• 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 a route 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. 

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: 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. 

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. 

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. 

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. 

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. 

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. 

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.