2024 GMC Hummer EV

2024 Hummer EV Pickup lineup was dominated by the 3X tri-motor after Edition 1 sold out; the 2X dual-motor (570 hp) production ramp was still limited during MY24. 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 is wheel torque including reduction gearing, not comparable to ICE crank torque. Unchanged for MY24.

3X tri-motor 2024 volume trim runs to 60 mph in the low-3s with Watts to Freedom launch mode engaged; Edition 1 (still available early MY24 in limited numbers) claimed 3.0 s. Instrumented tests corroborate 3.3–3.6 s for tri-motor variants.

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 and 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 support.

e4WD standard on every 2024 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/Edition 1) during 2024. No gas, diesel, hybrid, or PHEV option — a deliberate single-powertrain lineup. Buyers who need range flexibility have no alternative within the model.

MY2024 is a change year, not a carry-over: GMC's own order guide lists the Ultium 20-module pack (830 hp) as the 3X Pickup's battery, with the 24-module 1,000 hp pack moved to the options sheet, and the EPA rated that volume configuration at 53 MPGe combined — six MPGe better than the 47 the 24-module Edition 1/3X certified at, because roughly 35 kWh less battery is being hauled around. It is still the least efficient EV pickup sold, a consequence of the ~9,000 lb curb weight and the brick aerodynamics.

59 MPGe in the city for the 2024 3X — regenerative braking and one-pedal driving recover a real share of the energy it takes to launch nine thousand pounds away from every stop, and city is comfortably this truck's strongest economy number.

48 MPGe highway remains the worst figure in the EV-truck field — the flat face and 35-inch tires dominate at speed, and highway range (279 mi) falls 35 miles short of the combined rating. The mud-terrain Extreme Off-Road configuration drops further, to 45 MPGe.

314 EPA miles from the ~170 kWh 20-module pack that is the 3X's battery for 2024 — mid-pack among EV trucks and well short of the Silverado EV and the range-topping Rivian, though the optional 24-module pack lifts GM's own estimate to 381 mi. Range held roughly flat year over year despite the smaller pack, because the lighter truck gained six MPGe.

A genuine 2024 regression for the volume truck: with the 20-module pack now the 3X's battery, peak DC power is 300 kW rather than the 350 kW the 24-module Edition 1 and 2023 3X accepted — GMC lists the 350 kW capability as included only with the optional 24-module pack. Some secondhand write-ups still quote 350 kW for the 20-module truck; the manufacturer's own order guide is explicit that they do not. 300 kW off an 800V architecture is still near the top of the EV-truck field.

GMC quotes miles-per-minute rather than a 10–80% time, so this is derived — but two independent derivations land in the same place. Moving 70% of the ~170 kWh 20-module pack is ~119 kWh, which at the ~165 kW session average a 300 kW-capped Ultium truck sustains works out near 43 minutes; GM's own "100 miles in as little as 14 minutes" implies ~232 kW across the early window and, with the taper to 80%, a total around 42. Quicker than the ~50 minutes the 24-module truck needs, but still one of the longest sessions in the segment because the pack is simply enormous — the consolation is that those minutes buy roughly 190 miles.

The EPA's own MY2024 label puts home-charging energy at $1,450 a year — about a third of what a gas full-size truck costs to fuel, but still the most expensive EV pickup to keep charged, roughly 30% more than a Silverado EV or F-150 Lightning and 60% more than an R1T.

Living with it is straightforward but expensive. The 19.2 kW/80A onboard AC charging module refills the ~170 kWh pack overnight — the EPA puts a full 240V charge at 10.5 hours, against roughly 19 for the 11.5 kW 2023 truck — and there is no fuel-grade requirement at all. What holds the score down is appetite: 63.4 kWh/100 mi is the highest consumption of any EV on sale, so the electricity bill runs well above a Lightning's or a Silverado EV's, and the 19.2 kW charger wants a 100A circuit most garages do not have (the standard portable cord is 1.4 kW on 120V / 7.7 kW on 240V). Scored below the Silverado EV (80), Cybertruck (88), R1T and Ram REV (90) and F-150 Lightning (92), which offer the same convenience without the consumption.

The 2024 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 ~9,000 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 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.

GM's Buckle to Drive plus the Driver Assist safety bundle is standard across all 2024 Hummer EV Pickup trims (EV2, EV2X, EV3X, Edition 1): Automatic Emergency Braking, Forward Collision Alert, Front Pedestrian Braking, Lane Keep Assist with Lane Departure Warning, IntelliBeam auto high beams, Following Distance Indicator, Rear Park Assist, Safety Alert Seat, and HD Surround Vision. Adaptive Cruise Control, Rear Cross Traffic Braking, and Blind Zone Steering Assist are standard on 3X and Edition 1 (the volume trim in 2024 given Edition 1 is sold out) but bundled into an option on lower trims — a mild gap that keeps this from a top-tier score.

GM's Enhanced Automatic Emergency Braking with Front Pedestrian Braking is standard, and the shared GM ADAS stack has generally earned Advanced/Superior ratings in IIHS front crash prevention tests on other 2024 GM trucks (Silverado, Sierra). But the Hummer EV specifically has no IIHS front crash prevention rating, and its enormous mass (~9,000 lb curb) makes real-world stopping distances longer than the same sensor suite achieves on a lighter Sierra — reviewers note braking distances are long for the size.

Blind Zone Steering Assist (active steering intervention, not just alerts) and Rear Cross Traffic Braking are standard on the 3X/Edition 1 volume trims for 2024, 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 all trims and, when Super Cruise 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 width in narrower US lanes triggers frequent corrections.

Full-speed-range Adaptive Cruise Control with stop-and-go is standard on 3X/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 the 3X trim (the volume trim for 2024 after Edition 1 sold out) and includes automatic lane change on demand. As of 2024 the Super Cruise compatible highway network covers ~400,000 miles of divided highways in the US and Canada — the broadest hands-free footprint of any system after Tesla's, and the only one operating on truly hands-off, eyes-on principles with a driver monitoring camera. Consistently rated the best hands-free system in Consumer Reports' ADAS rankings.

Full LED headlamps with IntelliBeam automatic high-beam control are standard across all 2024 Hummer EV Pickup trims — a strong hardware baseline. However, IIHS has never rated Hummer EV headlights (vehicle isn't in the tested class), and reviewer commentary notes the 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 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 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 2024 Hummer EV Pickup is offered exclusively as a five-passenger crew cab across all trims (EV2, EV2X, EV3X, Edition 1) 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 136.0-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 unlike the Silverado EV, 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 MultiFlex-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 / 3.0 kW with the PowerBase charger — up to 10 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 across all 2024 trims. The 3X (the volume trim after Edition 1 sold out) adds 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 MY2024 the Hummer EV Pickup 2X became the entry trim (the announced sub-$90K EV2 was delayed). Even the base trim is well above the truck normalization band ceiling of $80K, so the pricing score bottoms out.

3X was the stocking volume trim in 2024 as production ramped and Edition 1 sold out. Real-world builds with the Extreme Off-Road Package push transaction prices toward $115K. Miles above the segment band, so the score floors.

EV drivetrain trims routine service (no oil, minimal brake wear thanks to regen), but Hummer-specific 35" Goodyear Wrangler Territory MT tires (~$500 each) and 9,000+ lb curb weight accelerate consumables. Net is still below ICE full-size trucks but above lighter EV pickups.

Hummer EV has suffered severe depreciation — early 2022 Edition 1 examples lost 30%+ in year one as dealer supply outpaced demand and $7,500 federal credit availability expanded. Projected 5-year residual sits in the low 40s%, well below segment leaders and even below Rivian R1T.

Standard GMC bumper-to-bumper coverage — segment floor for a luxury-priced EV, well behind Rivian's 5/60 basic warranty.

Federally mandated 8-yr/100k battery + drive-motor warranty is the meaningful figure for an EV. Matches Rivian and Cybertruck floor but shorter than Chevy Silverado EV's 8/100 battery — no differentiation on this axis.

Hummer EV shipped with a meaningful perk stack — free ChargePoint Home Flex Level 2 charger, 3-yr OnStar Premium trial with in-vehicle Wi-Fi and connected services, 5-yr/60k roadside assistance, and one complimentary maintenance visit. The included home charger (~$700 value) is a notable differentiator vs. most Detroit-Three trucks.

$108,940 volume-trim price minus its estimated resale value after 5 years (42% retained, or about $45,755) leaves about $63,185 in depreciation. Add the projected $6,300 in 5-year maintenance and repairs, and owning this vehicle for 5 years costs about $69,485 in total.

Consumer Reports has rated the Hummer EV Pickup below average on predicted reliability every year since launch, citing the all-new Ultium/BT1 platform, unusually complex 24-module 800V battery, and repeated owner complaints about drivetrain and software issues. J.D. Power has not scored it individually in VDS due to low volume, but 2024 is only the third model year of a completely new architecture — no 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, giving neither a boost nor a penalty specifically from the badge.

The Hummer EV Pickup has accumulated an unusually heavy recall stack for its low production volume — including 22V-701 (EBCM software), 22V-892 (rear glass panel), 23V-098 (battery pack coolant leak), 23V-706 (loss-of-propulsion software), plus additional campaigns touching window trim, hood latch, and drive-unit software carrying into 2024 builds. TSB volume around infotainment, HVAC, and one-pedal drive behavior is also above segment norms. Not fire-recall catastrophic, but well beyond typical activity for a new luxury pickup.

The tri-motor Ultium Drive plus 24-module 800V/205 kWh battery is one of the most complex EV powertrains in production and has no meaningful high-mileage track record — the earliest 2022 examples are just crossing 3–4 years of service. Coolant-loop and battery-module recalls in 2023 and drive-unit software campaigns raise real concerns about long-term durability that the segment leaders (Model S/X-derived Tesla stack, and Rivian's simpler quad-motor) don't share to the same degree. No proven decade-long track record for any Ultium component yet.

For a $100K+ luxury EV the cabin is decent but not class-leading — Edition 1 and 3X trims get real leather, Alcantara headliner, and machined metal trim pieces, and reviewers generally consider it a step up from a Denali Sierra. However, lower door panels and secondary switchgear still show hard, hollow-feeling plastics that Rivian, Lucid, and even the Silverado EV RST match or beat at similar or lower price points.

Factory Zero (Detroit-Hamtramck) production quality on early Hummer EV builds has drawn recurring complaints for panel gaps, water leaks around the removable Infinity Roof panels, trim rattles, and dashboard squeaks — issues addressed in progressive TSBs but still surfacing in 2024 builds. J.D. Power APEAL trends around segment average, but early-life fit-and-finish complaints run above the full-size norm.

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

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" 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 9,000+ lb curb weight (higher damage severity in low-speed impacts) and specialty aluminum welding requirements. Aftermarket support is minimal for the low production volume.

GMC fits every 2024 Hummer EV Pickup trim with the same 13.4-inch landscape center touchscreen running the Google-built infotainment stack; there is no larger optional display.

The Hummer EV's Android Automotive/Google-built system delivers crisp graphics, smooth animations, and a genuinely impressive UltraVision camera UI, and reviewers consistently call it a leap over legacy GM infotainment. Downsides are a heavy reliance on touch (climate is buried in a persistent tray but adjacent controls are on-screen), a menu structure that hides some vehicle settings, and occasional first-boot delays on cold starts — usable and modern but not as slick or responsive as Rivian's or Tesla's stacks.

Wireless Apple CarPlay and wireless Android Auto are standard on every 2024 Hummer EV Pickup trim — a rare combination among vehicles that also ship Google built-in, and matched only by a few luxury peers.

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

A 14-speaker Bose Performance Series system is standard on 3X and Edition 1, with strong bass response and clarity that reviewers rate as solidly premium — the 2X still gets a good baseline Bose setup. Not quite at the level of Rivian's optional Meridian or the Silverado EV RST's AKG Studio, but well above segment average for a full-size truck.

A 12.3-inch fully digital reconfigurable driver display is standard on every 2024 Hummer EV Pickup trim, with distinct themes for on-road, off-road, and Watts to Freedom launch modes. Graphics are crisp, layout is configurable, and the off-road pitch/roll and torque-vectoring overlays are genuinely useful.

GM's Ultifi platform on the Hummer EV supports whole-vehicle OTA covering infotainment, propulsion, battery, and driver-assist — and 2024 buyers have received meaningful over-the-air additions (Super Cruise refinements, Google system updates, drive-mode tweaks). Execution has been rougher than Rivian or Tesla, with fewer major feature drops per year and some updates delivered slowly or requiring dealer follow-up when they fail.

The myGMC app plus OnStar deliver remote start/climate, lock/unlock, locate, charging control and scheduling, and trip data — with 5 years of OnStar Connected Services included on 2024 Hummer EV buys, which is more generous than most rivals. It lacks digital phone-as-key on the 2024 model (a feature Rivian, Tesla, and some Ford trims already have), and reliability of remote commands has drawn recurring complaints in owner surveys.

Standard USB-C data/power ports front and rear, wireless phone charging pad, and — uniquely — the Hummer EV ships with multiple 120V household outlets in the bed and cabin plus an available PowerBase 3.0 charger that enables up to 3 kW of vehicle-to-vehicle 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 hands-free power liftgate (via the MultiPro-style tailgate) are standard on all trims, plus power-operated frunk and roof-panel storage. The 2024 truck does not yet offer a true digital phone-as-key — that stayed on the roadmap through 2024 — which caps the score below segment leaders like Rivian and Tesla.

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 both parking a 9,000-lb, 87-inch-wide truck and picking a line off-road. HD surround view and parking sensors are standard on 3X and Edition 1; imagery is high-resolution and reviewers consistently call it out as a highlight.

The 2024 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.

Crew-cab layout with wide-opening rear doors and full outboard LATCH anchors, but the ~15.9 in Extract Mode / ~11.9 in normal ground clearance and running-board-required step-in height turn every car-seat load into a lift. Flat, upright rear bench complicates tight LATCH base attachment, and 40.9 in of rear legroom is only mid-pack for a full-size truck.

Buick/GMC Pro Safety Plus (AEB, lane keep assist, adaptive cruise, IntelliBeam, rear-seat reminder) is standard on every 2024 trim and Super Cruise is standard on the volume 3X and Edition 1, but the Hummer's ~10,550 lb 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 Ultium powertrain, adaptive air suspension, one-pedal driving and standard Super Cruise on 3X/Edition 1 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), 86.7 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) 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 GM Fleet program for the Hummer EV, no fleet track record, and 35–37-in tires wear fast under load — the opposite of a work-hardened truck.

Standout onboard power story: PowerBase 3.0 with 120V household outlets in the bed, wireless charging and USB-C ports throughout, and optional GM Energy PowerShift bidirectional V2H — a jobsite generator in truck form. Held back by single-piece tailgate (no MultiPro on Hummer EV), 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 and Edition 1, with the largest mapped-road network in North America) make the 2024 Hummer a genuinely relaxed cruiser. 314 mi EPA range (381 mi on Edition 1) plus 800V / 350 kW DC fast charging handles road trips, but range trails serious EV-truck rivals 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 (3X) or 37-in (Edition 1 option) 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 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 2024 Hummer EV Pickup's ~9,000+ lb curb weight overwhelms its chassis; standard 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 (85) despite comparably sophisticated hardware — the mass is the ceiling.

Quick-ratio electric power steering is direct and predictable on-center, with standard 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, on par with Silverado EV / F-150 Lightning.

Six-piston Brembo front calipers and large rotors produce confident initial bite, but the mass produces 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 3X (830 hp) 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 only the Rivian 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 with typical EV serenity.

Standard 4-wheel steering (which also enables CrabWalk diagonal driving) shrinks the curb-to-curb turning circle to roughly 37 ft — remarkably tight for a truck this size and near the top of the truck-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 (~93.7 in with mirrors folded) 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 (85) on enthusiast recommendation; ahead of the ICE Sierra 1500 as pure spectacle.

The new-for-2024 2X trim (~$100,840 with destination) 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, 800V DC fast charging, and newly standard bidirectional PowerBase (V2H) charging plus the full active-safety suite. 3X adds Super Cruise standard and additional performance software. Standard content is exceptional in absolute terms, though the score is calibrated against price rather than raw dollars.

At ~$100K–$120K as-equipped, the 2024 Hummer EV Pickup commands a heavy premium versus Rivian R1T Dual/Quad ($73–100K), Silverado EV RST ($96K launch price, then $75K RST FE), Ford F-150 Lightning Platinum ($85K), and Cybertruck AWD/Cyberbeast ($80–100K) — rivals that deliver comparable or better range and efficiency for materially 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 2024 pickup lineup running 2X and 3X (Edition 1 sold out prior); the limited 3X Omega Edition adds flavor but not real choice. Buyers cannot spec a work-truck base, extended cab, or long bed as F-150 or Silverado 1500 shoppers can.

GM combined Hummer EV Pickup+SUV US deliveries landed in the low-teens thousands for calendar-year 2024, well below the original ~40k/yr Factory Zero target, and GM announced Ultium production adjustments through the year. Pickup share of that mix runs a fraction of what mainstream full-size trucks move monthly — a slow-selling halo rather than a volume player, though not yet as depressed as the 2025 slide.

The Hummer sub-brand still carries genuine cultural cachet and the EV relaunch produced a real halo effect for GMC's premium positioning, still relatively fresh in the mainstream consciousness in 2024. Offset by the polarizing ~9,000-lb footprint and efficiency criticism that had begun to cool enthusiast image from the 2022 launch peak.

As demand softened through 2024, GMC began advertising lease specials that pass through the $7,500 commercial-lease EV credit (the truck itself exceeds the IRA $80K price cap for the consumer purchase credit), plus GM Employee Pricing and occasional dealer discounts on aged 2X/3X inventory. Meaningful buyer benefit versus 2022–2023 when Hummer EVs traded above MSRP, but not yet as heavy as the 2025 push.

The Ultium-based current generation launched as a 2022 model, placing 2024 in its third model year — squarely mid-cycle. MY2024 added meaningful updates (bidirectional PowerBase V2H charging, expanded Super Cruise, revised trim structure with new 2X entry point), keeping the platform current and still well ahead of ICE full-size peers on platform tech.

Won 2022 MotorTrend Truck of the Year at launch with strong praise for engineering, four-wheel steering, and straight-line performance, and continued to draw respectable 4- to 4.5-star reviews in 2024. Comparison tests through 2023–2024 typically placed it behind Rivian R1T on livability and efficiency; reception is solid but no longer segment-defining.