The GMC Sierra EV Denali Edition 1 gives used F-150 Lightning Platinum shoppers the one thing Ford's electric truck often needs most: more road-trip range. I checked a public Lightning-to-Sierra comparison, the comment thread, Ford's official Lightning range figure, and GMC's official Sierra EV specs. The finding is useful for used electric-truck shoppers: the Sierra EV gives buyers a much bigger road-trip cushion, but the Lightning still wins several daily truck details that range alone cannot replace.
The owner, posting as Elemental_Garage in the F-150 Lightning subreddit, said he bought a used 2023 Lightning Platinum locally in 2025 with 7,000 miles for $52,000, then sold it to Carvana with 15,000 miles for $51,000. He then bought a used 2024 GMC Sierra EV Denali Edition 1 from a California GMC dealer with 24,000 miles for $61,500 and paid $2,000 to ship it to Oregon.
That puts his Sierra EV landing cost at about $63,500 before normal taxes and fees. He said similar local trucks were listed at $66,500 to $69,000, so shopping outside his area saved him roughly $3,000 to $5,500 based on his reported numbers. This was a used-EV-truck swap where depreciation, range, charging, daily usability, and regional pricing all mattered at once.
What Torque News Checked
Torque News checked the public Reddit thread, including the original owner's purchase numbers, his list of likes and dislikes, and the comments from other EV truck owners.
Torque News also checked Ford's official range statement for the F-150 Lightning. Ford says the F-150 Lightning Platinum has an EPA-estimated range of 300 miles, while the extended-range XLT and Lariat trims reach 320 miles.
For the Sierra EV, GMC says the 2024 Sierra EV Denali Edition 1 offers a GM-estimated 440 miles of range, up to 754 horsepower and 785 lb-ft of torque in Max Power mode, up to 10,000 pounds of max towing, four-wheel steering with CrabWalk, an 11.0-cubic-foot eTrunk, and 800-volt DC fast-charging capability at up to 350kW. GMC also says that it can add up to 100 miles of range in about 10 minutes under the right conditions.
The owner reported seeing a 305kW charging rate during one fast-charging session on a Rivian network charger. Treat that as one owner observation, not a guaranteed rate every Sierra EV driver will see.
The range gap
The range gap is the obvious reason to switch. A 300-mile Lightning Platinum and a 440-mile Sierra EV Denali Edition 1 live in different planning categories, especially for someone doing more long-distance shows for work. On paper, the GMC gives the owner about 140 extra miles of rated range or even more with OTA updates. In real life, that can mean fewer charging stops, more reserve in bad weather, and less stress when towing or driving through areas where chargers are spread out.
The charging difference adds to that case. The owner liked that the Sierra EV can precondition the battery for fast charging without forcing him to navigate to a charger. If a driver already knows the route, a manual preconditioning button can be more useful than a system that only prepares the battery when the navigation route is built a certain way.
The Sierra EV also won him over with rear steering. He described the tighter turning radius as genuinely helpful, while calling CrabWalk more of a gimmick. GMC's own specs back up the usefulness of the hardware: the Sierra EV Denali Edition 1 has a 42.16-foot turning circle with four-wheel steering. In a truck this large, low-speed maneuverability changes parking lots, trailers, U-turns, and tight urban spaces.
But the thread also shows why the Lightning is not easily dismissed.
The owner preferred the Ford's frunk, storage layout, front-seat room, agility, power tailgate, accessories, and conventional truck styling. Ford's Mega Power Frunk is a real advantage here. Ford says it offers 14.1 cubic feet of cargo space and can carry up to 400 pounds, depending on model and trim. GMC lists the Sierra EV's eTrunk at 11.0 cubic feet.
Storage inside the cabin was another Ford advantage. The owner pointed to the Lightning's compartments, secondary glove box, and under-seat rear storage. The Sierra EV's MultiPro MidGate gives the GMC a different kind of versatility, but it does not replace every small-item storage spot that Lightning owners use daily.
How it drives
The same split shows up in the driving feel. The owner said the Lightning felt more agile and sportier, partly because it is much lighter. One commenter in a snowier state said the Sierra EV's extra weight was a reason to avoid it, because more mass can affect confidence on slick roads. A big battery can deliver range, but it also changes how a truck feels when roads are wet, icy, narrow, or steep.
A second owner who said his wife has a 2023 Lightning Platinum and he has a 2024 Sierra EV Denali Edition 1 measured both trucks after the original poster wondered whether the GMC felt tighter up front. His measurements suggested the steering-wheel-to-seat distance was similar, but the Ford had more open leg area near the lower dash, while the GMC was slightly wider in some cabin measurements. The Sierra may not be smaller overall, but its front footwell and dash shape can make it feel different.
Software is where the Sierra EV made its strongest daily-use comeback. The owner preferred the GMC's screen responsiveness, layout customization, physical temperature controls, automatic heated and cooled-seat logic, camera rearview mirror, Super Cruise behavior, and column shifter. He specifically disliked the delay in the Lightning's screen when moving between displays, and he preferred the GMC's simpler shifter arrangement over Ford's powered console shifter.
The biggest Sierra EV objection in the comments was phone projection. Several commenters raised the lack of Apple CarPlay and Android Auto in GM's newer EV direction. Motor1 previously reported that GM's future EVs would drop those systems in favor of in-house software with Google integration, and listed the Sierra EV among the models affected. For Apple users or anyone who wants the phone to remain the center of navigation, messages, music, and app continuity, it can be a dealbreaker.
What buyers want
If the buyer needs long-distance range, faster DC charging potential, rear steering, a more luxurious cabin feel, Super Cruise, and fewer range-planning compromises, the Sierra EV Denali Edition 1 becomes a serious used-market upgrade when the price is right.
If the buyer values a massive frunk, better small-item storage, lighter driving feel, more traditional truck styling, deeper F-150 accessory support, Apple CarPlay or Android Auto, and familiar Ford truck packaging, the Lightning still has a strong case.
The practical takeaway is simple. Do not shop for a used EV truck by battery size alone. Before choosing between a used F-150 Lightning Platinum and a used GMC Sierra EV Denali Edition 1, write down the job. If the job involves long trips, towing margins, mountain passes, and fewer charging stops, the GMC's bigger battery and faster charging capability may be worth the price and weight. If the job is daily driving, gear storage, phone integration, accessories, and a truck that feels closer to a normal F-150, the Lightning may still be the better answer.
The best used EV truck is the one whose compromises match how the owner drives.
If you were shopping used, would you take the GMC Sierra EV's extra range and faster charging, or the F-150 Lightning's frunk, storage, lighter feel, and phone integration? Tell us which trade-off would decide it for you.
Let us know in the comments below
About The Author
Noah Washington is an automotive journalist based in Atlanta, Georgia, covering sports cars, luxury vehicles, and performance culture. His reporting focuses on explaining the engineering, design philosophy, and real-world ownership experience behind modern vehicles.
Noah has been immersed in the automotive world since his early teens, attending industry events and following the enthusiast communities that shape how cars are built and driven today. His work blends industry insight with enthusiastic storytelling, helping readers understand not just what a car is, but why it matters.
Noah is also a member of the Southeast Automotive Media Association (SAMA), a professional organization for automotive journalists and industry media in the Southeast.
His coverage regularly explores sports cars, luxury vehicles, and performance-driven segments of the automotive industry, including the evolving culture surrounding Formula Drift and enthusiast builds.
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