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Engadget
4 days ago
- Automotive
- Engadget
Volkswagen ID.Buzz review: A head-turning EV microbus with unfortunate flaws
While we're still waiting for a true electric minivan to hit the US, VW's microbus is close. It's a unique family hauler that'll definitely get your neighbors buzzing. No, seriously, during my week of testing I had over a dozen conversations with strangers who were fascinated by the One of my neighbors stopped their car dramatically when they saw it, backed up, and just had to give me a thumbs up and praise it as "cool as hell." My kids were similarly enamored, they loved its cute design and enormous interior space. In many ways, it's the family EV I've been dreaming of — something that could comfortably seat seven people and carry tons of cargo for road trips. Unfortunately, its high $60,000 starting price and relatively lackluster 234 mile range hold it back from true greatness. The VW does a great job of evoking the nostalgia of the classic VW microbus, but it's held back by its high price and driving range. $59,995 at Volkswagen Really, though, those issues were obvious when VW announced its US launch details for the last year. I was more intrigued to see if it was a complete flop for VW, or if there was something compelling about it despite those flaws. After testing the for a week, I've noticed one surprising thing: It makes everyone smile. It may not look exactly like VW's classic '60s microbus, but it elicits a similar amount of joy. And that's refreshing compared to the response I've seen to other large EVs like the Cybertruck (my son calls it the "ugly truck") and the ridiculous Hummer EV. Sure, it's sort of coasting on vibes, but the VW still has plenty of practical benefits if you don't mind the high price and charging a bit more often during road trips. And as I'll explain below, it'll likely be an enticing option once it hits the used market in a few years. Most cynically, the is an attempt to milk the brand nostalgia for VW's hippy-era Type 2 microbus. VW never quite gave up on those vehicles, but its later models dropped the cute rounded aesthetic and looked more like commercial vans. What makes the truly interesting is that it transforms a beloved classic into a cutting-edge EV, with an enormous infotainment screen and modern features like adaptive cruise control. It also makes a great first impression, since it doesn't look like anything else on the road. There's a rounded front end that evokes the playfulness of the original model, and its two-tone color design (on some trims) simply pops among a sea of boring (and often white) cars in traffic. Sure, VW has done this before, but the Buzz is still a great reminder that EVs don't have to look like traditional vehicles. There's no front engine to worry about, just a big battery and electric motors. In the Buzz's case, you can choose from rear-wheel drive and "4Motion" all-wheel drive dual motors, delivering 282 and 335 horsepower, respectively. Devindra Hardawar for Engadget The offers the seating of a minivan — with room for six to seven people depending on your configuration, and convenient sliding second-row doors — plus the height and storage capacity more akin to cargo vans. With all of its seats up, the Buzz offers an acceptable 18.6 cubic feet of storage, which is enough for a typical grocery run or a stroller and a diaper bag. Fold the third row down, though, and you get a far more useful 75.5 cubic feet of space. You could also remove the second and third row of seats entirely to get a massive 145.5 cubic feet of space. Funny enough, you could technically fit three people into the Buzz's third row, but US regulators have taken issue since that row only has two seatbelts. VW has recalled existing vehicles and says it'll be adding "unpadded trim parts" to reduce the seating area. Yes, it's the rare recall where you'll actually lose a bit of functionality in the name of safety. (Nobody is actually forcing Buzz owners to do that, though...) As for other niceties, the offers an enormous 12.9-inch infotainment screen (I've never seen Apple CarPlay look so big before), a smaller driving information screen behind the steering wheel and an optional heads-up display. There's also a panoramic sunroof option, which can't be opened but can be tinted to look opaque on demand. Our review unit didn't have that sunroof, unfortunately, and the interior certainly felt a bit gloomier because of that. If I were seriously considering the I'd argue the sunroof a is requirement. (Admittedly, it could be a problem if you're trying to get babies and toddlers to sleep, since the interior will never truly get dark. But kids outgrow napping fairly quickly, and it's easy to find canopies for car seats.) Devindra Hardawar for Engadget The best thing about the is the vibe you get while driving it around town. People will stop and stare at it, kids will point at it excitedly and harried parents will approach it like the monolith from 2001. It's as if VW's designers took Marie Kondo's advice to heart: It simply sparks joy. As I dropped off my son at daycare one morning, one of the school's admins dragged me outside and demanded to see the interior. "I wish I could retire in this thing and travel the country," she said. The is also very capable as an EV. Despite its large size, it's quick to accelerate and incredibly comfortable on the highway and bumpy roads. Parking was a bit annoying, but the Buzz was also easy to maneuver thanks to the large infotainment screen, which could display both single-camera and 360-degree overhead views at the same time. I had a much easier time backing into spots than I did with much smaller cars. The Buzz's large second row could easily fit three carseats side-by-side, assuming you get the models with the middle bench seat. I was able to hook up my son's carseat and my daughter's booster chair in a few minutes, without the finger-cramping I usually experience with my Volvo XC90 SUV. (One downside to the second row? You can't open its windows fully, instead only a smaller section of the windows open up.) Devindra Hardawar for Engadget I also instantly appreciated the Buzz's enormous storage area, as it was able to fit a large pile of charity donations that were sitting in my garage. That included a bike trailer for kids as well as an old high chair. We were able to fully load up the trunk with the third-row seats down, and there was still room in the second row for additional gear. That trip likely would have been possible with my Volvo, but it would have involved cramming in large items more creatively. With the I didn't break a sweat. Now that I'm several years into being a suburban dad with two kids ( sigh ), I've learned to appreciate the benefits of less flashy and more practical transportation. And there's no doubt the is useful. In addition to that donation drop-off, I was also able to comfortably pile my parents into the Buzz along with my kids for a day trip. My dad thought the third row was absolutely huge, and my mom had no trouble sitting in the second row alongside the child and booster seats. There's no other EV that's this flexible. The Rivian R1S is far more expensive, and the Kia EV9 is great but doesn't offer as much storage. And neither of those cars have minivan-like sliding doors, which are a life-saver in tight parking spots. There's no true EV minivan in the US at this point, the best you can get is the hybrid Toyota Sienna (which I loved) and the plug-in hybrid Pacifica (which I had to dump because of Chrysler's terrible build quality). Devindra Hardawar for Engadget The hardest pill to swallow with the Buzz is its $60,000 starting price, which can escalate to over $70,000 if you want all the fixins. Basically, it's a luxury curiosity for those who can afford it, not something that's easily attainable for everyone. Its price could be excused if the Buzz also offered everything we see in comparable EVs, but its short 234-mile range is just inexcusable when the EV9 can reach 309 miles for around the same price. For such a large vehicle, you'd think VW would be able to stuff in more batteries. Realistically, the Buzz's range only becomes a problem during long road trips, where you'll have to charge more often compared to other EVs. But that can be an annoying process, since you'll typically have to spend at least half an hour at a charging station to get ready for the next leg of your trip. VW says the Buzz can go from 10 to 80 percent charge on a 200 kW DC fast charger in 30 minutes, but those aren't available everywhere. One hour of level 2 AC charging got me 12 percent of additional battery life, while level 1 trickle charging at home added 20 percent of juice over 14 hours. It's also worth noting that range estimates vary dramatically in cold weather, or if you're cranking the Buzz's heat or air conditioning. That's why it's always smart to aim for as much range as you can, even if you don't think you'll be driving that much. Volkswagen Beyond the obvious problems, I also hated the Buzz's capacitive touch controls, which are spread across its steering wheel buttons, infotainment center and window controls. While there are indentations and a bit of haptic feedback when you hit something, like pumping up the volume or choosing the next music track via the steering wheel, it's hard to differentiate those controls from nearby capacitive buttons. It's far too easy to tap the cruise control functions while you're just trying to change the volume, and vice versa. Since it's hard to actually feel where certain buttons are, I found myself looking down to make sure I was hitting the right option, which is something I absolutely hate doing while driving. Similarly, trying to adjust HVAC settings on the bottom portion of the infotainment screen can easily trigger the capacitive buttons below them, which was another reason I had to occasionally take my eyes off the road. Thankfully, VW appears to be focusing on physical buttons for future vehicles, but owners are still left with a frustrating interface. The rearview mirror controls... how do they work? (Devindra Hardawar for Engadget) Here are just some of the ways the capacitive buttons infuriated me: It's difficult to turn on the cruise control and adjust your speed without looking down. It's tough to control the rear windows from the driver's seat, since it involves hitting a capacitive "Rear" button. There are only two controls for windows, so you have to choose between controlling the front and second-row windows. Even more annoying, the Buzz would sometimes disable the rear window option after a few seconds. I spent at least 10 minutes trying to figure out how the rear-view mirrors are controlled, and I still have no clue. It's an inscrutable combination of a joy-stick, turning dial and capacitive controls. At this point, given its price and range, the VW just doesn't make sense for most people. If you really want a three-row EV, you'll likely be better served by the Kia EV9 or the Hyundai Ioniq 9, which offer more range for a similar price. And if you absolutely need something that's like a minivan, the Toyota Sienna is hard to beat. While it's not a full EV, its hybrid setup still offers a healthy 36 MPG. But , I've also noticed that used EVs tend to drop in price far quicker than gas cars. You can currently find the Polestar 2, which launched at around $60,000, for $30,000 or less in the used market. While I can't guarantee the Buzz will drop that far, I wouldn't be surprised if we see used versions for around $40,000 in a few years. And at that point, it could be a decent purchase even with its relatively low range. Devindra Hardawar for Engadget It's clear that the is a big swing for VW, and it's truly unique since there aren't any EV minivans outside of China. It's just a shame that it's held back by some obvious issues. The is still undeniably useful though, especially if you don't plan on taking many road trips, so there's a chance it'll become more compelling as its price falls.
Yahoo
4 days ago
- Automotive
- Yahoo
Major automaker delivers powerful blow to Tesla with stripped-down EV work truck: 'The longest range EV the outlet has ever tested'
Chevrolet is breaking barriers with its latest electric work truck, which has set a new record for the longest distance covered on a single charge. In an independent, real-world range test by Edmunds, the 2025 Chevy Silverado EV Work Truck traveled 539 miles, exceeding its official EPA estimate of 492 miles. According to InsideEVs, this makes it "the longest-range electric vehicle the outlet has ever tested," beating the previous record-holder, the GMC Sierra EV Denali, which clocked up 507 miles. The truck owes its range to its large 205 kilowatt-hour battery pack, the same powerhouse found in other GM electric models like the Hummer EV. Unlike its luxury siblings, however, the Silverado EV Work Truck keeps things minimal: smaller wheels, no flashy tech, and a stripped-down interior, all of which help reduce weight and boost performance. This milestone signals a significant step forward for the future of EVs, especially in terms of range anxiety. The fact that a full-size electric work truck can now exceed 500 miles on a single charge proves that EVs are not just city commuters anymore; they're becoming viable for long-distance driving, heavy-duty jobs, and commercial use. While electric trucks like this aren't the most efficient — achieving about 2.2 miles per kWh compared to sleeker EVs like the Lucid Air that can achieve approximately 3.5 miles per kWh — the Silverado EV represents a notable step forward for lower-pollution transportation. Drivers will benefit from quieter engines, lower fuel costs, and minimal maintenance (no oil changes required). Furthermore, unlike gas-powered vehicles, there's no tailpipe pollution. While EV battery production does require mining for minerals, it's important to note that EVs become cleaner over time as the electric grid transitions to energy that isn't created by burning dirty fuels. Pairing your EV with home solar can multiply savings by letting you charge your car with the sun. Services like EnergySage make comparing quotes easy, and it can save you up to $10,000 on solar installations. For those considering the switch, understanding the right EV to match personal needs and lifestyle can be a key step in the transition. If you were going to purchase an EV, which of these factors would be most important to you? Cost Battery range Power and speed The way it looks Click your choice to see results and speak your mind. Join our free newsletter for good news and useful tips, and don't miss this cool list of easy ways to help yourself while helping the planet.
Yahoo
4 days ago
- Automotive
- Yahoo
Major automaker delivers powerful blow to Tesla with stripped-down EV work truck: 'The longest range EV the outlet has ever tested'
Chevrolet is breaking barriers with its latest electric work truck, which has set a new record for the longest distance covered on a single charge. In an independent, real-world range test by Edmunds, the 2025 Chevy Silverado EV Work Truck traveled 539 miles, exceeding its official EPA estimate of 492 miles. According to InsideEVs, this makes it "the longest-range electric vehicle the outlet has ever tested," beating the previous record-holder, the GMC Sierra EV Denali, which clocked up 507 miles. The truck owes its range to its large 205 kilowatt-hour battery pack, the same powerhouse found in other GM electric models like the Hummer EV. Unlike its luxury siblings, however, the Silverado EV Work Truck keeps things minimal: smaller wheels, no flashy tech, and a stripped-down interior, all of which help reduce weight and boost performance. This milestone signals a significant step forward for the future of EVs, especially in terms of range anxiety. The fact that a full-size electric work truck can now exceed 500 miles on a single charge proves that EVs are not just city commuters anymore; they're becoming viable for long-distance driving, heavy-duty jobs, and commercial use. While electric trucks like this aren't the most efficient — achieving about 2.2 miles per kWh compared to sleeker EVs like the Lucid Air that can achieve approximately 3.5 miles per kWh — the Silverado EV represents a notable step forward for lower-pollution transportation. Drivers will benefit from quieter engines, lower fuel costs, and minimal maintenance (no oil changes required). Furthermore, unlike gas-powered vehicles, there's no tailpipe pollution. While EV battery production does require mining for minerals, it's important to note that EVs become cleaner over time as the electric grid transitions to energy that isn't created by burning dirty fuels. Pairing your EV with home solar can multiply savings by letting you charge your car with the sun. Services like EnergySage make comparing quotes easy, and it can save you up to $10,000 on solar installations. For those considering the switch, understanding the right EV to match personal needs and lifestyle can be a key step in the transition. If you were going to purchase an EV, which of these factors would be most important to you? Cost Battery range Power and speed The way it looks Click your choice to see results and speak your mind. Join our free newsletter for good news and useful tips, and don't miss this cool list of easy ways to help yourself while helping the planet.
Tom's Guide
24-05-2025
- Automotive
- Tom's Guide
I borrowed the EV Hummer to visit my mom - and the drive almost ruined Mother's Day
I love cars, so when the folks at GMC offered me an opportunity to take their new Hummer EV out for a spin by driving it ~800 miles on one of California's biggest highways, I jumped at the chance. That's how I wound up preparing for Mother's Day weekend by doing my laundry, shopping for flowers and taking delivery of a hulking 2025 GMC Hummer EV 3X SUV ($104,650 to start) at my tiny Oakland apartment. See, my family lives roughly 400 miles south in Orange County, and in the fifteen years since I left home I've made the drive down to see them dozens of times. So I know the routes well, and I've spent hundreds of dollars at truck stops and gas stations all along the way. I love driving so making the 8-hour haul every other month isn't too bad, but I do feel guilty about how much I'm contributing to pollution by burning so much gas — and I don't love how much it costs to fill my Civic's 12-gallon tank. That's why I was excited to take one of GMC's newest EVs for a test drive. I've been EV-curious for ages, but despite living in one of the tech hubs of the world I still don't trust that I'll be able to drive an EV everywhere I want to with reliable access to charging stations. So as I set out to drive down the I-5 to L.A. Friday morning, I was anxious and excited to see how I'd fare scouting for charging stations in the California desert. Luckily, GMC makes it fairly easy via the free myGMC app, which lets you control the car remotely and can also show you a live map of available charging stations across 15+ charging networks in the U.S. and Canada. Nearly all the networks allow you to charge the 2025 Hummer EV by just pulling up, plugging in and paying your fee, but they often require you to download a proprietary app and the Tesla chargers require a special adapter to use (which GMC kindly provided for my test drive). That app saved me being stranded in the desert night on Mother's Day weekend, which I'm grateful for. But if I'd read my colleague John Velasco's report of driving the 2025 Hummer EV for a week a little more closely I'd have been more careful on the road, because it turns out that as fun as this EV Hummer is to drive, it's awfully inefficient — and that added a palpable thrill of danger to the range anxiety I felt driving an EV 400 miles across the desert and back. Get instant access to breaking news, the hottest reviews, great deals and helpful tips. John spent more time with the 2025 Hummer EV than I did and has a keener eye for EV performance, so I should have paid more attention when he said it had the worst efficiency (1.6 mi/kWh) of any EV he's tested in the past year. But I'm still pretty new to driving an EV, so when I climbed into the Hummer EV (and it was a climb, even for 6'4" me) and saw it had just under 300 miles' worth of juice I figured I could easily make it over halfway to L.A. before stopping to charge. That might have proved true if I'd been brave enough to run the engine down to near-empty, but it seemed like the miles remaining counter dropped a little faster than I expected on the first leg of the drive. So I pulled off the road early in Santa Nella, about 100 miles into my trip, to charge at a Shell EV ReCharge station. As fun as this EV Hummer is to drive, it's awfully inefficient with power—and that added a palpable thrill of danger to the range anxiety I felt driving an EV 400 miles across the desert and back." This turned out to be the worst charging experience of the whole trip, which was a rough way to start out. I thought it would be a quick stop because the myGMC app showed me an open and functional Shell charging station rated to deliver 100 kW/hour. The car was at roughly 40% charge and I wanted to get it up to at least 80% before setting back out, so I figured i could probably do that in an hour or less at 100kWh/hour since the Hummer comes with a 170kWh battery by default (though you can upgrade it for an additional fee). But as it turns out, once I downloaded the requisite app, paid my money and got the charging station going it wasn't delivering power nearly as fast as I'd hoped. Perhaps the 100 kWh/hour rating is more of an ideal than a reality, but I sure didn't know that until I came back to the car an hour into the charge and found the battery capacity had increased by 20% or so, forcing me to hang around in the hot desert for another hour so I could feel safe getting back on the road. I considered setting off earlier and finding a different charging station since the Shell one wasn't doing a great job, but the myGMC app showed there weren't any non-Tesla charging stations within 200 miles — and the next ideal charging stop (at an In-N-Out where I hoped to eat dinner) was about 245 miles down the freeway. So I resigned myself to sitting in the Hummer for another hour or so as I waited for it to charge enough to make it 250 miles down the road. When the mileage remaining meter climbed up to 290 miles or so I started to plot the next leg of my journey in the myGMC app, but to my horror it kept telling me I'd never make it 250 miles — even though the car itself said I would. This is probably old news to veteran EV drivers, but to a newbie like me it was incomprehensible. How could the car think I could make it almost 300 miles, but the car app estimated I'd be at -3% battery after 250? I decided to chance the app being mistaken and hit the road — nearly stranding myself in the process. See, what I didn't appreciate until this trip is how much EV range is determined not just by engine efficiency but by how you're using the engine on the road. So not only does my lead foot probably cause the Hummer EV to chew through battery power faster than if I'd just left the thing in Super Cruise Control mode the whole drive, the steep climb over the California Grapevine did a number on my maximum mileage. Before I got there I had to make a 20-minute detour to a second charging station in Avenal, because the Hummer EV started running low on juice about 200 miles into that leg of the drive. So rather than risk not making it 50 miles to the next charger, I pulled off the highway in Kettleman City and drove 8-10 miles out of the way to a dark, deserted gas station with an EVConnect station where I spent another hour and change charging the Hummer up to 50-60% battery. At this point it was nearly midnight. I'd been on the road almost 8 hours and I still had at least two hours to go until I could rest. I couldn't help feeling a little disappointed because if I'd taken my gas-guzzling Civic I'd have been in bed by that point, and it wouldn't even have been more expensive since the total cost of charging the Hummer's battery multiple times ended up being about as pricey as two 12-gallon tanks of premium unleaded. But as comfortable as the spacious interior of the 2025 Hummer EV 3X is, I couldn't manage to contort my lanky frame into a position comfortable enough to sleep well. So after dozing for an hour, I unplugged the car and set off for my final charging stop, at an In-N-Out just outside L.A. where I would need to charge up again before driving the final 45 minutes to my destination. Despite the fact that the Hummer said I had enough range to make it to my parents' house, the myGMC app told me I'd be lucky to make it halfway before running out of juice. As it turns out this was absolutely spot on, because as soon as the Hummer started climbing the steep grade that leads you roughly 4,000 feet up and over the Grapevine, the miles remaining counter started dropping precipitously. When I started going over the pass, I had roughly 100 or so miles remaining on the gauge, but before I'd gone 20 up the steep, winding road the mileage counter had dropped to roughly 40-50 miles remaining, spooking me again since that gave me barely enough charge to get to my final charging stop. Luckily, regenerative braking and the lack of engine drain when going downhill on the south side of the pass helped me preserve some mileage and arrive at the Valencia In-N-Out EVGo charging station at roughly 2 AM with ~40 miles still in the battery. So I charged there for another hour, chatted with some other EV owners who for some reason were also there at 2 AM, then got back on the road for the final leg. By the time I made it to my parents' house it was past 3 in the morning, and I'd been traveling for just over 12 hours. Admittedly it was the most comfortable 12 hours I'd ever spent on the road, but I was still pretty bummed about it. You may have noticed that I never mentioned stopping at a Tesla Supercharger station on the first leg of my journey despite the fact that GMC gave me the adapter to use them. I did end up stopping at Tesla stations on the return trip, and since they're both numerous in California and rated to be more capable (up to 450 kW/H) than many of the other chargers I encountered, I do think the Tesla adapter is a worthy splurge for folks who plan to drive an EV long distances across regions with Tesla chargers. Because without access to Tesla's network, at least in California, there are long stretches of road where you will find no usable charging station for 100-200 miles or more — and that can leave you stranded without careful planning. However, even when I did stop at Tesla's charging stations I was frustrated by the experience. The first one I used down in Fullerton worked seamlessly, and it did give me a faster charge than any other station I tried, charging the Hummer roughly 60% in about 30 minutes. If I could count on having that kind of charger available at regular intervals, I could drive an EV anywhere in the country without worry. If I didn't feel safe driving 400 miles in California, which has more EV charging stations than any state in the country, it's hard to see range anxiety in the U.S. being a thing of the past anytime soon." But the next Tesla Supercharger station I stopped at (in Kettleman City) almost stranded me again because I didn't leave much juice in the battery, as I was counting on the station having available working chargers. The myGMC app told me it had 48 charging stations, 30+ of which were available, but despite trying 8 or 9 of them I couldn't get any to successfully connect to the Hummer and charge it. That really flummoxed me, since not 8 hours prior I had been successfully using the Fullerton Tesla Supercharger to charge the Hummer without trouble. But I was slowly draining the Hummer's already-low battery by driving it around the Kettleman City Tesla lot trying out different chargers, and when it started to tick down below 8% (told you I'd left charging until the last minute) I began to panic. So once again I had to pull off the highway and drive ~15 minutes out to Avenal to charge at the same EVConnect charger I'd last seen by the light of the moon on the first leg of my trip. This time around I had a nicer visit since the gas station wasn't deserted and the attached supermarket was open, but it was still a less-than-ideal experience which shook my faith in Tesla Superchargers. But after charging up in Avenal for an hour or so I managed to make it up to a Tesla Supercharger station in Santa Nella which worked just fine, so perhaps I just had a bad experience (or was simply too dumb to figure out the machines) at the Kettleman City Tesla station. I really enjoyed my time driving the 2025 GMC Hummer EV (for the most part) because it's a very spacious, comfortable vehicle that comes with a lot of useful safety systems and features, including Super Cruise Control, a spacious frunk and a rear-view camera with a wide view that helps cut down on blind spots around the massive machine. I also love that I don't feel bad about how inefficient it is because it's not burning gasoline or contributing to the continued depletion of the planet's oil and gas reserves. But I have to say, the inefficiency of the 2025 Hummer EV and the poor, inconsistent performance of the charging stations I encountered along the way caused me to have a much worse trip than if I'd just taken my Civic. And while I could never afford this $100,000 EV on a journalist's salary, I'm disappointed that the dream of being able to replace my gas guzzler with an EV and still drive where I like, when I like remains a dream. Even if I had the luxury of being able to charge it at home (which I highly recommend if you're going to buy an EV), the inefficiency of the engine and the unreliable charging network handicapped my range and forced me to drive conservatively, adding hours to my driving time in the process. So while I loved my time behind the wheel of the 2025 Hummer EV 3X, I can't recommend it for anything other than local commuting and short (100-200 mile) weekend jaunts. If I didn't feel safe driving 400 miles in California, which has more EV charging stations than any state in the country, it's hard to see range anxiety in the U.S. being a thing of the past anytime soon.
Car and Driver
23-05-2025
- Automotive
- Car and Driver
2026 GMC Hummer EV Pickup Review, Pricing, and Specs
Overview It is immediately apparent that the GMC Hummer EV Pickup is built different. Its gargantuan form dwarfs anything that doesn't require a hard hat to operate, and it backs up its towering presence with equally impressive numbers. Despite weighing nearly five tons, the EV3X trim nullifies that weight via three electric motors with a combined output of 1000 horsepower. The 570-hp twin-motor EV2X model is no slouch either. With standard all-wheel drive, impressive off-road capability, and plenty of electric driving range on top of its physics-defying performance, the Hummer EV Pickup is a slap in the face to any conventionally-powered-pickup stans who think that electric trucks aren't macho or capable enough to take seriously. What's New for 2026? A new Carbon Fiber Edition joins the Hummer EV pickup's two other trims and is based on the top-tier EV3X model. Its name stems from its use of carbon bits, including black 22-inch carbon fiber wheels and carbon inserts in the mirror caps and on the skid plate. While the carbon parts are undoubtedly for aesthetic flair instead of meaningful weight savings, GMC says that the Carbon Fiber Edition will be the quickest Hummer EV yet. The company predicts that it will be capable of a ludicrously quick 2.8-second sprint to 60 courtesy of software optimization and propulsion calibration. GMC hasn't said how many Carbon Fiber Edition Hummer EVs it plans on making, only that the special variant will be available in limited quantities. The other Hummer EV trims get some updates, too. All 2026 Hummer EVs now support bidirectional charging, meaning they can be used as a massive portable battery to supply a home with power in the event of an emergency. GM's Super Cruise handsfree driving system also gets an update that lets it execute lane changes to follow a chosen route on Google Maps. Changes to damper tuning supposedly improve the Hummer EV pickup's ride, and an over-the-air update enhances the off-road capabilities of its four-wheel-steering Crab Walk mode. Two new paint colors—Coastal Dune and Auburn Matte—have been added to the order sheet, in addition to new Granite Drift and Stealth Eclipse interior themes. Pricing and Which One to Buy The price of the 2026 GMC Hummer EV Pickup is expected to start around $100,000 and go up to $120,000 depending on the trim and options. EV2X $100,000 (est) EV3X $108,000 (est) Carbon Fiber Edition $120,000 (est) 0 $50k $100k $150k $200k The Hummer EV3X costs significantly more than the EV2X, but we'd spend the additional coin to nearly double the horsepower and have the Watts to Freedom launch-control mode to impress our friends by enabling rocket ship-like takeoffs. We'd pass on the bigger battery pack and instead choose the Extreme Off-Road package. That drops the electric driving range but adds several features that will increase your enjoyment coefficient in the dirt. The separate Off-Road Readiness package adds a full-size spare tire that matches the other wheels and a vertical bed-mounted tire carrier. To maximize the enjoyment of our outdoor adventures, we'd also choose the available removable roof panels. EV Motor, Power, and Performance The Hummer EV Pickup currently offers either two or three electric motors. Both configurations come with all-wheel drive; the dual-motor setup has 570 hp and the tri-motor version whips up 1000 hp. While we were wowed by the Hummer EV's unearthly acceleration, we were disappointed by its braking performance. Slowing the massive machine to a stop from 70 mph took an extra-long 211 feet, and repeated runs resulted in noticeable brake fade. Yikes. Maneuverability at low speeds is better than expected, a direct result of the rear-wheel-steering system, but once you're up and running the Hummer EV is as unwieldy to drive as other lifted brodozers. 0–60-MPH Times The Hummer EV Edition 1 we tested had the 1000-hp powertrain, and it rocketed to 60 mph in 3.3 seconds thanks to its Watts to Freedom (WTF) launch control mode. That makes it one of the quickest pickups we've ever tested. And nothing this heavy (9640 pounds) is anywhere near this quick. GMC says that the new Carbon Fiber Edition will be even quicker somehow, with an estimated 0-60 time of just 2.8 seconds. To put that in perspective, if GMC's estimate reflects reality, the Carbon Fiber Edition will equal a C8 Corvette in a sprint to 60 mph despite being nearly three tons heavier. View Exterior Photos GMC Towing and Payload Capacity The Hummer EV pickup's maximum towing capacity is a stout 12,100 pounds, but that requires going with the 570-hp dual-motor powertrain. That exceeds the ratings for the Ford F-150 Lightning and the Rivian R1T, which are rated at up to 10,000 and 11,000 pounds, respectively. However, Hummers with three motors have a towing capacity between 7500 and 8500 pounds. During our towing test, pulling a 6100-pound double-axle camping trailer, the range of our Hummer EV dropped to just 140 miles at 70 mph. Range, Charging, and Battery Life The Hummer EV Pickup is available with two battery capacities. The EPA hasn't released range estimates for the 2026 Hummer EV Pickup yet, but last year's EV2X equipped with the standard 20-module pack was estimated to deliver 318 miles. With the same pack, the EV3X was rated for 312 miles of range. Opting for the Extreme Off-Road package reduced that estimate to 289 miles. The Hummer EV Edition 1 we tested on our 75-mph highway route traveled 290 miles on a full charge. It reached a peak charging rate of 287 kilowatts while connected to a DC fast-charger, but it only averaged 98 kW, and it took more than two hours to charge its large battery from 10 to 90 percent. GMC claims the Hummer EV pickup will add 100 miles of range in just 10 minutes; we needed about twice as long. We'll update this story with updated EPA range estimates once the 2026 figures are released. Fuel Economy and Real-World MPGe The Hummer truck's massive weight is the enemy of efficiency. The EPA hasn't released fuel economy estimates for the 2026 Hummer EV Pickup yet, but last year's most efficient two-motor model wore an EPA rating of 53 MPGe combined. We'll update this section with fresh 2026 estimates once the EPA releases them. For more information about the Hummer EV's fuel economy, visit the EPA's website. Interior, Comfort, and Cargo The Hummer EV Pickup takes the form of a crew-cab truck with a five-foot-long bed. Interior materials could be of higher quality considering the Hummer's price tag and its cabin isn't as spacious as a GMC Sierra 1500 crew cab's. But the interior can be opened to the elements via optional removable roof panels that reintroduce a T-top-like design popular in GM sports and muscle cars in the 1970s and 1980s. When in place, the transparent panels are akin to a normal panoramic glass sunroof, but lifting them off and stowing them in the Hummer's front trunk gives the truck a convertible vibe similar to that of the Jeep Gladiator. Inside, several moon-inspired touches—such as a moon-boot footprint on the dead pedal and speaker grilles that show the Sea of Tranquility—serve as not-so-subtle reminders of GM's connection to NASA astronauts and the electrically powered Apollo 15 lunar rover that the company helped to engineer. View Interior Photos GMC Infotainment and Connectivity A large 13.4-inch display serves as the infotainment screen, and there's a 12.3-inch digital instrument panel as well. GMC contracted Epic Games—maker of the wildly popular Fortnite video game—to create the graphics for the Hummer EV's infotainment interface. The high-resolution screen and advanced graphics look great, but we noticed some pronounced lag that suggests the system doesn't have quite the processing power it needs to keep up with the software's capabilities. A host of connectivity features are standard, including wireless Apple CarPlay and Android Auto, a Wi-Fi hotspot, and GM's OnStar telematics system. Safety and Driver-Assistance Features GM's Super Cruise hands-free driving mode is a standard feature, and we've found it works quite nicely. Less advanced features such as lane-keeping assist and blind-spot monitoring are also included. For more information about the Hummer EV's crash-test results, visit the National Highway Traffic Safety Administration (NHTSA) and Insurance Institute for Highway Safety (IIHS) websites. Key safety features include: Standard automated emergency braking with pedestrian detection Standard lane-departure warning and lane-keeping assist Standard adaptive cruise control with hands-free driving mode Warranty and Maintenance Coverage Limited warranty covers three years or 36,000 miles Powertrain warranty covers five years or 60,000 miles Electrical components are covered for eight years or 100,000 miles Complimentary maintenance is covered for the first visit Specifications Specifications 2022 GMC Hummer EV Edition 1 Vehicle Type: front- and rear-motors, all-wheel-drive, 5-passenger, 4-door pickup PRICE Base/As Tested: $110,295/$118,039 Options: two spare tires with bed mounts, $5200; Illumination package (A-pillar off-road lights, mirror projection lights, tailgate step lighting, virtual auxiliary switches with power distribution box, interior LED lighting), $1695; tailgate speaker by Kicker, $849 POWERTRAIN Front Motor: permanent-magnet synchronous AC Rear Motors: permanent-magnet synchronous AC Combined Power: 1000 hp Combined Torque: 1200 lb-ft Battery Pack: liquid-cooled lithium-ion, 205.0 kWh Onboard Charger: 11.5 kW Transmissions, F/R: direct-drive CHASSIS Suspension, F/R: control arms/control arms Tires: Goodyear Wrangler Territory MT LT305/70R-18 126/123R M+S TPC 2807 DIMENSIONS Wheelbase: 135.6 in Length: 216.8 in Width: 86.7 in Height: 79.1 in Passenger Volume: 128 ft3 Cargo Volume: 11 ft3 Curb Weight: 9640 lb C/D TEST RESULTS 60 mph: 3.3 sec 100 mph: 8.8 sec 1/4-Mile: 11.9 sec @ 106 mph Results above omit 1-ft rollout of 0.2 sec. Rolling Start, 5–60 mph: 4.9 sec Top Gear, 30–50 mph: 1.9 sec Top Gear, 50–70 mph: 2.3 sec Top Speed (gov ltd): 106 mph Braking, 70–0 mph: 211 ft Braking, 100–0 mph: 504 ft Roadholding, 300-ft Skidpad: 0.73 g C/D FUEL ECONOMY 75-mph Highway Range: 290 mi C/D TESTING EXPLAINED More Features and Specs
