A 2024 GMC Sierra EV Denali outperformed a 2022 Ford F-250 diesel in a real-world towing test — and the owner didn’t expect it. Jaron Erickson, who owns both trucks, ran a controlled comparison with a 27-foot travel trailer weighing roughly 7,000 pounds. The Ford, equipped with the 6.7-liter Power Stroke diesel and 1,050 lb-ft of torque, took about 10.5 seconds to accelerate from 20 to 60 mph while towing. The Sierra EV Denali did it in about six seconds — and he didn’t even use the truck’s Max Power mode.
The result isn’t an indictment of the fuel option. It’s a reminder that electric powertrains change the rules for certain towing scenarios, especially when instant torque matters more than sustained grunt.
The diesel has torque. The EV has timing.
Traditional towing metrics — displacement, torque rating, axle ratio, cooling capacity — still apply to the Ford. It’s a heavy-duty truck built for long days of hauling. Erickson noted that for extended highway towing, fuel stops, and commercial schedules, that engine remains the smarter choice. But the rolling acceleration test measured a different capability: how quickly the truck can deliver usable wheel torque under load. That’s where the electric truck’s advantage becomes obvious. No turbo lag, no gear hunting, no rpm waiting. The motors respond immediately.
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That doesn’t make the F-250 weak. It makes the electric truck immediate. The owner, already familiar with electric torque from owning a Bolt EV, said the surprise came from feeling that advantage with the same camper behind a full-size truck. A heavy trailer usually makes power feel smaller. The Sierra made the trailer feel smaller.
The 20-mile loop shows the real story
He ran both trucks over the same route — about half expressway at 70 mph and half side roads at 55 mph. The diesel truck returned about 10 mpg. The Sierra EV used roughly 0.8 kWh per mile. Over 20 miles, that’s about two gallons of that fuel versus 16 kWh of electricity. At typical home electricity rates, the Sierra is dramatically cheaper to run. At public DC fast-charging prices, the cost advantage shrinks or disappears. That’s where the heavy-duty truck keeps its dignity: it can refuel quickly almost anywhere. The electric truck towing at that rate still covers serious distance, but every route becomes a charging question — location, speed, reliability, trailer compatibility, and price.
The loop measured acceleration, smoothness, and short-run energy use. It did not settle the case for a 600-mile towing day. He said he still sees the case for that engine for people hauling long distances daily. That’s the adult answer. The Sierra won its use case; the Ford still owns plenty of commercial reality.
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Regen braking changes the feel of towing
One of the most interesting observations from the test involved braking. Erickson said that with regenerative braking set high, he barely needed the brake pedal. Compared with the Ford’s exhaust brake, that vehicle felt more controlled and easier to slow. An exhaust brake uses engine compression to hold speed downhill, a tool every tower appreciates. An electric truck adds regeneration: the drive motors become generators, sending energy back to the battery while slowing the vehicle. In routine deceleration, it can feel cleaner and stronger than expected, especially with a heavy trailer pushing from behind.
Trailer brakes still matter. The controller needs proper adjustment. Regen doesn’t excuse managing brake heat or emergency stopping. But the point was about everyday control: the Sierra shed speed with less drama and less pedal use. That changes driver fatigue and confidence.
Cameras helped, but mirrors still lost
The Sierra’s camera system earned praise. The driver liked being able to check hitch alignment, trailer sides, blind spots, and rear traffic. Cameras reduce stress and help with lane changes and campground maneuvers. But he still wanted wider towing mirrors. Mirrors provide instant peripheral reference, keep eyes closer to the road, and remain available when a lens is dirty or a screen is hard to read. A wide camper behind a wide truck shouldn’t make the owner wish for aftermarket help on a vehicle this expensive. GMC gave the EV enormous power, excellent camera tech, four-wheel steering, and air suspension. It should also give serious towing mirrors.
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Payload remains the quiet limit
One commenter asked about towing an RV near 8,000 pounds with family and a 50-pound dog — asking whether that combination would exceed payload. That’s the question Sierra EV shoppers need to ask before getting distracted by torque numbers. The 2024 Sierra EV Denali Edition 1 carries a 10,000-pound max towing estimate and a 1,450-pound max payload estimate. That camper can place 700 to 1,050 pounds on the hitch. Add passengers, gear, and accessories, and the payload disappears faster than the tow rating suggests. This isn’t unique to electric trucks — half-ton gas and diesel pickups face the same math. But electric trucks are heavier from the battery before anything is loaded. The payload sticker, not the brochure headline, gives the final vote.
Super Cruise with a trailer works impressively, even if trust comes slowly. His test provides a rare back-to-back comparison most drivers never get. That vehicle won the acceleration and control portions; the heavy-duty truck kept the endurance argument. For buyers, the right choice depends entirely on where and how often they tow.