2025 GMC Sierra EV Review

General Motors (GM) made a big investment in its versatile modular electric vehicle (EV) platform.

It can be found in one form or another underpinning everything from mainstream crossovers like the Chevrolet Blazerand Equinox EVs to an ultra-luxury Cadillac, the rugged GMC Hummer EV, and even a commercial delivery vehicle. It can also be found here, serving as the base for the 2025 GMC Sierra EV (and its Chevrolet Silverado EV twin).

Power 10 / 10

A pair of permanent-magnet motors — one driving the front wheels, the other motivating the rears — is juiced by an enormous 205-kWh battery pack in the Sierra EV Max Range tested here. Altogether, with the Max Power drive mode selected and sufficient charge in the battery, there’s 760 hp and 785 lb-ft of torque available in the Denali trim shown here.

That’s enough to hurl this 4,000-kg (8,818-lb) monolith from standstill to 100 km/h in a little more than four seconds flat. It’s exhilarating, to be sure, but as we found with hard-launching the Silverado EV previously, these big trucks can get a little unnervingly squirrelly at the helm when calling upon all that thrust.

Fuel Economy 7 / 10

This particular truck is rated to devour its charge at a pace of 32.5 kWh/100 km in combined driving — barely more than a fully loaded version of the F-150 Lightning (3.15). According to Natural Resources Canada (NRCan), the Sierra EV Max Range has an estimated range of 628 km, while its rival from Ford can travel 515 km on a full charge (although its biggest battery is significantly smaller at 131 kWh).

Towing a trailer will reduce the range dramatically, as will cold weather — but that applies to gas- and diesel-powered machines, too. With mild weather during this test, the truck indicated a range of 767 km with a fully charged battery, suggesting that even if its estimates are optimistic, bettering the government rating should be manageable.

The Sierra EV is also rated to accept high-speed charging at rates as fast as 350 kW in ideal conditions, although finding a public station that functions that way isn’t easy. Either way, GMC says it’ll add 160 km of range in only 10 minutes, while a full charge at home should take nearly 12 hours with a Level 2 hookup.

Driving Feel 7 / 10

There’s no amount of engineering that can erase the sheer bulk of the Sierra EV from behind the wheel. It’s not only a very heavy machine, but it’s very wide and has a long wheelbase, all of which conspires against handling and nimbleness. But the Sierra EV has a neat party trick, employing four-wheel steering, which gives it a much tighter turning circle than its scale suggests. It also helps with high-speed stability, and if you get yourself in a tight spot, it can employ a crab-walk mode where the rear and front tires all angle the same direction, and the truck can track nearly diagonally.

The Sierra EV has one-pedal driving that allows it to come to a complete stop by easing off the accelerator. However, the system becomes so snappy and abrupt at low speeds that it can make a driver look like it’s their first time behind the wheel with all the herky-jerky motions.

Comfort 7.5 / 10

The track width — that’s the lateral distance between the tires — and the length of the wheelbase make the Sierra EV quite stable at highway speeds, and its hydraulic suspension seems to be tuned more for comfort than sportiness; for that, check out the Silverado RST EV. This helps the suspension soften the ride, which is important when rolling on massive (and very heavy) 24-inch wheels at each corner.

The seats are quite good, blending decent support and suppleness, and of course there’s an abundance of head-, hip-, shoulder-, and legroom both front and back. Road noise is reasonably well suppressed, and there’s not much drivetrain sound, but wind noise around the large door mirrors is noticeable.

Features 8 / 10

Beyond the high-tech drivetrain, this Denali trim means the Sierra EV is loaded up with luxuries and features, too. There are the expected amenities like heated and cooled seats, nice interior finishes, wireless phone charging, and a head-up display. There’s also a fixed panoramic glass roof, and a stereo that delivers mediocre sound quality.

The Power Station Pro feature lets a user draw as much as 10.2 kW of power from the truck’s battery (down to a preset depletion point), which is enough to keep the essentials in your home running during a power outage. And GM’s available Super Cruise hands-free driving assistance works very well.

User-Friendliness 7 / 10

For the most part, the Sierra EV is quite user friendly. The massive 16.8-inch vertically-oriented touchscreen offers sharp graphics and is responsive to inputs. There’s a row of key climate control switches below it, and the steering wheel buttons are numerous but sensibly laid out. Outward visibility is decent, too, which is typical of big trucks thanks to the commanding views they offer, but the B-pillars here are very robust and create some sizable blind-spots.

The greatest frustration with the Sierra EV’s usability is that GM has done away with Apple CarPlay and Android Auto smartphone integration. With so much information, so many features, and such complexity of the technology now in modern vehicles, the familiar functionality of a phone is always appreciated.

Practicality 9 / 10

With 311 L of weather-proof cargo volume courtesy of its frunk, the Sierra EV has some extra storage you simply can’t get with a gas-powered pickup. At 5-foot-11, the bed is reasonably useful, but like the Chevrolet Avalanche from years ago, the mid-gate between the cargo hold and cabin can be opened up by removing and stowing the rear window and flipping the rear seats forward. With the tailgate dropped, the usable cargo length stretches to just shy of 11 feet.

The Denali trim’s payload maxes out at a reasonable 1,021 kg (2,251 lb), and the towing limit is 5,670 kg (12,500 lb). Both are very competitive in the electric truck segment, although it bears repeating that pulling extra weight will impact range.

Safety 8 / 10

The Sierra EV Denali features a comprehensive passive and active safety package that includes automated collision-avoidance braking front and rear with both vehicle and pedestrian sensors, plus side bicyclist alert. Traffic sign recognition, lane-keeping assist, and even blind-spot steering assist that works when towing is all standard equipment.

Styling 9 / 10

The Sierra EV boasts a thoroughly modern design, but it still packs a visual punch with its bulging fender flares and squat profile — plus, as impractical as those 24-inch wheels may be, they help make this pickup look pretty cool. Aside from the obvious badging and nose-treatment differences, the Sierra EV doesn’t share the sloped buttresses from the cabin to the box sides the way the Silverado EV does. It’s neither better, nor worse — just different, and still very handsome.

Inside, the Denali trim benefits from an impressive presentation of finishes and quality materials including liberal use of open-pore wood trim and quilted leather that makes the GMC feel more worthy of its lofty price point.

Value 6.5 / 10

That brings us to that final catch: the 2025 Sierra EV Max Range Denali starts at $119,699, and that’s before the obligatory destination charge ($2,800) and, of course, taxes — both sales and luxury, in this case. While that means it’s still notably more affordable than the Rivian R1T or even GMC’s own Hummer pickup, it’s significantly more expensive than the range-topping F-150 Lightning Platinum.

The Verdict

The 2025 GMC Sierra EV is a very impressive offering in the electric truck segment. Its performance, both in terms of acceleration and handling, but also its practicality as a truck, make it a pretty compelling choice, even for its lofty price tag. Plus it looks darn good. Its more luxury-oriented trappings and ride make it more agreeable than the comparable range-topping Silverado EV, but like its cousin, its lack of familiar smartphone connectivity could be its biggest downfall.