The original Hummer is a BEAST of a truck. But, the electric Hummer is more impressive with its battery and charging capabilities.

Because let’s face it, who would’ve thought we’d even have an electric Hummer? Not so long ago, the public viewed Hummer vehicles as monstrous pollution machines. They guzzled gas like it was going out of style.

Look no further than the H1 Hummer. It gets 10 miles per gallon of gas and weighs upwards of 8,000 pounds. In comparison, a Ford F-150 truck weighs a measly 4,000 to 5,000 pounds.

This now perfectly sets the stage for discussing the Hummer EV. I’m going to discuss the electrical engineering behind parts of this Hummer. And before you tell me, I know and I get it. The Hummer EV isn’t aerodynamically shaped and it still resembles a brick.

Still, though, you can’t dismiss the awesome built-in power in the Hummer by GM, the manufacturer. They’ve designed advanced battery systems to give the Hummer a full makeover. In fact, this new luxury enviro-conscious rebranding is a twist of fate.

Can the Hummer EV rebrand itself to create a new identity?

To discuss the potential of the Hummer EV, I’m going to cover the following subjects:

- Power specs
- Charging costs
- Driving range
- Charging speeds

**Hummer EV power specs**

The electric Hummer has three electric motors that power its e4WD system. The e4WD system is just the cool sounding way of saying all-wheel drive.

In this power design system, there’s one motor located in the front, and two in the rear. And each motor has a rating of 250 kW. So this behemoth vehicle has a max power output of 750 kW or about 1,000 horsepower!

To point out, this peak 1,000 HP is only sustainable for short durations in the “Watts to Freedom” mode. For example, for going from 0 to 60 mph in 3 seconds!

But what’s even more attention-grabbing is the Hummer’s battery system.

**Battery system calculations**

The big question is, how does something as huge as a Hummer move so effortlessly? A gigantic battery of course!

Let’s do the battery calculations, to piece together the Hummer’s battery system. The Hummer EV has 24 cells x 24 modules = 576 cells in total.

Then each battery cell has a rating of about 100 Amp-hours. This calculates to 576 cells x 100 Amp-hours = 57,600 Amp-hours (Ah).

Let’s pause and make note that Amp-hours x Volts give us Watt-hours (Wh). All we’re doing here is using the P = VI equation, where P is the power measured in watts. To point out, 1000 Watts = 1 kilo-Watt (kW). And kWh is how we define battery energy storage.

Next, let’s assume the nominal voltage of a lithium-ion battery is 3.60-volts/cell. The calculation then becomes 57,600 Ah x 3.6-volts = 207,360 Wh or 207.4 kWh!

To put a 200+ kWh battery pack rating into perspective, the following are specs from other EVs:

TABLE

**Important Note:** *GM linked 12 battery modules together creating a 400-volt battery pack. Next, they connected two 400-volt packs in parallel, totaling 24 battery modules.*

**Hummer EV charging cost**

The charging cost depends on the **EV charger type **you use. To do a rough comparison, we’ll crunch some numbers with Level 2 and Level 3 chargers.

To start, the average electricity rate was **13.7 cents per kWh in February 2021**. We’ll use this electricity rate to calculate the cost of fully charging at home. And the 0.87 constant is the assumed charger efficiency.

(207.4 kWh / 0.87) x $0.137 per kWh = $32.66

Next, **Tesla’s Supercharger** costs about $0.26 per kWh. So we can safely assume the same cost for any other DC Fast charging to charge the Hummer EV.

(207.4 kWh / 0.87) x $0.26 per kWh = $61.98

To put these costs into perspective, let’s compare them to the cost of filling up a gas-guzzling Hummer.

Vehicle | Charger/Fuel type | Batter/Tanks size | Cost of fuel (2021) | Full fueling cost | Cost/mile |
---|---|---|---|---|---|

Hummer EV (350 mile range) | Level 2 charger | 207.4 kWh | $0.137/kWh | $32.66 | $0.09/mile |

Hummer EV (350 mile range) | Level 3 charger | 207.4 kWh | $0.26/kWh | $61.98 | $0.18/mile |

Hummer H1 (250 mile range) | Diesel | 25 gallons | $3.249/gallon | $81.23 | $0.32/mile |

Hummer H2 (320 mile range) | Premium gasoline | 32 gallons | $3.028/gallon | $96.90 | $0.30/mile |

Hummer H3 (322 mile range) | Premium gasoline | 23 gallons | $3.028/gallon | $69.64 | $0.22/mile |

The EV cost savings is clearly evident compared to all the old Hummer models. But, the savings amount isn’t too attention-grabbing given the Hummer is an EV. In fact, when you consider the purchase price of a Hummer EV, you quickly realize the lack of cost savings.

**Breakeven cost comparison between a Hummer EV and Hummer H3**

The “Edition 1” Hummer EV truck will cost about $106,000. A decent used 2006 H3 Hummer with 20,000 miles costs about $25,000. A cost difference of $81,000.

In our calculation, we’ll assume you drive 13,500 miles per year. This is the average number of miles driven per year in the U.S. according to the **U.S. Department of Transportation**.

**Hummer EV:** 13,500 miles x $0.09 = $1,215 per year

**Hummer H3:** 13,500 miles x $0.22 = $2,970 per year

The difference in annual cost between the Hummer H3 and EV: $1,755 per year.

So to break even, it’ll take $81,000 / $1,755 = 46 years!

Yes, there will be a lot of other maintenance costs with a used H3 Hummer. But my point is, you’re not purchasing a Hummer EV for cost savings. But to be fair, most people who purchase a Hummer EV just want a badass rugged EV!

To learn more about the cost to charge an electric vehicle, read **here**.

**Hummer EV driving range **

GM has thrown out a driving range of 350 miles for the Hummer EV. As a comparison, the following is the driving range of gas-fueled Hummer models:

**H1:**250 miles**H2:**320 miles**H3:**322 miles

The Hummer EV has a slight edge over its predecessors. It’s important to note though, the weight of the Hummer models is important to know. Otherwise, it’s not an apples-to-apples comparison.

Now, how about comparing the driving range to other electric vehicles?

The below table is the driving range of popular EVs, including Tesla’s Cybertruck. And the calculated charging costs are using Level 2 chargers.

Electric vehicle | Battery usable | Range | Fully charge cost | Cost per mile |
---|---|---|---|---|

Hummer EV (tri motor) | 207.4 kWh | 350 miles | $32.66 | $0.093 |

Cybertruck (tri motor) | 200 kWh | 500 miles | $31.49 | $0.063 |

Model 3 (Long Range) | 82 kWh | 353 miles | $12.91 | $0.037 |

Model S (Long Range) | 90 kWh | 412 miles | $14.17 | $0.034 |

Model X (Long Range) | 90 kWh | 360 miles | $14.17 | $0.039 |

Model Y (Long Range) | 72.5 kWh | 326 miles | $11.42 | $0.035 |

Not surprisingly, the Hummer EV isn’t the most efficient vehicle on the list, and it’s clear why. It’s HEAVY and it has the least aerodynamic shape. And therein lies the problem. The Hummer brand is synonymous with having the shape of a brick, which leads to a poor drag coefficient.

Without a doubt, if GM would cut the weight of the Hummer EV, they could increase the driving range to nearly 500 miles. But then, the Hummer would lose its iconic design and edgy personality.

**Hummer EV charging speed**

We already know the battery design is two 400-volt packs connected in parallel. But what’s awesome is, you can plug the Hummer into an 800-volt charger too.

How you ask? The internal vehicle electrical components reconfigure. The Hummer connects the two 400-volt battery packs in series. And series connected batteries add up together, 400-volts + 400-volts = 800-volts.

So you can connect to an 800V DC Fast charger rated 350 kW and draw about 250 Amps. Let’s crunch the numbers to see how this would play out and impact the charging speed.

Charge time = = 0.68 hours

So, the charge time is roughly 41 minutes to go from a depleted battery state to full charge.

To point out though, the 350 kW peak power lasts only for a short duration. You’ll never get 350 kW over your entire charge. The power naturally tapers off as the battery charge increases.

You can see this charging profile in the below table showing peak power versus charging time. I used charging data from a 250 kW DC fast charger. The table shows over time as the EV charges, the peak power decreases. This is a very typical charging profile.

Charging Time | Peak power |
---|---|

5 minutes | 245 kW |

15 minutes | 225 kW |

20 minutes | 200 KW |

30 minutes | 135 kW |

40 minutes | 85 kW |

50 minutes | 50 kW |

60 minutes | 35 kW |

Now, let’s compare the charging speed using the other EV charger types.

Charger type | Peak power | Charging time |
---|---|---|

Level 1, 120V-1∅ | 1.4 kW | 170.3 hours |

Level 2, 240V-1∅ | 7.6 kW | 31.4 hours |

Level 3, 480V-3∅ | 250 kW | 0.95 hours |

Level 3, 800V-3∅ | 350 kW | 0.68 hours |

To better understand how to calculate charging speed, read **here**.

**Conclusion**

The Hummer is back and with a vengeance!

Especially, when you consider not so long ago, Hummers were mascots for global warming. And yes, the electrical Hummer still isn’t the savior to the “destruction” of Earth. It’s beefy and anything but efficient given its non-aerodynamic design. Also, there’s a camp who focuses on the emissions from manufacturing the trucks, or any EV for that matter.

But, with all that said, the Hummer EV is still miles ahead of its predecessors. Plus, this modern makeover may make Hummers appealing to a whole new audience. An audience who shuns electric vehicles, and prefers large rugged gas-guzzling trucks.

In the end, the truck is simply awesome engineering. Engineers are making great strides in advancing electric vehicles. And what better way than making the almighty gas-guzzling Hummer go “green.”

*What are your thoughts on an all-electric Hummer? What amazes you the most about the engineering behind the electric Hummer? Do you think GM should have made the Hummer shape more aerodynamic?*

Featured Image Photo Credit: **Kala4i4ek** (Photo Cropped)

Koosha started Engineer Calcs in 2020 to help people better understand the engineering and construction industry, and to discuss various science and engineering-related topics to make people think. He has been working in the engineering and tech industry in California for over 15 years now and is a licensed professional electrical engineer, and also has various entrepreneurial pursuits.

Koosha has an extensive background in the design and specification of electrical systems with areas of expertise including power generation, transmission, distribution, instrumentation and controls, and water distribution and pumping as well as alternative energy (wind, solar, geothermal, and storage).

Koosha is most interested in engineering innovations, the cosmos, our history and future, sports, and fitness.

Respectable….but slightly misleading.

You left out delivery costs of electricity. That amount can double the KWh cost.

Next, high demand costs depend on the time of day. You must watch out for that.

And then, the drive tests demonstrate only 290 miles per charge, not 350. I suspect as the batteries age, this value will become smaller.

Finally, average the cost of batteries over their expected life and add this value to the cost per mile.

What, then, is the cost per KWh?

There isn’t enough electric generation capacity in the US for conversion to electric vehicles…at present.

What is the cost of acquiring and disposing of raw materials needed to build batteries? It’s NOT free.

There is no free lunch!!!

Great points, Paul!

The power infrastructure (e.g. equipment maintenance and upgrades) cost of the utility is baked into the energy rate (i.e. the costs are passed onto the customer through their energy bills) – this includes the power transmission and distribution you reference.

Yes, the time of day is critical. It’s why I used an average electricity rate to simplify the calculation.

I was unaware the tests demonstrated 290 miles per charge – seems to be new test data, after I wrote this article in 2021…

As for the average cost of batteries, this is a valid point. It becomes a slippery slope to then compare batteries to all the moving parts in the ICE counterpart. Would require a deeper analysis, with greater data, which I don’t have.

Much of the R&D and acquiring and disposing of the battery costs will be baked into the total vehicle cost. This cost may trend up depending on the mass adoption of EVs and battery technology, as you alluded to.

Once I have more data, I’ll update the article.

And you’re right; currently as designed, our grid does not have the capacity to feed uniform adoption of EVs across the entire population.