2026 GMC Hummer EV

3X tri-motor is the mainstream configuration after Edition 1 sold out; 2X entry dual-motor lists 570 hp. Both are well above the truck-segment 800 hp normalization cap.

Combined motor torque of the tri-motor Ultium powertrain used for apples-to-apples comparison; GMC's headline 11,500 lb-ft is wheel torque including reduction gearing, not comparable to ICE crank torque.

3X tri-motor volume trim runs to 60 mph in the low-3s with Watts to Freedom launch mode engaged; 2X is closer to 5 seconds. Edition 1 was rated at 3.0 s but is no longer in the lineup.

Ultium tri-motor delivery is silent and instantaneous with no lag or coarseness; reviewers universally cite the EV powertrain as one of the Hummer's strongest attributes. Deducted a few points because the sheer mass slightly blunts the initial hit relative to lighter EV trucks.

Single-speed direct-drive EV gearboxes at each axle produce seamless power delivery with no shifts to hunt or clunk. One-pedal driving and regen modes behave predictably.

Class III hitch limits max tow to 7,500 lbs — modest for a full-size truck because the ~9,000+ lb curb weight consumes most of the GCWR headroom. Well below ICE full-size rivals and even the Silverado EV/Ram 1500 REV.

Payload is squeezed by the enormous curb weight against the medium-duty GVWR ceiling. Near the bottom of the truck normalization band; this is the Hummer EV's biggest utility weakness.

Standard integrated trailer brake controller, tow/haul mode, hitch guidance and multi-camera views including rear view during towing. Lacks the advanced trailer profile library and In-Vehicle Trailering App maturity of the Sierra/Silverado ICE trucks, and no Super Cruise trailer-tow yet.

e4WD standard on every Hummer EV trim; 3X adds a third motor for true torque vectoring and locking front/rear e-diffs. CrabWalk 4-wheel steering and dedicated Terrain modes elevate the drivetrain sophistication well above class norms.

Adaptive air suspension with Extract Mode raises ground clearance to ~15.9 in with 35-in tires, 44.3° / 33.7° approach/departure angles, underbody armor, front and rear e-lockers, CrabWalk, and Terrain Mode. Genuinely elite off-road hardware — beyond Raptor/TRX credentials on paper.

EV-only architecture with two motor configurations (dual-motor 2X and tri-motor 3X). No gas, diesel, hybrid, or PHEV option — a deliberate single-powertrain lineup. Buyers who need range flexibility have no alternative within the model.

At 52 MPGe / 65 kWh per 100 miles the Hummer is the least efficient EV sold in the US, a direct consequence of the ~9,000 lb curb weight, brick aerodynamics and 35-inch tires. 2026 is a carry-over year, so the 2025 EPA rating stands.

58 MPGe in town is the Hummer's best case — regenerative braking recovers a lot of that mass — but it still trails every rival EV truck, which run 70–90 MPGe city.

46 MPGe highway is the weakest figure in the EV-truck field; the upright body and heavy off-road-biased tires cost most at sustained speed, which is exactly where the range shortfall is felt on a road trip.

312 miles out of roughly 205 kWh — the largest battery in any US light-duty vehicle returning merely mid-pack range. The 363-mile 24-module pack is an extra-cost option on top of a six-figure truck, not the volume configuration.

The 800V Ultium architecture is genuinely fast and 300 kW is near the top of the EV-truck field, but the headline 350 kW belongs to the optional 24-module pack — the volume 3X with the standard 20-module pack peaks around 300 kW. Corrects a prior entry that took the lineup's 'up to 350 kW' marketing figure as the volume-trim spec.

GM publishes no 10–80% figure, only a miles-added claim. Measured curves put the Hummer near three-quarters of an hour: peak power is high but the curve tapers hard past ~50% state of charge and averages under 200 kW, so the biggest battery in the class also takes the longest to fill.

$1,450/yr undercuts any gas full-size truck, but it is the highest energy bill in the EV-truck field — roughly 30–40% more than a Silverado EV or R1T over the same miles, because the Hummer burns 65 kWh per 100 miles to their ~45.

No fuel grade to think about, cheap overnight electricity, and the 3X's standard 19.2 kW onboard AC charger is twice what most EVs accept — but only if the home service can feed an 80 A circuit, and on an ordinary 240V/48A circuit a ~205 kWh pack still needs the better part of a day. At 65 kWh/100 mi it also draws more household energy per mile than any other EV sold, which keeps it below the Silverado EV (80) and Cybertruck (88). Raised from 72 to match the 2025 scorecard for what is a mechanically identical carry-over truck.

NHTSA has not crash-tested the Hummer EV Pickup; its GVWR sits above the ~10,000-lb NCAP cutoff, so no star rating exists. Placeholder value assumed at the segment midpoint pending any future test.

IIHS has not tested the Hummer EV — it exceeds their vehicle testing class thresholds and no crashworthiness ratings exist. Sheer mass (~9,000 lb curb) benefits occupant protection in most collisions, but the absence of any formal award or crashworthiness data forces a neutral, untested score.

Buick/GMC Pro Safety Plus is standard across all Hummer EV trims: Forward Collision Alert, Automatic Emergency Braking, Front Pedestrian Braking, Lane Keep Assist with Lane Departure Warning, IntelliBeam auto high beams, and Following Distance Indicator, plus standard adaptive cruise control and Rear Park Assist. Blind Zone Alert with trailer-aware coverage is standard on EV3X.

GM's radar+camera AEB with pedestrian detection is capable in reviews, but the Hummer's ~9,000-lb mass extends stopping distances materially and no IIHS front crash prevention testing exists to verify nighttime or vulnerable-road-user performance.

Blind Zone Alert with Lane Change Alert is standard on EV3X (optional on EV2X) and includes trailer-aware coverage; Rear Cross Traffic Braking with active intervention and Reverse Automatic Braking are available. The active-braking cross-traffic system elevates coverage above alert-only rivals.

Basic Lane Keep Assist is standard; on Super Cruise-equipped trims the lane centering is among the smoothest and most confident systems reviewers evaluate. The regular LKA is functional but the real strength is Super Cruise-grade centering on 3X.

Full-speed-range adaptive cruise with stop-and-go is standard, and Super Cruise on EV3X delivers a highly integrated highway assist that reviewers rate above competing hands-on systems. Behavior in traffic is refined, though the vehicle's mass shows in slightly earlier braking commands.

Super Cruise is standard on EV3X (available on EV2X) with automatic lane change, hands-free trailering, and coverage of ~750,000+ miles of North American compatible roads — one of the two most mature production hands-free systems, comparable to Ford BlueCruise but with broader mapped coverage.

LED headlamps with IntelliBeam automatic high beams are standard across the range and reviewers praise the projector reach for a truck. No IIHS headlight rating exists (untested class), preventing a higher score.

Natural sightlines are poor: extremely high beltline, thick A/B/C pillars, tall hood that hides low obstacles, and a small rear window blocked in part by the removable Infinity Roof T-tops. GMC compensates aggressively with UltraVision — 18 camera views including underbody/transparent-hood views — which reviewers say partially rescues low-speed visibility but does not solve the highway blind zones.

The Hummer EV Pickup has a full crew-cab rear bench with LATCH anchors at outboard positions and generous rear-door openings and legroom that ease seat installation. However, the extreme ride height means loading a child requires lifting the seat and child well above shoulder level, and the rigid, heavily contoured rear bench cushions can complicate tight base attachment.

Hummer EV Pickup is offered exclusively as a 5-passenger crew cab across 2X, 3X and (final) Edition 1 trims; 2026 carryover.

Tall, upright cabin delivers class-leading front headroom for a full-size truck; Infinity Roof panels can be removed but published spec is with panels installed. Carryover from 2022-launch Ultium platform.

Wide flat-floor Ultium architecture yields generous front legroom near the top of the full-size truck range; unchanged for 2026.

Boxy roofline preserves strong rear headroom — among the best in class for a crew-cab pickup. Carryover for 2026.

Battery-pack floor and packaging constraints hold rear legroom to mid-pack — comfortably adult-usable but well short of Silverado 1500 crew cab (43.4 in) or Rivian R1T (~43.8 in).

Hummer EV Pickup uses a single fixed 5-foot cargo box — shortest in the full-size class, dictated by wheelbase packaging around the massive Ultium battery. Single-piece tailgate only (no MultiPro).

5-foot bed with generous width and depth yields mid-pack cargo volume; the 11.3 cu ft lockable frunk adds practical storage but is measured separately. Well below F-150 / Silverado 1500 5.5-ft crew-cab beds (~62 cu ft).

Genuinely innovative: 11.3 cu ft lockable eTrunk (frunk) with drain, removable Infinity Roof sky panels with dedicated frunk storage bag, deep center console, and bed-mounted 120V outlets. Falls short of Rivian's Gear Tunnel for outright cleverness.

Front seats are power-adjustable with heat, ventilation and massage on 3X and Edition 1; wide cushions praised for long-haul comfort. Rear bench is flat and slightly upright — a mild weak point that keeps this below the class best.

Adaptive air suspension plus 4-wheel steering deliver a surprisingly composed ride for a 9,000+ lb truck; body motions are well controlled and unladen ride is far smoother than any leaf-sprung full-size. Sheer mass telegraphs sharp expansion joints and the 35-inch (37s on 3X) off-road tires add secondary jiggle.

Silent EV powertrain and thick laminated glass yield a quiet highway cabin; aggressive off-road tires generate more road roar than a Silverado EV or Rivian R1T on all-seasons, and the removable Infinity Roof adds mild wind noise vs a fixed roof.

Standard heated + ventilated front seats, heated rear seats, heated steering wheel, and dual-zone auto climate across the range; 3X adds massage front seats and premium leather. Remote pre-conditioning via myGMC app; Infinity Roof provides an open-air option no rival full-size offers.

The 2026 Hummer EV Pickup opens with the 2X trim; higher-spec 3X and Omega Edition configurations push the range to roughly $106k–$115k+. Well above the truck-segment MSRP band ceiling.

The 3X is the mid/volume configuration most buyers order for its tri-motor drive and full feature content. Sits well above the truck-segment volume-trim price band ceiling.

EV drivetrain eliminates oil and transmission service, but the Hummer's ~9,000 lb curb weight and 35" all-terrain tires wear fast and cost $400–$700 each to replace, offsetting much of the EV savings.

Hummer EV depreciation has been steep — high transaction price, EV-tax-credit pressure on the used market, and softening luxury-EV demand put 5-year retention well below the truck-segment band floor.

GM standard bumper-to-bumper coverage; at the floor of the truck-segment band, matching Chevy/Ford/Ram.

Federally mandated 8-year/100k EV battery coverage applies; GM's separate powertrain warranty on non-EV parts is 5 yr / 60k. Using the EV battery/drivetrain term as the meaningful powertrain figure for an all-electric truck.

Coverage is modest: one included scheduled maintenance visit, 3-year OnStar/connected-services trial, 5-year Super Cruise trial on equipped trims, and Ultium Charge 360 access with limited third-party charging credits at launch. Better than nothing, but no multi-year included maintenance program.

$106,245 volume-trim price minus its estimated resale value after 5 years (40% retained, or about $42,498) leaves about $63,747 in depreciation. Add the projected $5,800 in 5-year maintenance and repairs, and owning this vehicle for 5 years costs about $69,547 in total.

Consumer Reports has rated the Hummer EV pickup below average in predicted reliability across its early years, with owner-reported problems in in-car electronics, drive system, and power equipment. Very heavy 9,000-lb curb weight stresses tires, suspension bushings, and brakes, and the truck lacks the multi-year track record other EV trucks are starting to build.

GMC sits mid-pack in J.D. Power Vehicle Dependability Study and Consumer Reports brand rankings — typically in the middle third, better than sibling Chevrolet but well behind Lexus/Toyota/Buick leaders. Ultium-based EVs are still building their own track record.

The Hummer EV has issued multiple recalls since 2022, including a 2023 stop-sale for a battery-pack seal that could allow water intrusion into the Ultium module (affecting SUV and pickup), a tailgate/CargoCam recall, and software recalls for the infotainment/driver display. Recall activity is above what a mature nameplate would show.

The Ultium platform and its triple-motor Hummer EV drive units are still relatively new (launched late 2021) and unproven at high mileage. GM had earlier LG-cell battery fires on Bolt EV that hurt confidence in its EV battery pedigree; Ultium modules avoid those cells but shipped with the 2023 seal defect. No red-flag design flaws in the drive units, but no long-mileage record either.

Cabin materials are competent — nice leather on higher trims, real metal accents, and a wide 13.4-inch screen — but reviewers consistently note the interior does not feel commensurate with a $100k+ price. Many switches and plastics are shared with less expensive GM trucks, and the design leans utilitarian rather than luxurious.

Assembly out of Factory Zero is generally solid with tight panel gaps expected at this price, but early builds saw scattered rattles, misaligned trim, and cargo-tunnel water intrusion. GM has tightened processes with volume ramp, but J.D. Power IQS scores for the model have been below the segment average.

GMC has ~1,700 US dealers giving strong geographic coverage, but only a subset are certified Hummer EV service centers, and complex EV-specific repairs (battery pack, drive units) require enrolled facilities. Owner reports on forums cite long waits and truck-shuttle programs for major EV work.

A full Ultium pack replacement runs into six figures out of warranty, drive-unit swaps are dealer-only, and body panels for a low-volume $100k+ truck carry premium pricing with limited stock. Aftermarket support is essentially nonexistent versus mainstream trucks. Insurance loss data reflects high repair severity.

Hummer EV Pickup uses a 13.4-inch diagonal center touchscreen — the same Ultium-platform display since launch, not the larger 17.7-inch unit fitted to the Silverado EV. Corrected from placeholder 16.9 in.

GM's Google Built-In system on the Ultium platform is fast and visually distinctive — Unreal Engine graphics render truck animations and off-road overlays with no perceptible lag. Menus are deep given the number of drive modes, CrabWalk, Watts to Freedom and off-road controls, but reviewers consistently rate the underlying software among the better native systems.

GM has explicitly excluded Apple CarPlay and Android Auto from its Ultium EVs, including the Hummer EV, in favor of Google Built-In. Owners who prefer phone projection are out of luck across every trim — a real minus regardless of how good Google Built-In is on its own.

Google Built-In means Google Assistant natural-language voice and native Google Maps with EV-aware routing (charger stops based on state of charge) — best-in-class replacement for the missing phone projection.

14-speaker Bose Performance Series audio is standard on Edition 1, 3X and 2X trims — a premium system with dedicated subwoofer and headliner speakers that reviewers consistently rate as very good for the segment.

12.3-inch full-digital reconfigurable driver display standard on every trim, with truck-specific readouts (drive-mode graphics, off-road pitch/roll, EV energy flow). Crisp resolution and multiple layouts.

Ultium vehicles get full-vehicle OTA updates through GM's Vehicle Intelligence Platform — GMC has already pushed feature-adding updates to Hummer EV (drive-mode refinements, Super Cruise expansions, charging behavior). Not quite Rivian- or Tesla-frequency but genuinely whole-vehicle.

myGMC app plus Energy Assist covers remote lock/unlock, remote climate precondition, charge scheduling and monitoring, vehicle locator and diagnostics. Phone-as-key is available. Some remote features are behind a subscription after the trial (OnStar Connected Services).

Eleven USB-C ports throughout the cabin (front, rear seats, cargo area), wireless charging pad up front, plus an integrated 3 kW PowerStation with 120V household outlets in the bed and available V2H bidirectional charging via GM Energy PowerShift Charger. Among the best power-out setups in any truck.

Proximity keyless entry with push-button start standard, remote start/precondition via myGMC app, and GM Digital Key allows an iPhone or Android phone to act as the key and to be shared. Power-operated MultiPro-style tailgate not offered on Hummer EV, but the electric locking tailgate is remote-operable.

UltraVision camera system provides up to 18 views including HD surround-view, front and rear underbody 'transparent trail' cameras for off-road, and multi-angle trailer views. Front and rear parking sensors standard. Class-leading camera package.

Head-up display is not offered on the Hummer EV Pickup on any trim — the tall dash and prominent driver-display cluster substitute, but no HUD projection is available. A gap versus rivals like Ford F-150 and Rivian R1T (though R1T also skips HUD).

Crew-cab layout with wide-opening rear doors and LATCH anchors, but the ~24 in ground clearance and running-board-required step-in height turn every car-seat load into a lift. Rigid, heavily contoured rear bench cushions complicate tight base attachment, and 40.9 in of rear legroom is only mid-pack for a full-size truck.

Buick/GMC Pro Safety Plus (AEB, LKA, adaptive cruise, IntelliBeam) is standard on every trim and Super Cruise is standard on the volume 3X, but the Hummer's GVWR exceeds NHTSA/IIHS test cutoffs so no formal crash data exists. Extremely tall hood and thick pillars degrade forward visibility of small pedestrians despite UltraVision cameras.

Heated rear seats, dual-zone climate, wide cabin, Bose 14-speaker audio and removable Infinity Roof panels give a distinctive road-trip experience, but 314 mi EPA range on the volume 3X forces frequent charging stops on long trips and the flat rear bench is a step behind Rivian R1T for multi-hour comfort. No rear-seat entertainment provisions.

Silent EV powertrain, adaptive air suspension, one-pedal driving and Super Cruise on 3X make freeway commuting genuinely relaxing, and 4-wheel steering shrinks the turning circle to sedan-like figures. Undermined by poor natural outward visibility (tall beltline, thick pillars, Infinity Roof gaps), 87+ in width and 9,000+ lb mass that make lane discipline and low-speed traffic more work than in a Silverado EV.

Home-charging energy cost is roughly $1,800/yr per EPA — cheap versus any gas full-size truck — but insurance ($3,500–$4,500/yr full coverage), fast-wearing 35-in ATs at $400–$700 each, and $100k+ replacement value pull all-in per-mile commuting cost well above segment average and behind the Silverado EV / R1T on total commuter math.

4-wheel steering including CrabWalk drops the turning circle to ~35.4 ft (better than many sedans) and UltraVision provides up to 18 camera views, which meaningfully rescues low-speed maneuvering. Nothing rescues the raw footprint though: 216.7 in long, 86.7 in wide excluding mirrors, and it simply will not fit in many urban spaces or parking structures.

Massive torque and standard e4WD, but 7,500 lb Class III towing and ~1,300 lb payload are modest for a full-size truck — well below Silverado EV (10,000+ lb tow), Ram 1500 REV, and even most ICE Silverados. Fixed 60-in short bed and range that drops 40–50% under tow further cap real-world work usefulness.

Luxury-oriented interior with premium leather and complex components (adaptive air suspension, 4-wheel steering, tri-motor drivetrain, aluminum body) that are all expensive to repair after work abuse. No fleet program, no fleet track record, and 35–37-in tires wear fast under load — the opposite of a work-hardened truck.

Standout onboard power story: integrated 3 kW PowerStation with 120V household outlets in the bed, 11 USB-C ports, and optional GM Energy PowerShift bidirectional V2H — a jobsite generator in truck form. Held back by single-piece tailgate (no MultiPro), short 60-in bed, and a thin aftermarket upfit ecosystem compared to Sierra/Silverado 1500.

Silent Ultium powertrain, adaptive air suspension, wide comfortable front seats and Super Cruise hands-free (standard on 3X, with the largest mapped-road network in North America) make the Hummer a genuinely relaxed cruiser. 314 mi EPA range plus 800V / 350 kW DC fast charging handles road trips, but the range trails every serious EV-truck rival and 35-in tire roar intrudes at highway speeds.

Legitimately elite off-road credentials: adaptive air suspension with Extract Mode (~15.9 in clearance), 35-in (2X) or 37-in (3X) tires, front and rear e-lockers, CrabWalk 4-wheel steering, 44.3° approach / 33.7° departure, underbody armor, ~32 in water fording, plus removable Infinity Roof T-tops and bed-mounted 120V outlets for camp use. Only the Rivian R1T on 20-in-plus off-road tires rivals it, and none exceed it.

11.3 cu ft lockable eTrunk (frunk) plus 52.3 cu ft in the bed, standard Class III hitch, roof-rack provisions and removable Infinity Roof panels give real flexibility for adventure loads. The 60-in bed is the shortest in the full-size class though — long lumber, kayaks and rooftop tent + gear combinations are more compromised than in a Silverado EV or R1T.

The Hummer EV Pickup's ~9,000+ lb curb weight overwhelms its chassis; adaptive air suspension and 4-wheel steering keep it composed at low speeds but reviewers consistently describe pronounced body roll and quick-onset understeer at the limit. Well behind the Rivian R1T (92) despite an equally sophisticated hardware set.

Quick-ratio electric power steering is direct and predictable on-center, with rear-wheel steering adding an unusual but manageable stability feel at speed. Weighting is well-tuned but feedback is muted — a class-typical result for a Big Three EV pickup.

Six-piston Brembo front calipers and large rotors produce confident initial bite, but the mass results in long stops (~146 ft from 60 mph in instrumented tests) and regen blending is smooth but not best-in-class. Pedal feel is consistent and easy to modulate.

Tri-motor architecture delivers instantaneous torque with no driveline lash, no shifts and no stop/start hiccups. Watts to Freedom launch mode is a party trick (~3.0-sec 0–60), and normal-mode tip-in is well calibrated for a 9,000+ lb truck. Trails the R1T's slightly crisper calibration.

Motors themselves are near-silent, but the standard 35-in Goodyear Wrangler Territory MT off-road tires generate noticeable road roar at highway speed and some pattern noise around town. Cabin is otherwise well-isolated for an EV.

Standard 4-wheel steering (which also enables CrabWalk) shrinks the curb-to-curb turning circle to roughly 37 ft — remarkably tight for a truck this size and near the top of the segment normalization band.

Tall H-point and short hood give a commanding view forward, and both seat and wheel offer wide adjustment ranges. However, the extreme overall width and length compromise placement in tight lots, thick A-pillars pinch forward-quarter sightlines, and step-in is high without running boards.

Absurd straight-line thrust (Watts to Freedom), CrabWalk diagonal driving, Extract Mode ride-height adjust, and pure theater make it genuinely entertaining — but sheer mass and width limit back-road driving joy. Below the Rivian R1T (97) on enthusiast recommendation.

Even the base 2X trim ($98-100K) arrives loaded: adaptive air suspension, four-wheel steering with CrabWalk, removable Infinity Roof panels, 13.4-inch infotainment, 12.3-inch driver display, Extract Mode, adaptive damping, 800V DC fast charging and full ADAS suite. 3X adds Super Cruise and rear-axle steering enhancements. Standard content is exceptional in absolute terms, though calibrated against price point rather than raw dollar figure.

At $98K-$122K, the Hummer EV pickup commands a heavy premium against Rivian R1T Dual/Tri Max ($72-95K), Silverado EV RST ($75-95K), and Cybertruck AWD ($80-100K), rivals that deliver similar or better range, efficiency, and quicker development cycles for less money. Content is generous but the dollars-per-feature math is unfavorable relative to the segment.

Only one cab (crew) and one bed length (~5 ft), with the lineup narrowed to 2X and 3X after Edition 1 sold out; limited-run Omega and Carbon Fiber editions add flavor but not real choice. Buyers cannot spec a work-truck base, extended cab, or long bed the way F-150 or Silverado 1500 shoppers can.

GM has publicly cut Factory Zero Hummer EV output twice since 2023, with combined pickup+SUV US sales tracking well below original 40k/yr targets (roughly 12-13k combined in 2024). Pickup share of that mix is a fraction of what mainstream full-size trucks move monthly, marking it a slow-selling halo rather than a volume player.

The Hummer sub-brand carries genuine cultural cachet and the EV relaunch generated significant halo effect; GMC's Denali-adjacent luxury positioning reinforces desirability. Offset by polarizing 9,000-lb footprint and inefficiency criticism that has softened enthusiast image versus launch.

Slow sales pace has produced advertised lease specials passing through the $7,500 commercial-lease EV credit, plus GM Employee Pricing and periodic dealer discounts on aged inventory. Not desperation pricing, but meaningful buyer benefit versus early days when Hummer EVs traded over MSRP.

Current Ultium-based generation launched as a 2022 model, making the 2026 pickup roughly four model years into its cycle. Rolling updates (added Super Cruise coverage, MY24-25 range and charging tweaks, revised trims) keep it current but no full refresh has arrived; still ahead of ICE full-size peers on platform tech.

Won 2022 MotorTrend Truck of the Year at launch and drew strong praise for engineering, four-wheel steering, and straight-line performance. More recent comparison tests place it behind Rivian R1T on livability and efficiency, and it rarely wins current EV-truck head-to-heads, so the reception is respectable but no longer segment-defining.