Tag Archives: automotive technology

Automakers have long established secret divisions to work out challenging engineering and design issues. Their efforts often turn out some of the most impressive performance models seen from those brands, but Ford’s new skunkworks division is wholly focused on something else.

Ford’s CEO told investors that the company created its skunkworks division two years ago with the goal of building next-generation affordable electric vehicles. Alan Clarke, a former Tesla engineer, is heading the efforts in his role as executive director of advanced EV development. 

Surprise, surprise. EVs haven’t been a golden egg-laying goose for Ford, which reported losses of $1.6 billion on its Model E division last year. The automaker announced a pullback on investments and expanding EV production efforts, but this announcement shows that it hasn’t abandoned the program. CEO Jim Farley said, “We made a bet in silence two years ago. We developed a super-talented skunkworks team to create a low-cost EV platform. It was a small group, small team, some of the best EV engineers in the world, and it was separate from the Ford mothership. It was a startup.”

The skunkworks team developed a platform that will be flexible enough to underpin a wide range of vehicle types. Farley also said the team’s work will support software and connected services, such as Ford’s commercial telematics systems. 

While this is an interesting development, it’s unlikely to yield any immediate products. The team is said to be working on Ford’s third-gen EVs, which would come after the electric truck and SUV we already know about. In the meantime, Ford will lean on hybrids, saying its sales climbed 20 percent last year with an expectation of another 40 percent increase in 2024. 

With the introduction of the Porsche Cayenne, the automotive industry saw the rise of the super SUV, a vehicle that provides the power and prestige of a supercar in a larger, more practical form. As these vehicles grew in popularity, especially within the luxury-performance segment, enthusiasts have been inundated with options like the Lamborghini Urus, Audi SQ8, Aston Martin DBX, and, a smaller companion to the Cayenne, the Porsche Macan. 

The first model year for the Macan began in 2015, and less than a decade later, we are seeing this performance SUV in a whole new light: an all-electric option. Enter the creatively named Macan Electric. If the Porsche Taycan Turbo S has proven anything, it’s that this German brand isn’t messing around when it comes to electric power, storming into this new powertrain endeavor with impressive acceleration, handling, styling, and high-tech, futuristic options. The Taycan Turbo S was the full package, giving us high expectations for an EV Macan. 

Skip to section:

• What is the new Macan EV
• Porsche increases release of EVs
• Porsche’s forgotten EV history
• Porsche Macan EV aerodynamics and design 
• Porsche Macan EV dynamics and steering feel

What is the new Macan EV?

In a bold move to carry forward the Macan’s red-hot torch while feeding into the electric car frenzy sweeping the globe, the Macan EV is a full-on replacement for the outgoing gasser Macan. It sports a unique, slightly sloped roofline akin to the Cayenne Coupes or Audi Sportback crossovers and a plus-sized Taycan mug to accentuate that, yes, there is indeed a distinct lack of dinosaur juice flowing through this latest Macan.

The Macan EV will launch as two starter models, the lower-rung Macan 4S Electric and the Macan Turbo Electric. Both proudly tout Porsche’s acclaimed 800V architecture, which debuted in the Taycan. Final MPGe and range figures aren’t available as of yet, but Porsche states both Macan Electrics will launch with a 100-kWh battery, of which 95 kWh is usable, and a fast charge time of 21 minutes to juice from 10% to 80% charge.

In yet another interesting move, the electrified Macan won’t fully replace the current one immediately, at least not in all pockets of the world. Due to varying emissions and economic standards, this new generation will fully replace the gasser Macans in stricter places like mainland Europe but will sell alongside them in other markets like the UK and North America for an unknown amount of time.

Porsche Macan: see prices at CarGurus

Base prices:	$78,800 (4) $105,300 (Turbo)
Motor/battery choices:	Dual permanent synchronous motors w/ 100 kWh battery pack
Transmission choices:	Single-speed direct drive
Drivetrain choices:	all-wheel drive
Power:	382 horsepower; 402 horsepower w/ Overboost Power + Launch Control (4), 576 horsepower; 630 horsepower w/ Overboost Power + Launch Control (Turbo)
Torque:	479 pound-feet w/ Launch Control (4), 833 pound-feet w/ Launch Control (Turbo)
Weight:	approx. 4,600 to 4,900 pounds
Zero-to-60 mph:	approx. 4.9 seconds (4), approx. 3.1 seconds (Turbo)
MPGe:	TBA
Range:	381 miles (4), 367 miles (Turbo)

Porsche increases release of all-electric production models

As a Porsche enthusiast, I was once incredibly skeptical about how a brand seeped in decades of racing heritage could follow the market trend into the world of electric vehicles. That was until I got behind the wheel of the Taycan Turbo S on an empty airport backroad. While we still have a lot yet to learn about the EV Macan, our hopes are high. Was Porsche able to dial in the electric motors and the already-in-production Macan to combine into one exquisite compact SUV? Supposedly, it does all that and more.

What might be harder to believe, however, is that despite initial feelings, the Macan EV is even more aligned with the hopes and dreams of Ferdinand Porsche than most may originally assume.

Porsche’s forgotten electric vehicle history proves Ferdinand Porsche would have been satisfied

While many consumers may consider the Taycan the brand’s first electric vehicle, this technology was seen in P cars over a hundred years ago before the modern EV revolution. Porsche purists may claim that creating an all-electric model was a sin, and diving deeper away from the brand’s heritage by creating an EV SUV is exponentially worse, but many forget that it was Ferdinand Porsche who originally placed an electric motor into one of his vehicles all those years ago. 

Porsche’s plans for electromobility were far advanced for the infrastructure and battery availability of the times, but that didn’t stop the vision. In 1898, Ferdinand designed his first electric vehicle, the Egger-Lohner C.2 Phaeton. From there, he went on to develop the electric wheel hub motor before introducing the first Lohner-Porsche Electromobile at the 1900 Expo in Paris. 

So, if Ferdinand Porsche was so interested in developing an EV, where did things go wrong? The answer is something we struggle with today but have managed to balance with new materials and more powerful motors: weight. 

While the new Porsche Macan is still heavy for a compact SUV due to the additional weight of the lithium-ion batteries, Porsche has maintained their focus on a striking power-to-weight ratio and weight distribution to sew along the thread of genetic Porsche driving experience. 

Porsche Macan EV aerodynamics and design 

Porsche has been a long-standing icon in the performance segment with a history steeped in motorsports heritage. Even as a heavier, larger, all-electric platform, the Macan still fits the bill for performance and handling that we expect from the brand. As an EV, the wheelbase of this compact SUV is stretched an additional 86mm, which will surely aid high-speed stability, compensated by a shorter overhang on the front and rear of the vehicle. The elongated appearance meshes with the coupe-like roofline and sleek body lines to give it a sports car appearance and proportions. 

Although it maintains its iconic Porsche appearance and is still notably a Macan at first glance, significant changes to the body styling and aerodynamics make it the most streamlined SUV on the market. That isn’t just conjecture, either. With the Porsche Active Aerodynamics (PAA), the Macan EV drops its drag coefficient to an impressive 0.25 — perfect for performance and optimized range. The PAA achieves this through several elements:

• Flexible covers on the fully-sealed underbody 
• Adaptive rear spoiler
• Active cooling flaps on the front air intakes
• Rear, lateral tear-off edges
• Louvered diffuser

Porsche Macan EV driver dynamics and steering feel

In order to develop a car that aligns with the Porsche brand, handling and driving feel must be prioritized, and that is clear with the Macan EV. The additional weight of the high-voltage battery system does give the car a disadvantage, but from an engineering standpoint, the bulk of this mass sits low, giving the SUV a short center of gravity and allowing it to hug the road as it corners. Take the raving reviews of the Taycan as gospel for Porsche’s ability to make a heavy EV handle like a dream.

The EV also offers a notable change over previous model years, something we have seen in a handful of the brand’s sports cars and crossovers: rear-axle steering, which is a first for any Macan and capable of up to five degrees of angle. This is an additional option, but one we hope buyers who custom spec this vehicle will genuinely consider for both urban commuting and performance driving purposes. The benefit here is an impressively tight turning radius of 11.1 meters (36.4 feet) in traffic and increased handling stability at higher speeds.

Porsche vehicles: see prices at CarGurus

Per usual, Porsche is using this new endeavor to bring us even more advancements in technology to enhance our driving experience. We see this not only with this Macan being the first to receive rear-axle steering but also in the addition of the two-valve damper technology in cars equipped with the Porsche Active Suspension Management (PASM) that comes along with the optional air suspension. This gives drivers an even more noticeable difference in feeling between comfort and performance mapping.

While we may have to wait until these EV Macan models are released to get behind the wheel and let you know what we think of the execution of these designs for ourselves, we are optimistic about the engineering and aerodynamics that bring this car to life decades after Ferdinand Porsche himself first attempted to create his electric vehicle.

Dodge debuted the electric Charger Daytona concept quite a while ago, and in the time since, it has discontinued its long-running muscle cars, the Charger and Challenger. The lack of performance cars won’t last long, however, as the automaker recently told reporters that it would reveal a production version of the Charger Daytona on March 5.

Dodge is expected to offer three power levels and more through upgrades later on. The STLA Large platform will underpin the cars, and the automaker can offer performance options via over-the-air updates. The platform can support large battery packs with a range of up to 500 miles of range, but Dodge said it’s not focused on aerodynamics or efficiency with the new cars. 

Dodge being Dodge, the electric Charger won’t be a by-the-books EV. The company revealed a controversial Fratzonic Chambered Exhaust with the concept car, which for the production car will generate a surprising 126 decibels of artificial exhaust sound. That’s as loud as a gas Hellcat, but simulated engine noises aren’t for everyone.

We can debate the “coolness” of this car until the cows come home, but there’s nothing about this car that looks surprising when taken in context with the rest of the Dodge lineup. The automaker’s loud, somewhat obnoxious vehicles are far from understated, so an EV just as loud by every definition should not raise any eyebrows. 

That said, the jury’s out as to whether the average Dodge customer will warm to the electric muscle car, even if it blows the Hellcats out of the water. It’s hard to imagine that customers previously attracted to rowdy, supercharged V8-powered cars would jump at the chance to exchange their gas guzzlers for an emissions-free muscle car, loud exhaust or not.

Many companies, from established automakers to fresh upstarts, view the quandary of last-mile transportation as a business opportunity best solved by electric vehicles. And now, the big dog of van life has jumped into the fight: Mercedes-Benz with an electrified version of the popular Sprinter vans.

The obvious advantages of stop-start efficiency, low-speed torque, and compact drivetrain packaging make vans something of a perfect use case for electric utility. And not just to help Jeff Bezos earn another penny or two on every Amazon Prime one-day delivery, since mobile detailers, handymen, contractors running a handful of local projects, and even private buyers might view this new electric van as a solid solution. To show off the eSprinter’s capabilities and range, Mercedes-Benz recently invited select media out for a test drive around Southern California.

Skip to section:

• Specs
• Exterior
• Pricing breakdown
• Interior and tech
• Sport Utility Van?
• Electric drive modes
• Real-world range
• Conclusion

Price & specs

Mercedes Sprinter: see prices at CarGurus

Base price:	$71,886 (standard output)
As-tested price:	$75,316 (high output)
Motor/battery choices:	Single permanent magnet synchronous motor w/ 113 kWh lithium-iron-phosphate battery pack
Transmission choices:	single-speed
Drivetrain choices:	rear-wheel drive
Power:	134 horsepower (standard), 201 horsepower (high output)
Torque:	295 pound-feet (for up to 30 seconds)
Weight:	6,746 lbs
Top speed:	75 mph
10-80% fast charge time:	42 mins (at 115kW)
MPGe:	TBA
Range:	approx. 273 miles

eSprinter exterior design

Other than branding on early vehicles that Mercedes-Benz brought to Newport Beach for media testing, the eSprinter flies under the radar next to ICE vans. And that’s kind of the point: avoiding any of the frill or futuristic styling that more consumer-focused EVs might prioritize to woo any early adopters unless that’s your jam like the Koreans would like to hope.

The big Benz logo on the front hides a charge port, so the eSprinter lacks a fuel filler door. But even the open grille allows airflow to support an impressive cooling management system that combines the drivetrain and climate control circuits to best maximize range and battery life cycles. Otherwise, the sliding side door, double rear doors, and high roof all create a familiar profile.

What’s hot?

– Electric drivetrain is perfect for urban delivery or work vans – Mercedes’ expertise and engineering at work – Peppy and quick below about 50 mph – Planted handling helps make this big van eminently easy to drive – Just enough range for some freeway cruising

eSprinter pricing breakdown

A base eSprinter starts at $71,886 with a 113-kWh battery, a 170-inch wheelbase, and a 100-kW electric motor powering the rear wheels. The battery pack and exterior dimensions remain the same across the lineup, though an optional high-output 150-kilowatt motor bumps that sticker up to $75,316.

The rest of Benz’s planned options pricing remains something of a mystery. On other vehicles, the MBUX infotainment system typically runs between $1-2,000, but keep in mind the eSprinter’s version will include specific navigation software that takes into account traffic and charging stops, even elevation topography to better estimate potential range remaining. Other eSprinter options will include the choice of dual bucket seating layouts or different access configurations for the rear cargo area.

Mercedes will build the eSprinter at a plant in North Charleston, South Carolina, which may make government incentives and rebates possible for buyers in the right income bracket.

Pricing and destination, however, totals $2,295—not an insignificant number, and likely attributable to the eSprinter’s serious size.

eSprinter interior and tech

In something of a surprise, but one that also makes sense, the eSprinter’s interior can best be described as Spartan. Maybe the Benz logo suggests another rung up the luxury ladder versus Ford’s E-Transit, the eSprinter’s main competitor at this point, but the design hews more closely to the utilitarian ethos. Severely upright seats that require a choice between legroom or seat recline especially prove the point—for drivers jumping in and out constantly rather than taking long road trips, presumably, this shouldn’t be too much of a concern.

The steering wheel will look familiar to anyone who owns a Benz, but for construction workers or delivery drivers, getting used to haptic buttons will require an adjustment period. Whether the buttons can sense finger movement through work gloves also remains a mystery. Plenty of cupholders and room for central storage, at the very least, round out the compact front cabin.

In terms of tech, the optional MBUX gets those aforementioned EV-specific helpers, displaying range remaining, navigation, and drive modes in addition to the standard media screens. A perfectly serviceable, happily basic gauge cluster also provides a minimum and maximum range estimate, as well as displays for power output and regen, plus battery state of charge and speed. Using paddles on the steering wheel shifts between five different regen modes, from “D-” for the closest to one-pedal driving all the way to “D++” to allow for full coasting.

A variety of configurations for the front seats include dual buckets, a driver’s bucket, and a single passenger jumpseat with a narrow door to the rear cargo area in between, or a driver’s bucket with a double bench for two passengers—the latter requiring a solid wall blocking access to the cargo area.

In the back, the eSprinter’s large canopy and compact electric drivetrain packaging allow for a 79.1-inch standing height at the center of the 173.6-inch-long bed. A variety of tie-downs and shelf mounting points dot the floor and walls, respectively. But in another surprise, the rear does not include any power outlets for powering tools or accessories. Benz reps on site in Newport suggested that upgrade will almost certainly arrive for later model years.

SUV: Sport Utility Van? Not quite…

For drivers accustomed to either gasoline or diesel-powered Sprinter vans, the eSprinter’s 201 horsepower and 295 lb-ft of torque might sound a bit underwhelming (and that’s the high output motor’s rating). But first things first, rest assured that the little e-motor does just fine. Low-end torque means that pulling off the line at a stoplight or stop sign requires just a bit of light toe into the go pedal (can’t call it “throttle” here). Though power dies off a bit from there, once wound up, the eSprinter accelerates most happily from about 30 to 50 miles an hour.

Note that Benz mounted a 440-pound box in the cargo area to allow journalists to mimic tools or packages for delivery. Meanwhile, the modular low-slung skateboard chassis (which all Benz vans will share starting in 2026) helps to prevent body roll and top lean much better than on ICE Sprinters. But that composure comes at a cost, mainly felt when harsh reverberations jolt up into the van while rolling over pitted road surfaces or speed bumps.

Still, the eSprinter is surprisingly easy to just get in and drive. At 92.3 inches wide without mirrors, the tall sidewalls squeeze through traffic without much concern for the overall 280-inch length, and the rear tires even track closely to the fronts thanks to a 170-inch wheelbase. Visibility sometimes presents a challenge, though large rearview mirrors and blind-spot monitoring help a ton.

Playing around with electric drive modes

Once accustomed to the sheer size and speed of the eSprinter, fiddling with the three drive modes came next. Starting in “Comfort” allows full access to every last horsepower and pound-foot of torque, but dropping into “Eco” or “Maximum Range” cuts max output to 100 and 80 kilowatts, respectively. The difference is immediately noticeable, especially at low speeds in Maximum Range mode where full “throttle” all day becomes necessary. In reality, does that then save range versus driving as economically as possible? Sounds like a game that employers can play with employees.

In each drive mode, the “+” and “-” paddles on the steering wheel can then toggle between five regen settings. With “D++” selected, the eSprinter coasts almost more smoothly than an ICE car, with zero engine braking. Three steps down to “D-” and the van almost approaches one-pedal driving, but not quite. 

For those eagle-eyed readers keeping track of their abacuses, D- to D++ only adds up to four regen settings—correct, because holding the + paddle also activates “D-Auto,” which allows the eSprinter to adjust regen based on the scenario to maximize range. The concept sounds good, taking the onus away from flawed or distracted humans, but in execution, D-Auto requires serious attention while used in traffic because the rate of regen changes from moment to moment.

The lack of one-pedal driving, meanwhile, makes a lot more sense within the context of last-mile deliveries. After all, if a driver in one-pedal mode comes to a stop without touching the brake, they might then forget to put the eSprinter in Park before hopping out and dropping off a package. Not ideal, from both logic and liability standpoints.

In Comfort mode with full power available, the eSprinter can get up to highway speeds just as fast as average traffic. The top speed of 75 miles per hour means employees don’t have to risk incurring their employer’s wrath after getting a speeding ticket, though reaching that pace creates a fair amount of wind noise within such an upright vehicle.

On other electric Benzes, reducing NVH clearly took far more of a priority during the development process. Not so for the eSprinter and that Spartan ethos. Even the leather seats seem fairly firm—though, in another surprise, also very well bolstered for a confirmed non-sports car. Maybe with all the climbing in and out, the seats will break in more, though the walled-off cargo area means that taller drivers definitely face a tough choice between knee room and back comfort.

Real-world range performance

Range performance clearly took a higher level of priority than M-B’s more standard silent and sumptuous interiors. And the eSprinter absolutely delivered over the course of 100-plus miles in traffic and on the highway around Newport, despite confirmed journalistic drag racing.

Part of the impressive range performance for such a large, aerodynamically inefficient van comes down to effectively managing the battery and inverter temps, so a nifty setup that combines the routing for coolant used in climate control and drivetrain components probably plays a big part in maintaining accurate range estimates.

Mercedes-Benz’s research indicates that the average delivery van travels much less than 100 miles per load anyway, so the eSprinter’s claimed ability to drive from Las Vegas to Los Angeles on a single charge should do the trick just fine. But a few shortcomings do arrive due to the electric drivetrain, as well. Mostly a significantly reduced payload compared to ICE Sprinters, officially rated at 2,624 pounds or less than half of a gas or diesel van. The lower number stems from the batteries making up more of the official Gross Vehicular Weight Rating, though if the batteries actually weigh 1,007 pounds as Benz claims, the math doesn’t quite add up.

A few other practical questions arose in Newport, too, in addition to the payload and whether haptic steering wheel buttons can sense work gloves. No, Benz currently has no plans to build an all-wheel-drive dual-motor eSprinter. Outlets in the rear will almost certainly arrive later, as will a fully open cockpit and cargo layout with no wall divider behind the seats. 

And most importantly for a company running eSprinters as delivery vans: charge times. Benz claims the eSprinter can manage a 10-80% charge in 42 minutes, which falls in line with the large battery pack. The lithium-iron phosphate battery itself also uses zero cobalt or nickel to help reduce the environmental impact of mining rare-earth minerals.

And yet, the eSprinter maxes out at only 115-kW charge speeds, so the best fast charging stations will need to throttle back. That’s a bummer because two drivers working together can probably pack in another load of boxes and reach the max payload faster than the van can top up on electrons. Presumably, the guesstimated drive routes under 100 miles for each delivery run fit into this equation, as well.

What’s not?

– Not particularly comfortable seats – Needs 120-volt outlet(s) capacity in the cargo area – No all-wheel-drive version in the works – No wide open layout so far

Built to satisfy very specific use cases

Mercedes vehicles: see prices at CarGurus

In many ways, the eSprinter seems catered to very precise use cases rather than satisfying the full gamut of the van market, from utilitarian delivery spec to uber-expensive overlander platform. But the electric drivetrain kind of cancels out camping or overlanding as a market segment, anyway. 

Without a doubt, the few production-line vans in Newport showed all the quality expected from Mercedes-Benz, and pricing seems just about right for the commercial buyer. More refinement, increased range, and more configurations will almost certainly arrive in years to come. But for now, Benz clearly waited this long to make their first step into the electric van game a strong one.

General Motors has been all-in on EVs, but recent changes in consumer demand have led to a backpedal on that decision. The automaker recently announced a move to introduce hybrids after saying they were a “half-step” that it felt it could skip. 

GM made the announcement after getting an earful from dealers that buyers want more hybrids and plug-in hybrids as lower-emissions options rather than only seeing EVs as alternatives to traditional gas vehicles on the showroom floor. The move gives the automaker more choices and could help balance out the never-ending movement in EV demand.

While it’s likely frustrating for GM to see its primary strategy need a significant recalibration, it does prove that automakers like Toyota have had the right approach all along. It has long resisted going to an all-electric strategy, saying that reducing emissions would take a multi-pronged approach, with hybrids and alternative fuels to supplement battery-electrics.

AutoForecast Solutions’ VP of global vehicle forecasting, Sam Fiorani, told Automotive News, “The whole idea that cleaner vehicles require EVs, at least in the short term, is not the be-all, end-all answer. EVs were going to be their path, and they’re ahead of the curve. The market’s just not ready to accept them, at least in the volumes GM needs.”

Dealers pressuring automakers to make changes to products and business processes is nothing new. Still, this move is a warning sign to any company eying a full EV catalog in the United States. GM’s CEO, Mary Barra, confirmed that it still planned to reach a zero-emissions fleet by 2035, but it’s unclear how this shift in focus might change that as time goes on. 

The government is also pushing for emissions reductions, requiring an average annual cut of 56 percent starting in 2026. That would mean that EVs could account for as much as two-thirds of new vehicle sales in the next eight years, a far cry from the modest gains they have seen in the last two years.

In a flurry of late-afternoon press releases, BMW announced updates to its product line for 2025. The automaker introduced refreshed 4 Series and M4 Coupes, as well as a new Z4 M40i. Here’s a quick look at the new vehicles BMW announced.

BMW adopted mild-hybrid tech for the new 4 Series, updating its four- and six-cylinder engine options. The turbocharged inline-six with 48-volt mild-hybrid power delivers 386 horsepower and 398 pound-feet of torque, while the four-cylinder with mild-hybrid produces 255 horsepower and 295 pound-feet of torque. The car also got styling updates, a revised interior, and BMW’s latest iDrive version 8.5.

The hotter M4 got more power, at least in the range-topping Competition models. The mainstream M4 delivers 473 horsepower, and the M4 Comp is up to 503 horsepower (523 with all-wheel drive). BMW offers a six-speed manual in the regular coupe, but the Comp is limited to an eight-speed automatic transmission. 

Though it’s increasingly rare to find any new cars equipped with a stick shift and a third pedal, the 2025 Z4 M40i comes as a six-speed manual for the first time. That transmission is mated to a 382-horsepower turbocharged inline-six, sending the car from 0-60 mph in a respectable 4.2 seconds. The M40i model also gets upgraded suspension, exclusive wheels, and unique interior trim. 

Pricing for the 4 Series Coupe starts at $50,700 before the $995 destination charge. The top M440i xDrive Convertible starts at $74,250. The M4 starts at $79,100 for the entry-level Coupe, while stepping up to the M4 Competition xDrive Convertible pushes the price to $95,300. Adding the six-speed manual package to the Z4 M40i bumps the price by $3,500. BMW will start sending all three cars to dealers’ lots in March 2024.

In the meantime, older model year M4, Z4 M40i, and “regular” 4 Series prices will only continue to decline on the used market. As auto industry expert Ross Litman said on a recent episode of Acceleramota’s Car Meet podcast (available on Apple Podcasts and Spotify), 60% of luxury cars on the road are leased. Enthusiasts interested in modifying their BMWs might consider buying used rather than financing a vehicle almost certain to lose value at a disproportionate rate.

Semi-autonomous driving assistance features are becoming more common and more popular among buyers, but General Motors recently changed course with a decision to abandon its upcoming Ultra Cruise feature in favor of an enhanced version of its existing Super Cruise system.

Super Cruise has been around for a few years now and has expanded into Chevrolet vehicles from its start with Cadillacs. Ultra Cruise was touted as the next big thing, allowing hands-free driving in neighborhoods and city streets instead of being limited to highways. The system would have been a direct competitor for Tesla’s Full Self-Driving (FSD) technology and was expected to be the premium offering in GM’s vehicles, but the move to stick with Super Cruise could be less confusing for buyers.

The $340,000 Cadillac Celestiq was scheduled to be the first vehicle with Ultra Cruise, but GM said it wouldn’t be available at launch. GM is adamant this change has nothing to do with the challenges it’s experienced with its autonomous vehicle development arm, Cruise. The automaker told several publications that it wants to focus more resources on Super Cruise instead of expanding into a new product.

While this might disappoint buyers hoping for a more involved autonomous driving system from GM, Super Cruise is far from a terrible consolation prize. The function works on more than 400,000 miles of highways in North America, and the move to combine Ultra Cruise efforts with the system will likely yield dramatic improvements in urban areas.

GM hasn’t detailed plans to roll out new features for Super Cruise, nor has it said when or if the multiple-six-figure Celestiq would receive the updated features. At the same time, Tesla is facing investigations over its use of driver monitoring tech while semi-autonomous features are active, so it could be a good time for GM to make inroads with its tech.

Hydrogen fuel cell vehicles (FCEVs) may become a significant part of the zero-emissions vehicle ecosystem in the near future, but for now, the tech is obscure and only available to a pocket of consumers in California. Toyota and Hyundai are the only automakers offering vehicles using the propulsion system, but General Motors and Honda have been quietly working together to develop fuel cell systems for several years, and the pair are ready to begin commercial production.

The GM-Honda joint venture is the first to yield large-scale fuel cell manufacturing, and the pair said their project created 80 jobs at the 70,000-square-foot facility in Michigan. It’s unclear where or how the automakers plan to implement fuel cell technologies, but they noted that the cells can be used across both companies in several business ventures.

Interestingly, the two companies have worked together since 2013 on the project. The collaboration yielded improvements to Honda’s FCEV, the Clarity, in 2019, but the vehicle is no longer on sale. Honda and GM said the partnership helps lower costs with greater economies of scale, and the two have come up with a range of industry firsts along the way. 

Even if the partnership doesn’t end up with a new fuel cell vehicle on the roads, the automakers could utilize hydrogen technologies to power manufacturing facilities or reduce emissions generated from logistics and shipping activities. That said, both automakers said they plan to build future FCEVs, so we’ll likely see a mix of products going forward.

While many automakers have gone all-in on EVs, this sort of partnership and the technologies behind it are likely the best path toward a zero- or lower-emissions motoring future. Toyota has taken flak for years over its stance that hybrids and FCEVs are viable alternatives to EVs, but the position is now looking quite smart, given that consumer demand for EVs is volatile, at best. 

Ta-da! A buyer’s guide for what many of you really care about in 2024: getting the most out of your vehicle for less. How about the most fuel-efficient cars, eh?

Vehicle range and fuel economy play a major role in owners’ lives everywhere. From how much money we spend on gasoline or charging to how often we have to make time to refuel and where MPG and MPGe are significant stat, many look at them when it comes to their vehicle purchasing decision.

Consumers have known traditional gasoline-powered engines for years, and for many, they are still within our comfort zone. While they may not offer the same fuel economy as electric vehicles or hybrids, we get to skip out on the range anxiety and charging waits. No matter what type of vehicle you prefer, here are the most fuel-efficient vehicles of 2024 across each segment.

Skip to section:

• Gas-only
• Hybrid
• Full EV

The gas-only corner!

2024 Mitsubishi Mirage

MPG: 39 miles combined city/highway

What’s hot?

• With a starting price of just under $17,000, this is one of the most affordable new cars on the market
• Base model comes equipped with all of the standard safety and tech features you’d expect from a new 2024 model

What’s not?

• Painfully underpowered, offering less than 100 not-so-buff ponies
• An oversimplified interior looks modestly dated, which isn’t bad if you’re not looking for something with a lot of tech or luxury

The Mitsubishi Mirage hasn’t changed much over the years, sticking to its simple design and putting affordability first. With a modest entry price and a record of reliability, this 2024 Mirage is a great option for many buyers looking to get the most out of a new car warranty without breaking the bank.

2024 Honda Civic

MPG: 37 miles combined city/highway

What’s hot?

• Trim levels and body style options give buyers a variety of choices, but overall, body lines look sporty and modern
• Interior cabin space and cargo capacity exceed expectations

What’s not?

• Road noise is bothersome inside the vehicle
• There have been no noticeable changes since the 2023 model year, meaning the only additional benefit is a newer warranty

The Honda Civic is a tried and true car for many consumers, with a long history of reliability that gives buyers comfort and confidence, and the 2024 model year is no different. If you’re looking for a car that kind of does it all, this sedan is probably at the top of your list, melding together some sporty acceleration and handling with comfort, space, and tech as one of the most affordable cars on the market with a starting price of $23,950.

2024 Hyundai Elantra

MPG: 37 miles combined city/highway

What’s hot?

• Above-average standard features
• Refreshed styling to the front and rear bumpers make this sedan look more aggressive and modern

What’s not?

• Unenthusiastic acceleration with the base model and handling could be better
• Interior materials look and feel cheap with lots of plastic

The newly updated Hyundai Elantra looks better than ever while still providing buyers with top-notch fuel economy. As an overall package, the Elantra is one of the best compact sedans on the market today, with a starting price of $21,625. It boasts a surprising amount of standard safety and tech features for such a modest purchase price, and if the acceleration and handling are a concern for drivers this top trim level, the N Line, which provides better handling and more responsive throttle, is also available with only a slight increase in price to $28,465.

Cough, don’t forget about Elantra N if you’re really feeling frisky.

The hybrid corner!

2024 Toyota Prius

MPG: 57 miles combined city/highway

What’s hot?

• New updates leave the Prius’s ugly duckling status in the past for what has been its best design yet
• Strong record of reliability

What’s not?

• With no changes to the 2024 model from the previous year, the only additional benefit of buying new is a fresher warranty and lower mileage
• Sleeker roof lines reduce rear visibility, rear head room, and cargo

The Toyota Prius has a bad rap for being frumpy and underpowered, but it has been a favorite among consumers for years, regardless. Just ask one of our editors who tested one. The latest generation of the Prius ups the ante with better styling, newer tech, and features that buyers want, combined with years of production that have proved the car to be reliable — a great selling point for those concerned with high-voltage battery systems and hybrid vehicle ownership. The 2024 Toyota Prius dips its tires into the world of gasoline and electric for a modest entry price and does a great job of bridging the gap for consumers.

2024 Hyundai Elantra Hybrid

MPG: 54 miles combined city/highway

What’s hot?

• As expected, better fuel economy over the standard gasoline model
• Updated designs and options increase overall appearance and quality

What’s not?

• The drivetrain achieves better fuel economy by sacrificing acceleration
• Only available with two trim level options

Notable mention for hitting this list twice as a gasoline-only and hybrid vehicle, the 2024 Hyundai Elantra Hybrid doesn’t differ much from the ICE version of this model. If you’ve been considering the Elantra, the hybrid options offer everything that the standard model does and more, with some major updates from safety features like the rear side airbags and haptic feedback for driver’s assists to cosmetic options like exterior and interior colors.

2024 Kia Niro Hybrid

MPG: 53 miles combined city/highway

What’s hot?

• Unique design is modern with a distinct front end and day-running lights
• Ample space for cargo and passengers without the mass and road presence of a large SUV

What’s not?

• The base model hybrid is noticeably slower and offers underwhelming power
• All-wheel drive is not available

Eat your heart out, Corolla Cross Hybrid. The 2024 Kia Niro Hybrid is a great solution for buyers who are looking to maximize their fuel economy without minimizing their space. As a compact crossover, the Niro Hybrid offers an impressive amount of interior space for both cargo and passengers, making it the perfect option for families or city dwellers.

The EV corner!

2024 Hyundai IONIQ 6

MPGe: 140 miles combined city/highway

What’s hot?

• Modern designs inside and out give the car a sleek appearance and high-tech feel
• As a small, well-balanced sedan, the IONIQ 6 offers nimble handling and engaging acceleration

What’s not?

• The sleek roofline gives the car a sporty appearance but minimizes rear head space and trunk space as a result
• Best range only on RWD models

The Hyundai IONIQ 6 is a newer car on the scene, combining a surprising amount of luxury and technology for a brand-new EV starting at $37,500. The additional option of all-wheel drive gives this car an additional edge over competitors, but the standard model’s rear-wheel drive train offers a surprisingly engaging driving experience for a sedan.

2024 BMW i4

MPGe: 120 miles combined city/highway

What’s hot?

• Besides the blue trim, this sedan otherwise looks like a regular gasoline-powered engine which may be attractive to some buyers
• Same styling and quality consumers expect from BMW for a modestly priced luxury EV

What’s not?

• While the acceleration performance of the i4 is competitive, the steering and handling are reportedly lackluster
• The sportier M option enhances performance but at a steep sacrifice to range

The 2024 BMW i4 is unrecognizable as an electric vehicle which may be enticing to buyers who want the EV experience without the looks. Its performance and handling rival more popular cars from the brand, including the BMW M3, living up to the expectations set by the brand in previous years.

2024 Lucid Air Pure AWD

MPGe: 137 miles combined city/highway

What’s hot?

• Interior oozes luxury and high-end vibes with a variety of textiles
• Smooth driving experience with minimal road noise

What’s not?

• By far the most expensive vehicle option on this list, with a starting price of $82,400
• Kind of looks like a bar of soap, the body lines of this EV don’t have much to offer

The Lucid Air Pure is a true luxury car, and its price reflects it. Minimalistic styling inside and out is countered by a fine selection of materials and designs that make the Lucid unlike anything else on the market. Because this brand is also lesser known it gets bonus points for being uncommon.

This past Wednesday, my 1998 Mitsubishi Montero with 245,000 miles on the odometer went into the shop. Not for a breakdown, rest assured, but because I want a professional to install 4.90 final drive rings and pinions—but much more on that build coming soon here at Acceleramota. 

More importantly, with the Montero getting work done, I now face the all-too-real prospect of full-time daily driving my 1997 Mitsubishi Pajero Evolution in Los Angeles traffic. Not that I avoided right-hand drive in LA previously, but until a press car arrives or the weather improves enough for me to ride my 2006 Ducati Monster S2R 1000, the PajEvo is the only running car in my garage.

And I can admit, before I bought the Pajero, the prospect of daily driving a JDM (or UK) import made me a little nervous. So I’m here now to nudge along anyone who might feel similar hesitations, which may or may not be the reason they haven’t purchased the JDM (ahem, or UK) car of their dreams: Do it. You get used to right-hand drive surprisingly quickly.

Mitsubishi Pajero: see prices at CarGurus

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• Michael takes delivery of his Pajero Evo 
• A wishlist of RHD classics

Picking up a PajEvo at the port

My non-Lancer Evo arrived at Long Beach just over a year ago, four months after a slightly lucky situation in the Japanese auction houses left me a surprise homologation special with my name on it. I knew almost nothing about the importation process previously, but I worked with Rami Fetyani at Inbound Motorsports to handle the shipping and customs paperwork. Extensive COVID delays outside anyone’s control while booking a ro-ro spot meant that I doubted the Evo’s battery would arrive in America with enough juice in the tank to turn over the engine, so I showed up to the port with a jump pack and trailer just in case.

Good thing, too, because a bit of drama promptly ensued—the long story short, it involves two trucks with jumper cable leads revving at the same time, an empty gas tank, a bone-dry transmission pan, and full-sending the new-to-me PajEvo up onto the trailer bed. And yet, as nervy as the day went, I almost breathed a sigh of relief because my first RHD experience wouldn’t be stop-and-go commuting north on the 405 freeway during rush hour.

I had rented RHD cars in St Lucia and Scotland previously, but in those environments, all the signs and lanes and other cars help with the adjustment to steering from (objectively, or so I formerly thought) the wrong side of a car. In the good old US of A, I imagined the experience differently because I rarely see other RHD cars. Surely, bumping off rearview mirrors and head-on collisions leap up in frequency, right? Tracking in lanes without overthinking, left-hand turns with zero visibility, and high-speed passing on two-lane roads also nagged at my subconscious. Eek.

Sure, I’d also tracked a center-seat F4 racecar for a hard day at Radford Racing School without any struggles adjusting, but that hyperactively paranoid mindset also helps explain why I decided on a Pajero Evolution with an automatic transmission rather than a manual. And not just to keep me from adjusting to RHD with a stick shift in the left hand, but also in the hopes that my friends could drive the truck without undue concern for damaging an awesome piece of Dakar history (through an accident or frying the clutch or grinding the gears). 

Mild inconvenience or major pain in the…

I plan to share more about the long process of getting the Pajero up and running soon, too, but in the meantime, I found myself quickly adjusting to steering from the right (wrong) side of the road. The first few times out, luckily, I drove out on empty desert roads down the hill from Wrightwood, CA. Those ruler straights interrupted by occasional long sweepers helped me overcome a noticeable sense of awkwardness and at least establish a bit of confidence before I drove into town. Of course, I mixed up my turn signal and windshield wiper stalks constantly once I needed them changing lanes or while making turns, while also spending far more time correcting my positioning in lanes than I would more fluidly driving a left-hand-drive car.

Luckily, I noticed that on the Evo, that cute little Japanese parking mirror on the left of the hood just happens to give a perfect view of the lefthand lane stripes from the right-hand driver’s seat. When Doug DeMuro brought a Pajero Evo onto Jay Leno’s Garage, Leno spent the whole time raving about the mirror and glossing over the rally history—but in reality, it’s probably an even bigger help here in an LHD country than while parallel parking in Japan.

Parallel parking an RHD car here in the USA, meanwhile, makes doing so in an LHD car seem unbelievably difficult and unnecessarily complex. Just look down. The curb is right there, no problemo (the Evo’s short wheelbase and incredibly tight turning radius also help, without a doubt). 

From a visibility standpoint, I can admit that making left turns in city traffic does kind of suck. At least the Pajero’s stance and upright Recaro seats let me look right over most cars and through any big American SUVs. But when I get stuck behind a panel van or an SUV with tinted glass, I quickly learn that patience becomes the name of the game. Not my strong suit, to be sure, but you just have to accept that the car in front of you almost needs to clear the intersection entirely before enough of the road becomes visible to make a safe decision about whether to follow. I also believe I probably check the driver’s side door mirror rather than the main rearview more often than on an LHD car.

On the other hand—another bad dad pun, get used to it—I can confirm that my other main concern, about passing on highways, definitely 100% sucks. Again, patience. Inching out around slower cars to check for oncoming traffic requires a tentative peek around the right side first, then a quick jab out for an initial glance to the left. Next, downshift (using the PajEvo’s sick tiptronic-style automatic shift lever) and rev up to the moon, ready to punch that throttle if a window opens up. But maybe also hover over the brakes with your left foot…

Unexpected challenges that I never pre-visioned also crop up now and then. The left A column creates a weird blind spot when inching forward to make a wide right-hand turn. Shifting into Park to climb across the passenger seat while grabbing tickets at a parking garage entrance never looks smooth—the best bet is to only use parking garages with a friend in the other seat. And speaking of it, I often wonder whether cops only check the right-hand seat while scanning for offenders in the carpool lane. Probably better not to risk it, given my historical luck with Murphy’s Law, but I suspect that RHD cars might get more frequently mistaken for HOV-eligible passenger vehicles. 

Hilariously, I also now mix up the wiper and turn signal stalks repeatedly on LHD cars that aren’t mine (of which I drive an inordinate number in this game). And I’ve noticed that passengers often climb into the PajEvo’s passenger seat only to subconsciously put their right foot on a non-existent brake pedal.

Ha, gotcha suckers.

Avoiding cyclists becomes far easier, too, and in fact, a bigger challenge for me has been constantly converting kilometers per hour on the speedo and Celsius on the climate control to Imperial units.

The absolute strangest experience since adjusting to right-hand drive here in the USA? Flying to the UK and then driving a LHD Porsche built there. Talk about a real mindfuck. I spent the whole time shifting badly and overcorrecting, entirely baffled by roundabouts and oncoming traffic throughout the solid half-hour of an embarrassing performance. Luckily, the owner of that half-million-dollar build braved the experience better than my fragile male ego.

A shopping list for the growing love of JDM classics 

Equally luckily, roundabouts are still rare here in the US. I expect they’d provide a bit of a challenge for JDM or British car owners new to RHD, but that experience of acclimating to a new car actually provides part of the appeal to me now. And there are so many awesome cars that we simply never got a chance to enjoy Stateside. Fair warning: I know my taste is odd, but a few I have my eye on now:

Nissan Pulsar GTI-R

One of the most underrepresented hot hatches ever, with an SR20DET turbo-four, the ATTESA all-wheel-drive system from a Skyline GT-R, and a five-speed manual. A curb weight of only 2,690 pounds and an easily tunable 227-horsepower four-banger allowed the Pulsar GTI-R to beat a Porsche 911 in a quarter-mile at the time. Now imagine with modern tires and a bit more boost, all in a cute little package complete with a hood scoop and a big rear wing. Heck yes.

Mitsubishi Delica

The Delica, van form of my Montero and Pajero siblings, is available with a similar Super Select four-wheel-drive system and plenty of suspension travel. The “van life” and overlanding trends make these awesomely capable vehicles somewhat more valuable now, but as an enclosed replacement for either a kei truck or an American-market Mighty Max pickup to haul motorcycles, a Delica might just do the trick perfectly.

Honda N360 (N600s pictured)

An early kei car with an air-cooled two-cylinder engine and chain drive, the transmission mounted in the motor’s oil sump, and quintessential 1960s Honda style! Think about the lil’ N360 or its Westernized twin, visually-identical N600, with a Hayabusa swap (heresy!) or, at the very least, a higher-performance Honda motorcycle engine.

Toyota Century

I probably want a second-gen Toyota Century to live out my dictatorship dreams with the Rolls Royce of Japan, complete with a V12 engine, and gotta have the lace blinds. Too bad my chauffeur would have to handle navigating this big RHD boat while shuffling me around parties in the Hollywood Hills, but the ride home afterward would be absolute bliss (because I’d be sound asleep, cradled in ultimate late-1990s luxury.

A case for right-hand drive

That Toyota Century daydream, however, loses track of one of the best aspects of dailying an RHD car in the United States: namely, that most JDM cars take up far less space on the road than typical American cars, trucks, and SUVs. Even the Pajero Evo, which shares plenty of components with the full-size Gen 2/2.5 and Gen 3 Monteros sold here in the United States, somehow still feels small and nimble thanks to that short wheelbase.

Speed helps, too, especially for highway passing. Unlike most kei trucks and vans that are blowing up in popularity these days, the PajEvo counts as legitimately quick, if not truly fast. And not just in a straight line, where the 276-horsepower rating of the Japanese “Gentleman’s Agreement” feels entirely underrated. But also while cornering. I even chased down a Ferrari 360 Modena recently in the Malibu canyons (the guy was driving hard but not well, clearly). Not that I’d ever forget this is still a body-on-frame truck wearing high-sidewall LT-metric off-road tires that also flex and lean while turning. But still, Evolution definitely means something.

Then there’s actual off-roading, which of all the Pajero Evos I’ve yet seen in the USA, mine undoubtedly does the most. Out on fast-graded roads and in wide-open deserts, the RHD adjustment period just flies right by. But on tighter or rockier trails, where tire placement becomes extra important, I still need a bit more practice. Tilted over to the right, either from the left tires riding up on rocks or while cornering hard in the canyons through a left-hander, still creates a bit of vertigo as I occasionally sneak a glance down. Keep those eyes where you want to go. I can hear the Radford crew shouting.

And yet, after about a year of on-and-off RHD experience and then a more solid block of time with my Montero in the shop and no press loaner in my garage due to the holidays, the confidence while driving from the right side only grew more and more quickly. So, to those on the fence about actually importing a JDM car, I say go out and get it. 

After finding the right car, importing the PajEvo wasn’t even too bad—I can highly recommend Rami at Inbound Motorsports. The only hard part about the whole process was having the patience to wait while shipping took four months. But after that waiting period, having the patience to get used to RHD will feel like an absolute cinch.