You’ve been circling this beast for months. You watched the CrabWalk video at 2 AM. You spotted one at a stoplight and felt that dangerous mix of “holy crap that’s awesome” and “who even needs that much truck?” But there’s one question keeping you up at night, and it’s not about horsepower or off-road angles. It’s this: “Am I absolutely out of my mind for even considering this?”
Every review you’ve read dances around the elephant in the room. They gush about the 830 horsepower and show it conquering rocks in Moab, but they won’t tell you about the parking lot panic attacks, the electric bill shock, or whether you’ll regret this the first time your roof panels leak. They worship specs but dodge your real-life worries.
Here’s how we’ll tackle this together: First, I’ll walk you through the jaw-dropping performance that hooks everyone. Then we’ll face the size reality that no one talks about honestly. We’ll dig into the range anxiety that hits different when you’re piloting 9,000 pounds, explore the off-road magic you’ll probably never use, and finally figure out if this glorious monster actually fits your life or just your daydreams. Because spoiler alert: this isn’t a vehicle purchase. It’s a relationship.
Keynote: 2024 GMC Hummer EV SUV Review
The 2024 GMC Hummer EV SUV delivers 830 horsepower, 3.5-second acceleration, and revolutionary off-road tech including CrabWalk and 15.9-inch Extract Mode clearance. Real-world highway range hits 250 miles despite the 314-mile EPA rating due to 9,000-pound weight and poor aerodynamics. Insurance averages $3,000+ annually, efficiency ranks worst-in-class at 1.6 mi/kWh, and $110,000+ pricing positions it as a spectacular toy, not a practical daily driver.
The Acceleration That Feels Like Cheating Physics
WTF Mode: When 9,000 Pounds Moves Like a Corvette
Here’s something that’ll mess with your head: this 9,000-pound SUV launches harder than most sports cars. The tri-motor GMC Hummer EV SUV hits 60 mph in 3.5 seconds flat when you engage Watts to Freedom mode. That’s Corvette territory. In something that weighs as much as two Honda Civics stacked on top of each other.
Double-tap the traction control button and the theater begins. The Adaptive Air Suspension drops the body 3.5 inches, hunkering down like a predator about to pounce. The battery preps itself for maximum discharge. Your seat actually rumbles with haptic feedback. Then you floor it, and physics takes a coffee break.
That gut-punch of torque pins you to the seat at every green light. Your stomach drops. The nose lifts slightly. There’s no engine roar, just this surreal, silent shove that makes passengers go wide-eyed and grab for door handles. I’ve watched my colleague Mark (who daily drives a Mustang GT) get pinned back so hard in the passenger seat that he actually laughed out loud, then immediately went quiet, processing what just happened to his worldview.
Fair warning: this party trick never gets old. You’ll find excuses to use it. Your spouse will roll their eyes. You won’t care.
The Tri-Motor Power That Everyone Gets Wrong
Let’s clear up the torque confusion right now, because GM’s marketing department went a little wild. You’ll see numbers like 11,500 lb-ft thrown around. That’s wheel torque after gear reduction, which is like measuring your height while standing on a ladder. It’s technically true but completely useless for comparisons.
The real motor torque? Around 1,200 lb-ft at the wheels. Still absolutely massive. Still more than you’ll ever need. The EV3X tri-motor setup delivers 830 horsepower with one motor up front and two in the rear, creating an instant, seamless wave of power that makes turbocharged gas engines feel like they’re thinking too hard about it.
The dual-motor EV2X puts down 625 horses, which is still plenty quick and saves you about $8,000. Most people won’t notice the difference in daily driving. But if you want that full supercar launch experience, you want the 3X with WTF mode.
The Physics Problem No One Mentions
All that acceleration comes with a reality check when you need to stop. Braking from 60 mph takes 137 feet. That’s proper pickup truck territory, not sports car numbers. The dramatic front-end dive under hard braking unsettles passengers and reminds you that this thing’s mass doesn’t disappear just because it’s electric.
Weight is the undefeated champion in physics. You can have all the horsepower in the world, but when 9,000 pounds needs to change direction or stop, momentum writes the rules.
The Size Reality: Living With a Small Condo on Wheels
Garage Anxiety and the Tape Measure Truth
Before you even think about buying this thing, grab a tape measure. Go to your garage. Measure the width between your walls and the height to your door opener. Write those numbers down. Now look at the Hummer’s specs: 86.7 inches wide, which means you’re pushing 100 inches with the mirrors out.
My friend Jessica bought hers before measuring. Her garage door opening was exactly 83 inches. The Hummer is 80.7 inches tall in normal mode. She now parks it outside, which wasn’t part of the original plan. Her husband still brings it up at barbecues.
Climbing into this thing feels like mounting a horse. Fun and dramatic the first dozen times. By week three, when you’re in business clothes and running late, that step-up starts feeling like a workout you didn’t ask for. Drive-throughs become strategic operations where you’re calculating angles and hoping that menu board is high enough.
The Four-Wheel Steering Miracle That Saves Everything
This is the single feature that makes daily driving actually possible. The four-wheel steering system gives the Hummer a turning circle of just 35.4 feet. That’s tighter than a Toyota Tundra. Let that sink in for a second.
On the highway, the rear wheels subtly follow the fronts, adding stability and confidence. At parking lot speeds, they turn opposite, essentially shrinking the SUV’s wheelbase by half. Suddenly, U-turns don’t require a three-point maneuver. Parking spots you thought were impossible become merely challenging.
And then there’s CrabWalk, the party trick everyone asks about. The rear wheels turn up to 10 degrees in the same direction as the fronts, letting you move diagonally at low speeds. Is it gimmicky? Absolutely. Will you use it to show off? Every single time you have passengers. Does it have legitimate off-road applications for angling around obstacles? Sure, if you’re actually rock crawling, which brings us to the next point.
Interior Space: Roomy Inside, Awkward Outside
Here’s a weird contradiction: the Hummer EV SUV feels spacious inside despite being absurdly large outside. Second-row legroom measures over 39 inches, beating most luxury SUVs. My brother-in-law is 6’3″ and fits comfortably in the back without his knees jamming into the front seats.
| Vehicle | 2nd Row Legroom | Exterior Width | Turning Circle |
|---|---|---|---|
| Hummer EV SUV | 39+ inches | 86.7 inches | 35.4 feet |
| Rivian R1S | 39.3 inches | 81.8 inches | 39.1 feet |
| Tesla Model X | 38.4 inches | 78.7 inches | 37.8 feet |
But those door swings need a football field to open fully. You’ll be doing the awkward shuffle-squeeze in parking garages, muttering apologies to the Camry owner whose door you’re uncomfortably close to.
And there’s no third row. Ever. This is a five-seater, period. If you need seven seats, the Rivian R1S is waiting for you with a knowing smile.
The Blind Spots Big Enough to Hide a Prius
The squared-off design creates visibility challenges that mirrors can’t fully solve. Changing lanes on the highway requires faith, caution, and maybe a quick prayer. The thick A-pillars don’t help when you’re trying to see around corners.
The salvation? Those 17 camera views. You’ve got 360-degree coverage, underbody cameras, and enough angles to make you feel like a drone pilot. In tight parking situations, these cameras aren’t a luxury. They’re your lifeline. You’ll cycle through views constantly, and after a while, it becomes second nature.
Range Anxiety: The Numbers Behind Your Worry
EPA Promises vs Highway Truth
The EPA says you’ll get 314 miles from the EV3X tri-motor trim. Here’s what actually happens when you point this brick-shaped beast down the highway at 75 mph: you get 250 miles. Maybe 272 if you’re gentle and lucky.
That 64-mile gap isn’t a typo. It’s aerodynamics having the last laugh. The Hummer EV SUV has the wind resistance of a small building. At highway speeds, you’re pushing all that air out of the way with brute force, and your battery range suffers accordingly.
Cold weather makes it worse. Owners in winter climates report drops to 220 miles on the freeway when temperatures hit the teens. One driver in Nebraska called a 188-mile winter highway trip “harrowing,” and I believe them.
The Efficiency Shock Compared to Normal EVs
Let’s talk about the number that makes every efficiency-minded person wince: miles per kilowatt-hour. The Hummer averages around 1.6 to 1.8 mi/kWh in real-world driving. That’s among the worst efficiency ratings of any EV ever made.
| Vehicle | MPGe Combined | Real Mi/kWh | Monthly Cost (1,000 mi) |
|---|---|---|---|
| Hummer EV SUV | 47-53 | 1.6-1.8 | $85-$95 |
| Rivian R1S | 70-75 | 2.2-2.4 | $60-$70 |
| Tesla Model X | 102 | 3.0+ | $45-$50 |
At 12,000 miles per year, you’re looking at $1,000 to $1,200 in electricity costs. That’s roughly double what a Tesla Model X owner pays. The Hummer uses a massive 170kWh battery pack to achieve similar range to vehicles with 100-135kWh packs. It’s like comparing a NASCAR racer to a Prius. Same highway, wildly different fuel consumption.
Charging: The Learning Curve Nobody Warns You About
The good news: the 800-volt Ultium architecture supports up to 300kW DC fast charging. Under ideal conditions, you can add 100 miles in about 10 to 12 minutes. That’s legitimately impressive for such a huge battery.
The not-so-good news: getting from 10% to 90% takes around 128 minutes at public fast chargers. The charging curve tapers hard after 80%, dropping to crawling speeds that make the final 20% feel eternal. Road trippers quickly learn to charge to 80% and move on.
At home, you absolutely need a Level 2 charger. The newer 2024 models come with a 19.2kW onboard charger, which means a full charge takes about 10 to 11 hours from empty. The older 11.5kW setup stretches that to nearly 24 hours. Plugging this into a standard 110V outlet is basically pointless unless you’re planning to park it for three days straight.
Towing Turns Road Trips Into Charging Marathons
Here’s a counterintuitive quirk: the less powerful EV2X dual-motor can tow 10,000 pounds, while the 830-horsepower EV3X tops out at 7,500 pounds. The reason? The third motor and its hardware are so heavy they eat into the vehicle’s weight ratings.
But here’s the bigger issue: towing anything substantial murders your range. Real-world testing with a 6,100-pound trailer showed effective range collapsing to just 140 miles at highway speeds. That’s a 50% to 60% reduction. If you’re planning to regularly tow long distances, this isn’t the EV for you. You’ll be white-knuckling it between fast chargers, hoping they’re working when you arrive.
Off-Road Magic: Where the Hummer Actually Earns Its Price
The Superpowers You’ll Use Once to Impress Everyone
This is where the Hummer stops apologizing and starts flexing. CrabWalk mode lets you move diagonally at low speeds, sliding sideways out of ruts or angling around obstacles like you’re piloting a sci-fi rover. It’s theatrical. It’s unnecessary for 90% of owners. It’s also absolutely delightful.
Extract Mode is the real superhero move. Hit the button and the air suspension lifts the body nearly 6 inches, giving you 15.9 inches of ground clearance. That’s enough to drive over obstacles that would high-center most SUVs. The system uses those underbody cameras to let you place your tires with surgical precision on rocks and ledges.
The 17 camera views turn you into a virtual spotter for yourself. Two waterproof cameras mounted underneath show you exactly what’s in front of and behind your tires. They even have their own wash system. This isn’t just impressive tech, it’s genuinely useful on technical trails where one wrong tire placement means calling for a tow truck with a crane.
Real Trail Capability That Shocks Serious Off-Roaders
The specs read like a rock crawler’s fever dream: 49-degree approach angle, 34.4-degree breakover angle, 15.9 inches of ground clearance in Extract Mode. Those numbers put it in the same conversation as purpose-built Jeep Wranglers and modified trucks that cost half as much.
Testers who’ve actually taken this thing on serious trails come back stunned. One wrote that it “handles obstacles mountain goats avoid.” The combination of instant electric torque, torque vectoring that acts like virtual lockers, and that Extract Mode clearance means you can tackle terrain that looks impossible.
But here’s the catch: 9,000 pounds is 9,000 pounds. On extreme trails, that weight stresses components, burns through tires, and makes recovery a nightmare if you get stuck. This is a brilliant tool for experienced off-roaders who understand its capabilities and limits. For casual adventurers, it’s massive overkill.
The Catch: Most Owners Never Leave Pavement
Let’s be honest about the beautiful irony here. Maybe 10% of Hummer EV SUV owners will ever see anything rougher than a gravel parking lot. This vehicle’s most extreme off-road feature is demonstrating CrabWalk on grass at a tailgate party.
There’s no judgment in that. Sometimes you buy capability for the feeling it gives you, not because you’ll use every feature. But if you’re trying to rationalize the purchase based on off-road prowess you’ll never actually need, maybe skip the $10,000 Extreme Off-Road Package and save yourself some cash.
Off-Road Package Math: Worth It or Wasteful?
Speaking of that package: it adds 35-inch Goodyear Territory off-road tires, upgraded suspension, an electronic front locker, and improved underbody protection. It also adds $10,000 to your price and increases your tire replacement costs to $600+ per tire when they wear out.
Do the honest self-check: will you actually off-road more than twice a year? If not, skip it. The standard setup is still shockingly capable for dirt roads and light trails. Save your money for the inevitable insurance premiums and maintenance costs.
The Interior Reality: Where $110,000 Feels Like $40,000
The Plasticky Truth at Six-Figure Pricing
This is where the Hummer’s value proposition completely falls apart. The cabin materials are, to put it charitably, not premium. Hard plastics dominate. The dashboard scratches if you look at it wrong. One owner with under 900 miles on the odometer already had visible scuffs across the dash.
Real owner quote: “Plasticky interior not premium enough for six-figure MSRP.” That’s not nitpicking. At $110,000, you’re competing with BMWs, Mercedes, and the Cadillac Escalade. Those vehicles feel like luxury. The Hummer feels like a dressed-up Silverado with sci-fi screens bolted on top.
The hard plastic ceiling liner is particularly offensive. Tall passengers in the back seat find their heads pressing into it, and it feels cheap to the touch. The interior design is purposefully utilitarian, inspired by military vehicles. That aesthetic works if you buy into the brand’s ethos. But if you’re expecting Lexus-level refinement, prepare for disappointment.
The Sci-Fi Screens That Wow at First
The 13.4-inch center touchscreen and 12.3-inch driver display are visually impressive, running graphics powered by Epic Games’ Unreal Engine. The interface looks like something from a near-future movie. Navigation maps are crisp. The animations are smooth.
Then you actually use it. The learning curve is steep. Icons aren’t always labeled clearly. Submenus hide functions you need regularly. The system can be laggy when switching between camera views or apps. Voice recognition fails more often than it should, leaving you poking at the screen while driving.
The bright spot? GMC kept physical toggle switches and knobs for climate control. You can adjust temperature and fan speed without diving into menus, which is a godsend when you’re wearing gloves off-road or just want to make a quick adjustment.
The Bose audio system sounds good but lacks the bass punch you’d expect from a premium system in a vehicle this large and expensive.
The Infinity Roof: Cool Idea, Squeaky Reality
The removable sky panels are genuinely cool. Pop out all four transparent panels and store them in the frunk, and you’ve got an open-air experience that makes summer drives memorable. The concept is brilliant.
The execution? That’s where things get frustrating. Owners report constant rattles and creaks over bumps when the panels are installed. Some have tried adding weatherstripping and heat shrink tubing to reduce the noise. GM has issued official technical service bulletins to address wind noise and “creak pop snap” sounds, requiring dealers to adjust the mounting receivers.
Even more concerning: some owners report leaks during heavy rain. Imagine spending $120,000 on an SUV and getting dripped on during a thunderstorm. That’s not a quirk. That’s a quality control failure.
Little Annoyances That Death-by-a-Thousand-Cuts You
These are the things you won’t notice on a test drive but will drive you slightly crazy over months of ownership:
No auto-up windows. In 2024. On a six-figure vehicle.
The HVAC fans are loud, drowning out conversation at higher speeds.
Awkward seat belt placement that some drivers find uncomfortable.
The push-button start and frunk buttons work about 90% of the time, which means you’ll occasionally be standing there pushing them repeatedly like a confused tourist at a locked door.
The thick steering column blocks part of the gauge cluster for some drivers depending on seat height.
None of these are dealbreakers individually. Together, they create a death-by-a-thousand-cuts experience that erodes your confidence in the vehicle’s $110,000 price tag.
The Money Truth: Beyond Sticker Shock
What You’re Actually Paying and Why
Nobody buys a base Hummer EV SUV. The EV2X starts at $98,845, but by the time you add packages and options most people want, you’re pushing $105,000 to $110,000. The tri-motor EV3X with CrabWalk and Watts to Freedom starts at $104,650 but realistically lands between $115,000 and $125,000 after you tick a few boxes.
| Trim | Starting Price | Real-World Price | Key Features |
|---|---|---|---|
| EV2X | $98,845 | $105,000-$110,000 | Dual-motor, 625 hp, basic capability |
| EV3X | $104,650 | $115,000-$125,000 | Tri-motor, 830 hp, CrabWalk, 4-wheel steer |
| Edition 1 | $140,000+ | Add $20K-$40K | Exclusive colors, badges, bragging rights |
The Edition 1 is pure exclusivity tax. Same mechanical capability, fancier paint, and special badges that let other Hummer owners know you had first-buyer money. It’s for collectors and people who need to own the rarest version of everything.
Total Cost of Living With This Mega-EV
The sticker price is just the beginning. Annual tire replacement for those 35-inch off-road tires runs $2,400 to $3,000 depending on how aggressively you drive. Insurance quotes come back 2x to 3x what you’d pay for a normal SUV—expect $3,000 to $4,500 annually. Some owners report even higher premiums.
Electricity costs are brutal at 1.6 mi/kWh efficiency. If you drive 12,000 miles per year, budget $1,000 to $1,200 for charging at home. That’s double what most EV owners pay.
Dealer service is a wild card. Most GMC dealers have minimal experience with the Hummer EV. Parts availability is spotty. Specialized components can take months to arrive. Some owners drive 45+ miles to find technicians who actually know these vehicles. When something goes wrong, expect weeks in the shop, not days.
The Depreciation Bomb Nobody Talks About
Early resale data suggests the Hummer EV SUV could lose 50% of its value in the first five years. First-generation product uncertainty scares used buyers. The efficiency numbers scare practical shoppers. The reliability concerns scare everyone else.
Compare that to the Rivian R1S, which is holding value better due to a more proven track record and broader appeal. If you’re buying with any intention of selling in a few years, factor in significant depreciation.
If Not Hummer, Then What?
The Rivian R1S is the pragmatic alternative. It’s more efficient, more refined, offers seven-seat capability, and still delivers serious off-road chops. It’s the choice for people who want adventure without the spectacle.
The Tesla Model X trades drama for efficiency and access to the Supercharger network. It’s faster, cheaper to charge, and handles like a sports car instead of a truck.
The upcoming Kia EV9 and Hyundai Ioniq 7 offer practical, affordable three-row electric utility without the six-figure price tag or the efficiency penalty.
There’s no shame in choosing balance over icon status.
The Reliability Gamble: First-Gen Product Reality
Common Owner Complaints From the Forums
The Hummer EV SUV suffers from the classic first-generation product curse. Owner forums tell a story of vehicles that are either trouble-free or total lemons with very little middle ground.
Tailgate failures top the complaint list. The power swing gate malfunctions regularly, refusing to open or close properly. Charging door problems plague owners, with the plastic mechanism feeling flimsy and sometimes failing to latch. Roof leaks during heavy rain are common enough that GM issued a technical service bulletin addressing it.
SuperCruise system failures are particularly frustrating because they disable the hands-free driving feature owners paid extra for. The “Service Driver Assist System” warning is so common that forum members call it a “well known problem.” Some require dealer visits just to reset the system.
Software glitches persist, and over-the-air updates have basically stopped since late 2023. If you’re expecting Tesla-level software support and continuous improvements, adjust those expectations downward.
Dealer Competency: Your Biggest Wild Card
Most GMC dealers have zero Hummer EV experience. This isn’t an exaggeration. These vehicles are rare, the technology is complex, and dealer technicians aren’t trained to work on them. Horror stories abound of vehicles sitting in service bays for weeks while clueless technicians wait for guidance from GM.
Parts availability compounds the problem. Specialized Ultium platform components aren’t sitting on dealer shelves. When something breaks, you’re looking at weeks or months for parts to arrive. Some owners have had vehicles stranded at dealerships for over 30 days while everyone involved tries to figure out the fix.
What the Warranty Actually Covers
The bumper-to-bumper warranty is standard 3 years/36,000 miles. Powertrain coverage extends to 5 years/60,000 miles. The battery warranty is strong at 8 years/100,000 miles, which provides peace of mind for the most expensive component.
Here’s the kicker: software updates aren’t covered after 36,000 miles. This vehicle has over 30 electronic modules. Extended warranties won’t cover software issues despite those modules controlling everything from door locks to drive motors.
Who This Beautiful Beast Is Actually For
You’re the Right Buyer If This Sounds Like You
This is your second or third vehicle, not your only car. You have home Level 2 charging installed and a garage wide enough to actually fit this beast. You genuinely want to go off-roading, not just look like you do. You’re comfortable with attention because strangers will stop you at every gas station and parking lot to ask questions.
You value presence and spectacle over efficiency and practicality. You accept first-gen product quirks as part of the adventure, not dealbreakers. This should be fun money, not sacrifice money. If writing the check makes you nervous about your budget, this isn’t the right vehicle right now.
Walk Away Kindly If This Resonates
This would be your only vehicle or primary family hauler. You’re expecting Tesla-level refinement or Lexus-level reliability. You stress about efficiency, tight urban parking, or conspicuous consumption. You need third-row seating or maximum cargo versatility.
You’re not ready to explain what you’re driving at every single gas station, grocery store, and coffee shop. Your budget is stretched. You’re looking for rational justifications instead of admitting you just want it.
The Honest Truth Most Reviews Won’t Say
The Hummer EV SUV is a luxury toy first and a practical tool second. Owners either absolutely love it (giving it 10/10 ratings) or deeply regret it (posting frustrated rants on forums about dealer incompetence and quality issues). There’s almost no middle ground.
If this vehicle doesn’t spark genuine joy every single time you walk up to it, press that ridiculous Watts to Freedom button, or engage CrabWalk mode for the fiftieth time, then it’s the wrong choice. Don’t retrofit rational justifications onto an emotional decision. Own what this is: a spectacular, flawed, unforgettable statement piece.
Conclusion: Your No-Drama Verdict on This Ridiculous Masterpiece
We started with that guilty daydream of silent, planet-saving power wrapped in apocalypse-proof styling. We survived the size panic and range anxiety, laughed at the cheap plastic gripes in a six-figure cabin, then remembered the CrabWalk saves and superhero acceleration that make it all worthwhile. This is a flawed, inefficient, oversized, utterly unforgettable machine. It’s everything wrong and right with American automotive ambition in one ridiculous package.
If you’ve read this far and you’re still considering it, here’s your single action for today: go test drive one this weekend, but measure your garage first and bring a tape measure. Don’t just sit in the dealership lot where the salesperson hovers. Ask to take it for an hour. Drive it on the highway. Take it through a drive-through. Try to park it at Target. Then sit in your current vehicle and ask yourself honestly: “Am I ready for this relationship?”
Because that’s what this is. Not a vehicle purchase. A relationship. One that’ll test your patience, your wallet, and your sanity. But if you’re the right person, at the right time, with the right expectations, the Hummer EV SUV will put a grin on your face every single time you thumb that ridiculous Watts to Freedom button. And maybe, just maybe, the world needs a little more ridiculous joy. Garage space permitting.
2024 Hummer EV SUV Review (FAQs)
How much does a 2024 GMC Hummer EV SUV cost fully loaded?
Yes, expect $115,000 to $125,000 realistically. The EV3X trim starts at $104,650, but the Extreme Off-Road Package, Infinity Roof, and other desirable options push most builds well past $115K. Edition 1 models commanded $140,000+ with collectible paint colors and exclusive badging.
What is the real-world range of the Hummer EV SUV at 75 mph?
No, you won’t hit the 314-mile EPA estimate. Highway testing at 75 mph consistently shows 250 to 270 miles maximum. Cold weather drops that further to around 220 miles. The boxy aerodynamics and 9,000-pound curb weight murder efficiency at sustained highway speeds.
Does the GMC Hummer EV qualify for federal tax credit?
No for direct purchase, but yes through leasing. The $104,650+ MSRP exceeds the $80,000 cap for consumer clean vehicle credits. However, commercial lease qualification preserves the full $7,500 credit, which dealers can pass through as a lease incentive.
How long does it take to charge a Hummer EV SUV?
At home with 19.2kW Level 2: 10 to 11 hours from empty to full. DC fast charging adds 100 miles in 12 minutes at peak power, but 10% to 90% averages 128 minutes because charging speed tapers dramatically after 80%.
Is the Hummer EV SUV better than Rivian R1S for off-roading?
Yes, by capability specs. The Hummer offers 49-degree approach angle, CrabWalk, Extract Mode ground clearance, and 35-inch tires with the Extreme package. But the Rivian is more efficient, more refined, offers seven seats, and still delivers serious trail chops for 95% of real-world off-road scenarios.