Best New Trucks: GMC Sierra EV, Ford Maverick Lobo and Rivian R1T Quad

“You can’t be serious.” That was probably your first reaction on seeing our, let’s say, eclectic group of finalists. Here is the market’s smallest pick-up pitched against two enormous EVs which eclipse it in virtually every dimension. Yet the brief was straightforward: identify the finest new trucks introduced to the US market during the past 12 months. Every one of these three deserves its place on the shortlist.

GMC Sierra EV: enormous electric capability

GMC’s Sierra EV matters. More obviously, though, it is simply… enormous. Measuring almost 6.1 metres long and weighing roughly 4,082kg, this EV has the proportions of a Paul Bunyan-style folk tale. “Why, I heard the Sierra EV can drive 400 miles on a single charge!” And, according to the story, it really can.

This platform of batteries and electric motors has already had an eventful career. It first appeared beneath the spectacular - spectacular because it is such a spectacle - Hummer EV: a vehicle from a discontinued marque revived through electricity, like an all-wheel-drive Frankenstein. It subsequently formed the basis of the Cadillac Escalade IQ, adding another dimension of fun to the platform. It can serve as an off-road tank or a fashionable Caddy for a night out, but is it genuinely fit for work?

Photography: John Wycherley

GM clearly believes that it is. Depending on specification, the Sierra EV offers between 625 and 725hp, alongside an optional 205kWh battery delivering exceptional range. That means between 660 and 769km. The AT4 variant also brings greater off-road ability than the regular models.

But is it both a real truck for truck enthusiasts and a proper EV for EV enthusiasts? This is where matters become somewhat stuck - much like the truck itself off road, given that it weighs a bloody 4,082kg. It has the range, a technology-packed interior, practical usefulness and room enough for the whole Clampett family plus their modest possessions on a cross-country move. Still, the Sierra EV’s every achievement feels remarkable despite its own vastness.

Ford Maverick Lobo brings pick-up fun

As the “David” among the EV Goliaths on this list, the Ford Maverick has proved revelatory for thousands since arriving only a few years ago. It turns out that a pick-up which genuinely fits inside an ordinary parking bay meets more people’s needs for occasional jobs than they might have expected. At launch, buyers could choose a front-wheel-drive hybrid or an EcoBoost model with either front- or all-wheel drive. Ford has since answered the complaints of its customer base by adding all-wheel drive to the hybrid range, while also introducing the dedicated Tremor model, part of Ford’s family of off-road-ready truck variants.

That might sound as if every possibility had been covered, but this year also brought the Lobo: a stylish, mischievous Maverick version that is - believe it or not - built purely for enjoyment. Alongside its natural practicality, the Maverick Lobo adopts several components from the Focus ST and receives suspension tuning intended for autocross-level responses. Its rear drive unit provides torque vectoring, while a Lobo-specific drive mode turns the compact pick-up into a tail-happy plaything once it has finished its everyday work.

The Lobo’s appearance references the old-school low-rider street-truck scene. It is not slammed, but sits around 25mm lower and gains a distinctive grille, dinner-plate wheels and plenty of understated details that set it apart from the rest of the range.

Its looks are supported by substance: the Maverick Lobo uses the 2.0-litre turbocharged EcoBoost four-cylinder engine with all-wheel drive. However, instead of the regular Maverick’s eight-speed gearbox, it receives its own seven-speed ‘quick-shift’ transmission.

The Lobo’s key advantage is its twin-clutch rear drive unit, which enables torque vectoring to sharpen cornering in the bespoke Lobo drive mode. That setting is broadly comparable with the Mustang’s track mode, meaning some of the usual on-road safety systems are disabled to improve performance on a closed course.

Producing only 250hp and costing about $36,000, it possesses a fraction of both the power and price of the other shortlist contenders. Even so, it runs rings around both of them in terms of everything it offers.

Rivian R1T Quad and configurable performance

The Maverick’s likeable character came extremely close to securing the win, but the Rivian R1T Quad was far too impressive to overlook. Rather than representing the conventional improvements of a new model generation, the second-generation Rivian R1 models are effectively complete do-overs - including this tougher new Quad Motor version.

Rivian treated the update as a chance to innovate, rather than merely adding power and considering the job done. Naturally, 1,025hp and 1,624Nm of torque are striking figures, but what use would an adventure-focused EV make of all that beyond embarrassing unsuspecting sports cars at traffic lights? Rivian’s first move was to make it more agile in the wilderness, in a manner suited to its outdoors-focused identity. Enter kick-turn.

You may recall ‘tank turn’ from Rivian’s earliest introduction to the automotive world. It demonstrated what could be achieved by four independently driven wheels, although it offered little beyond showmanship. Mercedes-Benz G580 owners can be asked how often they make practical use of their vehicle’s ‘G-turn’ feature.

Kick-turn applies the same notion in a sensible, real-world way that matches the R1’s purpose as an off-road explorer. It can rotate the vehicle, but only on loose surfaces and at a strictly limited speed, such as at a base camp or on a tightly twisting trail. The ‘kick’ element is the intriguing part. That same arrangement can swing the R1’s rear end around, allowing controlled and intentional negotiation of tight bends. It is not a drift mode, but it accomplishes the task.

There is a drift mode as well. The newest Rivians include driving modes designed to let owners feel like the drift and rally professionals who programmed them. It is extraordinary to fling around what is essentially a family utility vehicle with the finesse normally associated with sports cars prepared for outright hoonage.

Ultimately, however, it was neither kick-turn nor the excellent drive modes that made us feel like stars. Instead, it was the ability to configure the vehicle for better or worse through the Rivian RAD Tuner. The same tools used by professional drivers to calibrate those drive modes now come with the R1 Quad. This is unprecedented manufacturer-direct access, allowing owners to alter a wide range of settings to suit their preferences. Through the RAD Tuner, drivers can turn their Rivian into a regeneration-heavy pig or a wild rear-drive rodeo ride. The crucial point is that the choice is theirs, and the system is ridiculously easy to operate.

Those who do not intend to ruin anything can simply use the pre-set modes, although they may adjust those too if they wish. Perhaps they want a little extra power on rocky climbs, or would prefer to loosen the rear traction limits slightly. It is their decision, and that is what matters. For software-defined vehicles such as this, it is a level of access we never expected to encounter. A new generation of garage tuners is approaching, armed with laptops rather than tool kits, and Rivian is greeting them with open arms. Heads up, performance EV automakers: Rivian has just thrown down a gauntlet at your feet.