2023 GMC Hummer EV

Edition 1 tri-motor was the only trim in production for MY23 (3X did not begin deliveries until late 2023 as MY24); GMC marketed it at 1,000 hp peak, with roughly 830 hp continuous. Both figures are well above the truck-segment 800 hp normalization cap.

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

Edition 1 was the sole MY23 trim and is manufacturer-rated at 3.0 s to 60 mph with Watts to Freedom engaged; independent instrumented tests confirm low-3-second runs. Near the top of the truck normalization band.

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 ~9,000+ lb mass slightly blunts 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.

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.

Edition 1 shipped with integrated trailer brake controller, tow/haul mode, hitch guidance and multi-camera views. Lacks the advanced trailer profile library and In-Vehicle Trailering App maturity of the Sierra/Silverado ICE trucks, and no Super Cruise trailer-tow support in MY23.

e4WD standard on Edition 1 with tri-motor architecture providing 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.

MY23 lineup was Edition 1 only — a single battery-electric tri-motor configuration. No gas, diesel, hybrid, PHEV, or even a dual-motor EV alternative was available for the model year.

The 2023 Hummer EV Pickup was sold as the carried-over Edition 1 plus the new 3X — both tri-motor 1,000 hp trucks on the same 24-module Ultium pack (246.8 kWh gross / 212.7 kWh usable) — and the certified figure for that configuration is 47 MPGe combined. Enormously efficient next to a gas full-size truck, but the least efficient EV on sale, a direct consequence of the 9,063 lb curb weight, 35-inch mud-terrain tires and brick aerodynamics.

51 MPGe in the city for the 2023 tri-motor truck — regenerative braking and one-pedal driving help, but nine thousand pounds still has to be accelerated away from every stop.

43 MPGe highway is the worst of any EV sold in 2023; the flat-faced body and 35-inch mud-terrain tires punish it at speed, so highway range falls well short of the combined rating.

329 miles from a 212.7 kWh usable pack — roughly twice the battery of a Rivian R1T for less range. The 3X on its standard 22-inch wheels with 35" all-terrains is GM-estimated at 355 mi, but the volume 2023 configuration is the Edition 1 and the Extreme-Off-Road-equipped 3X on mud-terrains, which is the 329-mile rating.

The 24-module pickup pack reconfigures from 400V to 800V on a capable charger and accepts up to 350 kW — the highest rate available on any 2023 pickup, and the one area where the Hummer's efficiency deficit is partly offset.

GM quotes miles-per-minute rather than a 10–80% time, and instrumented tests put it near 50 minutes at an average of ~182 kW. Peak power is class-leading, but 70% of a 212.7 kWh pack is ~149 kWh of energy to move, so the session runs far longer than any rival's despite the 350 kW capability — though the ~230 miles added in that time are still substantial.

At 47 MPGe the truck consumes ~71.7 kWh/100 mi, or ~10,760 kWh a year at 15,000 miles — about $1,650 at the electricity price EPA used for MY2023 labels. Cheaper to run than a gas full-size truck, but the most expensive EV in the segment to keep charged, costing roughly 50% more per mile than an F-150 Lightning.

Charging is straightforward — home Level 2 on the standard 11.5 kW onboard charger, plus the widest CCS network access in 2023 — and every mile is still cheaper than gas. But the fundamentals are the worst in the EV field: ~72 kWh/100 mi is the highest cost per mile of any EV sold, and filling the 212.7 kWh pack from empty takes about 18.5 hours on a 240V circuit (multiple days on a household outlet), so an overnight top-up only recovers part of a long day's driving. Scored below the 2023 F-150 Lightning (92), which shares the practicality but not the consumption, and below the 2024 Hummer (74), which gained the 19.2 kW onboard charger this year lacks.

The 2023 Hummer EV Pickup has not been crash-tested by NHTSA — its GVWR of roughly 10,550 lb sits above the ~10,000 lb ceiling for the light-vehicle NCAP program, the same reason Rivian R1T, Silverado EV, Cybertruck, and Ram 1500 REV also lack ratings. Inferred at 4 stars based on the ~9,063 lb curb weight (excellent self-protection in most crash modes) offset by the risk that a body-on-frame EV of this mass has not had rollover, side pole, or restraint-system results independently verified.

IIHS has not crash-tested the 2023 Hummer EV Pickup — the institute generally does not test vehicles over 10,000 lb GVWR, and no crashworthiness ratings, award status, or subratings are published. No IIHS award of any kind; scored low because absence of independent validation on a vehicle of this mass leaves real crash performance unknown.

The 2023 Hummer EV Pickup sold in volume as Edition 1 (the EV3X trim was announced for late-2023 delivery but customer volumes were negligible), so every 2023 Hummer effectively shipped with the full GM safety bundle standard: Automatic Emergency Braking, Forward Collision Alert, Front Pedestrian Braking, Lane Keep Assist with Lane Departure Warning, IntelliBeam auto high beams, Adaptive Cruise Control, Rear Cross Traffic Braking, Blind Zone Steering Assist, HD Surround Vision, Safety Alert Seat, and Super Cruise. With a fully-loaded volume trim there are no meaningful lower-trim ADAS gaps to penalize in 2023.

GM's Enhanced Automatic Emergency Braking with Front Pedestrian Braking is standard on 2023 Edition 1, and the shared GM ADAS stack has generally earned Advanced/Superior ratings in IIHS front crash prevention tests on other GM trucks (Silverado, Sierra). But the Hummer EV specifically has no IIHS front crash prevention rating, and its enormous mass (~9,063 lb curb) makes real-world stopping distances longer than the same sensor suite achieves on a lighter Sierra — reviewers note 60–0 mph braking distances are long for the vehicle size.

Blind Zone Steering Assist (active steering intervention, not just alerts) and Rear Cross Traffic Braking are standard on 2023 Edition 1, alongside Lane Change Alert with Side Blind Zone Alert and a Safety Alert Seat that pulses on the side of the detected threat. Trailer-side blind-zone coverage is not offered, however, which knocks a point off for a vehicle rated to tow up to 7,500 lb.

GM's Lane Keep Assist with Lane Departure Warning is standard on 2023 Edition 1, and when Super Cruise (also standard) is engaged, lane centering is smooth and confident on mapped highways. Off Super Cruise the standalone lane keeping is a nudge-only system typical of GM trucks — competent but not full lane centering, and the Hummer's massive ~86.7" width in narrower US lanes triggers frequent corrections.

Full-speed-range Adaptive Cruise Control with stop-and-go is standard on 2023 Edition 1 and integrates directly with Super Cruise for a unified highway-assist experience. GM's ACC is well-regarded for smooth throttle/brake modulation, and combined with Super Cruise it becomes one of the more refined highway-assist packages on any truck.

Super Cruise is standard on 2023 Edition 1 and includes automatic lane change on demand. As of 2023 the Super Cruise compatible highway network covered ~200,000+ miles of divided highways in the US and Canada (the network expanded further in 2024) — one of the broadest hands-free footprints, and among the only systems operating on truly hands-off, eyes-on principles with a driver monitoring camera. Consistently rated the best hands-free system in Consumer Reports' 2023 ADAS rankings.

Full LED headlamps with IntelliBeam automatic high-beam control are standard on 2023 Edition 1 — a strong hardware baseline. However, IIHS has never rated Hummer EV headlights (vehicle isn't in the tested class), and reviewer commentary notes the split H-motif light pattern is more show-piece than performance-optimized. Rated as an educated middle-of-the-band assumption.

Natural outward visibility is universally panned in 2023 reviews — thick A-pillars, a high cowl, a massive hood, a truncated rear window, and beltline shoulders taller than most drivers' sightline create severe blind zones on all sides. GM compensates with an 18-camera HD Surround Vision system with UltraVision underbody cameras (best-in-class camera hardware) and a Safety Alert Seat, which materially helps in parking and low-speed maneuvering. Even so, out-on-the-road visibility from the driver's own eyes is among the worst of any current pickup, and the cameras don't replace over-the-shoulder checks at highway speed.

The 2023 Hummer EV Pickup seats 5 with a conventional rear bench that has LATCH anchors in the outboard rear positions and a tether anchor for the center — standard for a crew-cab full-size truck. However, the extreme step-in height (~26") makes physically installing a car seat and hoisting a child up notably harder than in a lower crew cab like a Sierra 1500 or Silverado EV. Anchor access itself is straightforward once you're up there. The rear seat area is spacious enough for three child seats in a pinch.

The 2023 Hummer EV Pickup is offered exclusively as a five-passenger crew cab across the Edition 1 and EV3X trims that made up the model year, with front buckets and a three-across rear bench.

Manufacturer figure of 42.5 inches with the standard removable Infinity Roof panels in place — near the top of the full-size truck class thanks to the tall, upright cabin.

45.6 inches of front legroom — best-in-class among full-size pickups, reflecting the long 135.6-in wheelbase and battery-forced deep footwell design.

38.6 inches of second-row headroom — tight for a full-size crew cab because the roofline tapers back over the rear seat and the removable Infinity Roof panel structure eats into overhead space. It sits well below Silverado 1500 (~40.1 in) and Sierra 1500 (~40.1 in).

38.9 inches of rear legroom is well behind conventional full-size crew cabs (Silverado/Sierra 1500 crew cab ~43.4 in, Ram 1500 crew cab ~45.1 in, F-150 SuperCrew ~43.5 in). The Ultium battery pack forces a taller rear floor and a more upright rear seat back, and the Hummer EV Pickup did not extend the crew cab further rearward.

One bed only — a 5-foot (60-inch) short bed with a dropdown MultiPro-style tailgate. Notably shorter than the standard 5.5-ft short beds on Silverado/Sierra 1500 and dramatically shorter than the 6-foot Cybertruck bed or the 6.4-ft Silverado EV bed with Midgate extension.

37 cubic feet of bed cargo volume — small for a full-size pickup because the bed is only 60 inches long. Not counted here but partially offset by a 11.3 cu ft power front trunk (unusual among trucks).

The Hummer EV Pickup punches above the class average on clever storage: an 11.3 cu ft power-operated eTrunk (frunk), removable and stowable Infinity Roof glass panels that store under the frunk lid, a MultiPro-style dropdown tailgate with step, a drop-down rear window for pass-through loading, and Ultium onboard power (2.4 kW standard bed outlets). Loses points for a smaller center console than Silverado/Sierra 1500 and no equivalent to Ford's Pro Power Onboard 7.2 kW export, no Midgate/tunnel/gear-tunnel like Silverado EV or Rivian R1T, and a shallow 60-inch bed that limits everyday utility.

Front buckets are well-bolstered and heated/ventilated standard with 8-way power, praised by reviewers for long-haul comfort. The rear bench, however, is criticized for a short and upright cushion (a consequence of the tall Ultium battery floor) that pushes adult knees up and makes long trips cramped — Edmunds and Car and Driver both call out the rear seat as a weak point on an otherwise premium interior.

Standard adaptive air suspension with five ride heights and semi-active dampers, plus roughly 9,000 lb of curb weight, delivers a genuinely plush, cushioned ride that smothers pavement flaws better than any body-on-frame ICE full-size pickup. Body motion is well-checked for the mass, though sharp expansion joints and railway crossings can send a shudder through the frame and the 35-inch (or 37-inch on Extreme Off-Road Package) tires are firm. Rides best on the highway, and 4-wheel steering keeps low-speed maneuvers unfussy.

Silent powertrain and thick acoustic laminated glass keep the cabin hushed at cruise, but the huge 35-inch mud-terrain-capable tires generate more road noise than a typical full-size pickup, and the boxy, mirror-heavy front end creates measurable wind noise past 60 mph. Reviewers describe it as quiet-but-not-library given the size and tire choice.

Heated and ventilated 8-way power front seats, heated rear outboard seats, heated leather-wrapped steering wheel, dual-zone automatic climate, and remote precondition via the myGMC app are standard on the Edition 1 and EV3X trims that comprised the 2023 lineup. Edition 1 and EV3X add massaging front seats, and every trim benefits from the removable Infinity Roof for open-air motoring. Only omission versus best-in-class is that rear-passenger climate controls are not offered.

For the 2023 model year the Hummer EV Pickup was still a halo product — the lowest-priced trim available was the newly opened EV3X at $106,945 including destination; the previously ordered Edition 1 remained above it. Sits far above the truck segment's $25k–$80k normalization band.

In-year deliveries were dominated by the fully loaded Edition 1 at roughly $112,595 with destination as remaining reservations were fulfilled through 2023; the EV3X was the only other trim on sale. Both configurations sit well above the truck segment ceiling.

The EV powertrain eliminates oil changes and cuts brake wear thanks to one-pedal driving, but the Hummer's 35-inch Goodyear Wrangler Territory MT tires run about $500 each installed, the four-corner air-suspension is a known wear item, and body panels/glass are far more expensive to replace than a mainstream half-ton. Net estimate lands mid-pack for the truck band ($3,500–$11,000).

Early 2022 Edition 1 examples that traded near MSRP in 2022 fell to the mid-$70k range by 2024–2025 as EV3X supply grew and used-EV demand cooled. Projected residuals from KBB/ALG place five-year retention in the low 40s — below the truck band's 50–75% floor.

GM's standard new-vehicle limited warranty of 3 years or 36,000 miles applies — no extended basic coverage on the Hummer EV. Matches segment floor, not above it.

As an EV, the load-bearing warranty is the propulsion battery — 8 years or 100,000 miles per GM's EV coverage, matching the federal minimum. Conventional powertrain coverage is 5 yr / 60k, standard for GM.

GM dropped included scheduled maintenance across GMC after 2018, so the Hummer EV comes with only the first visit's tire rotation on some trims. Perks are a mixed bag: 5-yr / 60k roadside assistance, a 3-year OnStar & Connected Services Premium Plan trial included on Edition 1/EV3X, but no complimentary public charging credits (unlike Ford's early F-150 Lightning or Rivian's Adventure network). Sits below segment average for perks.

$112,595 volume-trim price minus its estimated resale value after 5 years (42% retained, or about $47,290) leaves about $65,305 in depreciation. Add the projected $5,900 in 5-year maintenance and repairs, and owning this vehicle for 5 years costs about $71,205 in total.

The 2023 Hummer EV Pickup Edition 1 was only the second production model year of an all-new BT1/Ultium platform, and Consumer Reports has rated the model below average on predicted reliability every year since launch. With just a partial 2022 fleet ahead of it, 2023 owners were effectively early-adopter beta testers — CR annual auto survey signals for the first two model years cluster on drive system, in-car electronics, and body integrity. J.D. Power did not score the model individually in VDS due to low volume, and there is no meaningful multi-year track record to lean on.

GMC sits mid-pack in J.D. Power VDS and Consumer Reports brand rankings — better than Ram and Jeep but well behind Toyota, Lexus, and Honda. Brand-level PP100 hovers near industry average, providing neither a boost nor a penalty specifically from the badge for the 2023 Hummer EV.

The 2023 model year absorbed the brunt of the Hummer EV's early-life recall stack — 23V-098 (battery pack coolant leak allowing water intrusion into Ultium modules), 23V-322 (traction battery pack seal), and 23V-706 (loss-of-propulsion drive-unit software), plus carryover exposure to 22V-701 (EBCM software) and 22V-892/22V-889 (rear glass panel and CargoCam/CHMSL). TSB volume around infotainment, HVAC, and one-pedal drive behavior is also well above segment norms. Not fire-recall catastrophic, but a heavy campaign load for a first full production year and a red flag for prospective buyers.

The tri-motor Ultium Drive plus 24-module 800V/205 kWh battery is one of the most complex EV powertrains ever put in production, and at the 2023 model year it had barely more than a year of fleet service anywhere. Coolant-loop and battery-pack seal recalls hit the 2023 build directly, and drive-unit software campaigns raise real concerns about long-term durability that segment leaders (Model S/X-derived Tesla stack, Rivian's simpler quad-motor) don't share to the same degree. GM's earlier LG-cell Bolt EV battery-fire history also weighs on brand-level EV powertrain confidence.

MY23 was Edition 1 only — the top-of-lineup trim, so every 2023 Hummer EV Pickup came standard with leather, an Alcantara headliner, machined metal trim, and lunar-inspired accents. Reviewers generally consider the front cabin a step up from a Denali Sierra, but the lower door panels and secondary switchgear still show hard, hollow-feeling plastics that Rivian R1T, Lucid, and even the sibling Silverado EV RST match or beat at similar or lower price points.

Factory Zero (Detroit-Hamtramck) production quality on 2022–2023 Hummer EV builds drew recurring complaints for panel gaps, water leaks around the removable Infinity Roof panels, trim rattles, and dashboard squeaks — issues that progressive TSBs addressed but that were most acute on the 2023 build before process changes took hold. J.D. Power APEAL trends around segment average, but early-life fit-and-finish complaints ran well above the full-size norm.

GMC's ~1,500 US Buick-GMC franchises give near-nationwide coverage, but Hummer EV service in 2023 was limited to the ~400 EV-certified dealers with the required lifts, high-voltage tooling, and technician training — an even thinner subset than the ~600 available by 2024, leaving genuine service deserts in rural markets. J.D. Power CSI puts GMC around segment average. Coverage is far denser than Rivian's but noticeably thinner than ICE-only GMC ownership.

The 2023 Hummer EV is loaded with specialty parts that don't share with other GM vehicles — the 24-module BEV1 battery, tri-motor Ultium Drive unit, 35-inch Goodyear Wrangler Territory MT tires (~$500 each), and aluminum/composite body panels are all Hummer-specific and often dealer-only. Body-shop repair costs are elevated by the ~9,000 lb curb weight (higher damage severity in low-speed impacts) and specialty aluminum welding requirements. Aftermarket support is essentially nonexistent, and Edition-1-only production for the year makes some parts even scarcer than later trims.

GMC fits every 2023 Hummer EV Pickup with the same 13.4-inch landscape center touchscreen running the Google-built infotainment stack; no larger optional display is offered.

The Hummer EV's Android Automotive/Google-built system delivers crisp graphics, smooth animations, and a genuinely impressive UltraVision camera UI — a leap over legacy GM infotainment. Downsides in early 2023 units were heavy reliance on touch for climate/menu adjustments, occasional first-boot delays, and a handful of software bugs that OTA updates continued to iron out through the model year.

Wireless Apple CarPlay and wireless Android Auto are standard on both 2023 Hummer EV Pickup trims — a rare combination among vehicles that also ship Google built-in.

Google built-in brings Google Assistant natural-language voice and Google Maps as native navigation on all 2023 trims, with EV-aware routing that factors charging stops, battery state, and elevation. Best-in-class among mainstream trucks — voice recognition and destination search work well enough that most owners don't reach for phone projection.

A 14-speaker Bose Performance Series system is standard on Edition 1 and EV3X, with strong bass and clarity reviewers rate as solidly premium. Not quite at Rivian Meridian or Silverado EV RST AKG Studio level, but well above the full-size truck segment average.

A 12.3-inch fully digital reconfigurable driver display is standard on every 2023 Hummer EV Pickup, with distinct themes for on-road, off-road, and Watts to Freedom launch modes. Graphics are crisp, layouts configurable, and the off-road pitch/roll and torque-vectoring overlays are genuinely useful.

GM's Vehicle Intelligence Platform/Ultifi architecture on the 2023 Hummer EV supports whole-vehicle OTA covering infotainment, propulsion, battery, and Super Cruise — and 2023 buyers received multiple updates addressing early-production bugs plus feature additions. Cadence and polish trailed Rivian and Tesla, with a few updates delayed or requiring dealer follow-up.

The myGMC app plus OnStar deliver remote start/climate, lock/unlock, locate, charging control and scheduling, and trip data, with a multi-year OnStar Connected Services trial included on 2023 buys. No phone-as-key on the 2023 Hummer EV, and early-production owners reported occasional unreliable remote commands.

Standard USB-C data/power ports front and rear, wireless phone charging pad, and — uniquely — multiple 120V household outlets in the bed and cabin, plus available PowerBase 3.0 hardware enabling up to 3 kW export and vehicle-to-home backup via GM Energy. Best-in-class device and household power for the segment.

Proximity keyless entry, push-button start, remote start, and power liftgate/tailgate operation are standard on all 2023 trims, plus the power-operated frunk and removable Infinity Roof panels with lockable storage. No true digital phone-as-key on 2023 — caps the score below Rivian and Tesla peers.

UltraVision offers up to 18 camera views including under-vehicle cams with off-road guidance overlays — the most comprehensive camera package in the pickup segment and a genuine differentiator for parking a 9,000-lb, 87-inch-wide truck and picking off-road lines. HD surround view and parking sensors are standard on both 2023 trims; imagery is high-resolution and a review highlight.

The 2023 GMC Hummer EV Pickup does not offer a head-up display on any trim — GM's design choice was to route driver information through the 12.3-inch digital cluster and Super Cruise light bar on the steering wheel instead. Feature is simply absent.

The 2023 Hummer EV Pickup's ~26-inch step-in height (measured by Car and Driver/Edmunds without side steps deployed) makes hoisting a child or car seat into the rear bench genuinely difficult day-to-day, and the 38.9-in rear legroom is well short of a Silverado 1500 crew cab (~43.4 in) with a short and flat cushion that Car and Driver specifically flagged as poor for child-seat installation. LATCH anchors are conventional in the outboard positions, but the physical logistics — heavy doors, tall floor, tight rear cushion — put it well below segment norms.

Every 2023 Edition 1 (the volume trim for the year) shipped with the full GM ADAS bundle standard — AEB, front pedestrian braking, Blind Zone Steering Assist, Rear Cross Traffic Braking, Safety Alert Seat, Super Cruise — plus the standard GM rear-seat reminder. But the ~10,550-lb GVWR excludes it from both NHTSA NCAP and IIHS crashworthiness programs, so there is no independent verification of restraints, side-impact, or rollover performance for a family buyer, and severe blind zones from the tall cowl and thick pillars are a real hazard around children in driveways. The absence of any external crash rating for a family-marketed price of ~$110k is a meaningful gap.

Front-row comfort is excellent — heated/ventilated massaging power buckets, quiet cabin at cruise, plush air-sprung ride — but the rear bench's short cushion and tight 38.9-in legroom make multi-hour trips uncomfortable for adults or larger kids, and the 5-ft bed and modest 37 cu-ft bed volume constrain the family gear that would ride in a Silverado/Sierra crew cab. No rear-passenger climate zone or rear entertainment, and the 329-mi EPA range with the highest energy use of any EV truck means noticeably longer/more frequent charging stops than a Rivian R1T or Silverado EV on cross-country drives.

Silent Ultium tri-motor delivery, one-pedal driving, standard adaptive air suspension, CrabWalk 4-wheel steering, and standard Super Cruise (arguably the segment's best highway-assist) make freeway and light-traffic driving genuinely relaxing. But the truck is 86.7 in wide (~2 in wider than a full-size crew-cab pickup, wider than lane markers in older US downtown roads), ~9,060 lb, and has severely compromised natural outward visibility per Car and Driver/MotorTrend/Edmunds — the sheer size becomes a constant cognitive load in daily traffic, parking lots, and drive-throughs.

Per-mile energy cost is genuinely cheap — EPA pegs annual fuel cost around $1,750 at national average electricity rates, less than half of any gas full-size truck. But total per-mile running costs land only average because insurance runs ~$3,600/yr full coverage (roughly double a Sierra 1500), 35-in LT-rated Goodyear Wrangler Territory MT tires cost ~$500 each installed, and specialty parts push routine repair costs high. Excellent fuel side, mediocre carrying costs.

CrabWalk and 4-wheel steering cut the low-speed turning circle to ~35.4 ft — genuinely impressive for the size — and the 18-camera HD Surround Vision with UltraVision underbody views is the best camera package in the segment. But the truck is 217.5 in long, 86.7 in wide (before mirrors), and ~9,060 lb, exceeding most compact parking spaces and requiring active planning at every stop. Natural outward visibility is poor (Car and Driver/MotorTrend), and even the camera assistance can't hide the sheer footprint in dense urban settings.

1,000-hp tri-motor drivetrain and 1,046 lb-ft of motor torque never wilt under load, but the numbers that matter for real work are modest: 7,500-lb max tow (below even a base V6 F-150 or Sierra 1500), only ~1,300 lb of payload (roughly half a conventional half-ton), and a 5-ft short bed that limits sheet goods or long-material hauling. Range under tow collapses to ~150 mi per multiple independent tests, so real jobsite runs with a trailer require careful route planning.

The 2023 build absorbed the bulk of the platform's early-life recall stack — NHTSA 23V-098 (battery pack coolant leak), 23V-322 (traction battery seal), and 23V-706 (drive-unit software) — on top of carryover 2022 campaigns, and Consumer Reports has rated predicted reliability below average since launch. Luxury-oriented leather/Alcantara interior and specialty aluminum body panels are not intended for hard-use wear, and the platform has no fleet track record.

MultiPro-style dropdown tailgate with step and CornerStep, standard bed-mounted 120V/2.4-kW AC outlets, tie-down cleats, and an 11.3 cu-ft power frunk are genuinely useful jobsite features. But the 5-ft bed limits sheet goods and long material, export power capacity is roughly a quarter of Ford F-150 Lightning's Pro Power Onboard (9.6 kW), no built-in inverter big enough to run a jobsite tool station, and virtually no third-party upfit ecosystem (racks, service bodies, cap fitments) exists for the Hummer EV in 2023.

Standard adaptive air suspension delivers a plush, cushioned highway ride, acoustically laminated glass keeps cruise noise reasonable, front-row seats are heated/ventilated with massage on Edition 1, and Super Cruise makes long freeway stints nearly effortless. Range works against it, however — 329 mi EPA is the shortest of the emerging EV-truck field, in-cold-weather and 75-mph testing typically drops that below 250 mi, and 350-kW DC fast charging tops out around 100 mi in ~10 min but the huge 205-kWh pack still takes ~40 min to reach 80%. Rear-seat comfort limits four-adult trips.

Genuinely elite adventure hardware — up to ~15.9 in of ground clearance in Extract Mode, 44.3° approach and 33.7° departure angles, standard 35-in Goodyear Wrangler Territory MT tires, front and rear locking e-differentials, CrabWalk 4-wheel steering, Terrain Mode with UltraVision underbody cameras, standard 120V bed outlets for camping and gear, removable Infinity Roof panels for open-air motoring, and 7,500-lb tow rating covering most toy trailers. As pure off-pavement capability the 2023 Hummer EV outpoints Raptor and TRX on paper and matches Rivian R1T in most real-world tests.

Clever storage well above segment norms — 11.3 cu-ft power-operated frunk, removable Infinity Roof glass panels that stow under the frunk lid, dropdown MultiPro tailgate with step, drop-down rear window for pass-through loading, and 7,500-lb tow rating covering most bike/kayak/UTV trailers. What holds it back versus Rivian R1T (67 cu-ft covered gear tunnel + frunk + bed) and Silverado EV (Midgate + 6.4-ft-with-Midgate bed) is a fundamentally short 60-in bed that can't take a mountain bike upright or a paddleboard flat, and no midgate or gear tunnel to lengthen it.

Adaptive Air Ride, 4-wheel steer, and torque vectoring mask the mass better than expected, but at ~9,063 lb the Edition 1 pickup is ponderous through corners with heavy body roll and limited grip from off-road-biased 35-in Goodyear Wrangler Territory MT tires. Instrumented skidpad and lane-change results trail lighter EV rivals like the Rivian R1T by a wide margin.

Steering is light and largely numb on-center, tuned for low-effort maneuvering of a nearly 5-ton truck. The 4-wheel steering system with CrabWalk is a functional highlight, sharpening low-speed response and enabling parallel diagonal moves, but true road feel and buildup are minimal.

Six-piston front Brembos have to arrest ~9,000 lb, and instrumented 70–0 stops land near 200 ft — long even for a full-size truck. Regen blending in one-pedal mode is smooth and predictable, but pedal feel is soft under repeated stops and fade shows in mountain driving.

The tri-motor Ultium powertrain delivers instant, seamless torque with no shift interruptions and no low-speed shunt. Watts to Freedom launch mode is calibrated dramatically but cleanly, and normal throttle tip-in is well-mannered with strong linear response through the whole speed range.

Motor whine is minimal at cruise and only becomes audible under hard acceleration; there is no engine noise to intrude. Tire roar from the 35-in MT off-road tires and wind noise around the boxy shape are the main NVH complaints, but those are not powertrain-related.

Rear-wheel steering is standard on Edition 1, cutting the effective turning diameter to about that of a compact car despite the ~135-in wheelbase.

Commanding seating position with power-adjustable seat and column, plus a huge 13.4-in touchscreen and 12.3-in gauge display. Downsides are significant: thick A-pillars, tiny rear window, and very high step-in height compromise visibility and ingress; some HVAC and drive-mode controls are buried in menus.

Watts to Freedom launches, CrabWalk, Extract Mode ride-height lift, and the Infinity Roof open-air experience give the Hummer EV a genuine spectacle factor unmatched in the segment. It's not a corner-carver, but the sheer novelty and grunt make it a truck people actively enjoy driving, especially off-road.

Both 2023 trims arrive loaded: adaptive air suspension, four-wheel steering with CrabWalk, removable Infinity Roof panels, 13.4-inch infotainment, 12.3-inch driver display, Extract Mode, 800V DC fast charging, and the full active-safety suite; Edition 1 adds Super Cruise and a heavier feature stack. Content is exceptional in absolute terms, though the entry point is higher than 2024 (no 2X yet) so per-dollar generosity is slightly weaker than the following model year.

With the entry EV3X at ~$106,945 and Edition 1 above $112,000, the 2023 Hummer EV Pickup carries a heavy premium over Rivian R1T Adventure (~$73,000), Ford F-150 Lightning Lariat/Platinum ($75–85K), and even the Silverado EV RST First Edition ($104,995 with more range) — rivals that deliver comparable or better range and efficiency for materially less money. Dollars-per-feature math is unfavorable and worse than MY2024 because 2023 had no sub-$100K trim.

For 2023 the pickup lineup was effectively two trims — Edition 1 (finishing reservation deliveries) and the newly opened EV3X — both single crew-cab short-bed. No 2X (MY2024), no work-truck base, no extended cab, no long bed. Buyers pick the badge and color, not the configuration.

GM reported 3,244 Hummer EV deliveries in 2023 (pickup + SUV combined), up from just 854 in 2022 as Factory Zero ramped, but still a small fraction of GM's ~40k/yr target and orders of magnitude below F-150 Lightning (~24k) or even F-150 ICE (~750k). Halo product, not a volume player.

The Hummer sub-brand's cultural cachet was near its post-relaunch peak in 2023 — still a fresh reveal in mainstream awareness, huge social-media and enthusiast-press presence, and a genuine halo for GMC's premium positioning. Efficiency/curb-weight criticism existed but had not yet cooled enthusiasm the way it would by 2025.

Through 2023, Edition 1 examples routinely transacted at or above MSRP and EV3X allocations were spoken for; dealers had little reason to discount. The truck exceeds the IRA $80K price cap so no consumer EV tax credit applies; the commercial-lease $7,500 credit was becoming available mid-year but pass-through to Hummer EV lessees was not yet a promoted program. Buyer-side deals were thin.

The Ultium-based Hummer EV Pickup launched as a late-2021 MY2022 vehicle, making 2023 only its second model year — still the newest full-size EV truck platform in the segment at that moment, with 800V architecture and features rivals hadn't matched. Only the addition of the EV3X trim in 2023 substantively changed the lineup.

Won 2022 MotorTrend Truck of the Year at launch — a halo the 2023 model year still rode — with strong praise for engineering, 4-wheel steering, straight-line performance, and Watts to Freedom. Comparison tests during 2023 (Car and Driver, MotorTrend) already tended to place the Rivian R1T ahead on livability and efficiency, but individual reviews averaged 4 to 4.5 stars.