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“An electric Hummer? Seriously?” This was the common reaction when GMC first revealed its Hummer EV pickup in a Super Bowl ad back in early 2020. Putting personal preferences aside, it’s difficult to envision a more environmentally unfriendly vehicle than a Hummer, which has led to skepticism regarding the GMC Hummer EV. What is General Motors attempting to achieve with this six-figure, 9,000-pound battery-powered beast?
When the Hummer EV was initially announced eighteen months ago, it was a bold move; however, the electric truck market has undergone significant changes since then. The arrival of the more traditional Ford F-150 Lightning and the start of production for the appealing Rivian R1T have introduced two credible, practical battery electric pickups that have garnered considerable interest without excessive hype. This raises a valid question: is GM’s aggressive futuristic strategy already outdated?
It could be—if the Hummer EV were intended to compete with either of those models. As an automotive engineer, I had the chance to explore a prototype of the Hummer EV and examine its specifications up close. At first glance, the Hummer EV doesn’t appear to measure up to either the Ford or Rivian. It is significantly bulkier, almost too wide for certain trails, and the name alone implies substantial off-road capabilities. Its power numbers are extraordinary, boasting an estimated 1,000 horsepower. The chunkiness of its design, high price tag, and the terribly named “Watts To Freedom” mode for maximum acceleration, along with an impressive 16 inches of ground clearance, raise questions about GM’s seriousness regarding this vehicle.
However, it is indeed serious. Considering the Hummer EV as a showcase vehicle clarifies its intent. Primarily, the GMC Hummer EV is designed to rival the Ford Raptor and Ram TRX—not to be the electric pickup suitable for everyone, or even most consumers. That specific goal is crucial. The Hummer’s purpose is to generate excitement and attract buyers who might view a street-legal Baja race truck as an ideal everyday vehicle. Let’s examine how GM has set up the Hummer for off-road success.
As for the Cybertruck? I’ll reserve judgment until it’s actually here.
Three Motors, Two Axles, One Locker
GMC claims roughly 1,000 total horsepower, which stems from its three electric motors—one for each rear wheel and one for the front. This configuration and its power output closely mirror that of the Tesla Model S Plaid. Although GMC’s estimated acceleration time of 3.0 seconds from zero to 60 mph is impressive, it lags 50% behind the Plaid, largely due to the Hummer’s substantial weight of 9,046 pounds.
This is remarkable, but if the figures of 1,000 hp and 9,046 lbs are accurate, the Hummer EV’s weight-to-power ratio is identical to that of the 702-hp, 6,350-lb Ram 1500 TRX, standing at 9.046 lbs per horsepower. Meanwhile, the newly-released 2021 Ford Raptor falls short with only 410 hp, although the forthcoming 2022 Raptor R, with its undisclosed power output, may outperform both in a lighter package.
The Hummer EV is predicted to excel in launch torque. Electric motors deliver maximum torque from a standstill, eliminating the need for a transmission. GMC claims an astounding 11,500 pound-feet of force at the wheels, though I calculated a more modest range of 800 to 1,000 lb-ft based on axle ratios, as GMC has not disclosed the power distribution between the front and rear motors. Regardless, the TRX trails behind with 650 lb-ft, while the Rivian R1T is close behind with 908 lb-ft.
To unleash this vehicle’s 3.0-second zero-to-60 capability, one must utilize a launch control feature called Watts To Freedom. Although the name is eye-catching, the process somewhat resembles the extensive pre-launch preparations needed to achieve the best performance from a Model S Plaid. Watts To Freedom conditions the battery and lowers the air suspension by 2 inches before giving the driver the green light. Though it may seem excessive, it indicates that simple throttle application will likely suffice to pleasantly surprise most drivers in typical scenarios.
Traction should not be an issue, whether driving on roads or off-road. The dual rear motors can adjust their speeds independently to maintain traction without scrubbing, like an open differential, while the driver can engage a locked rear “differential” for simultaneous speed. Torque vectoring can optimize handling in dynamic conditions, allowing the vehicle to pivot more quickly. The front motor, linked through a standard mechanical differential, also features a button to activate a mechanical front differential locker.
Hands-On with the GMC Hummer EV
Upon closer inspection, the Hummer EV appears less overwhelmingly large than anticipated. Unlike the more squared-off Hummer H1 or the similarly blocky Hummer H2, the Hummer EV boasts a sleeker design. While its overall width of 86.7 inches slightly surpasses that of the H1, its curves and flared fenders help it appear less bulky. Its overall width is comparable to that of the Raptor (86.6 inches) and TRX (88.0 inches), making all three vehicles overly wide for many narrow off-road trails.
The appearance of the Hummer EV pickup is wider primarily because it is notably shorter than the Raptor and TRX. At 216.8 inches in length, it is actually 3.2 inches shorter than the discontinued short-bed Raptor extra cab. However, it features a crew cab and a wheelbase of 135.6 inches, nearly 10 inches shorter than the crew-cab Raptor or TRX. This design yields shorter overhangs and improved approach, departure, and breakover angles, contributing to the recognizable proportions of the Hummer.
How does a crew cab Hummer EV pickup achieve this? For one, rear legroom does not reach the standards set by the latest Ram and Ford crew cabs. Additionally, its bed is just 5 feet long, similar to a short-bed Tacoma, whereas the Raptor’s short bed measures 5 feet 7 inches. The Hummer’s bed does have two significant benefits: it is broader than that of a Tacoma, and it integrates GMC’s Multi-Pro tailgate, which can secure items up to 6 feet 10 inches long, equivalent to a GMC Sierra 1500 standard bed.
However, the short rear overhang presents a considerable challenge: there’s no room for a full-size spare underneath. Venturing off-road without a spare tire is a risky proposition, especially given its size and weight. The Hummer EV is equipped with massive 35-inch LT305/70R18 Goodyear Wrangler Territory MT tires on 8-lug rims. GM has yet to discuss their specific spare tire mounting solution, but it may likely be a space-consuming bed mount, similar to the one available for the Chevrolet Colorado ZR2.
Suspension of Disbelief
Nevertheless, it is challenging to dispute the advantages of short overhangs when paired with a height-adjustable air suspension offering 13 inches of front and rear travel. The choice of width for the Hummer EV is pivotal, as long control arms are necessary to accommodate such extensive suspension movement. This situation is akin to that of the Raptor 37 (13 inches front, 14.1 inches rear) and the TRX (13 inches front, 14 inches rear). The Hummer EV’s rear travel may be somewhat limited due to its independent suspension, yet it does not have a differential pumpkin hanging lower to snag on rocks.
Unsurprisingly, the front employs a double-wishbone configuration, while the independent rear suspension also utilizes double wishbones. This is essential for its rear-steer system, which can achieve up to 10 degrees of turning angle—using opposite-phase for tight turns (37.1 feet with rear steer, 44.3 feet without) or in-phase for the much-touted crab-walk feature.
The Hummer’s air suspension also provides features that its competitors lack: a full 7.8 inches of height adjustability. With modes for Entry and Extract, the vehicle can raise itself in Off-Road and Terrain modes, increasing height by an additional 4 inches. Ground clearance measures 10.1 inches at standard height, 11.9 inches at Off-Road/Terrain height, and 15.9 inches at Extract height, allowing for various fording depths of 26, 28, and 32 inches respectively.
The difference between the Terrain and Off-Road modes lies in their intended use: Terrain mode is tailored for low-speed rock crawling, with a remapped accelerator for precise control, while Off-Road mode is geared towards high-speed desert driving, optimizing throttle response and strategically using rear steering for stability.
Each mode receives unique calibration for adaptive dampers, designed to be position-sensitive for firmness at travel ends while offering more softness in the middle. However, the prototypes I observed did not possess representative hardware, so their attributes remain uncertain. It is also important to note that the Hummer EV’s independent rear suspension may require less sophisticated dampers due to its reduced unsprung mass.
Suspension articulation is another consideration. While the Hummer features a front stabilizer bar, it does not include one for the rear; however, the arrangement is similar to that of the Raptor and TRX. The Hummer EV may hold an advantage here, given its shorter wheelbase might compensate for slightly less rear travel.
What About the Hummer SUV?
Additionally, there is an SUV version of the Hummer EV on the way. It will launch more than a year after the truck, so many details are still unconfirmed. Specific power and torque estimates are not available, but they are likely to be lower due to the SUV’s smaller battery size resulting from its 126.7-inch wheelbase, which is 8.9 inches shorter than that of the pickup. In electric vehicles, power limitations are often dictated by the battery rather than the motor, which is why high-horsepower versions can paradoxically have increased range.
The Hummer SUV’s suspension setup and travel should closely follow that of the pickup. However, measuring 196.8 inches long and featuring an 11-inch shorter rear overhang, the SUV will enjoy better breakover and departure angles. Its shorter wheelbase will also decrease its turning radius (with rear-steering aiding this), achieving a compact 35.4 feet and automatically enhancing articulation scores, even if suspension travel remains unchanged. Furthermore, the spare tire will have a clear and accessible place on the rear tailgate.
Upon reflection, I find myself more intrigued by the Hummer EV SUV than the pickup. It may potentially cost less, fit better in various environments, and deliver greater capability as I define it. However, let’s not kid ourselves—it will still be a wide, heavy, and expensive vehicle. The off-road electric vehicle landscape will almost certainly evolve before the GMC Hummer EV twins are widely available. I may gravitate towards the Rivian R1T or R1S but also eagerly anticipate an all-electric Ford Bronco or Jeep Wrangler. For now, it will be exciting to maintain an open mind and see how this all unfolds. This is uncharted territory, and what better vehicle to explore the limits than a truck?
Dan Edmunds is a seasoned automotive engineer and journalist who has contributed to vehicle development at Hyundai and Toyota, specializing in chassis tuning. He was also the director of vehicle testing at Edmunds.com for 14 years.
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