EV truck plant. We are formulating plans for the truck plant right now, and we will share more as we work through the details. Importantly, battery cells will not be a constraint to our long-term EV growth. Our Ultium cell JVs in Ohio and Tennessee come online in 2022 and 2023 respectively, and we will add capacity as demand grows. Our Ohio plant will launch with seven-day operations, adding 10% capacity and 200 jobs. Cell production in Michigan is scheduled to begin in late 2024. I'm sharing today that we will announce the location of our fourth U.S. cell plant in the first half of this year.
Together, these plants will support GM's EV volume growth and supply our customers in the rail, trucking, aerospace, and marine industries. Equally important for our EV strategy for North America is that it is backed by a strong, more sustainable North American-focused supply chain that includes lithium, rare earth material, permanent magnets, cathode active material, silicon carbide, motor stators, and more. To deliver this acceleration, we are pulling ahead significant investment into the 2022-2025 time frame, and we will share more details as we further refine our plans. Growing customer demand for the first wave of Ultium products strongly supports these investments. We already have more than 59,000 reservations for the GMC HUMMER EV pickup and SUV. Not surprisingly, some of the first owners are very prominent figures in the sports and entertainment industries, and their initial feedback has been just out incredible.
They expected a super truck, and they got one. Our next electric pickup will be the Chevrolet Silverado EV. More than 110,000 Silverado EVs are reserved so far, including reservations from more than 240 fleet operators, and the numbers keep growing every day. Some of the world's largest fleet customers, including FedEx, Verizon, Merchants Fleet, and Walmart, are adopting BrightDrop vehicles and their technology. All told, we have more than 25,000 production reservations for BrightDrop cargo vans. Customer interest in the Cadillac LYRIQ is growing so quickly that we'll forego a new round of reservation and begin taking customer orders soon after the Debut Edition launches in March. One of our most highly anticipated reveals this year will be the Chevrolet Equinox EV, which we previewed in January.
The Verge named it the best electric car of CES, saying, "There's a perception that electric vehicles are luxury items, so when General Motors said the Equinox would come with a $30,000 sticker price, it's something worth noting." The efficiencies created by the Ultium platform are a key reason why we will be able to deliver truly affordable EVs like the Equinox. Affordable EVs are part of the market that startups aren't targeting, but they are key to driving mass adoption of EVs, which is a national and a global priority. That's why we plan to follow the Equinox with an even more affordable EV. Now let's shift and talk a little bit about our other GM growth platforms. Throughout the year, you will see the expansion of advanced vehicle technologies, new shopping tools, and continued progress at our new business startups.
This spring, we will launch redesigns of the Chevrolet Silverado and the GMC Sierra 1500 pickups and offer them with Super Cruise, with expanded capabilities that include lane change on demand and hands-free trailering. These are firsts for the segment. In the same time frame, GM and our dealers will begin marketing CarBravo, our new used vehicle shopping service. This is truly a win-win. Our dealers will grow their business by offering customers online access to far more inventory than other services. In turn, we expect to drive incremental GM and GM Financial revenue by selling products like OnStar Insurance, OnStar Connected Services, accessories, and financial services. It will also help support strong residual values for off-lease vehicles. Next year, we'll roll out Ultifi, a new end-to-end software platform for EVs, AVs, and ICE vehicles that will have even more sweeping over-the-air capabilities than we have today.
This includes the ability to backcast features to the Cadillac LYRIQ. Ultifi will be the foundation for new GM-developed and approved third-party apps, in-car subscriptions, and other connected services that enhance the customer experience and expand our revenue through the life of each vehicle. We can and we will keep up our aggressive pace backed by strong results. We expect to follow our record EBIT adjusted earnings in 2021 with another year of record or near-record results in 2022, while investing significantly more year-over-year to accelerate our growth. Paul will share more details on our results and guidance in his remarks. Before I turn the call over to him, I would like to discuss our capital allocation strategy.
The prospect of continued strong earnings and free cash flow, even as we invest for growth, naturally raises questions about resuming a common stock dividend. As we move forward, we will consider all opportunities to return excess capital to shareholders, but we will not reinstate a dividend at this time. Our clear priority is to accelerate our EV plan and drive growth, and we want to maintain maximum flexibility to invest as opportunities arise across our growth platforms, including many of the accelerated plans I've outlined today. I think we've consistently demonstrated that we're a team that delivers on our commitments. That's more important now than ever with the incredible opportunities in front of us. Now I'm going to turn the call over to Paul, who will walk us through the quarter and our outlook.
Paul, Dan Berce , Kyle Vogt, and I will take your questions.
Thank you, Mary, and good afternoon, everyone. We sincerely appreciate you taking the time to join us. As Mary mentioned, the strong results last year, including record full-year EBIT adjusted and EBIT adjusted margins, are a reflection of the hard work and execution from our team and the underlying strength of our business. We're seeing strong demand for our products, especially our trucks and SUVs, and we are striving again this year to produce as many of them as we can. I want to thank the entire GM team once more for the execution during this past year. The cash that we generate today is funding the transformation of GM in pursuit of the growth strategy we shared last year at our Investor Day.
We see a path to doubling revenue by 2030 while expanding margins, with significant opportunities in software, services, and new businesses in electric and autonomous vehicles. Now let's get into the results. While we face the well-publicized global semiconductor challenges and continued pressure from COVID protocols throughout the world, the GM team once again delivered tremendous results in 2021 through our production prioritization and work across our value chain. For the full year, we generated $127 billion in revenue, $14.3 billion in EBIT adjusted, 11.3% EBIT adjusted margin, $7.07 in EPS diluted adjusted, and $2.6 billion in adjusted automotive Free Cash Flow.
In the fourth quarter, we generated $34 billion in revenue, $2.8 billion in EBIT adjusted, 8.5% EBIT adjusted margin, $1.35 in EPS diluted adjusted, and $6.4 billion in adjusted automotive free cash flow. Free cash flow in the quarter was largely driven by working capital unwind as we were able to complete and wholesale over 80,000 vehicles that had previously been built without certain components, as well as dividends from GM Financial. We saw improved semiconductor availability in the fourth quarter compared to the third quarter, which enabled us to increase our wholesale sequentially while substantially reducing our inventory of vehicles built without certain components. We expect ongoing semiconductor availability improvements throughout 2022. We also realized strong price and mix performance in North America through our production prioritization actions and our go-to-market strategy.
Additionally, used vehicle prices and strong credit performance continued to drive record results at GM Financial. Let's take a closer look at North America. In Q4, GM North America delivered EBIT-adjusted of $2.2 billion as we continued to see robust customer demand for our products and tight dealer inventory driving strong transaction prices. These results were somewhat better than our December-updated guidance expectations as we saw continued volume and cost improvements. On a year-over-year basis in the fourth quarter, we saw volume decreases and increased investments in growth, partially offset by pricing and mix. U.S. dealer inventories ended the year at around 200,000 units, of which only approximately 25% is ground stock, resulting in continued high sales turns of around 10 days.
Moving to GM International, in the fourth quarter, GMI EBIT adjusted was approximately $0.3 billion, relatively flat year-over-year. China equity income was $0.2 billion in the quarter, with continued strong mix, stabilization in pricing, and material cost performance offset by semiconductor and commodity impacts. As we referenced last quarter, our international business outside of China has made substantial progress on our path to sustainable profitability. GMI EBIT adjusted excluding China equity income achieved profitability in the fourth quarter despite continued semiconductor pressure, and the Chevrolet brand has regained its retail market share leadership in South America. A few comments on GM Financial and the Corp segment. GM Financial concluded another extremely strong year with Q4 EBT adjusted of $1.2 billion, with record full-year EBT adjusted of $5 billion.
GM Financial paid an additional $1.7 billion dividend in Q4. That brings the total GM Financial dividends to $3.5 billion in 2021, equivalent to how much we paid for the company. Going forward, we expect GM Financial dividends to moderate as earnings normalize and we continue to grow the asset base. Corp EBIT adjusted in Q4 was down year-over-year by about $0.5 billion, driven by the non-recurrence of mark-to-market gains recognized in Q4 2020. Now turning to our outlook for 2022. Today, we see a stabilizing semiconductor environment and envision wholesales getting to a normalized run rate towards the beginning of the third quarter, with a target of around 800,000 units in North America on a quarterly basis.
We expect total company volume to increase 25%-30% year-over-year, with a majority of the increase occurring in the second half of the year, primarily due to the production constraints in the second half of 2021. Sequentially, we expect the positive trend to continue, with Q1 wholesale volumes up 20%-25% versus Q4 2021. In 2022, we anticipate light industry sales of approximately 16 million units, dealer stock to remain tight, and the dynamic where production is the gating factor for sales volumes continuing into 2022. As you think about the mix of this incremental volume, remember that in 2021, we largely protected our high-demand truck production. As a result, the incremental volume in 2022 will be mostly weighted towards small and midsize SUVs and sedans. Now let's turn to our expectations for growth investments and margins.
We're at a very important stage in the growth and development of some of our key businesses, and we are taking the very intentional step of investing heavily into them to accelerate our expansion. Cruise expenses are expected to increase as they rapidly approach commercialization and hire around 500 additional employees, increasing their workforce by around 20% to advance technology, as well as accelerate the operational infrastructure to grow and expand. We also expect to see some wage rate pressure as we continue to attract top talent to the company.
Corporate expenses are expected to increase by approximately $0.5 billion as we expand the BrightDrop business, excuse me, including product development and manufacturing spend to prepare the CAMI facility for ELCV production later in the year, and expanding customer pilots for the EP1 electric cart, which we expect will drive software and services recurring revenue opportunities. We're to continue to roll out OnStar insurance across the country. We're in 46 states today and expect to be in all 50 by the second quarter. We're to develop new products at GM Defense and continue to incubate new ideas to drive incremental growth and value in the future. We're also expecting to invest another $1.5 billion in expenses to expand software development and further accelerate our EV portfolio, which includes close to $1 billion of incremental engineering and software-related development.
These investments are building the foundation to grow and accelerate our AV, EV, and software businesses as we aggressively launch approximately 20 EV products in North America and more than 30 EV products globally through 2025 and introduce Ultifi. These investments will also drive meaningful revenue growth starting in 2023, initially from EVs, BrightDrop, and Cruise, but expanding to software and services as we launch Ultifi and grow other new business opportunities such as OnStar Insurance and GM Defense in the next few years. We're now also expecting commodities and logistics cost pressure of $2.5 billion year over year, primarily weighted to the front half of 2022.
From a non-operating perspective, we expect a combined $1 billion year-over-year headwind from the non-recurrence of mark-to-market gains we achieved in 2021 and a reduction in net pension income as we further de-risk the plan asset profile. I want to reiterate that despite all of this, we expect to generate 10% North America EBIT adjusted margins in 2022, inclusive of the increased expenditures related to our growth investments and highlighting our ability to fund these initiatives through internally generated cash flow. In China, we expect equity income from our joint ventures to exceed $1 billion and remain relatively flat year-over-year. We anticipate a modest increase in volume, which will be offset by a more normalized mix, competitive pricing environment, and increased investments as we prepare to bring more EV products to market.
We expect GM Financial performance to be in the $3.5 billion-$4 billion range, as we do not expect a repeat of some of the 2021 allowance releases, and we anticipate that credit performance and used vehicle prices will begin to moderate. Assuming continued steady demand for new vehicles, no significant new economic or supply chain challenges in 2022, we expect EBIT adjusted in the $13 billion-$15 billion range, EPS diluted adjusted in the $6.25-$7.25 range, and adjusted automotive free cash flow in the $7 billion-$9 billion range. Adjusted automotive free cash flow will be driven by strong earnings and working capital unwind as volumes increase.
We expect capital spend to be in the $9 billion-$10 billion range in 2022, including investments in our Ultium battery cell JVs, and expect similar levels of spending over the next several years. In summary, we had a strong finish to the year, and our results are a reflection of the team's focus and execution in the face of a continued challenging environment. In 2022, we expect strong commercial performance, and we are aggressively reinvesting some of our short-term EBIT improvements to accelerate our EV AV journey while still driving similar results to our record performance in 2021. This demonstrates the strength of our underlying business, the strength of our truck and SUV franchises, our industry-leading customer loyalty, and world-class manufacturing and design capabilities.
We will continue to leverage these competitive advantages as we vastly expand our battery cell and EV assembly capacity in North America to lead the industry. This concludes our opening comments, and we'll now move to the Q&A portion of the call.
A reminder to analysts, we are asking to limit yourself to one question and a brief follow-up so that they may get everyone on the call. Our first question comes from the line of Rod Lache with Wolfe Research. Your line is open.
Hi, everybody. Congratulations on these results and the outlook. I'll ask two questions. First, just a financial one for Mary and Paul. You guys have almost $22 billion of cash. Your U.S. pension's now about fully funded. You've got $40 billion of liquidity, and you've shown a lot of resiliency in different financial conditions and operating conditions and are talking about $7 billion-$9 billion of free cash next year. That's gonna lead to some speculation on where these investments could be that you're contemplating instead of cash returns. Can you maybe talk about, are there investments that you're thinking about that are large enough that would consume cash of that magnitude?
Rod, hey, thanks for the question. A s we look at it, we're gonna follow the capital allocation framework that we're gonna continue to invest in opportunities that allow us to generate returns, return on invested capital of greater than 20%, maintain an investment-grade balance sheet, and then return the balance to shareholders. W e talked about a lot of you know, EV pull ahead and acceleration to our EV strategy. A s we work through that, we will follow that. We'll look for those good investments, and then we'll follow the capital allocation framework. I think in January or in February, it's a little early to look at that, but we'll provide more guidance through the year on that.
Okay. I was hoping to ask a question of Kyle. So, congratulations, by the way, on the milestones that you've achieved, and these operations look pretty impressive. Can you talk a little bit about what the operations look like in prime time, so during the day, more congested periods? You know, 2021 seems like it's kind of a step between R&D and commercialization. Can you maybe give us a little bit more of a sense of what commercial scale will look like and what kind of pace of expansion we should be thinking about? At one point, you were talking about, I think, a new city every six months, something along those lines. Any update on that?
Hi, Rod. Thanks for the question. Yeah, it has been a very eventful day for us and a really good 2021 as we enter early commercialization. O ur approach to bringing driverless cars to dense urban environments has been a cautious and careful one. W e're starting with limited hours of the day, limited geofence, and what we're looking to do is confirm that the performance and functionality of our system matches expectations. Also that we give the communities where we're operating a little bit of time to acclimate, especially San Francisco, which is the first one, first dense urban environment that's ever experienced this.
We're going slowly and cautiously, but as we see things click and evidence that performance is meeting expectations, the focus becomes exactly what you mentioned, which is how quickly can we expand this to cover larger service area, more hours, serve more customers in San Francisco, but then cities beyond that. We've been developing the foundational technologies to do those expansions in the background, and we've learned a lot by our operation in other cities like in Arizona and in Michigan. We have a pretty good idea of what's around the corner, but we're gated by safety, and we're just at the very early days, so it's hard to know our exact rate of expansion.
Okay. Thank you.
Our next question comes from the line of John Murphy from Bank of America Merrill Lynch. Your line is open.
All right. Good afternoon, everybody. Just a first question, it's just on the core business. I mean, when we think about the 25%-30% increase in wholesale, and we imagine that mimics production. I'm just curious, as you think about that, in the context of a 16 million-unit SAR, it seems like there will be some inventory build, but not a lot. If you wind up together with CarBravo, it does seem like you're pushing to keep ATPs high, mix relatively high, and maybe transition some of your entry-level buyers or entry-level product into the used car market, which supports residuals more structurally going forward. It just seems like you're getting a very good virtuous circle, keeping a lid on inventory, but then winding it up with CarBravo.
I mean, what is the real opportunity here on CarBravo? Ultimately, what could it mean for sort of this inventory management on the new vehicle side? It just seems like it's a very intertwined, very positive story.
Yeah. Hey, John. Good afternoon. Thanks for the question. W hat I would say that for 2022, it's largely more of a function of what we continue to believe is large pent-up demand for new vehicles that hasn't been met in 2021 because of some of the production challenges. Certainly what we saw as we were able to complete those vehicles, there was a little bit more going through the system of production. As we talked about in the prepared remarks, those vehicles continue to sell very, very rapidly. Despite the production increase as we saw in Q4, we're still not really building inventory that much. I think that's gonna probably continue throughout the year with largely showing up in transit rather than on lots.
That's really on the consumer, and I think that's the short term. When you think about CarBravo, I would think about it in terms of the volume and the access to inventory that we have through GM Financial, through the dealer network. It really is unprecedented level that gives customers much better choice and variety across the country. We can do this in a coordinated fashion, largely because of where we are with vehicles coming off lease, the GM Financial inventory is across the board. We actually see this as a really strong opportunity in and of itself to expand the customer relationship and the entire sort of universe of the customer that we're working through, and we talked about at Investor Day.
Okay. Then just to follow up on that, I mean, it seems as you're tightening up and growing the core to drive more profits to fund the future, this Cruise news today, and I'll sort of add my congratulations too on that to everybody on the team. A s you grow in San Francisco and then replicate the strategy in other markets, I mean, how do we think about the fleet and the capital required there to kind of follow up on Rod's question? I mean, could there be a huge call on capital that could actually have very good returns? W hat is the earnings potential in that $50 billion? I gotta imagine the margin is much higher than the core business at 10%.
I mean, h ow should we think about those earnings in 2030? Capital requirement, will you own the fleet and where the earnings go?
Keep in mind, John, that we announced last year that GM Financial has committed to a $5 billion line of credit to help finance the Origin. So I think when we look at capital for expansion as well as for the continued development, we're not seeing any constraints in that at all. Cruise is very well capitalized. They're very well prepared for the expansion phase as they continue to roll this out and achieve their milestones.
I'm sorry. The profitability potential on this? I mean, it just seems like-
You know, 10%, $5 billion is just an opening bid. It's probably a tremendous amount higher than that. I mean, what are you roughly thinking run rate on potential profitability?
Hey, John, I think as we look, we see there's a huge first mover opportunity to go and provide an exceptional customer experience. W e do think there's tremendous margin potential in this business, but we also think growth is really important. You'll see us balance that in the early days to really get a foothold, a solid foothold in a leadership position. D own the road, we see tremendous profit, but we're gonna scale fast.
Seems like a huge opportunity. Thank you very much.
Our next question comes from the line of Joseph Spak with RBC Capital Markets. Your line is open.
Thanks. Good afternoon. I appreciate the update on the Lordstown and Spring Hill Ultium cells build-out and when those are starting. I was wondering if you could provide a little bit more color in terms of either from a run rate basis or maybe just an absolute basis, where you think each of those or how long it's gonna take those facilities to get up to their stated capacity. Then maybe just a quick aside, like if Lordstown's opening mid-2022, where are you actually getting Ultium cells for the Hummer, the BrightDrop and the LYRIQ?
Today we're getting those from LG. A s we look, we're gonna ramp up those plants as quickly as we can, with one coming online in 2022, one in 2023, and then one late 2024, and one yet to be announced. W e're gonna accelerate those as fast as we can. As I said in my prepared remarks, we've already found ways to add capacity from an operating perspective and efficiencies in the plant. W e're just gonna keep going full out because we see the opportunity for substantial EV volume growth in this period of time.
Okay. I guess following up on that, I know you've mentioned in your remarks, Mary. You don't really think you're constrained by your cell supply here. It does seem like you have at least over the next year or so, maybe an allocation decision of what programs those cells go to. For instance, in 2023, you have both the Silverado and Equinox. How do you go about deciding that, whether it sort of goes towards potentially a more profitable vehicle or, a segment where you see less competition and more potential white space?
Well, I think, we're working to expand our capability to accelerate all of those models. As I said, we're just seeing such strong demand, and that's caused the team to really go back and look and say, "Okay, let's double down and go faster from an acceleration perspective." Clearly, the cells will be something that we'll look to grow as well. One of the reasons why we're announcing the battery plant that we already did in Michigan, and we'll shortly be announcing the fourth battery plant, as well as continuing to work with LG. W e're focused right now not on trade-offs, but on enabling as many as we can during this period of time.
You heard me say that between 2022 and 2023, our plan is to have over 400,000 EVs into market in North America. We're just gonna keep working to improve that. I have a lot of confidence in the GM team that when you give them a clear challenge, they rise to the occasion.
Thanks.
Our next question comes from the line of Adam Jonas with Morgan Stanley. Your line is open.
Thanks, everybody. I had a question about the EV models and implied volume per SKU. I guess I'd ask it like this. If you were starting an EV company from scratch, would you launch 30 different models over a three or four y ear period? I guess I understand why GM with the brands in different regions and things is tempted to do it. If you had the alternative, if you consider the alternative, higher volume, maybe hundreds and hundreds of thousands of units per model, but a small number of models.
Adam, we're gonna go for both.
From a General Motors perspective, I think when you look at how we've approached the technology and the investments we've made in Ultium and how we're looking at the portfolio, a full portfolio. Because again, by the way, we think several of those models are gonna be, over 100,000 units, or more than that, as we do that.
I really would say, Adam, we're going for both. I t's one thing when you're looking at the market when it's 2%, 3%, 5%. W e're looking by 2030 to be in the 40%-50% adoption. To do that, you've got to meet the customer where they're at. That's why you look at the Equinox and how significant that can be. The more affordable EV that we're going to be doing that really gets into another very important part of the market. You have to have the proper market coverage. Otherwise, the customer is gonna have to make trade-offs. Because of GM's capability, at General Motors, at any one point in time, we have almost 100 programs in flight, meaning in concept to being launched.
That's the capability the GM team has. We're moving with the speed of a startup with, I think, industry-leading technology and a platform, but we're also then leveraging the capability that GM has to attract and gain share and grow because of the vehicles that we'll have that meet their needs.
Thanks, Mary. Just as a follow-up, how certain are you that the quality problems that you had with your battery partner have been resolved? Obviously, you're implying there's some improvement, but could you tell us?
Are all the issues behind you or are there still some issues that you're working through in real time? Thanks.
Sure. Adam, we're already putting new battery packs into existing Bolt EVs and EUVs. We wouldn't be doing that if we didn't have confidence. The LG technical team and the GM team have worked together. We believe, as we said before, that it was two very rare manufacturing defects that caused the issue. If you look at the low number of issues we had, yet the extraordinary action that we took with recalling the entire population, that's our commitment to safety. We have found the issues. We've put a lot more robust processes into the manufacturing process and changed the way the processing is to make sure we don't have that issue.
I'd also note that, t hat was rich learnings that we had from our LG partners that have been incorporated into Ultium. A gain, the experience that we've had of selling Bolt EVs for a while and Bolt EUVs, all of that learning is translated and gives me great confidence in the quality of the Ultium platform and the packs that we're putting into the Bolt EVs and EUVs right now.
Thanks, Mary.
Thanks, Adam.
Our next question comes from the line of Itay Michaeli with Citi. Your line is open.
Great. Thank you. Good afternoon, everybody. Just two questions, maybe first on going back to AV for Mary Barra and Kyle Vogt. Mary Barra, I think in the past you referred to the opportunity in personal consumer AV as upside potential to your 2030 target. I was hoping you could update us on the vision you have for consumer AV at GM, as well as Cruise's role within that in the long run.
Well, for right now, with the significant announcement that Cruise made today, we want the team like 99.9% focused on making sure that we seize the significant opportunity in rideshare and rideshare delivery. We said most recently at the end of last year that we see, and at CES, that we see the opportunity for potentially as early as mid-decade to have personal autonomous vehicles, which is really an additive thing for Cruise because it puts more nodes on the network. It opens up another market. We 're very focused on rideshare and rideshare delivery, so this is something that we see potentially in mid-decade that we can make both businesses grow. A huge opportunity.
I don't know, Kyle, if you wanna add anything.
Yeah. Thanks, Mary. It's a natural fit. Like, retail AVs would increase the total volume of sensors and compute systems we're building. It's more vehicles that are on our common platforms that power these fleets of driverless cars. It drives down the cost on a unit basis and really reinforces and bolsters the core robotaxi business. We see it as a really win-win situation, where it improves the economics of the robotaxi business, but also enables a new market and the expansion of the positive impact from this technology.
That's very, very helpful. Maybe a quick follow-up, but maybe for Paul. Hoping you could dimension the variable profit opportunity from the refreshed, full-size pickup trucks I think are coming in the spring, both in terms of maybe pricing opportunities with the new content as well as any opportunities with the upgraded electrical architecture.
Well, thanks, Itay. What I would say is that you know what we see right now and what we continue to see is a really strong consumer preference, especially as they're buying up on features and amenities. We see that across the board in the Denali brands, High Country brands, et cetera, that I think is gonna continue to pay big dividends for us as we roll out you know the new vehicles going forward. Without getting into specifics on vehicle margins and profitability, we're very excited about what that's gonna bring. We think that the consumer is gonna be really positive around them.
Great. That's all very helpful. Thank you.
Our next question comes from the line of Emmanuel Rosner with Deutsche Bank. Your line is open.
Oh, thank you very much. Two questions, please. The first one, could you please describe the current supply chain environment, any constraints still left on the chip availability? In particular, I was, I'd be interested to hear what gives you confidence that you would have sufficient chip availability to produce 25%-30% more vehicles in 2022 versus 2021. Admittedly, you were hit maybe a bit harder than other players, but obviously this is a nice sizable bounce back.
Yeah. Emmanuel, thanks for the question. W hat we're sharing is what we see with the work that we've done with all of the semiconductor manufacturers and our plans for this year. O f course, Paul said, if there's significant COVID disruptions or other natural disasters, that could have an impact. We're definitely seeing improvement in first quarter over fourth quarter. We saw fourth quarter better than third quarter. We really see with the plans we have in place now, by the time we get to third and fourth quarter, we're gonna be really starting to see the semiconductor constraints diminish.
That's what we're working to achieve across all of our platforms and across the globe, frankly, with all of our suppliers. That's our best current outlook that we're sharing.
Great. Just a quick aside on this, and then I have a second question on Cruise. Just a clarification, the 25%-30%, you're confident you could do this in North America since I think for China, Paul said that you were looking probably at more stable volume year-over-year?
Yeah. Hey, Emmanuel. 25%-30% is a global production number. There's some in the U.S., and there's some in GM International as well.
Understood. Second question would be on Cruise. Mary, what are your current thoughts on optimal timing to bring this to capital markets? Not just because of growing capital needs, with the commercialization, which it seems like you have that already well in place, but also as a way to potentially unlock some additional value for shareholders.
Yes, Emmanuel, I have always said, and it's the belief that's held by, I'd say, the Cruise board and the GM board, that we're gonna do what's in the best interest of shareholders to create long-term value. We do not see that a capital raise event is something that we need in the near term. Cruise is well capitalized and has strong financial support from its investors. GM is well-funded, and so we don't really think we need to raise additional funds at this time. We also are committed to making sure we have competitive compensation packages at Cruise to attract and retain the best and the brightest talent to achieve the objectives in our growth initiatives here.
My answer to you would, w e're always gonna look and do what's in the best interest, but as we look now, we're in t he first chapter, and there's still so much that can be accomplished with a frictionless environment between Cruise and GM. That's what we're really focused is getting the technology out, safely and then really growing at a pace where we can have leadership.
Understood. Thank you.
Our next question comes from the line of Dan Levy with Credit Suisse. Your line is open.
Hi. Good evening. Thank you for taking the questions. Maybe first, just a question for you, Paul, on the parameters of the guidance, the EBIT guidance. I know you haven't articulated guidance by segment. There's some details there. Just given the comments for wholesales up 25%-30%, and you're reaffirming the 10% GM North America margin guide, even after factoring in the GMF decline and the higher spend for software and Cruise, I guess I'm wondering how you reconcile to having that lower half of the guidance, because it seems like with that 10% North America margin guidance alone and that 25%-30% volume growth, it pretty easily gets you to the upper half of the guidance.
In what scenario would you get to that lower half of the guide, or is that just conservatism for the unknown unknowns?
Yeah. Hey, Dan, thanks for the question. W hat I would say is this is very much a midpoint convention guide as we're thinking this. Obviously, we've expanded the range over prior years, which I think is a reflection of the volatility that we've seen in the space. I would be careful about extrapolating too much across kind of the profitability from the incremental vehicles. As we talked about and very intentional in the prepared remarks, you know, a lot of that incremental volume is coming in at a lower contribution than what we've seen from the full-size trucks and SUVs going forward. That's just where the capacity is for us going forward.
What I would say is, with a really robust consumer and a strong continued environment, we would probably trend towards the high end of that. W e have a lot of volatility, so to the extent that we see consumer weakness, we see more supply chain pressure, we see more disruptions in the global logistics platform that impacts production, then we could be at the lower end of the number. We wanted to give a range that was focused around the midpoint of our expectations, as well as gave some comfort and some deference to the volatility that we see.
Okay. Yeah. Thank you. That's helpful. Second, Mary, maybe just a question on Ultium. I'd like to revisit the platform and the benefits. I f we go to EV Silverado, and I know you haven't unveiled the full set of specs, but one question which has come up in the investor community is that on some of the metrics, relative to t he other competition that's out there, it's not showing the type of advantage over your competitors that maybe some had anticipated. Maybe we can just zoom out and think, as you're launching the Ultium vehicles, what are the benefits that we're gonna see versus your competitors? Is it just these are gonna be more profitable vehicles?
Is it that it's gonna show up in other areas of battery efficiency? Is it that this can help unlock more range that others can't have? W hat are the benefits of Ultium that we're gonna start to see within the vehicles on a more of a, call it, metric basis?
Yeah. Well, I mean, I think when we look at what Ultium is providing, first of all, it's gonna give us scale, and we do think as we get the full portfolio of Ultium launched, we're gonna see that scale, and it's gonna give us an advantage from an overall margin perspective. But specifically for the Silverado EV, leveraging Ultium, we have longer range, 400+ mi, faster charging, better towing capability. I think you have to really look at this as opposed to, I know there's been some focus on the miles per kilowatt hour, and we haven't put all the specs out, and it's gonna vary with a lot of features that you choose. I mean, we very carefully look to say, what are we going to provide for the customer?
What does the customer want in this segment? What's important to them? When you look at more range, faster charging, this is more capability in the real world. When you look at the Ultium platform, also, it gives us the opportunity to have a mid-gate, which gives much more flexibility. Also, b eing able to drive these trucks, that people are gonna see the benefit of a fully integrated battery pack and body structure, which gives us a mass advantage, as well as we think, superior vehicle dynamics and then, f rom an Ultium perspective, the other thing I would say as it relates to the truck portfolio, it's gonna give us an opportunity to have a full truck portfolio faster.
As we've seen over the last couple years, think about when we rolled out this current generation of trucks, we went high feature and high value. W e've grown our truck share capability. We know that truck customer, there's some that want high value, some that want high feature. Ultium's gonna give us the opportunity to again delight the customer with what they're specifically looking for as opposed to one or two point solutions off of a retrofitted platform.
Great. Thank you very much.
Our next question comes from the line of Colin Langan with Wells Fargo. Your line is now open.
Oh, great. Thanks for taking my questions. Sorry, I hope it's not too basic. I just wanted to clarify on the Cruise announcement. Your people are able to sign up on the wait list. Does that mean you're actually gonna be able to do it soon or like today, or is that like you're on a wait list, and in a couple months they're able to actually start taking rides? Just wanna clarify that, it's kind of felt like it might have been today. Then I assume that means you have that sort of final license I think you had talked about that you needed in San Francisco to deploy.
Hi, Colin. Thanks for the question. The wait list is open, and based on the early demand we saw this morning, there's gonna be a pretty long list pretty quickly. We are starting small with a limited number of vehicles, limited hours. I d on't think we're gonna be able to get to everyone on that list in the next week or two, and so it could be some time before people on the wait list get to use the product. We have already started carrying members of the public, and we're working through that wait list now, adding new people every day. The other part of your question? I'm sorry.
Yeah, I think that answered it. I assume then you got that last license I think you had mentioned.
Oh, yeah. On the permit, we still have five out of the six necessary permits to operate a fared rideshare service. As of today, all of the rides are free. We filed the application for the last remaining permit in November last year, and we continue to work with the CPUC, California Public Utilities Commission, and answer questions they have about that application as they pop up. Stay tuned for more news on that.
Okay. Thank you. Just I wanna follow up on the 25%-30% again. Sorry. Other automakers are announcing cuts, so it's a bit surprising. I mean, what kind of line of sight do you have? I mean, is it just that you have maybe bigger buffer stock now that you're maybe more able to swap out some of these chips? It just feels a little risky considering it seems to have been surprised over the last year that the supply wasn't there, and it seems like a very fragile semi pipeline, it seems. Any sort of visibility there that you could provide?
Well, again, as I said, we have been working closely with our supply base, with the tier ones as well as the semiconductors. W e said last year that we were gonna work deep into the tiered base and understand the capabilities. W e were hit pretty hard last year, third quarter with Malaysia, 'cause it just so happened that the facilities that have a lot of GM business happened to be hard hit by COVID, and you saw the losses we suffered there. I think that's a bit of it. T his is our best estimate with the detailed work that we've been doing all last year and this year.
Now, we still get surprises, and then we work to solve those issues, either with an engineering solution or making trade-offs between vehicles. We believe we're gonna continue to do that. But what we're sharing with you is, based on everything we know today, based on the commitments of the supply base, and barring some major COVID disruption or some major natural disaster or supply chain disruption, this is what we think we're gonna be able to do.
Colin, if I can just add to that. I think, excuse me, I understand some of the skepticism, especially based on the volatility and where others are going forward. This is why we wanted to add the point in there about where we see Q1. W e're coming off of a lower baseline in the second half of the year, largely because of the impact that Mary mentioned. T he run rate that we've seen sequentially from 3Q to 4Q to 1Q is giving us a heightened level of confidence. It doesn't mean that things won't pop up, but certainly what we're seeing in the very, very near term is giving us a little bit more confidence.
I think the general consensus is that, things will be more stable in the second half of the year than in the first half of the year. That's kinda how we're extrapolating our expectations.
Okay, thanks.
Our next question comes from the line of Ryan Brinkman with JP Morgan. Your line is open.
Hi. Thanks for all the color on the 2022 outlook, including relative to both volume and pricing. I'm curious for your thoughts on mix in 2022. For example, as you know, chip supply continues to hopefully normalize. Does that mean you may produce more modestly priced or lower trim model vehicles, including for rental customers, et cetera? W hat's the right way to think about how much of the much richer mix has been supply driven with automakers, including yourselves, opting to produce only higher end vehicles and so could maybe unwind versus, you know, how much of the much richer mix is, maybe more sustainable demand driven, for example, with consumers increasingly demanding these high-end features. What do you think?
Well, thanks for the question, Ryan. I think we continue to see and have talked all through 2021 about the strength of the consumer and the strength of the new models, especially in the full size trucks and SUVs and how customers were buying up for them. That there's nothing that's changed underlying in the consumer from that standpoint. The comment that we made in the prepared remarks was largely a function of the increased volume. Because we were running full out on a lot of the full size trucks and SUVs, there is some incremental production capabilities. Really a lot of the unmet production or underutilized production that was hit in 2021 was in the crossover smaller SUVs and sedans.
By definition, that's where a lot of the production increases and volume increases are gonna be in 2022. I don't think that changes mix. We're gonna continue to watch that with the consumer going through 2022, and it's something that we can adjust on the fly as we see that going forward. No reason to believe that the strength of the consumer is deteriorating from what we saw in 2021.
The only thing I'd add, Paul, is when you look at the new full-sized trucks with the enhancements that we've made and frankly even offering some further up-level models, I think that's just another huge opportunity for us. I think this can be a positive year for that. Again, we focused on those vehicles that we're already running full out, so we have no capacity to make up, which kind of puts a little more color onto what Paul said about where the opportunity to add this year is.
Very helpful. Thank you both. Just lastly, maybe a related follow-up question on if there might now be a new normal that you see in terms of U.S. industry sales. We used to say that normalized U.S. demand was around 17 million, and sales did average around 17 million for a long time, but that was also when vehicles cost $30,000 or $35,000 versus now they're more like $40,000 or $45,000. Just curious if you have any updated thoughts on any new normal in terms of sales and pricing, et cetera.
I don't know if there's anything normal right now when you look at all of the challenges the industry is still facing. As Paul said, we think we've got a large pent-up demand, especially for GM vehicles, and strong full-size trucks coming out. We continue to see just incredibly strong demand for our full-size SUVs and midsize crossovers. I think it's too early to declare normal when we're still impacted by the semiconductor shortage. T here's still buying behavior as an outcome of COVID and some of the support that was provided. I think it's gonna take a little while before we declare normal.
Okay, very helpful. Thank you.
For our last question comes from the line of Brian Johnson with Barclays. Your line is open.
Yes. Hi, team. It's Stephen Temple on for Brian. Just two questions here from us. In terms of the kind of consolidating the semiconductor purchase in the three families and the co-development there, I guess, where do we stand on that? What's the kind of most expected timeframe when that could add to incremental chip supply?
That's a midterm type of solution. Clearly, it's full speed ahead on working with the partners that we announced, and getting to the facilities. Reducing complexity, which we think will allow us to secure supply, in addition to the relationships that we're creating with these strategic partners. That's a midterm solution, not a short-term solution.
Okay. I guess a somewhat related question. In terms of the long-term margin target laid out at the Capital Markets Day, 12%-14% margins. It looks like as we go into 2023, there's a decent amount of step-up in investment for some of these related businesses. I guess the move out to 2030, should we be expecting a kind of a directionally linear move towards that 12%-14%, or should we be expecting some years to be kind of flattish or even potentially down as we shift out of the ICE and bring on new businesses?
Hey, Stephen, it's Paul. What I would say is it's a little bit lumpy between now and then, 'cause if you think about the trajectory, the number one priority and foundation that we're building is getting the EV fleet out there. You're gonna see a lot of the revenue growth really driven by EVs over the next few years. As you get into the latter half of the decade, and you've got the Ultifi platform out there and growing that foundation through electric vehicles, you're gonna start to see what we think is gonna be a pretty quick ramp-up in the software. The revenue growth is gonna be a little bit more steady, especially as we look at what Cruise is doing going forward.
The margin performance is probably lagging a little bit because some of the higher margin revenue opportunities from software and the connected vehicles are gonna come after we get that foundation built in the latter part of the decade.
Okay. Understood. Thanks for taking our questions.
Thank you. I'd now like to turn the call over to Mary Barra for her closing comments.
Thanks, Jordan. And thanks, everybody, for your questions. I wanna close again by thanking the GM team, broadly, including the GMF team, our union partners, our dealers, and our suppliers. T he work that they did together, seizing opportunities, addressing challenges is what allowed us to have this record performance. We take that collaboration and problem-solving agility and resiliency into 2022, and we apply that to continuing to accelerate our EV transformation, the work in software, and of course, supporting our Cruise company as well. I couldn't be more excited about 2022 and what the year and how it can unfold.
I hope you see the clear sense of determination that we have, and we will move even faster to deliver on our commitments and achieve the growth that we know is right in front of us. Wanna assure you that we'll keep you updated every step of the way, but 2022 is gonna be an exciting year. Thank you.
That concludes the conference call for today. Thank you for joining us.