2022 GMC Hummer EV Pickup Pros and Cons Review: A Wild, Wild Ride12/10/2021
- Staggering power
- Thoroughly entertaining
- Four-wheel-steering agility
- Some rough edges
- Limited towing and payload capacities
- Absurd heft and size
Few production vehicles have ever had this much presence, this much drama. It’s difficult to walk away from a drive in the 2022 GMC Hummer EV pickup without smiling and shaking your head wistfully—or maybe it’s your whole body shaking after a rollercoaster ride to 60 mph or beyond in Watts to Freedom (WTF) mode. The luster wears off a bit as the first impressions dull in your mind, but from beginning to end the new GMC Hummer is unforgettable—that much was made crystal clear at our 2022 Truck of the Year competition.
The whimsy starts with the lunar rover theme, which is both metacommentary (GMC’s accelerated development of this monstrous EV is quite fairly a moonshot) and a source of design inspiration. The new Hummer lays it on thick, with clear roof panels and a central bar that are removable for an open-air view skyward, while clearance lights give the mil-spec hood a cool and eerie glow at night. Then there is the amazingly entertaining CrabWalk mode and the latest version of the spooky-good Super Cruise driver assistance system. It is sometimes hard to believe this is a production truck rather than a mad science experiment some rogue engineers cooked up in their spare time.
But unlike those engineers, buyers of these huge EV pickups—specifically, the fully loaded Edition 1 model, which is the sole Hummer offering for the 2022 model year—will have to live with them. They may never tire of the attention the truck gets from anybody within eyeshot, but they may tire of the copious wind noise, cheap interior materials in plain sight, and exaggerated body motions. At least the four-wheel steering provides exceptional benefits in terms of turning radius and overall agility; it’s a feature our judges universally praised.
Anyone who wants to use the Hummer like a truck might be befuddled by the 1,300-pound maximum payload rating and 7,500-pound maximum towing capacity. After all, it seems incongruous that a truck of this size, mass, and price has merely midsize-pickup capabilities, but certainly the Hummer’s gargantuan weight—8,976 pounds on our scales—puts it in the highest echelon of heavy-duty truck poundage. Speaking of towing, the Hummer needs a towing mode that stiffens up the suspension to control body motions, which were just as pronounced with a trailer attached and led to some sketchy moments.
Despite its colossal mass, the Hummer is silly, stupid quick. Its thrust never gets old, but the Hummer is so rapid and so large, it’s easy to lose track of how much road you have left to use when it’s time to slow down. The grip of its low rolling resistance tires or the bite of its brakes don’t match its ability to warp forward. We can’t help but think about how quickly WTF mode could propel this 4.5-ton brick into a bad situation. Then again, it’s guaranteed to put a goofy smile on anyone’s face—anyone who’s not in the path of a charging, late-braking Hummer, that is.
Because of its entertainment value, its presence, and how successfully it translates the Hummer brand’s historical brashness into the 21st century as we hurtle toward a more electrified national fleet, the Hummer couldn’t help but make it into our Truck of the Year finalist round. All judges agreed the Hummer is a remarkable achievement for GM, especially given the development timeframe. But the value (or lack thereof) it represented, combined with a lack of capability despite its size and power, worked against the Hummer as it attempted to snag our coveted award. It’s a great experience, but is it a great truck?
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