It was a success of sorts, but Arnie’s appetite for H1s couldn’t sustain a company alone – it only sold in big numbers when GM bought Hummer in 1999 and rolled out smaller and more affordable H2 and H3 models – peaking with over 70,000 shifted in 2006. The original Humvee’s freakish 71.6-inch track width was so it could follow comfortably in the footprints of a tank, the Hummer EV’s track width is two inches wider still. This is a grotesque mutilation of functionality, I tell myself, a modern caricature of a defunct military vehicle that was designed to patrol war zones, not chichi boulevards and Instagram profiles. It drains the planet’s resources like a sugar-crazed toddler slurping on a milkshake, and in the process upends the electric car’s core justification – being in some way beneficial to the environment.Īs I approach it for the first time, it’s crammed into an underground car park like an elephant in a bungalow and my hatchet is sharpened and ready. It has a claimed range of 329 miles, which is impressive, but only because it has a 205kWh battery – the same as six Honda es. That’s basically as quick as a Ferrari 296 GTB, despite having the aerodynamics of a shopping centre. This $110k Edition 1 model has three motors – two at the back, one at the front – producing a total of 986bhp and 1,200lb ft of torque, enough for a 0–62mph sprint in three seconds flat. It weighs 4,110kg, which is the same as nine Caterham 170Rs and means, if you could buy one in the UK, you’d need an HGV licence to drive it. The Hummer EV is a ridiculous motor vehicle.
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