FEATURE – 2022 Hummer EV
Words: Mike Ryan
Photos: GMC
General Motors will have a player in the emerging electric pickup truck market with the imminent release of the ‘Hummer EV’. Going up against the likes of Ford’s electric F150, the Tesla Cybertruck, Rivian R1T and Bollinger B2, to name a few, Hummer may have to deal with a handful of others, too.
While the Cybertruck has gathered all the recent media attention, GM’s main competition, as always, will be Ford as they invested in Rivian to tap into their already developed EV technology and fast track the electric F150 to production.
Revived Under GMC
The return of the Hummer name comes not as a standalone brand, but as a model range within the GMC family. This is seen by most as a smart move, as any potential failure of the revived Hummer will have minimal impact on the GMC brand and won’t hurt Chevrolet at all. Conversely, if it’s a huge hit, the EV tech can be readily adapted to other GM brands for existing and future models.
The irony of Hummer being reborn – and reborn as an EV – is that it was the antithesis of “green motoring” in its original form. The original Hummer was big, heavy, thirsty and not particularly roomy given its XXL size. GM addressed these issues, step-by-step with the release of the H2 and H3 variants that followed, both of which were closer in size, spec and performance to mass market SUVs available in the North American market.
However, from its acquisition by GM in 1999 to its termination in 2010, Hummer remained a niche brand and when GM filed for bankruptcy in the wake of the Global Financial Crisis in mid-2009, Hummer was always going to be the first brand to be axed. Even back in 2008, GM had stated that Hummer was “under review,” which usually means being shelved or culled, so the GFC only cemented what was already in place.
GM tried to sell the brand at the time and had some suitors, but negotiations dragged on for months before breaking down, with the termination of Hummer made official in April, 2010.
The resurrection of Hummer was first rumoured back in early 2019 when GM announced a retooling of their Hamtramck plant for production of three EVs – a Cadillac, Chevrolet and unknown third brand. In the same year, GM President Mark Reuss’ refusal to dismiss a Hummer revival and CEO Mary Barra’s confirmation of a new, unnamed electric pickup planned for 2021 fuelled the rumour mill even further.
Hummer’s return was made official in a TV ad aired during the Superbowl this past February, with various teasers and details drip fed over the following months ahead of the big reveal in October.
Now, Hummer is officially back, with production to commence later next year.
Ultimate Performance
Describing the Hummer EV as a “supertruck,” GMC adds that the upcoming electric pickup will “forge new paths with zero emissions”.
As the first fully electric vehicle under the GMC brand, the Hummer EV has no precedent and borrows virtually nothing from other models in the GMC stable in terms of engineering, tech and style.
Powering the new Hummer will be GM’s own ‘Ultium Drive’ technology, consisting of Ultium electric motors and Ultium batteries. Three electric motors will be housed within drive units on each axle (one front, two rear) to provide four-wheel drive, or ‘e4WD’ in Hummer speak.
Maximum outputs of 1,000hp (745kW) and 11,500lb/ft (15,590Nm) sound impressive and GMC are claiming these as best-in-class numbers, but these are only estimates and the actual torque produced at the motors - not the wheels - is more likely to be in the 740lb/ft (1,000Nm) range. Also estimated is a 0-100km/h time of just over 3.0 seconds.
There’s no gear selector in the traditional sense, but the Hummer EV does run the ‘Electronic Transmission Range Select' shifter that's been on conventional GM vehicles since 2017.
The 24-module Ultium battery pack offers an estimated driving range of 350+ miles (560+km), while industry-first technology allows the batteries to switch from parallel to series mode, enabling fast charging. Around 160km of range is deliverable in just ten minutes using a 350kW DC fast charger, but conventional 240V chargers will take almost a day to charge the vehicle to full capacity.
To maximise battery efficiency, an available Energy Assist function monitors energy use and battery condition and can even set up a recharge schedule based on the owner’s use.
For road use, there’s a launch control function, called Watts to Freedom, that turns fast starts into “an experience” by lowering the suspension, displaying specific screen animations and pumping unique sounds through the standard Bose speakers.
Selectable drive modes cover four pre-configured options: Normal, Tow/Haul, Off-Road and Terrain, along with the configurable My Mode — featuring a new Adrenaline Mode. Each has specific chassis, suspension and propulsion characteristics, including the maximum torque delivered to the wheels and distinctive suspension and torque variables. As with Watts to Freedom, the interior screen graphics and colours, along with unique vehicle sounds, change with each mode.
Other advanced tech includes Super Cruise driver assistance that allows for automatic, hands-free lane changing on the 322,000km of compatible roads that support the system.
GMC’s ProGrade towing technology transfers across to the Hummer EV, but the actual towing capacity of the vehicle is yet to be revealed, likewise payload capacity, although the tub is 5 foot (1.5m) long. As with most EVs, expect towing to compromise range and power.
Ultimate Capability
While it’s designed to be a comfortable, capable and quiet on-road truck, the Hummer EV will also be a beast off-road, based on what’s been built into it.
This starts with fairly conventional features like extensive ‘underbody armour’ steel plating, which in this instance is all about protecting the battery pack instead of the driveline. The battery pack actually forms part of the body structure, so there are no chassis rails like a traditional body-on-frame truck.
The standard tyre package is 35 inches. Again, nothing revolutionary, but the capability to take 37-inch OD tyres without a suspension lift or other alterations is unusual.
Underbody cameras, part of what’s dubbed ‘UltraVision,’ are fitted under the chassis to provide front and rear views of the trail. The underslung cameras are positioned and packaged to avoid damage and include a washing function to remove mud and debris. Combined with front, rear and around-view cameras, GMC claims up to 18 different camera views to provide ultimate awareness of surroundings under, over and around the vehicle.
The camera views are accessible via a massive 13.4-inch centre console touchscreen, with the instrument display just as impressive at 12.3 inches. Also viewable on these screens is what GMC calls ‘off-road widgets’ – an extensive array of terrain status and vehicle information data, including torque output, diff locker engagement, tyre pressure, pitch and roll angles (including maximum values), a drift gauge (with maximum values), g-force meter, torque vectoring, compass headings and more.
The aforementioned Terrain Mode essentially works like off-road cruise control, where the only input required by the driver is steering and throttle adjustment.
A front diff lock, fully independent air suspension, adaptive ride control, heavy-duty half shafts, torque vectoring and tyre pressure monitoring are all on the off-road menu, too.
Two features that will be of the most interest and relevance to hardcore off-roaders include an ‘Extract Mode’ on the adaptive air suspension that lifts the vehicle by 149mm to avoid getting hung up on rocks or improve water fording capability. With Extract Mode activated, approach, departure and breakover angles rise from 41.5/31.6/22.3 degrees to 49.7/38.4/32.2 degrees, with fording depth rising from 660mm to 813 mm.
Finally, the segment-exclusive ‘Crab Walk’ feature uses four-wheel steering to move the vehicle diagonally, making it easier to clear obstacles or negotiate kinks in tight paths. While the Crab Walk function is designed for off-road manoeuvrability, the four-wheel steering used to achieve this has applications in improving on-road cornering ability, too.
Familiar Dimensions, New Style
In line with all its new tech, the Hummer EV has a new look that, while dimensionally similar to the original Humvee and Hummer H1, borrows virtually nothing from those vehicles. There is a semblance of the original Hummer grille in the full-width headlight arrangement, but that’s about it.
Phil Zak, Hummer EV design executive director, says the design was driven by a “capability first” mantra, ensuring off-road functionality took precedence over aesthetics. Positioning the wheels as close to each corner as possible is one example of this. The minimal front bumper, that maximises the approach angle, is another.
“We had a unique opportunity: Create something people will instantly recognize while challenging perceptions by creating a zero-emissions, zero-limits electric truck,” said Zak. “The Hummer EV is a bold design statement combined with a truly capable chassis that visually conveys an eagerness to forge a new path.”
Measuring 5507mm x 2380mm (w/mirrors) L x W, the Hummer EV rolls on a 3445mm wheelbase and offers 257mm ground clearance in standard trim, but the aforementioned off-road settings can increase the latter substantially.
Boxy and chunky from every angle, the Hummer design is also very modern, with the slim headlights, angular wheelarch openings and tail light treatment being in line with current design trends.
The low roof adds to the overall impression of bulk, and borrowing heavily from the Jeep Wrangler, the roof panels are removable. These ‘Sky Panels’ can be stowed in the front boot (GMC calls it a “frunk”) and once removed, create an open-air feeling that can be enhanced further by removing the I-Bar mounting frame between the A and B pillar and lowering the retractable rear windscreen.
GMC identification is kept to a minimum, but ‘Hummer EV’ and ‘H EV’ branding is everywhere – inside and out.
Speaking of inside, the boxy styling theme is taken to a new level on the interior, with treatment of the dash, door cards, front air con outlets and centre console giving a modular look. Practicalities include A-pillar grab handles and a three-person rear seat that can be turned into a two-seater with a fold-down centre armrest. An abundance of storage options include dedicated space for smartphones and cupholders that are all covered to avoid dirt and dust ingress when not in use. There’s no carpet inside; instead, a vinyl base is topped with rubber inserts that can removed for cleaning.
Clever features include a charge indicator display on the front and rear lights, tactile toggle-style switchgear below the jumbo centre console screen and a digital key function that allows unlocking and starting of the vehicle with a smartphone. The Multi-Pro tailgate, already applied to other GMC pickups, is standard on the Hummer EV, too, incorporating a step, load barrier, work surface and other functionalities.
There are very few indulgences in the design, with perhaps the overly complicated wheel styling and roof marker lights front and rear the only elements that don’t seem built for purpose.
It Starts with 1
The Hummer EV will launch with an ‘Edition 1’ variant that includes most of the aforementioned off-road features under the banner of the Extreme Off-Road Package, with others available as options.
All Edition 1 units will be finished in white with special Edition 1 badging. Inside, a ‘Lunar Horizon’ two-tone black and white interior includes a map of the moon’s Sea of Tranquility in the front speaker grilles.
Due for release in late 2021 as a 2022 model, the Hummer EV Edition 1 will be priced from US$112,595 (around AU$153,000 direct conversion), followed by cheaper variants. Despite that high starting price, the entire 2021 production allocation is reported to have sold out in 10 minutes when GMC opened reservations on 21 October.
Made for the US, but what about us?
Early indications are that the Hummer EV will not be coming to Australia, at least not initially. Our very low take-up rate of EVs would require a major shift before something like the Hummer could be brought in here.
Obviously, the lack of a conventional drivetrain makes left- to right-hand drive conversion easier, but the abundance of electronics in the Hummer EV presents its own challenges when it comes to conversion.
Another hurdle for local arrival is the high starting price for US market examples, which will translate to big dollars here. At potentially $200,000, the Hummer EV would make the $100,000+ asking price for full-size, locally-available pickups from RAM and Chevrolet seem like bargains in comparison.
If and when it does come here, General Motors Specialty Vehicles (GMSV – formerly HSV) will almost certainly handle local conversion and sales. So, if you can see the Hummer EV in your garage – and more importantly, you have a garage big enough to fit it – hit up your GMSV dealer.