| Pros | Cons | ||
| ✓ Big, bold and brash styling | ☓ Expensive to buy…and expensive to charge | ||
| ✓ Adrenaline-pumping acceleration | ☓ Slower-than-expected charging rate | ||
| ✓ More maneuverable than you’d think | ☓ Some of the coolest features are a pain to use | ||
| ✓ Bumps? What are those? | ☓ Interior materials aren’t great in some spots |
Overview: There’s only one word that makes sense for the decidedly nonsensical Hummer EV.
Whatever your attitude toward electric vehicles on principle may be, there’s no getting around the fact that the 2025 GMC Hummer EV pickup is utterly ridiculous. From every angle — styling, driving dynamics, price point, take your pick — this is one of the most extreme vehicles tearing up the streets and trails right now, even with Tesla’s introduction of the purposely polarizing Cybertruck.
At $106,945 to start, this 1,000-horsepower 3X trim is currently the top of the range, bringing in the same triple-motor setup as the now-unavailable Edition 1. A slightly more affordable 2X version, with a 570 horsepower dual-motor setup, is also available for $98,845 to start. Both trucks offer similar headline features as standard equipment like rear-wheel steering and CrabWalk, as well as the removable “Infinity Roof” panels and a 13.4-inch infotainment system with Google built-in apps and wireless Apple CarPlay/Android Auto. Add on options with either truck, though, and you’ll easily add thousands, if not tens of thousands, of dollars onto the overall price tag.
Despite the 2025 GMC Hummer EV pickup’s stature — and at more than 9,400 pounds, 79.1 inches tall and 86.7 inches wide, the 3X model is a gargantuan truck — you can still experience 0-60 in just 3.3 seconds, all while managing a pretty remarkable range of up to 381 miles (or 311 miles, with the two-motor configuration and a smaller battery). That turn of sports car-beating speed is possible thanks to GMC’s appropriately named “Watts to Freedom” (or “WTF” mode). A $9,995 Extreme Off-Road Package ups the all-terrain capability to another level, adding more underbody skid plates, rocker protecting side steps, upgraded half-shafts, front and rear locking differentials, 35-inch Goodyear Territory MT mud-terrain tires wrapped around 18-inch black aluminum wheels and underbody cameras.
While we did off-road this truck as well, I spent most of our week with this GMC Hummer EV on the pavement, where most owners will likely spend their time. That’s where features like Super Cruise come in extremely handy, especially for since a large truck, while the rear-wheel steering makes the truck surprisingly maneuverable given its immense girth. Head to a DC fast-charger, and GM says the 800-volt electrical architecture will be able to replenish the truck’s sizable battery pack at a rate of 350 kW (though I didn’t experience that sort of speed…more on that below).
Has anything changed for 2025?
If you’re just coming into the market for a new truck and you have more than $100,000 to drop on a supertruck like the Hummer EV, there’s not much to push you toward the 2025 model over a 2024. Two new colors are on the palette: Solar Orange and Graphite Blue Metallic, which we have here.
Otherwise, this truck carries over into the new year with no other changes.
So, what is the 2025 GMC Hummer EV truck like?
Day-to-day, driving the Hummer EV pickup has some of the same vibes as driving around in the old Hummer — fun for me, and sort of a nuisance for everyone else. That 1,000 horsepower is a cool figure on paper, but the way this truck delivers that power is absolutely jaw-dropping, and terrifying if you aren’t careful. Engage WTF mode — which GMC insists you do by pressing the traction control button twice while at a complete stop, lest you do it accidentally — and jam the throttle, and you’ll need to cling onto the steering wheel to keep all four-and-a-bit tons of truck from torque steering out of your lane.
On a hard launch, the rear end squats while the front end rears up as you’re catapulted toward the horizon, resulting in an electrifying experience (no pun intended). That is…until the laws of physics kick in. See, the 2025 GMC Hummer EV pickup has no problem whatsoever shrugging off its weight when you put your foot down, but it’s a completely different story when you try to bring it all to a halt again. It comes with the territory for something this freaking huge. Like with the rear-wheel steering, CrabWalk or the straight-line acceleration, coming to terms with the Hummer EV takes some adjusting to keep everything in check, at least at first.
With so much power, mass and knobbly off-road-focused tires at your disposal, you probably don’t the 2025 GMC Hummer EV pickup to be an efficient daily commuter. And that’s good instinct on your part, because it isn’t. In fact, at just 1.6 miles for every kilowatt-hour you drain out of the battery, it chews through electrons just as much as old-school Hummers guzzle gas. In fact, it’s about 20-30% worse on energy consumption than the Ford F-150 Lightning, Chevy Silverado EV or Rivian R1T.
If you do actually try to drive the Hummer EV like a normal person, you might be able to get that figure up a bit. I wish you luck with that. At any rate, one major benefit of the truck’s 9,400-pound mass and air suspension is the fact that it almost completely eliminates bumps. Driving over pretty much any surface nets the same result: a smooth and compliant ride.
The interior has a few interesting elements, but it doesn’t scream six figures.
Once you cope with the overall size, the 2025 GMC Hummer EV is, broadly speaking, a pretty cool place to be. You get pin-sharp graphics on the instrument cluster and the central infotainment screen (even if it’s a bit laggy to boot up at times), while the controls feel nice and beefy. The steering wheel controls make it pretty easy to navigate through a host of information right in front of the driver, while you can dive even deeper into the Hummer EV’s capabilities through the main menus.
The vehicle settings menu is especially cool, because you can access a G-meter, see your pitch and roll while off-roading, access six auxiliary switches (and customize how they’re used), and get to other useful features like Air Down Mode. The center switch behind the gear selector cycles through your various drive modes, including Terrain Mode where you can engage the front and rear lockers, as well as adjusts your ride height and lets you engage CrabWalk.
Again, on paper, all the features look great.
And the goodies keep coming: You get heated and ventilated seats (but no massage function, sadly), a heated steering wheel and the aforementioned Super Cruise which worked surprisingly well in most situations outside twisty, hilly two-lane highways. To cram in all this engineering and technology, though, you feel GMC had to make some compromises, and there are a couple places that crops up inside the Hummer EV.
The first place is the interior materials. The overall dashboard shape looks pretty cool, in my view, as do the graphics on the screens, but actual materials leave something to be desired. You don’t have to stray far from the Hummer to get a truck with a positively luxurious exterior, or even leave the brand: Just look at the GMC Sierra Denali Ultimate’s leather, open-pore wood fascias and contrast stitching. The Hummer EV’s seats are fairly comfortable and your immediate touch points like the steering wheel and center console feel nice enough, but feel around a bit more and it’s just hard plastic, hard plastic, hard plastic. At half the price, there wouldn’t be as much room to complain, but we are talking about nearly $130,000 here.
I also wish some of the 2025 GMC Hummer EV pickup’s coolest features were more straightforward to actually use. And to highlight that issue, I’ll lay out a few of the more common hurdles you may face if you actually pick one up yourself:
- Watts to Freedom mode (7 steps): When at a complete stop, press the electronic stability control button on the IP twice in short succession (the light will flash); confirm when WTF mode pops up on the cluster that you actually want to engage it; straighten the steering wheel; firmly press the brake pedal to the floor; press the accelerator to the floor; release (and hold on).
- Front and rear locking differential (4 steps): Must be done in Terrain drive mode; come to a complete stop, press and hold for 5 seconds (the light will flash quicker when you hold it for the right amount of time); release the button and both lockers will engage.
- The rear locker is a “virtual” locker, where the two rear electric motors in the rear drive unit will run at the same speed to simulate a physical locking differential.
- CrabWalk (4 steps): Slow the truck to a crawl or a complete stop (under 1.2 mph); center the steering wheel; press and hold the 4-wheel steer button (an animation will pop up with a rotating bar showing how long you need to hold it); release the button and check for an orange CrabWalk icon on the instrument cluster.
- If you release the button before the animation is complete, CrabWalk won’t engage.
I completely understand that GMC doesn’t want drivers to inadvertently enable any of these features for safety reasons…but the current state of affairs makes taking full advantage of your badass, six-figure supertruck a complete pain in the ass. Can we not just do a 1-2 second hold, and why not use the triangle-symbol mystery button on the drive mode dial (shown here) to engage WTF mode?
Charging the GMC Hummer EV can get pricey, but it is quick(ish).
While General Motors is integrating the Tesla-style NACS port into production vehicles from next year forward, current production versions of the 2025 GMC Hummer EV truck and SUV still use the CCS (Combined Charging System) standard. The Hummer’s electrical architecture allows access to both 400-volt and 800-volt charging stations, including a 350-kilowatt Electrify America station I visited after my first couple hundred miles.
This is where you’ll really feel the longer-term impact of driving one of the most inefficient EVs on the market. Sure, the 2025 GMC Hummer EV pickup has a massive 24-module, approximately 212-kWh battery pack (assuming you pay another $9,995 for the larger pack in the first place), but visiting a DC fast-charger means replenishing all that spent electricity at 42 cents per kWh, at least in Colorado.
My visit to the charging station spanned 40 minutes in total, where I charged the Hummer back up from 36% to 83%. At no point did I reach 350 kW, and while that may be down to the station’s capacity at the time, I otherwise had good conditions for the fastest possible charging. The ambient temperature wasn’t too cold, I preconditioned the battery by entering this EA station into the navigation system, and I went from a relatively low state of charge to just above 80%, as charging is agonizingly slow along the lower ends of the charge curve, as well as 80-100%.
The best I managed was 250 kW — not bad, but not the quickest advertised rate — and at the per-kilowatt rate I wound up with a $51.59 bill, including fees. All that for roughly half a charge, or 160-ish miles. You can save at least a little bit charging at home, but if you plan to drive your Hummer EV a fair amount, it’ll still cost you a pretty penny.
So…is the 2025 GMC Hummer EV actually worth it?
If you’re even remotely considering the GMC Hummer EV — pickup or SUV, doesn’t matter — value or practicality likely isn’t at the top of the priority list. If it is, then the Sierra EV offers an infinitely more sensible option for under six figures, if only just in the Denali’s case (entry-level Elevation and mid-range AT4 trims are coming next year). Bed, frunk, Max Range battery and all, it’s plainly a more logical choice. The all-electric Sierra also gets a couple of the Hummer EV’s party tricks like rear-wheel steering and CrabWalk.
Honestly, if it were my own money, the GMC Sierra EV is almost a no-brainer, and the truck most folks should probably choose. And yet..
Even with the nitpicks and the drawbacks, the 2025 GMC Hummer EV pickup is still a badass supertruck. If anything, it’s cooler than a high-end sports car because it can still do truck things, thanks to its 8,500-pound towing capacity and 5-foot-by-4-foot bed, and do 0-60 in a shade over three seconds. And even if some people judge and hate you for driving it, just like they did with the folks driving gas-swilling H2s, I still feel like a total baller behind the wheel.
So yes, the 2025 GMC Hummer EV truck is big, it’s brash and has no practical reason to exist — but I’m glad it does. Sometimes the best approach is to just lean into the silliness of it all. And some people clearly agree, as GMC dealers have shifted more than 9,000 Hummer EVs this year through the end of the third quarter.
