I was certain of one thing during the transcontinental flight from Fort Lauderdale to San Francisco, where I was to drive the 2024 GMC Hummer EV SUV: with less than 200 ponies shy of 1,000 horsepower, this thing was going to be fast. What I wasn’t so sure about were its other qualities, like ride, handling, refinement, and comfort. Turns out, those ended up being just as impressive as its ability to accelerate.
Pro tip: if you don’t want to read, hit play on the video below.
The Looks
Finished in the unique Moonshot Green Matte hue exclusive to the limited Edition 1 models, the Hummer EV SUV is big, but in a unique way. It’s not big in the same way that the GMC Yukon is, but it certainly has more presence. Chalk that up to a combination of a very upright aesthetic with large dimensions, and proportions that are noticeably optimized for off-road performance.
Indeed, the GMC Hummer EV SUV turns heads. In just the first few minutes of riding in the front passenger seat around the Fisherman’s Wharf area, I had the pleasure of observing this big electric utility turn more heads than my Corvette C7 Grand Sport turns in downtown Miami (with the exhaust flaps fully open, of course). In fact, a rear seat passenger of a “highly modified” Acura ILX, complete with red Honda badges, a massive muffler, and enough negative camber to make a baby giraffe jealous, even wound down his window to record the Hummer EV SUV as we drove across the Golden Gate Bridge. Yes, this thing turns heads all over, and not only because it’s “the new Hummer,” but because it has road presence in spades.
| Model | 2024 GMC Hummer EV SUV Edition 1 |
| Powertrain | 3-motor AWD (2 in rear, 1 in front) |
| Battery | 20-module Ultium Cells |
| Range | ~280 from single charge |
| Power | 830 horsepower |
| Torque | 11,500 lb-ft at crank, ~1,200 lb-ft at wheels |
| Starting MSRP | $104,000 USD |
| Curb weight | TBD (less than 9,000 pounds) |
The Ride
Since I was riding the first leg of this trip, I’ll tell you about that first: the front passenger seat is a comfy place to be, with well-padded armrests and a plush seat with heating and ventilation. It also makes for a great observation deck, with exceeding visibility throughout. It did take me some time, however, to get accustomed to the absence of an overhead “oh $hit” handle – the result of the removable Infinity Roof panel. Instead, passengers will need to make do with door-mounted handles instead.
Something else that instantly stands out while riding shotgun is the massive 13.4-inch center screen. Not only is the screen crisp and its icons, animations and graphics modern and attractive, but it’s also surrounded by a rugged-looking trim with a unique border. The screen at home doing essentially anything that’s thrown at it, particularly the full-screen, Google-powered maps app.
Riding shotgun also allowed me to appreciate the rugged-looking controls, decor and trim pieces, such as the lunar topography etched onto the speaker grilles, the unique pattern around the buttons and dials, or the oversized outboard AC vents; only about half of the enclosure is for delivering air to the cabin, and the rest is for pure aesthetics. All of these elements give the cabin a high-tech theme with a rugged, brawny character and just the right dose of off-road vibes. It’s attractive, but it’s not for everyone.
The Drive / Highway
Video timestamps: 9:05 – 14:05
The first thing I noticed when getting behind the wheel is the massive amount of power. Let’s just say that I had no trouble merging onto a busy San Francisco highway during evening rush hour traffic, and putting this near 9,000-pound electric vehicle – GM has yet to release the official curb weight – wherever I wanted to. In typical EV fashion the power is silky smooth, as if propelling the vehicle by magic. All of that I expected and was fully prepared for.
What I wasn’t all that prepared for is the Noise, Vibration, and Harshness (NVH) levels, which were kept to a minimum. To my surprise, the Hummer EV SUV is quiet on the highway, with not much wind, tire or outside noises getting into the cabin. There were, however, times – around the 80 mph mark – when wind noise became noticeable. I initially assumed that this was the result of the upright shape of the windshield creating a collision between the atmosphere and the vehicle, with the removable roof panels, which aren’t exactly known for having vault-like qualities in the Corvette, doing their part in contributing. However, Lead Development Engineer, Aaron Pfau, later explained to me that this was actually due to the models being pre-production units. As it turns out, the handful of Hummer EV SUV models available for this drive were all built months ago, and were thus missing some of the front end insulation that weren’t available at the time. Pfau assured me that this insulation will be present on production vehicles, thereby removing the wind noise.
Beyond that, the Hummer EV SUV is quite composed on the highway, its Continuous Damping Adaptive Ride Control (RPO code F45; standard on 2X, 3X and Edition 1 models) soaking up the bumps well, without making the ride too floaty or sloppy.
The seating position is great, with a power tilt and telescoping steering column and 12-way power driver’s seat, including four-way lumbar, making it easy to find the perfect position. One interesting characteristic – whether on purpose or completely by accident – is that the console-mounted shifter is positioned just perfectly to serve as a very ergonomic hand rest for those who like to drive with their hand on the shifter. There’s no awkward slope from the center elbow rest to the shifter. Instead, it’s just right. Another amusing bit is that the Hummer EV SUV, just like its pickup relative, has three windshield wipers. It was the only way to wipe the entire windshield, explained the engineers.
And for those times when you don’t feel like driving on the highway, just turn on Super Cruise and enjoy the ride. Even in the wet, rainy conditions of highway driving on my second day, the Level 2 driving assistant worked flawlessly on San Fran’s busy and curvy highways.
All in, driving this big, electric rig on the highway was quite a pleasant and calming experience, though one stab of the throttle can instantly change that. Your wish is your command.
The Drive / Twisties
Video timestamps: 0:33 – 9:00
Then came the Napa Valley twisties. This is a (roughly) 4.0-ton behemoth that will probably feel more at home off-road, I thought. I was wrong. The Hummer EV SUV handled the twisties like an absolute champ, conquering the road with a smile, all while asking for more. Though the steering feel isn’t anything to write home about, this massive utility handled the curves without a single drop of sweat, taking the corners like a champ and delivering confidence-inspiring braking.
Brake early, take the curve fast, mash the throttle on exit, and you’ll be smiling well after you’ve arrived at your destination. Though we doubt that many Hummer EV owners will go canyon carving all that often, they certainly can if they want to… just keep in mind that the seats don’t have nearly enough bolstering to support the Hummer’s cornering capability.
The Hummer’s handling prowess can be chalked up to a perfect alliance of the BT1 platform, known internally within GM as UltiBody, and the aforementioned Continuous Damping Control, resulting in one of the most impressive automobiles that I have ever had the pleasure of driving. The UltiBody is one of the most interesting components here, and is often misunderstood. You see, the body and battery pack are integral to one another with the BT1 architecture, with the battery pack sliding into the bottom of the body during assembly. In other words, this is not a typical body-on-frame architecture, like the one used on such internal combustion models as the GMC Yukon or GMC Sierra. Instead, it’s a whole new way of building a vehicle. Not only does this methodology deliver a low center of gravity, but it also enables a stiff foundation with more structural rigidity. The result is a vehicle that doesn’t drive like a body-on-frame truck or a unibody vehicle, but like something in between.
At the risk of sounding repetitive, I simply could not believe that a vehicle of this size, weight and shape could cut so masterfully through the winding Napa Valley backroads. At one point, I caught up to a Porsche Cayenne Turbo, who was also having fun doing some spirited driving through the twisties. After a few minutes of cat and mouse, the Porsche pulled over to let me by; he didn’t come close to catching up until I pulled off ten minutes later to take some photos. Indeed, the Hummer EV SUV seems to have handled the twisty roads with more confidence and poise than a high-performance Porsche crossover that starts at around $150,000. This would be expected in a straight line, but the fact that this took place on a winding road is more impressive yet.
None of that is to say that the Hummer EV SUV is a precision instrument like, say, a Corvette, Camaro SS 1LE or ZL1 1LE. No, the Hummer goes about its business in a much different way, but one that’s also very effective. That’s very high praise coming from someone whose daily driver is a C7 Grand Sport, often regarded as one of the best-handling vehicles in the world.
I would be remiss to not mention this: the model I’ve been driving and discussing all this time was not equipped with the optional Extreme Off-Road Package (RPO code Z6X), which means that it rode on a set of Goodyear Wrangler All Terrain (AT) tires, as opposed to the Mud Terrains included with Z6X. This is a key distinction, as the tire – customized to GM’s spec – had less sidewall with a tread pattern and general construction better suited for on-road shenanigans. There’s also the fact that models with the Z6X package do away with the rear stabilizer bar, while models that are not equipped with the off-road pack end up keeping it, resulting in better torsional rigidity better suited for on-road shenanigans.
What’s more, the Hummer EV SUV’s rear wheel steering system is also what enables it to be so poised in the twisties, masking its weight and not-so-small footprint. I imagine that the Hummer would feel a lot less nimble had the rear wheels not been able to turn in conjunction with the fronts.
Watts To Freedom, And Beyond
Video timestamps: 14:10 – 17:00 (if you watch nothing else, do watch this part)
The aptly-named Watts to Freedom feature is a mode optimized to deliver the fastest available acceleration in the Hummer EV. A double-press of the traction control button on the center stack enables the mode, but only if there’s enough charge (over 100 miles in remaining range). At this point, a few things take place, including:
- The battery pack is preconditioned for optimal performance
- The vehicle is lowered to the lowest available ride height via the air suspension
- The sound, piped into the cabin via speakers, changes to a more aggressive and noticeable tone
- The driver’s seat begins to pulse via the Safety Alert Seat functionality
From there, the digital gauge cluster provides instructions to the driver. It starts with fully depressing the brake pedal, followed by flooring the gas accelerator. Then, just slip off the brake. What happens next can only be described as the equivalent of the launch of the Hulk rollercoaster at Islands of Adventure – a remorseless bout of acceleration that makes the Hummer perform a squat so deep that it shoved me into the back of my seat, causing my sunglasses to fly off the top of my head. Indeed, I certainly felt the watts… and the freedom.
Though I had no way of knowing if we achieved GM’s advertised 0-60 mph performance in 3.5 seconds for the Hummer EV SUV Edition 1, the acceleration felt brutally fast, even on the slick, rained out stretch of asphalt. All one hears from the outside of the vehicle, besides the baritone EV sound that emanates from the Hummer EV, are tires gripping onto the road for dear life. And did I mention the squat? So. Much. Squat.
Hummer EV SUV vs. Pickup
Some have been chomping at the bit to find out how the Hummer EV SUV drives compared to the Hummer EV Pickup. Though it’s been a while since my last, relatively brief, stint behind the wheel of the Hummer EV Pickup, I will say that the SUV drives a bit smaller and feels somewhat more “tossable” in the twisties, a result that was to be expected given the SUV’s shorter wheelbase and slightly lower weight.
| Hummer EV SUV | Hummer EV Pickup | |
|---|---|---|
| Wheelbase (in. / mm) | 126.7 / 3,218 | 135.6 / 3,445 |
| Length without spare (in. / mm) | 196.8 / 4,999.5 | 216.8 / 5,507 |
| Width without mirrors (in. / mm) | 86.5 / 2,196 | 86.7 / 2,201 |
| Width with mirrors (in. / mm) | 93.7 / 2,380 | 93.7 / 2,380 |
| Height (in. / mm) | 81.1 / 2,060 | 80.9 / 2,055 |
| Front overhang (in. / mm) | 34.7 / 881 | 34.7 / 881 |
| Rear overhang without spare (in. / mm) | 35.5 / 900.5 | 46.5 / 1,181 |
Even so, the familial lineage between both models is evident not only in the exterior appearance as well as inside, but also in their driving mannerisms. Picking between the two body styles is simply a matter of personal preference.
| Hummer EV SUV | Hummer EV Pickup | |
|---|---|---|
| Max ground clearance (in. / mm) | 16.0 / 406 | 15.9 / 404 |
| Max approach angle1 (in. / mm) | 49.6 | 49.7 |
| Max departure angle1 (in. / mm) | 49.0 | 38.4 |
| Max breakover angle1 (in. / mm) | 34.4 | 32.2 |
| Max water fording depth1 (in. / mm) | 32.0 / 813 | 32.0 / 813 |
| Wall climb1 (in. / mm) | 18.0 / 457 | 18.0 / 457 |
| Track front and rear (in. / mm) | 73.3 / 1,863 | 73.3 / 1,863 |
| Turning circle with 4WS (ft. / m) | 35.4 / 10.8 | 37.1 / 11.3 |
| Suspension travel front and rear (in. / mm) | 13.0 / 330 | 13.0 / 330 |
Wrapping Up A Two-Day-Long Drive
The Hummer EV SUV is a vehicle that very much deserves to be called “super SUV.” It’s capable of doing it all, on the road or off, and without breaking a sweat. But what’s even more impressive to me is its dual-nature demeanor: this electric SUV is refined enough to be a nice daily driver for one, or for the whole family, but it can be an absolute beast when the time calls. This is what happens when engineers don’t hear “no” during development.
Stay tuned as we bring you our off-roading impressions in the next installment. Until then, be sure to subscribe to GM Authority for more GMC Hummer EV SUV, GMC Hummer EV news, GMC news, GM EV news, and around-the-clock GM news coverage.
Comments
The care and attention in the review, especially in addressing our questions and remarks, is much appreciated. Many thanks!
Richard: it’s my pleasure, and thank you for the kind words!
– AL
Love the comment “This is what happens when engineers don’t hear “no” during development.”
“The sound, piped into the cabin via speakers, changes to a more aggressive and noticeable tone.” LOL. Well, at least the V8 sound is Standard.
None of the sounds in the Hummer EV are (internal combustion) engine sounds. They’re more like high-tech “space” sounds and they’re not all that bad. In fact, I think they complement the overall experience quite well.
You can hear them a bit in the video embedded above, particularly in the part about Watts to Freedom.
I feel sad for whoever downvoted Alex’s comment for stating facts.
Some people don’t like space sounds and want V8 sounds.
Those people would probably be best served by a GMC Yukon, GMC Yukon XL, or GMC Sierra 1500. All three are offered with a choice of two V8 engines that can deliver “V8 sounds.”
With the 9,000 Lb. Curb Weight and less than 300 mile range the Hummer EV SUV and/or EV Truck will have to get a lot lighter and/or have a greatly increased range for me to consider replacing my 1999 and 2000 Silverado farm trucks. I perform all vehicle maintenance myself and it just now occurred to me that either EV would require replacement of both my long-serving Walker and Blackhawk floor jacks. Ha!
As a point of curiousity, may I also enquire what is known about the to the time to obtain a full charge at a Tesla Supercharge station after one of those 300 mile runs? At first blush, it appears that my old Silverados may become more and more valuable if (or when) EVs are forced upon the general public.
William – thanks for the comment. Not sure how long it would take to charge at a Tesla Supercharger. In fact, charging is something that wasn’t done all that much during this fast-paced drive. I’ll have the Hummer EV Pickup for a few days starting tomorrow, and will try to get a charge at a Tesla station.
Alex: Thanks for the note and looking forward to hearing WRT your experience. On farm business I have taken several multi-day trips where at day’s end I refuel next door to the chain hotel at which I stay. Nearly all (200+) of the hotel’s guests do the same and who might have a crystal ball on the EV-EV charging station numbers and can predict how (or when) this will pan out? No need to respond, simply a philosophical question from a long-time retired GM automotive engineer. Cheers!
My one question is one that you would not be able to answer. I wonder if GM ever plans to offer an extended Hummer SUV with the pickup wheelbase and length to enable a third row. I need 3 rows of seating if I want to take the entire family. Either that, or stick a kid in the cargo area rumble seat style.