Category: General

• The electric sedan now has NACS ports for easy access to Tesla Superchargers
• The base EV6 has a 68.0-kwh battery pack, up from 63.0 kwh last year
• The top-rated models have an 84.0-kwh pack, up from 77.4 kwh last year

The 2025 Kia EV6 made its U.S. debut Thursday at the 2024 Los Angeles auto show with updated styling, bigger battery packs, and confirmation of U.S. assembly.

Unveiled earlier this year in Kia’s home market of South Korea, the exterior gets a mild refresh with new headlights and more subtle changes in other areas, including a new graphic for the curved bar of the taillights. Kia says these changes were made to keep the EV6 more in line with its other models stylistically.

The standard battery pack has also been enlarged to 63.0 kwh, from 68.0 kwh currently, while an 84.0-kwh pack replaces the 77.4-kwh pack that has been the largest available since the EV6’s 2022 model year launch. Kia is targeting 319 miles of EPA range with the larger battery in single-motor rear-wheel-drive Light Long Range, Wind, and GT-Line models—a bit higher than the current peak of 303 EPA miles.

Rear-wheel-drive models are still rated at 167 hp and 258 lb-ft of torque with the smaller pack and 225 hp and 258 lb-ft of torque with the larger pack. A dual-motor all-wheel-drive powertrain also remains available with the bigger pack, delivering 320 hp and 446 lb-ft.

The sporty EV6 GT returns as well, but now makes 601 hp, compared to 576 hp before, while torque remains unchanged at 545 lb-ft. A standard GT mode provides a temporary boost to 641 hp and 568 lb-ft.

Like the related Hyundai Ioniq 5, the EV6 also receives a North American Charging Standard (NACS) port with this update. The charge port was also moved to the left rear fender on all models expect the GT. Kia didn’t say whether it will provide adapters for continued use of Combined Charging Standard (CCS) charging stations, as Hyundai is doing, or discuss how fast the EV6 will charge at Tesla Supercharger stations owners will now have access to.

Kia also implemented a new operating system that offers fast processing and enables over-the-air (OTA) updates, as well as digital key functionality that allows drivers to use a smartphone in place of the key fob. Automatically-deploying flush door handles are now standard on all models as well.

The 2025 Kia EV6 is expected to go on sale in the first half of 2025, with pricing to be announced closer to that time. Assembly will move to Kia’s West Point, Georgia, plant, which also started building the three-row Kia EV9 earlier this year. The U.S.-built EV9 still only qualifies for a $3,750 federal tax credit—half the full amount—because its batteries aren’t sourced from the U.S., and that could be the case for the EV6 as well.

Jaguar will unveil a concept car previewing the look of its future electric vehicles on Dec. 2, during Miami Art Week.

The automaker released a teaser image of the concept, called the Design Vision concept, on Wednesday showing a bulging rear fender, but also some more angular elements that appear to be a departure from Jaguar’s current look.

Next-generation Jaguar EV prototype

The concept will likely most closely preview the first of Jaguar’s lineup, a low-slung grand tourer the automaker has already shown testing in heavily-camouflaged guise. Jaguar previously said a production version would debut in 2025 sporting a six-figure price tag and more power than any previous Jaguar road car, with deliveries starting the following year.

This will be one of three EVs, with the other two expected to be an SUV and a more traditionally-styled sedan. All three will be based on a new platform called JEA (Jaguar Electrified Architecture) and will feature North American Charging Standard (NACS) ports to give drivers access to Tesla Supercharger stations. They’ll comprise the brand’s entire lineup, making Jaguar all-electric after years of hesitation.

2024 Jaguar I-Pace

The Jaguar I-Pace was one of the first electric vehicles from an established luxury brand, but Jaguar failed to follow up on it. There were plans to bring the I-Pace into a second generation, as well as launch an all-electric flagship sedan to replace the gasoline XJ, but both were nixed in favor of a clean-slate approach.

Jaguar is also making this all-electric shift very abruptly, discontinuing most of its current gasoline models, as well as the I-Pace. The F-Pace is slated to remain Jaguar’s only model until the new EVs arrive, a situation Jaguar managing director Rawdon Glover has called “hugely frustrating.”

• BMW’s new electric SUV has entered pro-production status
• Production is on track for late 2025
• Initial production will take place in Hungary and Germany, then Mexico will be added to the mix

BMW is now building pre-productions examples of the first of its next-generation Neue Klasse EVs at its assembly plant in Debrecen, Hungary,

This is the “final preparation phase” before the start of series production, which is still on track for late 2025, BMW said. A standard part of the ramp-up of any volume model, the pre-production process allows automakers to test every aspect of vehicle assembly, as well as the attendant logistics processes, to ensure everything is running smoothly.

BMW Group Plant Debrecen, Hungary

The first Neue Klasse model will be an SUV previewed by the Vision Neue Klasse X concept revealed earlier this year. It will be followed by a sedan based on the Vision Neue Klasse concept first shown in late 2023, with both sporting a minimalist look and tech features like a panoramic head-up display, with a name that honors a family of models from the 1960s that set the template for modern BMWs.

Neue Klasse models also mark a battery shift for BMW to cylindrical cells, which the automaker has said will have a volumetric energy density more than 20% higher than the prismatic cells it currently uses. They’ll combine with an 800-volt electrical architecture to speed up charging by 30%, BMW has said. The automaker has also promised bidirectional charging capability, allowing Neue Klasse EVs to serve as home backup power sources.

BMW Group Plant Debrecen, Hungary

The Neue Klasse EVs pick up where the formative BMW i3—the automaker’s first dedicated EV—left off, but with designs aimed more at the mainstream and the potential for much higher production volumes. After production gets underway in Hungary, BMW plans to add Neue Klasse models at its main plant in Munich, Germany. Production in San Luis Potosí, Mexico, will then follow in 2027.

Plans for Mexican assembly, which include a new battery-assembly facility, could help Neue Klasse models qualify for a federal EV tax credit in the U.S. But by the time BMW is ready to start building EVs in Mexico, the tax credit may have already been nixed by the second Trump administration.

• Ioniq 9 will seat up to seven, has fully reclining first and second
• Aims for 335 miles of range, 24-minute 10-80% fast-charging
• Capable of downloadable Features on Demand, energy sharing

Hyundai’s upcoming three-row EV, the 2026 Ioniq 9, may get closer than any contemporary vehicle to straddling the boundaries between SUV, wagon, and minivan.

Although measuring out to roughly the same size as the Kia EV9, the Ioniq 9 is a completely different form factor—one appearing to be less focused on truck looks and backcountry possibilities, and instead more focused on interior comfort and highway efficiency and range. 

It could shape up as a unique rival to other aero-savvy or non-conventional three-row EV designs, including the Lucid Gravity, Tesla Model X, and Volkswagen ID.Buzz. 

2026 Hyundai Ioniq 9

2026 Hyundai Ioniq 9

2026 Hyundai Ioniq 9

Ioniq 9 styling: Not a boxy SUV

The Ioniq 9 pretty closely follows the shape of the Seven concept from 2021. It pairs a series of linear design aspects—the bitmapped line of lighting across the front, the nearly level beltline crease, and the straight-back lower-body trim—with a roofline and sides that softly taper, extending almost in a boattail shape. 

That results in a coefficient of drag of just 0.269—remarkably good for an SUV, and an asset in providing a projected EPA range of up to 335 miles from just 110.3 kwh. 

The Ioniq 9 is 199.2 inches long—about two inches longer than the EV9. That makes it the largest vehicle yet to be built on its E-GMP dedicated EV platform, which also underpins the Ioniq 5 crossover, Ioniq 6 sedan, Kia EV6 wagon, Kia EV9 SUV, and Genesis GV60 hatchback. 

It rides on a 123.2-inch wheelbase, which is 0.2 inch longer than the EV9’s and the longest of any model from Hyundai. A flat floor, enabled by bypassing worries about locating the fuel tank, exhaust pipes, and more, helps package roomier seating and more cargo space than comparably sized combustion vehicles. 

2026 Hyundai Ioniq 9

2026 Hyundai Ioniq 9

2026 Hyundai Ioniq 9

Ioniq 9 interior: Spacious and futuristic

The cabin has a futuristic look, with a “floating dashboard,” slim vents, and ambient lighting. Six two-tone combinations are offered to complement (or contrast with) 16 different exterior colors, and eco-savvy materials are used throughout. 

The front seats have armrests, and a center console allows a walk-through area in front and is in reach of the second row. It can slide back by up to 7.5 inches and has two layers of tray storage, with the lower one sliding. Frunk space—with an electric opener—stands at 1.8 or 3.1 cubic feet (depending if you have a motor up there), while the rear cargo area has 21.9 cubic feet with the second and third rows in place. 

Hyundai notes that the first and second rows can fully recline and have leg rests, “allowing up to four people to rest during vehicle charging,” it says. The Ioniq 9 also has a massage function for the driver seat. 

Camera side mirrors and second-row swiveling seats are feature points included with the auto-show debut, but Hyundai has said they won’t arrive in the U.S. version. 

2026 Hyundai Ioniq 9

Three Ioniq 9 models, up to 335 miles

The Ioniq 9 will be offered in three configurations: Long-Range RWD, Long-Range AWD, and Performance AWD. All three versions have a 215-hp (160-kw) motor at the rear wheels, but the Long-Range AWD has a 93-hp (70-kw) motor in front while the Performance AWD gets 215-hp motors front and rear. The Long-Range RWD will return that estimated 335 miles, but Hyundai says it aims for more than 300 miles of range for all versions. 

Hyundai quotes a 0-60 mph time of 4.9 seconds for the Performance model, while the two other versions are pegged at 6.2 and 8.4 seconds. It can tow up to 5,000 pounds and includes a towing mode that focuses on a 50:50 torque distribution, varying it as needed. Additional drive modes will include Normal, Eco, Sport, and a customizable MyDrive mode. Sand, Mud, and Snow off-road modes cater to specific terrain types.

The Ioniq 9 rides on a four-wheel independent suspension, with a MacPherson strut front suspension and a multi-link rear, plus self-leveling dampers and vibration-isolating hydro-bushings. It uses torque vectoring for ride and stability. 

2026 Hyundai Ioniq 9

Ioniq 9 gets serious about aero and noise reduction

Aerodynamics are aided by an active air flap system and flush body panels. It also has a new type of door-closure mechanism that Hyundai says will assure a better fit-and-finish. According to Hyundai, this is also the first model from the automaker to get aluminum fenders and quarter panels, which helps cut weight. Hyundai has said the Ioniq 9 will weigh between 5,500 and 6,000 pounds. 

It also includes an active noise control system that focuses on combating road noise, which can be especially noticeable in EVs. The Bose 14-speaker sound system that’s available includes a so-called e-Active Sound Design feature that creates different EV driving sounds. 

Hyundai also notes that 100-watt USB-C ports are provided in all three rows. Also noteworthy is an available multi-tray UV-C sterilizer that can disinfect phones or masks, though it’s unclear if that feature is coming to our shores. 

2026 Hyundai Ioniq 9

Ioniq 9 charging times, energy sharing

With a 350-kw charge connector, the Ioniq 9 can get from a 10-80% charge in just 24 minutes, according to Hyundai. It has vehicle-to-load (V2L) convenience for outputting power through AC sockets—in the cargo area. It will use the NACS (Tesla-style) charge port. 

Charge status is now represented by four green dots on the steering wheel, and Hyundai is introducing a “refined EV Route Planner” with the Ioniq 9, plus “improved battery consistency” and new energy displays.

A 12.0-inch gauge cluster and 12.0-inch infotainment system are set across a curved display. Hyundai has added an expanded AI voice assistant, while it hopes to roll out optional features for download—called Features on Demand—that might include dynamic lighting or music apps. 

The Ioniq 9 has 10 airbags, and improved third-row passenger protection, along with automatic emergency braking, active lane control, blind-spot monitors, and many other active-safety systems. 

Hyundai says that the Ioniq 9 will be launched in Korea and the U.S. in early 2025, with Europe and other markets to follow. Expect starting prices around $60,000, ranging near or past $80,000 for the top Performance version. The Ioniq 9 will be made in Georgia and is expected to qualify for the full $7,500 federal EV tax credit. 

• Electrified GV70 upgrades to an 84-kwh battery pack
• Likely 250+ miles of range, with 10-80% SOC in about 20 minutes
• Revamped cabin interface and ambience, dynamic improvements 

Genesis on Tuesday night revealed a substantially updated version of its Electrified GV70 crossover with a larger battery, a Tesla NACS charge port, and a refreshed front-end design. 

It’s part of a refresh for the GV70 lineup, which is Genesis’ top-selling model line. The Electrified GV70 gets a bigger battery pack and more range—a much-needed upgrade, although Genesis isn’t talking numbers quite yet. 2025 Electrified GV70 models came in at an EPA-rated 236 miles. Going from 77.4 kwh up to 84 kwh will surely push this model well past the 250-mile mark. 

At about 186 inches long, the Electrified GV70 doesn’t have obvious direct rivals, but looking upward in size it overlaps with the Cadillac Lyriq, Acura ZDX, and BMW iX. Looking smaller, the XC40 Recharge might be an alternative. 

2026 Genesis Electrified GV70. – NACS port

With the shift to a Tesla NACS port, the 2026 GV70 Electrified will have native support with no need for an adapter at Tesla Supercharger stations. Genesis says that adding NACS will more than double the size of the DC fast-charging network available to Genesis EV drivers—for road trips and more. With the bigger battery, expect 10-80% charge times to increase slightly from the now-optimal 18 minutes (when using a CCS adapter). 

On the outside, the profile and much of the surfacing carry over, but Genesis has pushed up the prominence of the two horizontal lines of light with new multi-lens array (MLA) headlights, and what’s over the NACS port has changed slightly in texture. On gasoline versions there’s a new grille design. 

Down below, the skid plate design is a little bolder, and air intake grilles have been extended up for a slightly more chiseled look around the corner of the vehicle. 

2026 Genesis GV70

Genesis says that the cabin follows a “Beauty of White Space” design principle. It includes a completely new dash design focused around a 27-inch OLED screen, with buttons consolidated to an oblong area across the dash.

Strips of ambient lighting run a lap around it all, and door areas have been redone with lighted trim surfaces that really fit the upscale mood. There are four nappa leather color options, including a signature Ultramarine Blue, complementing ten different exterior hues. 

The 2025 model’s dual-motor propulsion system delivered 429 hp and 516 lb-ft of torque, with a boost mode that provided 483 hp in 10-second bursts. The Boost mode button has been moved to a different spot on the 2026 steering wheel, but we anticipate those power numbers to stay the same. 

The GV70 family gets dynamic improvements with a system that better controls front and rear damping forces when accelerating or decelerating. It continues to use forward-facing cameras to read the road surface and adjust accordingly. Genesis also added a new Terrain Mode, with specialized modes for sun, mud, and sand. 

2026 Genesis GV70

2026 Genesis GV70

2026 Genesis GV70

Along with the cabin interface and display changes, Genesis has added hands-on detection for the steering wheel, improved lane assist, and an updated parking assist feature that can do diagonal parking now, too. 

Genesis has been keeping this model updated along the way. The 2025 GV70 Electrified added wireless Apple CarPlay and Android Auto, as well as updated Genesis Connected Services telematics. 

2026 Genesis GV70

The GV70 Electrified was the first U.S.-built EV from the entire Hyundai Group, and Genesis says that both the EV and the gasoline version will be “dual-sourced” from its Alabama U.S. plant and one in South Korea. The 2026 Electrified GV70 models will arrive in the first half of 2025. 

Stellantis is delaying the start of production of the Ram 1500 REV electric pickup truck to the first half of 2025, Reuters reports.

Production was originally scheduled to start before the end of this year, making the REV a 2025 model, but is being pushed back to ensure quality, Stellantis CEO Carlos Tavares said on a media call with Reuters and other outlets.

“We are just facing a very significant amount of workload,” Tavares said.

2025 Ram 1500 REV

First shown in 2023, the Ram 1500 REV aims to upstage the Ford F-150 Lightning, Chevrolet Silverado EV, Rivian R1T, and Tesla Cybertruck with up to 500 miles of range, courtesy of a 229-kwh battery pack. A 168-kwh pack will be standard, delivering what Ram estimates to be up to 350 miles of range. And 350-kw DC fast charging can recover up to 110 miles of range in about 10 minutes, Ram has said.

Ram has also confirmed a dual-motor all-wheel drive powertrain producing 654 hp and 620 lb-ft of torque. It’s promised a 0-60 mph time of 4.4. seconds, a 14,000-pound towing capacity, and a 2,700-pound payload capacity.

2025 Ram 1500 REV at the 2023 New York auto show

Stellantis is also preparing a range-extended Ram 1500 Ramcharger pickup. This uses a 92-kwh battery pack that Ram has said will provide 145 miles of range on its own, while a V-6 engine provides another 545 miles by running as a generator. This truck is also slated to arrive as a 2025 model, but Ram hasn’t confirmed exact timing.

The electrified Ram 1500 trucks are based on the STLA Frame platform, which the automaker just this week provided further details on. It’s the largest of four so-called multi-energy platforms first announced in 2021, and designed to support battery-electric, hybrid, plug-in hybrid, hydrogen fuel-cell, and internal-combustion powertrains. In addition to Ram trucks, STLA Frame will be used for commercial vehicles and full-size SUVs such as the next iterations of the Jeep Wagoneer and Grand Wagoneer—which will also get range-extended powertrains.

Mini is deferring plans to bring the redesigned electric Cooper hatchback and new Aceman urban electric vehicle to the U.S., but isn’t shutting the door on U.S. availability completely.

The news was first reported by MotoringFile, and confirmed to Green Car Reports by Mini spokesperson Andrew Cutler, who noted that Mini had previously said that a decision had yet to be made on U.S. (and Canadian) availability of both models.

2025 Mini Aceman

“A decision has been taken to defer market availability of these models in the US (and Canada) until a later date,” Cutler said in a statement, adding that Mini is not able to confirm what that date might be.

The redesigned electric Mini Cooper hatchback was unveiled alongside a first-ever electric version of the Countryman crossover at the 2023 Munich auto show, promising more range than the 114 miles of the outgoing Mini Cooper SE, on the EPA test cycle. Mini is selling gasoline versions of the redesigned Cooper in the U.S., as well as a redesigned Countryman SE ALL4 plug-in hybrid, but hasn’t provided any updates recently on plans to bring the Countryman EV here.

2025 Mini Cooper electric hatch

Sold exclusively as an EV, and positioned between the Cooper and Countryman in size, the Aceman was unveiled earlier this year. It always seemed like a long shot for the U.S. both because of its size—smaller than the Hyundai Kona Electric and Volvo EX30—and the fact that it was developed by a joint venture of Mini and Chinese automaker Great Wall Motors, and slated to be built in China. That would rule out a federal EV tax credit due to foreign entity of concern policies.

Mini aims to go all-electric by 2030 and now has a lineup of three EVs between the Cooper, Countryman, and Aceman. But it now looks like it will take a bit longer for that electric revolution to reach the U.S.

• The first 9 examples of the Vinfast VF 9 have been delivered
• Vinfast said deliveries of the VF 9 are now underway across its distribution network
• The Vinfast VF 9 costs $69,800

Vinfast on Monday delivered the first handful of its VF 9 three-row electric SUVs to U.S. customers.

The company held a small event at its Los Angeles headquarters in which the first nine vehicles were handed over to their owners. But in addition to this small ceremonial group, deliveries are now underway to reservation holders across Vinfast’s distribution network of 36 dealerships and 15 company-owned retail stores in California, Vinfast spokesperson Jeff Holland told Green Car Reports.

Vinfast VF 9

The VF 9 was EPA-rated and approved for U.S. sale in 2023, even before deliveries of the two-row VF 8 had picked up. Those EPA ratings—330 miles for the base Eco model and 291 miles for the Plus version—still hold, but prices have come down from what Vinfast quoted in 2023, bringing the VF 9 closer to the Kia EV9 while offering a bit more range.

After scrapping a unique model revolving around a battery subscription, Vinfast at that time raised starting prices to $83,000 for the Eco model and $91,000 for the Plus. Now the company is listing base prices of $69,800 for the Eco and $73,800 for the Plus. It’s also offering the first 100 customers a lower lease rate of $529 per month and a down payment of $2,000 on the Plus, which it claims represents a $3,500 discount. Initial deliveries are of the Plus, with the Eco following “later this year,” according to Vinfast.

VinFast VF 9 Prototype

The VF 9 has dual motor all-wheel drive and an output of 402 hp and 457 lb-ft of torque, which will get the Eco version from 0-60 mph in a claimed 6.6 seconds (the Plus version takes 0.1 second longer). The company also claims its 123-kwh battery pack can be recharged from 10% to 70% in 35 minutes.

Vinfast has gotten off to a rocky start in the U.S. A first drive of the VF 8 last year led us to warn that it simply didn’t feel ready yet. And even after the addition of franchised dealerships in addition to its company-owned stores to more quickly move product, the company earlier this year was falling behind on sales targets. In July, Vinfast also delayed a planned North Carolina factory, saying it would open in 2028, rather than the previous target of 2025.

• STLA Frame platform can handle electric, range-extended electric, hybrid, and ICE powertrains
• Towing capacity maxes out at 14,000 pounds, which exceeds rivals by 4,000 pounds
• Stellantis again confirmed Ram 1500 REV electric truck will have up to 500 miles of range

On Tuesday, Stellantis filled in some further info about the STLA Frame platform that will underpin both the 500-mile Ram 1500 REV electric pickup truck and 690-mile Ram 1500 Ramcharger range-extended version.

The big news from Stellantis for its biggest global platform, first announced in 2021, is its multi-energy flexibility intended to support electric, plug-in hybrid, hybrid, hydrogen fuel cell, and even internal combustion powertrains in the future. Stellantis estimates 50% of car and light-duty truck sales in the U.S. will be electric vehicles by 2030, and the STLA Frame rollout starts with Ram and Jeep. 

STLA Frame platform size

• Length: 216-234 inches 
• Width: 81.2-83.6 inches 
• Wheelbase: 123.7-145.3 inches 
• Ground clearance: 6.6-10.3 inches (168-262 mm)

The third of four so-called multi-energy platforms detailed in Stellantis’ portfolio represents the largest and will underpin everything from the Ram trucks to light commercial vehicles and full-size SUVs such as the next iterations of the Jeep Wagoneer and Grand Wagoneer. It’s significantly longer and wider that the brand’s STLA Large platform that underpins forthcoming large sedans such as the 2024 Dodge Charger Daytona EV and midsize crossovers that could include the Jeep Grand Cherokee 

The STLA Large maxes out at 201.8 inches in length, with a wheelbase of up to 121.1 inches. The STLA Large has a broader delta of ground clearance, however, from 5.5 inches to 11.3 inches.

Stellantis’ STLA Frame platform for trucks and large SUVs

STLA Frame platform towing and payload ratings

• Plug-in hybrid towing capacity of 14,000 pounds
• Payload rating of up to 2,700 pounds
• Water-fording capability of 24 inches

The Frame platform utilizes high-strength steel and reinforced frame rails intended to protect the liquid-cooled battery packs. A shield, or belly pan, underneath the frame promises to reduce drag and increase efficiency. 

The series plug-in hybrid, which Stellantis calls a range-extended EV (REEV), represents the most interesting development in the electric pickup truck space. With front and electric drive modules rated at up to 250 kw in the front and less in the back, and a 92-kwh battery pack, the Ramcharger can go 145 miles on electric power alone.

In this model’s series-hybrid operation, a classic Pentastar 3.6-liter V-6 engine acts as a massive generator to convert mechanical energy into electric energy and it has no connection to the wheels and no propulsion component. The front wheels can disconnect while cruising to optimize efficiency. 

Earlier in the year, Ram quoted specs of 663 hp and 615 lb-ft of torque, and a 0-60 mph time of 4.4 seconds for the Ramcharger. Stellantis on Tuesday confirmed a 14,000-pound towing capacity and a payload of up to 2,700 pounds for the STLA Frame; we’re awaiting confirmation if that applies to both the REV and the Ramcharger. That far exceeds the max 10,000-pound towing capacity for both the Ford F-150 Lightning and the Chevy Silverado EV.

Stellantis said the STLA Frame vehicles will have flexible suspension designs, including an available air suspension that will likely be offered with a multi-link rear suspension. A traditional solid axle at the rear with coil springs could also carry over to combustion versions of the STLA Frame. 

Another noteworthy spec, especially for the next iteration of the Jeep Wagoneer new to this platform, was a water-fording capability of 24 inches.

Stellantis’ STLA Frame platform for trucks and large SUVs

STLA Frame range and charging estimates

• EV range of up to 500 miles, 800-volt DC fast-charging at 350 kw
• PHEV range of 690 miles, 400-volt DC fast-charging at 175 kw
• Bidirectional charging capability for home and grid applications

Battery pack sizes were listed between 159 kwh “to more than 200 kwh” in the press briefing, but Ram previously announced a 168-kwh battery pack standard on the 1500 REV, and an available 229-kwh battery pack that will provide the estimated 500-mile range. 

The Ramcharger uses a 92-kwh pack. EVs on the STLA Frame can recoup 100 miles of range in 10 minutes at 350 kw, while the REEVs can gain 50 miles of range in 10 minutes at 175 kw. 

• Sierra EV Denali stands out with a GM-estimated 460 miles
• Midgate setup allows flexibility for items nearing 11-feet long
• Versatility from air suspension, rear-wheel steering, Super Cruise

“I’ve been on that route, and it’s not one for a full-size pickup—let alone one weighing nearly 9,000 pounds.”

That was what I noted, partly in disbelief, to my co-driver as we were shown into a 2025 GMC Sierra EV and sent off to wind up through narrow Bay Area Redwood highways and stretches of Skyline Boulevard. 

Memory served well about the roads; the route included some undulating ribbons of asphalt on ridges that I’d enjoyed thoroughly in a little Volkswagen GTI years earlier. But I completely underestimated the Sierra EV. 

At about 233 inches long and 84 inches wide not counting mirrors, the big electric truck wasn’t so nerve-wracking for tackling narrow lanes. I could place it with precision, thanks to rear-wheel steering that pivots the rear wheels at a small angle opposite the fronts in low-speed hairpins. Instant torque delivery from the Sierra EV’s dual-motor system meant we didn’t lose momentum up the hills, while the air suspension kept us feeling even-keeled. Strong regenerative braking (Normal and High) kept our speed right as it should be on the steep downhill grades. 

2025 GMC Sierra EV Denali

I went into the day knowing well this truck’s lofty range claim of 460 miles and how quickly it accelerates—and I didn’t need further proof that it can blast quietly to 60 mph in 4.5 seconds (or better, it seems). But GMC nudged us along the kind of route I never would have chosen, including plenty of those curves, some towing, some in-the-dirt play with the rear-wheel steering demonstrating the astonishing maneuverability and camera views, and an exercise with CrabWalk mode, which points the rear wheels in the same direction as the fronts. And it turned us loose with the challenge of fitting a whole lot of outdoor-fun gear into the Sierra EV in a hurry. 

By the end of the day, I felt schooled. GMC hasn’t made a quirky design statement (that’s the Cybertruck), aimed for the outdoor lifestyle crowd (that’s the R1T), or simply made an electric version of its top-selling truck (that’s the F-150 Lightning). 

The GMC Sierra EV sits next to the GMC Hummer EV in the GMC lineup, and the brand essentially separates the two by saying that if the Hummer EV pickup is the “it” truck, the Sierra EV is the “do it” truck. As a product, it’s a more impressive accomplishment for the market, and if you’re looking for the most cargo versatility for large items, and the most range for towing, hauling, and doing trucky things, this is it.  

2025 GMC Sierra EV Denali

2025 GMC Sierra EV Denali

2025 GMC Sierra EV Denali

2025 GMC Sierra EV: Big range for a “do it” truck

The 2025 GMC Sierra EV has some of the market’s highest range ratings, not because it’s a standout for efficiency but because it goes big on its battery packs. Both battery packs are dual-layer, with the capability to stitch the two layers together in series to allow 800-volt DC fast-charging. The Max Range’s 205 kwh, it achieves range ratings of 460 miles, and the Extended Range’s 170 kwh affords 390 miles. The Max Range number is “GM-estimated,” because that super-sized pack throws the Sierra EV into a medium-weight category that doesn’t apply to EPA ratings. 

Over nearly 90 miles of widely varied street and highway driving, we saw 1.9 miles per kwh according to the Sierra EV’s trip computer—suggesting we might still see 390 miles of range or more in this type of driving. 

The huge battery opens up possibilities. The Sierra EV can tow up to 10,500 pounds with the Extended Range pack or 10,000 pounds with the Max Range pack, and while it might halve the range, that’s not so much of an issue here. 

2025 GMC Sierra EV Denali

2024 GMC Sierra EV Denali Edition 1

2024 GMC Sierra EV Denali Edition 1

Sierra EV can tow comfortably, find space for gear

In a short loop with a 5,500-pound trailer, the Sierra EV seemed mostly unfazed by the load, still capable of accelerating quicker than a fully loaded minivan. On a loop with two full-acceleration taps, it averaged just 1.0 miles per kwh, according to the trip computer—still indicating that 200 miles of range is possible with a horse trailer or large boat. 

Max Range versions like the one I drove deliver up to 760 hp and 785 lb-ft of torque, via two permanent magnet motors that are designed and built by GM. Extended Range versions have essentially the same hardware, other than the battery pack, but make 645 hp and 785 lb-ft. 

2025 GMC Sierra EV Denali

Those power numbers, and the 4.5-second acceleration time for the Max version, are only delivered when in Max Power mode. The Sierra EV also has Normal-Tour, Off-Road, Tow-Haul, and a customized mode. GM would not say what peak power is in any of those other modes. 

The Sierra EV has an 11.0-cubic-foot frunk—called the eTrunk here, with a cupholder, a drain, weatherproofing, and more. But the surprise cargo-versatility star here is the Midgate. In just a few minutes you can convert the backseat area into an expansion of the cargo bed—creating a 9-foot-1-long space with the tailgate locked, or a 10-foot-10 space with the tailgate down and the flip-down tailgate load step used to backstop long items—like a kayak. 

Engineers emphasized that the Midgate isn’t meant as a solution to only use once in a while, rather something you might use daily. While it’s not weatherproof, of course, it’s a great solution for bringing gear a few miles to a launch point—without having to get specialized carriers—and you can leave one of the backseat positions in place while using it. 

2025 GMC Sierra EV Denali

2025 GMC Sierra EV Denali

2025 GMC Sierra EV Denali

Sierra EV Denali is expensive, but very well equipped

The GMC Sierra is very closely related to the Chevrolet Silverado EV RST, but there are some key differences in how it fits into the EV market and the truck market. In 2024, the Sierra EV was only offered in its top Denali trim, with what’s essentially “the works”—the biggest battery pack, the air suspension, rear-wheel steering, and a feature set that’s one of the most luxury-focused among full-size pickups. 

For 2025, there have been only some slight price changes, the addition of the Extended Range version, and 20 miles more for the Max Range version due to some efficiency improvements to the motor units themselves. My day was spent with the top Sierra EV Denali version, in Max Range form, costing at least $100,495—including the $2,095 destination fee but not any additional accessories for towing and storage. 

The Sierra EV Denali includes the air suspension, rear-wheel steering, a panoramic sunroof, heated-and-cooled front seats, leather upholstery, a heated steering wheel, heated outboard seats, a head-up display, wi-fi hotspot compatibility, and seven-speaker Bose audio. There’s also wireless charging cleverly integrated into a sliding center console tray, plus plenty of USB-C ports and a 120-volt AC cabin outlets. In addition there’s the 7.2-kw AC Offboarding Power station that might eliminate the need to take that small generator out to the campsite or job site. 

I didn’t get the chance to charge the Sierra EV as part of this brief test drive. Peak fast-charging rates are listed as 350 kw for the Max Range pack and 300 kw for the Extended Range pack. GM says that on a 350-kw CCS connector it will recover up to 100 miles of range in just 10 minutes, and it’s said before that either of these packs will get from 10-80% in about 40 minutes. GMC integrates a battery preconditioning feature to help achieve peak rates; it works with the native navigation trip planner or via the press of a virtual button. 

2025 GMC Sierra EV with GM Energy suite

Ready for backing up the home, not Apple CarPlay

In the give-and-take of EV living, the Sierra EV also includes the capability to output 10.2 kw AC, potentially eliminating the need to tote around a generator. And starting with the $1,699 PowerShift charger, owners can outfit their home with GM energy components that could use the Sierra EV to help backup the home—including PowerBank home energy storage.

While the GMC Sierra EV Denali shares much with the Chevrolet Silverado EV, one of the most pronounced cabin differences is that the Sierra EV gets a 16.8-inch portrait-oriented system instead of the Chevy’s landscape orientation. Just like in the Silverado EV and other new GM EVs, it’s made with Google built-in, including the capability to run Google-ecosystem apps—but there’s no Apple CarPlay or Android Auto compatibility or integration. 

2025 GMC Sierra EV Denali

GM’s Super Cruise is also included (for three years) in the Sierra EV, allowing hands-off driving plus semi-automated lane changes on more than 750,000 miles of mapped roads and highways—with maintained driver attention. Super Cruise also now works when towing. With the 5,500-pound load, I engaged the feature briefly and found steady lane positioning and solid speed control using the regenerative braking. But it’s still not a perfect system or one to rely on all the time; when I attempted to use the system to cruise on US-101 around Palo Alto, it kept disabling itself as it couldn’t see the faint-and-inconsistent lane markings that we had no issue seeing. 

GMC has managed to accommodate tall people so well in front and in back, allowing plenty of headroom and a great view outward. Seats are plush yet supportive front and rear.

The cabin is super-quiet, aided by three things: an active-noise cancellation function for the Bose audio system, additional noise padding underneath compared to GMC’s other models, and acoustic side glass. It adds up to the ambience of a luxury vehicle. 

That ambience holds in this Denali version, with fine stitching details in the front perforated seats, patterned speaker grilles, laser-cut wood trim, and a tight fit and finish throughout. We’ll see if these standards hold for the less-expensive versions to come. 

2025 GMC Sierra EV Denali

More GMC electric trucks on the way—but when?

GMC has said that more affordable Sierra EV AT4 and Elevation models are due in 2025, although it hasn’t confirmed whether that will be for the 2025 or 2026 model year. GM also hasn’t given an update on when it plans to ramp up production of these trucks at its Lake Orion, Michigan, plant where it ceased building the Bolt EV nearly a year ago. Until then, output will be limited. 

But it’s easy, also, to envision an even more kitted-out version of the Sierra EV with magnetic ride—to quell the hold-on-tight, amusement-park-ride feeling you get in the Sierra EV when accelerating rapidly on imperfect pavement. Perhaps those are the changes that will elevate this platform for the upcoming Cadillac Escalade IQ. 

GM has overcome lots of preconceptions—including my own—and shown what a great electric truck it can make. Now it needs to make more of them.