Tag Archives: automotive technology

To say Tesla’s driver assistance features are polarizing would be a massive understatement. The company has been under investigation by the National Highway Traffic Safety Administration (NHTSA) since 2016 because so many people died that there’s a whole website dedicated to tracking fatalities. Cool! Now, literally one day after the LA Times reported that the DMV is taking Tesla to court over the alleged false advertising of its limited autonomous capabilities as “Full-Self Driving,” nearly every vehicle it’s sold in the U.S. is being recalled.

All Tesla models equipped with Autosteer are affected by the recall, including the 2012-2023 Model S, 2017-2023 Model 3, 2016-2023 Model X, and 2020-2023 Model Y.  The feature is supposed to assist with steering by detecting lane markers and other vehicles, but the recall states that it doesn’t have the proper safeguards in place to prevent misuse.

“In certain circumstances when Autosteer is engaged, the prominence and scope of the feature’s controls may not be sufficient to prevent driver misuse of the SAE Level 2 advanced driver-assistance feature.” For reference, Level 2 systems provide steering and brake/acceleration support but require driver attentiveness and a readiness to take control at any time. Adaptive cruise control with lane centering is considered a Level 2 system, which is where most automakers have landed with the tech for now.

Tesla will issue an over-the-air software update to remedy the issue and said that owners will start seeing the update after December 12, while some models won’t get the fix until later on. The automaker said it had received nine warranty claims related to the issue. Still, the NHTSA’s investigation opened in late 2021 to examine eleven crashes involving stationary first responder vehicles and Teslas with Autopilot engaged.

While this recall should improve the safety of Tesla’s semi-autonomous driving systems, the fact remains that calling something “Autopilot” or “Full Self-Driving” is almost sure to cause confusion. Neither system can functionally drive the vehicle without a human’s supervision and input, and we’re still years away from anything even slightly resembling a self-driving car. 

For years, eco-friendly Hummer fans have been conflicted. How can one rectify the urge to protect Mother Nature with the overwhelming, primal need to climb into a military-grade gas guzzler? Waffle no more, because the 2024 Hummer EV is finally available — if you already reserved one. This beefy, tactically-styled electric mega ute boasts enough bells and whistles to justify the luxury price tag — like Hummer’s proprietary “crab walk” tech.

The Great Recession of 2008 was a death knell for GMC’s original run of Hummer vehicles, as the badge was retired in 2010. Gone are the days of Arnold Schwarzenegger pulling up to movie premieres in decommissioned military Humvees. As trucks and SUVs got bigger and bigger over the next decade, GMC saw a chance to bring the brand back as an all-electric, edgy competitor to the increasingly ubiquitous Land Rover. Joe Biden even got to test-drive one.

Will GMC’s big bet on electrifying an old war machine whose name became synonymous with excess and air pollution pay off? Let’s see what makes the 2024 Hummer EV stand out in an increasingly crowded field.

Hummer EV: shop new inventory near you

2024 Hummer EV SUV price and trim levels

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(Editor’s Note, December 2023: This is a revised and revamped version of our Hummer EV SUV info hub published earlier this summer. Now it’s been polished with fresh information and info to also encompass the SUT pickup variant.)

The 2024 Hummer SUV and its SUT pickup counterpart offer a choice of four trim options: 2, 2X, 3X, and Edition 1. Meanwhile, the pickup truck edition comes in three trims, including the 2X and 3X, alongside the Edition 1 as well. Both versions of the highest Edition 1 have already sold out. Since the announcement, waiting lists for all these standard trim options have been inundated, so it’s quite likely that locating one at your nearby GM dealership might be a challenging task. Historically, Hummer owners have been recognized for their patience.

Trim levels across both variants are as follows:

2024 Hummer EV SUV 2

• Starting Price: MSRP: $80,395 DFC: $1,995
• EV2 standard features:
  • Super Cruise – GM’s proprietary self-driving system
  • Adrenaline Mode – sends more power to the wheels, granting faster acceleration
  • Infinity Roof – removable panels and i-bar allowing an open-air driving experience
  • Surround Vision – a 14-camera system for safety and visibility

2024 Hummer EV SUV 2X

• Starting price: MSRP: $98,845
• EV2X standard features:
  • Longer Range – 800-volt DC fast-charging capability up to 300 kW for about 50 miles more range
  • 4-Wheel Steer – for a tight turning radius and maneuverability on rough terrains
  • CrabWalk Mode – vehicle can move sideways, like a crab (for tight terrains or parallel parking)
  • Extract Mode – an air suspension system that allows the vehicle to be raised or lowered as needed

2024 Hummer EV SUV 3X

• Starting price: MSRP: $106,945
• EV3X standard features:
  • Ultium e4WD – a third motor, for more power.
  • Torque vectoring – intelligent 4WD to prevent slipping
  • Watts To Freedom mode – an immersive experience including sounds and haptic feedback
  • Available Power Station generator – charges almost anything, including other EVs

2024 Hummer EV SUV Edition 1

• Starting price: MSRP: $108,700
• Edition 1 standard features:
  • One-Pedal Driving – deceleration begins when you take your foot off the pedal, charging the batteries
  • Terrain Mode – modified One-Pedal Driving for off-road terrains
  • Sky Panels – translucent Infinity Roof panels

2024 Hummer EV Pickup 2X

• Starting MSRP: $98,845
• 2X standard features:
  • 2 Motors – Four-wheel Drive type
  • 1st row removable manual t-bar composite Sunroof
  • Front and rear A/C controls 
  • Enhanced Automatic Parking Assist Parking assist

2024 Hummer EV Pickup 3X

• Starting MSRP:  $106,945
• 3X standard features:
  • 3 Motors – Four-wheel Drive type
  • 1st row removable manual t-bar composite Sunroof
  • Front and rear A/C controls 
  • Enhanced Automatic Parking Assist Parking assist

2024 Hummer EV exterior color options:

• Afterburner Tintcoat (orange)
• Deep Aurora Metallic (dark bronze)
• Interstellar White (white)
• Meteorite Metallic (gray)
• Supernova Metallic (dark blue)
• Tide Metallic (ice blue)
• Void Black (black)

2024 Hummer EV interior color options:

• Lunar Horizon (jet black/light gray)
• Lunar Shadow (jet black/taupe)

Interior and tech

The Hummer EV SUV borrows much of its interior from the EV SUT’s design. As you’d expect, it’s cavernous and should offer plentiful legroom to your professional athlete friends. As with the EV SUT, the 2024 Hummer EV SUV features an Infinity Roof that is fully removable, including the i-bar — in case you live in a part of America that is not rotten with forest fire smoke during peak road trip season. You can even stash the roof panels in the spacious (11 cu ft.) “eTrunk.”

While the console features multiple large screens for infotainment and the driver’s side dashboard, GMC has included a number of customizable physical buttons to control various aspects of the car — including a T-shaped shifter and rotary drive mode selector. This means 2024 Hummer EV SUV owners will have more controls at their fingertips, instead of hidden beneath an elaborate vehicle operating system.

In terms of technological advancements, GMC proudly introduces the Super Cruise feature for the 2024 Hummer EV. This hands-free driving capability extends to over 200,000 miles of roads in the U.S., even encompassing lane changes. Enhancing safety and situational awareness, the vehicle is equipped with HD Surround Vision, utilizing 14 cameras to provide a comprehensive view of your surroundings. The GMC press release further teases the availability of approximately 200 additional accessories, offering ample opportunities for personalization to suit individual preferences for the 2024 Hummer EV.

2024 Hummer EV Pickup dimensions

Interior space

• Seating capacity: 5
• Front headroom: 42.48″
• Front leg room: 45.57″
• Front shoulder room: 63.87″
• Front hip room: 60.5″
• Second-row headroom: 38.4″
• Second-row leg room: 39.0″
• Second-row shoulder room: 63.98″
• Second-row hip room: 60.2″

Exterior dimensions

• Wheelbase: 135.62
• Length: 216.80″
• Width, without mirrors: 86.87″
• Height: 79.10″

Cargo area dimensions

• Cargo box length: 60.10”
• Cargo box width: 61.02”

2024 Hummer EV SUV 

Interior space

• Seating capacity: 5
• Front headroom: 42.48″
• Front leg room: 45.57″
• Front shoulder room: 63.87″
• Front hip room: 60.5″
• Second-row headroom: 38.4″
• Second-row leg room: 39.0″
• Second-row shoulder room: 63.98″
• Second-row hip room: 60.2″

Exterior dimensions

• Wheelbase: 126.69″
• Length: 206.7″
• Width, without mirrors: 86.46″
• Height: 77.8″

Cargo area dimensions

• Cargo space/area behind front row (with rear seat down): 81.8 cu ft.
• Cargo space/area behind second row: 35.9 cu ft.

Tech features

• 13.4″ infotainment screen
• 12.3″ driver information center display
• Integration with the myGMC app
• In-vehicle energy app
• Digital key
• HD Surround Vision (14 cameras)
• Off-road widgets

2024 Hummer EV electric range and charging times

The Hummer EV SUV sets itself apart from the competition with its optional Power Station generator. Unlike Ford’s F-150, which generates power from its internal combustion engine, the Hummer’s Power Station is all electric and promises up to 25 amps (3.0 kW) for 120-volt power or 6.0 kW at 240 volts (for charging other EVs). This power-sharing feature might not get your pal’s car all the way up to 100%, but in most cases, it should be more than enough to jumpstart a stranded electric vehicle.

2024 Hummer EV SUV battery info

• Battery pack: liquid-cooled lithium-ion 24-cell 246 kWh (212 kWh usable)
• Onboard charger: 19.2 kW
• Peak DC fast-charge rate: 300 kW
• Estimated range: up to 314 miles (EV3X trim)
• DC fast charge time (10-90%): 128 minutes

2024 Hummer EV Pickup battery info

• Battery pack: liquid-cooled lithium-ion 24-cell 246 kWh (212 kWh usable)
• Onboard charger: 19.2 kW
• Peak DC fast-charge rate: 300 kW
• Estimated range: 311 miles (EV2X trim), 381 miles (EV3x trim) 
• DC fast charge time (10-90%): 128 minutes

Engine and performance

The Hummer EV SUV was built around GMC’s top-of-the-line Ultium platform, a “flexible battery architecture” that according to the automaker is going to “change [your] life.” This new approach to manufacturing and aligning batteries allows GMC to create EVs that apparently have “a near 50/50 weight distribution of the vehicle and a lower center of gravity, which together result in a vehicle that’s sporty, responsive and allows for spirited driving.”

2024 Hummer EV SUV powertrain info

• Transmissions: direct-drive
• Front motor: permanent-magnet synchronous AC
• Rear motors: 2 permanent-magnet synchronous AC
• Combined power: 830 hp
• Combined torque: 1200 lb-ft
• 0-60 speed: 3.5 seconds (manufacturer claim)

Design changes

While the 2024 Hummer EV SUV shares design elements with its SUT counterpart, GMC has dedicated attention to distinctive features. Unique electrified details adorn badges and the interior, enhancing the futuristic design. The showcases a power swing-out tailgate with a full-sized spare, revealing a cavernous cabin that offers an expansive 81.8 cubic feet of space when the rear seats are folded down.

For those who crave even more space, the rear door swings fully open, providing an unobstructed 48-inch opening—ideal for activities like tailgating, camping, or hastily packing up belongings when faced with the threat of repossession for your $100k SUV. GMC has spared no effort in ensuring that the Hummer EV stands out not only for its performance but also for its attention to SUV-specific details that cater to diverse lifestyle needs.

The SUT distinguishes itself with a truck bed instead of an enclosed rear cabin. This configuration contributes to the Hummer EV truck being 20 inches longer than its SUV counterpart, measuring 216.8 inches compared to the SUV’s 196.8 inches, and featuring a wheelbase that extends almost 9 inches longer (135.6 inches versus 126.7 inches). Unsurprisingly, the truck also exhibits a lengthier rear overhang (46.5 inches compared to 35.5 inches). These variations significantly impact off-road performance metrics, influencing the departure angle (SUV: 49.0 degrees versus SUT: 38.4 degrees) and breakover angle (SUV: 34.4 degrees versus SUT: 32.2 degrees).

2024 Hummer EV review round-up

Reservations for the 2024 Hummer EV SUV are currently full, so it could be a while until the team here at Acceleramota gets our hands on one, so here’s a quick round-up of some thoughts from around the world of automobile journalism.

The Hummer EV SUV defies a lot of expectations. It accelerates like a sports car, handles like it’s thousands of pounds lighter, and charms with the improbability of it all. There’s not much on-pavement grip, but it’s capable off-road, and you’ll never have to worry about sucking water into the intake. There’s a lot of weight here, but there’s also a lot of everything. Born of attitude and consequently full of attitude, the Hummer EV SUV left us thoroughly entertained.

Tony Quiroga – Car & Driver

The Hummer SUV is a riot on the road, but when pavement gives way to dirt, the real fun begins. With specs that rival Jeep’s Wrangler Rubicon, the Hummer SUV boasts an approach angle of 49.6 degrees, a breakover angle of 34.4 degrees, and a departure angle of 45.6 degrees. (Removing the spare tire bumps departure angle up to 49.0 degrees.) It also has up to 16 inches of ground clearance and 13 inches of wheel travel, can climb an 18-inch vertical wall, and can ford up to 32 inches of water.

Jason Gonderman – Motor Trend

It shouldn’t make any sense. But drive it for a couple of days and you realise being sensible is for other vehicles. The Hummer is about fun.

Top Gear

FAQs

When will the 2024 Hummer EV SUV be available?

The 2024 Hummer EV SUV has been rolling off the production line for a few months now, but it could be a while before you see one at a GMC lot. You can sign up to “stay in the know” on GMC’s site but your best bet might be surreptitiously becoming best friends with someone who works at a dealership if you’d like to get your hands on one.

How many miles can the 2024 Hummer EV SUV drive on a single charge?

GMC’s documentation says the 2024 Hummer EV SUV can travel about 314 miles on a single charge at the EV^3X trim level. According to Car and Driver’s testing, the 2024 Hummer EV SUV had a range of 250 miles at 75 mph.

Who makes the 2024 Hummer EV SUV?

The 2024 Hummer EV SUV is manufactured by GMC, a subsidiary of General Motors. General Motors has owned the Humvee (later Hummer) branding since 1998. The Hummer line was initially discontinued in 2010 after the anti-gas-guzzler backlash related to the Great Recession. In 2020, GMC announced that the nameplate would be returning, rebranding Hummer as a line of electric supertrucks.

Hummer EV: shop new inventory near you

Let’s preface this by saying: No, this is not a news beat. No, this is not a grand compilation of every little reveal and every hunk of metal on display at the LA Auto Show. Take this as a more personal and me-engaging-the-audience-type feature where I, editor-in-chief and supreme (assistant) overlord to the site, and Gabe, founder and supreme supreme overlord, share our top cars from this year’s gathering.

Whether it be a new release, a kinda-sorta new car that may be making its first in-person appearance, or perhaps something that’s not new at all, these are our personal standouts in attendance that truly scratched my automotive itch. And hopefully, it scratches yours, too.

Ahem. And, if you’d like, please feel free to check out coverage of cars from this year’s auto show on our TikTok and Instagram. 

Skip to car:

• Lucid Gravity
• Lotus Eletre
• Honda Prelude Concept
• Toyota Camry
• Acura ZDX
• Chevrolet Corvette E-Ray
• Subaru BRZ tS
• Hyundai Ioniq 5 N
• Ford Mustang Mach-E Rally
• Nissan Z & GT-R Nismo
• Aston Martin Cygnet (wait, for real?)

Gabe: 2025 Lucid Gravity

@acceleramota The 2025 Lucid Gravity is a luxurious 3-row SUV from the chief engineer behind the original Tesla Model S and the designer of the Miata ND. Would you buy one over a Model X? #auto #lucid #tesla #carlifestyle #teslamodely #suv #electricvehicle #electriccars #luxury #truck #lucidgravity #teslas #newcars #lucidair #luxurycar ♬ original sound – acceleramota

In a market already saturated with three-row luxury SUVs, a lesser-known brand introducing its own would surely have its work cut out for it. Lucid Motors is a prime example. In the third quarter of 2023, Lucid lost $430,000 for every car it sold, according to InsideEVs. Four hundred and thirty thousand dollars. 

By no means is that indicative of Lucid’s standards, though, as its first EV – the Lucid Air – was met by reviewers with mostly positive marks. Everyone I’ve known who’s driven a Lucid Air came away a fan as well. In fact, when we offered test drives at one of our car and coffee meets in New York earlier this year, one of the most stubborn anti-EV people I know came away a fan. The premium interiors, consistent build quality, and aversion to oversimplification-for-the-sake-of-it distinguishes Lucid from its main competitor, Tesla, with which it shares common DNA.
Judging by its roughly identical $80,000 starting price, the Lucid Gravity is poised to compete with Tesla’s Model X – you know, the midsize family SUV with the dancing falcon wing doors. But unlike the Model X, the Gravity brings more cargo space, the option of a third row, and an estimated 440 miles of range, nearly 100 miles more than that of the Model X. For some reason it also has 880 horsepower, because in competing with the alarmingly quick Hummer EV, it’s not an electric SUV if it can’t push 0-60 in 3.5 seconds. The only obvious downside is that, at least according to our new best friend, it does have more than one button for the center stack, and the luxe woodgrain finish is an acquired taste, allegedly.

Jeric: 2025 Lotus Eletre

Did anyone forget about this thing? I surely did, even after much press and controversy that one of the most legendary sports and race car manufacturers is now making (gasp) an electric SUV! What has the world come to? But the Lotus Eletre certainly makes a compelling case for itself that should help give it the Cayenne complex it needs for Lotus to keep building Emiras. 

How does 603 to 905 horsepower and 310 to 373 miles of range from its 112-kWh battery and dual-motor all-wheel drive setup sound? Overkill? Sure, but a Lotus must perform, and if it can’t simplify and add lightness, then power is one way to sweeten the deal. Interior is wonderfully posh. The rear cargo area is cavernous. The exterior styling is interesting, although seeing it in person does it far more justice than any photo. Designed in the UK, engineered in Germany, and assembled by Geely in China, the Eletre also signals a remarkable international effort for the hallowed English brand. And while its occupation as an electric SUV for eclectic rich folks may sour some peoples’ opinions, its strides to be a financial success could be what the brand needs to send its last wave of gas sports cars out with a bang instead of a whisper.

Jeric: Honda Prelude Concept

The legend returns! Except, not really, because this is a Honda Prelude, and the Acura Legend is still dead as a doorknob. Unless you count the Acura RLX as its successor? Anyway, the Honda Prelude returns rocking a swagtastic new look evocative of the Honda Insight face meets Honda Accord tail affixed to a last-gen Honda Civic Coupe body. And for the first time in years, Honda may actually have another spunky, fast two-door sports coupe in their fleet since the S2000. No, Si owners, I said fast.

Being a concept, we know next to nothing about the forthcoming Prelude or if it’s even coming. But This model seems fairly production-ready, aside from eye-catching carbon accents and a carbon roof that’d definitely launch its price tag into oblivion. But the upscale wheel design wrapped in Continental SportContact 6 tires sheathing Brembo brakes and the familiar Civic Coupe profile scream production-ready. Perhaps most importantly, despite much speculation that it could be an EV, the new Prelude Concept is actually slated to be a hybrid. If I were to place my bets, the base variants might likely use the Accord hybrid or an electrified Civic Si motor, but top-shelf models could use an electrified variant of the K20 turbo-four from the Civic Type R and Integra Type S, probably pushing between 350 to 400 horsepower.

Just a guess. A fanboy can dream.

Jeric: 2025 Toyota Camry

10 years ago, the Toyota Camry was plain as can be. Even in its day, the top-shelf SE or XLE trims did little to incite lust in those it drove by. It was a fine car, and it did its intended job great! But so does white bread. However, the new 2025 Toyota Camry is a Camry masquerading as a Lexus, and it’s got the goods to match. Never thought I’d ever say this about a front-drive, hybrid family sedan, but I am hot and bothered. And you will be, too, after a few pictures. 

Look at it! I said look at it, you! Does that not scream upscale? The long, sleek bodywork combined with that statement of a grille, Prius-like headlights, and some fairly attractive wheel designs make for one heck of a looker, especially in the sportier SE and XSE forms. The interior remains simple yet usable, resembling an evolution of the previous-gen Camry but tweaked to better suit Toyota’s current design language of wide, high-mounted touchscreens and expansive, button-centric center consoles. Specs? Pretty darn good. And that’s the best you can say about a Camry. A hybrid powertrain pushing 225 horsepower and available all-wheel drive (which bumps power to 232), sure to match the old car’s 44 to 50-plus mpg, is a compelling buy.

Jeric & Gabe: 2024 Acura ZDX

Born from the unlikely partnership between GM and Acura, the new-generation 2024 Acura ZDX ditches its forbearer’s heinous Star Wars cargo freighter looks for a sleek, concept-car-like caricature of the Acura MDX SUV. Wide, low, and unapologetically bold without offending those with working eyeballs. This is actually quite the attractive centerpiece of Acura’s booth. And most interesting of all, it’s a full EV riding on GM’s Ultium platform, the same platform underpinning the Blazer EV and Silverado EV.

Much like the Prelude, not much is known about the nitty-gritty details of the ZDX, but Acura insists we should expect a starting price somewhere between $60,000 and $70,000 and a maximum range of up to 325 miles. Not bad! That lines it up with the upper echelon of the Blazer EV’s estimated range. Being marketed as a sporty and athletic Whole Foods hauler, the ZDX will launch with the sporty A-Spec and the SPORTY Type S models, with the latter aiming for over 500 horsepower, a 288-mile range, and sub-five-second zero-to-sixty. And if the ZDX can make good on blending Acura styling and luxury inside and out with GM’s handy EV know-how, Acura should be poised to have a real knockout winner on their hands.

Gabe: 2024 Chevrolet Corvette E-Ray

As I mentioned in our video preview at the LA Auto Show, with the Corvette E-Ray, Chevy hopes to prove that hybrids aren’t all about going green. In fact, the E-Ray lays claim to the same fuel economy as the standard C8 Stingray at 24 MPG highway and 19 MPG combined. Instead, the E-Ray has more in common with a McLaren Artura than a Prius XLE. That’s to say, the tiny 1.9 kWh lithium-ion battery in the transmission tunnel is there to bolster the performance of its already potent 6.2-liter V8. Of course, pairing hefty battery tech with a big block motor does increase its curb weight by a little over 300 pounds, but how much does that matter when you can zip from 0-60 in 2.5 seconds? After all, the E-Ray is the quickest Corvette in the American sports car’s rich history. 

But the distinctions between the E-Ray and the Stingray don’t stop there, because on top of being the first hybrid Corvette, it’s also the first all-wheel-drive model. Don’t worry, it’s still rear-biased, and if you’re skeptical, Chevy’s built-in E-Ray companion app shows its homework with real-time performance data – including a diagram laying out the power distribution between the front and rear wheels. While it sounds like an automotive tech nerd’s playground, this Corvette isn’t just for wonks and weekenders; it’s a grand tourer, lending itself to longer road trips and grocery-getting as much as it does track days. 

Jeric: 2024 Subaru BRZ tS

No, this is not news. But here this favorite of mine is in the flesh, so I’m gonna thrust it down your throat anyway. Behold! The Subaru BRZ tS. It’s like a regular BRZ. But tS. And by that, Subaru means “Tuned by STI.” And by that, they really mean they stole the black wheels off the Toyota GR86, threw on some Hitachi dampers, added a sweet set of Brembo brakes, and called it a day. Really, the 2024 BRZ receives the mildest of updates as it enters the new model year, but they’re still noteworthy enough on a car this basic to be worth sharing!

For 2024, the BRZ receives a tS trim, which, like the previous gen’s tS, functions as a comprehensive performance package sans that car’s goofy wing. Beyond the new brakes and dampers, the tS is built upon the BRZ Limited, which throws in luxury goods like suede and leather interior upholstery, heated seats, and an upgraded stereo, as well as an 18-inch wheel package wrapped in Michelin Pilot Sport 4 summer rubber, which is perhaps the most transformative performance upgrade on any BRZ, turning this diminutive sports car into a genuine Porsche Cayman fighter. Additionally, for 2024, EyeSight is now standard on all models, including manual transmission cars, which does increase the price by a couple of grand, pushing the BRZ in the low-$30,000 range. A tS will run you about $36,000, which is still a hell of a bargain compared to literally anything else on the market today, assuming you can snag one without that dastardly markup. 

Jeric & Gabe: 2025 Hyundai Ioniq 5 N

The surprise hit from Korea strikes another tally of its bucket list and enters the high-performance EV fray. After much coverage and polarizing the press, the Hyundai Ioniq 5 N arrives on American shores to grace us with its matte blue goodness, and it’s here to prove that fast EVs don’t have to be mere straight-line missiles. They can soul, too. Or at least as much soul as you can pump into something that ditches pistons and gas for battery cells and electrons. 

The Ioniq 5 N remains in its early launch phase, without much information besides what was available at its debut. That means nothing much has changed from its claims of 641 horsepower from an 84-kWh battery with 350-kW fast charging. But no complaints there! We still expect its aggressive e-LSD, Drift N Optimizer, and N e-Shift’s simulated 8-speed manual shift mode to make it to our shores, as we do for the changeable fake exhaust noises that can imitate fake revs from a jet fighter, the Gran Turismo Vision concept, or a traditional gas engine. Gimmicky? Absolutely. Necessary? No, not at all. But at least someone out there is having fun with EV tech and is trying to bridge the gap between gassers and electric cars with something that can parody the best attributes of both worlds. Being based on an already well-received vehicle like the regular Ioniq 5 doesn’t hurt, either. 

Jeric: 2024 Ford Mustang Mach-E Rally

If Ken Block we here, I can totally see him sliding through the woods with his family in tow in one of these. The Ford Mustang Mach-E Rally is very real and is very much coming to dealers near you for the next model year. Because what says environmentalism and family-friendly more than something that gently nudges you to take that dirt fire road at triple-digit speeds while blasting “Kickstart My Heart?”

Based on the already formidable and definitely quick-enough Mach-E GT, the Mach-E Rally skews its priorities towards off-road hooliganism. New are 19-inch wheels stolen from the nearest ARA race and shod in skinnier Michelin CrossClimate2 all-seasons sporting a nice, meaty sidewall for all the potholes you’re going to smash on the Wal-Mart Rally. The fog lights, underbody protection, black plastic fender moldings, Focus RS-style rear hatch wing, and a hyper-aggressive RallySport drive mode add some extra WRC flair. The ride height has been jacked up by 20 millimeters and still utilizes the GT’s Magneride shocks but retuned for more off-road shenanigans, and the dual-motor powertrain still zaps out 480 horsepower and 650 pound-feet of torque. Its range is a still-okay-ish 250 miles, but I don’t expect many people to match that given its intended purpose. 

Jeric: Nissan Z Nismo & GT-R Nismo

Ah, yes. Even at a quintillion years old in car years, the Z and GT-R manage to tickle my fancy, now with matching gray-black-and-red paint jobs to boot! The new Nissan Z launched onto the scene with a lukewarm reception, with praise for its modernization and a newfound sense of speed but criticism for the softened edge it bears in order to expand its appeal. The Nissan GT-R is as big, tech-laden, and video-gamey as ever. Both are fine driver’s cars, but fanatics asking for more will find prayers answered in their respective Nismo track variants. 

The Z Nismo, already making rounds in media drives, impressed journos with real, genuine connectedness, inspiring confidence to attack curves on or off-track with a heavily revised suspension, RAYS wheels rocking the GT-R’s ultra-sticky Dunlop tires whose full name I refuse to type out, and a wicked body kit that vaguely reminds me of JDM Fairlady Z G-nose. The VR30 twin-turbo V6 has been massaged to 420 (aye, lmao) horsepower, yet the move to keep it nine-speed-only sparked much ire for what’s to be a purist track Z. Ye ole GT-R Nismo adapts much of the same formula to the geriatric R35 platform, with a new swan neck wing, 600 horsepower from its 3.8-liter VR38 V6, similar RAYS wheels and sticky Dunlops, and a drop-dead gorgeous suite of carbon goodies, from the ground effects to the hood. Also new for 2024 are faster-spooling turbos from the GT-R GT3 race car and a front LSD. Old and possibly overpriced? I guess, but don’t tell me you can’t look at it and giggle with excitement even a little bit. 

Jeric & Gabe: Aston Martin Cygnet

It’s hard to talk about the Alfa Romeo Tonale without mentioning the Dodge Hornet in the same breath. It’s impossible to talk about the Aston Martin Cygnet without bringing up the Scion iQ. Love it or hate it, the Cygnet is one of the most notorious examples of badge engineering from a major automaker. So notorious, in fact, that it’s recently cemented its place in car culture as a not-so-guilty pleasure for the irony-poisoned enthusiast. 

When the Aston Martin Cygnet first debuted in the U.K. in 2011, it came with a starting price of £30,995 – the equivalent of $49,595 in the States. For anyone familiar with Aston Martin as a prestigious luxury brand, that probably doesn’t sound like a lot. But what if I told you that the Aston Martin Cygnet was just a cheap Toyota city car in disguise? Well, sort of. It might’ve featured luxurious interior trappings like bespoke leather upholstery, wood trim, and in some configurations, a shitload of carbon fiber. 

Any mechanical differences between the Cygnet and the iQ were negligible. Both had 1.3-liter four-bangers, continuously variable transmissions (CVTs), and front-wheel-drive. Yet, for whatever reason, its presence at the LA Auto Show was magnetizing. Jeric and I stumbled into Alanis King of Doug Demuro’s Cars & Bids fame, who happened to be fawning over the Cygnet from the inside. It wasn’t long before we joined in. This little number in particular comes courtesy of Galpin Auto Sports as part of its Hall of Customs exhibit.

Many octane-blooded enthusiasts I’ve met grew up one way or the other: they like cars, or they like motorcycles. Once in a blue moon, the two fandoms seem to cross over in their hearts and minds. When they do, there’s often a clear bias towards the one they originally began. But my old man raised me to be different. I was brought up to embrace both as one whole, tools used in the pursuit of freedom and thrills.

My dirt bike days as a tot have long passed. But now my old man has spurred me along into joining him in returning to two wheels, mentoring me in on-road riding and quietly awaiting my first street bike purchase to accompany my four-wheeled fixations. It’s the start of an exciting return to form for me, but one met with a lukewarm and even mildly negative reception from a few close car enthusiast friends and family members.

“Aren’t we all on the same side damn side,” I’d often think. Their reservations are valid for a few reasons, but it’s criminal to act so dismissively and pretend the lines between the two worlds aren’t heavily blurred.

Car people should be bike people too! We shouldn’t bar ourselves from such experiences out of fear or a mere unwillingness to learn something new. Variety is the spice of life that makes it worth savoring, especially when the two hobbies in question are actually far closer to being in the same wheelhouse than you think.

Cars and motorcycles aren’t so different beneath the skin.

Superbikes and supercars, V-twins and V8s, ricers and squids. They represent two sides of the same coin. And don’t you dare say otherwise! The Lamborghini-Ducati and Honda-Also-Honda tag-team duos will beg to differ. So why the divide between the fandoms? Sure, safety and practicality are the obvious answers, but is that all there is to argue about?

The rival kingdoms have their stark contrasts, but they’re more alike than the average cynic gives them credit for. And I mean shockingly similar, culturally and technologically. Both share deep-rooted passions for motorsports, often using competition to develop their most coveted halo models and to improve their more athletic variants. Both have their fair share of heroic superstar drivers and riders while suffering from reputation-tarnishing delinquents. And both tell vivid tales of their development over histories that culminate in the most innovative technological advancements, even if one of the factions is a bit of a late bloomer.

Guess which one.

Motorcycles and cars are technologically aligned. 

Like cars, many modern bikes have multi-way adjustable traction and stability controls, anti-lock brakes, electronic dampening, and all sorts of goodies that have been pouring into cars since the 1970s. Expectedly, these ensure maximum performance benefits for motorcycles while enhancing safety and rider comfort. In a way, the push to make bikes faster, more comfortable, and more capable has ironically made them easier and safer to ride (in the hands of the well-versed, of course).

Okay, let it be written here and now that I am not responsible for any ego-related oopsie-daisies after reading this. Please forward all motorcycle accident-related complaints to Acceleramota’s supreme emperor chancellor, Gabe Carey. 

Phew, dodged a bullet there.

While water cooling has become commonplace for performance and commuters alike, air-cooled motorcycles are still prominent in some cruisers and modern-retro bikes for cost-effectiveness and that obvious dose of nostalgia like a Volkswagen Beetle or air-cooled 911. Handlebar steering dampers, similar to vibration dampeners in steering columns, iron out harsh road impacts in a bike’s steering, further improving safety and comfort. You can even waltz into a Harley dealer and throw a leg over a fleet of baggers with enough cargo capacity to shame small hatchbacks and built-in stereos worthy of blasting “Act a Fool” as you chug down Seven Mile Bridge.

One trick bit of tech found in sports and superbikes is an inertial measurement unit or IMU. This part-mechanical, part-electronic system acts as another brain within a motorcycle, taking in telemetry from various gyroscopes and accelerometers within its casing and using the information to adjust parameters in the bike. After calculating for variables such as pitch, squat, acceleration, and lean angles, the IMU can tweak the responsiveness and behavior of traction and stability control, wheelie control, ABS, and adjustable suspension. In cars, IMUs have been used in autonomous cars to help adapt to their environments, as well as in adaptive suspension systems and data loggers.

Perhaps current BMW motorcycles are the best examples of tech sharing, as their latest models now utilize a carry-over iDrive unit from their cars as the infotainment and digital gauge display. Get that. Now we have bikes sharing head units with cars. Heck, we have bikes with head units! It’s a part-bin move in the best way possible.

Motorcycles are often technologically late to the party. 

Before we get lost in the sauce, it’s worth noting that technology seems to move at a glacial pace with motorcycles compared to cars. We’ll touch on some possible reasons why later. Bikes may pride themselves on IMUs or wheelie control, but that’s all they have to brag about now.

Proof? The first car with modern ABS was the 1978 Mercedes-Benz S-Class, versus the BMW K100, the first bike to flaunt ABS in 1988. First to fuel injection was the two-stroke Goliath GP700 Sport in 1952, while the first for four-stroke cars was the Mercedes 300SL, both beating the 1980 Kawasaki KZ1000H by longer than I’ve been breathing. As for stability control, the first cars to field this ass-saver are caught in a rough tie between the 1995 Mercedes S600 and the Toyota Crown Majesta, although the Merc technically beat the Crown Majesta to sales by a few months. However, what was the first bike to reach that finish line? The 2014 KTM 1190 Adventure. Motorcycles ventured into a new realm of safety tech roughly around the same time Top Gear went to Patagonia. Wowza. 

Here’s a biggie for you. Take variable valve timing, a staple of modern engines for its economical and performance benefits. Ubiquitous in cars, it arrived in Japanese motorcycles with Honda’s rudimentary REV system of the 1980s before evolving into the CB400’s HYPER VTEC in 1999 – “VTEC just kicked in, yo,” yes, that VTEC. As revered as its automotive counterpart, this style of valvetrain has slowly trickled into the mainstream. And like forming stalagmites, it still keeps trickling. And trickling. And trickling some more.

Today, it remains an uncommon novelty in the most advanced motorcycles. In 2017, Motorcyclist christened it “the next frontier in motorcycle engine technology,” while a Visordown feature from 2018 claimed it was “the new must-have tech.”

How cars and motorcycles forge their best metal through racing

Regardless of the rate of development, car and bike folks agree the grand crucible of motorsports always improves the breed. Or so the brochures and press reveals say. And like the tale of the second car rolling off the assembly line, racing will forever be inevitable as long as there’s a second bike. And race, they shall.

Numerous leagues have spawned over the decades to satiate hungry crowds and itching riders. From on-road or off, from the treacherous rallies to iconic road courses, the same hunt for glory, innovation, and adrenaline that spurred automakers over the years fan the flames of competition among motorcyclists, too.

MotoGP is just diet Formula 1. Four-wheel evangelists have IMSA and World Endurance Championship, while their two-wheel counterparts proudly endorse AMA Superbikes and the Superbike World Championship. Both cults share routes that snake up Pikes Peak and over the sands of Dakar and the Baja 1000. Race-ready Husqvarna Enduro 701 or Aprilia Tuareg 660, anyone?

Homologation specials exist in this realm as they do for rally fans, for motorcyclists who insist they need 230-horsepower, 400-pound rocket sleds for their errand runs. Did anyone see the recently unveiled Ducati Panigale V4R? It’s on this planet Earth for the same reason as the Toyota GR Yaris, Lancia Delta Integrale, or the BMW E30 M3. And that hypercar slayer is hardly a scratch on the surface of race-bred road bikes.

Honda stirred equal parts controversy and astonishment over its tear-jerkingly expensive RCV213-S. It was an ultra-light and razor-sharp superbike, born to be a roadgoing sibling to Marc Marquez’s championship-winning MotoGP bike. And, although not homologation specials, the BMW S 1000 RR and even rowdier M 1000 RR continue to draw inspiration from the circuit, with new front winglets and further refinement to their already impressive suite of adjustable and adaptive electronics. Bet you’ve never seen wings on a bike before, let alone motorcycles with drift modes, yet here we are. Supermotos and some naked bikes can pull the same trick, essentially disabling rear ABS to allow riders to skid the back tire and help rotate around tight bends like rally cars would.

And I don’t care who your favorite F1 driver is. You have to admit that some of this motorcycle racing stuff is badass beyond comprehension, amplified by the fact the only thing between the riders and potential disaster, afforded in spades by the Bugatti-rivaling power-to-weight ratios between their legs, is their Power Ranger cosplay. For this reason, one can argue motorcycle racing takes far more nerve than any automotive equivalent.

Bracing for an uncertain future on four wheels and two

Unfortunately, time cares not for your silly little racing pedigree or silly little brand cache. One way or another, our oversized toys must adapt to an ever-changing world. Purists can view change as heresy. Or, if you’re the sensible type, you can view it as an opportunity to see how the two factions grow together in ways that put Malaise-era engineers to shame.

First and foremost, they already face increasingly stringent emissions regulations, in case anyone somehow forgot those were a thing. Cars have always faced this challenge in the aftermath of the Clean Air Act, leading to the birth of catalytic converters in the early-to-mid 1970s. Since then, cars have been more constricted than ever before, but thankfully, the ingenuity of auto engineers outpaced this bondage, leading to today’s cars being the cleanest yet highest performing they’ve ever been.

Particulate filters be damned. The driver’s cars of today can haul! Time travel back in any recent Ford Fiesta ST and blow the doors right off bitter Old Man Enzo Ferrari’s face.

Motorcycles share in this struggle. The now-two-year-old Euro 5 emissions forced manufacturers to create greener powerplants with more catalytic converters, despite motorcycles making up a single-digit percent of registered vehicles globally. Some bikes had to undergo re-tuning to play nice with their new implants, often gaining little to no power, with the European market even dropping a few models until subsequent variants could be brought into compliance.

Ponder that. Reworking your vehicle’s powertrain outside mid-cycle refreshes or new model releases just to reel it into compliance. The only recent case I can think of on four wheels is the S550-generation Ford Mustang, which saw re-tuning for 2022 that cost its Coyote V8 ten measly ponies. Not that anyone would feel that loss in a 460-horsepower car, but the fact it happened pissed off many keyboard drag racers. 

A decades-old mission, emission strangulations have always been just another obstacle for engineers to tackle. It’s not as perplexing as the current crop of electrified motorcycles, which has taken many interesting turns in the pursuit of modernizing an entire industry of niche transportation. 

Motorcycles follow suit in electrifying their evolution.

Yes, electric bikes exist, and they take many forms, from cutesy scooters to off-road adventurers and sports bikes. If you really want to get technical, those fun and terrifyingly quick e-bikes from motorcycle and auto manufacturers are taking the market by storm with a level of everyday practicality that threatens the domain of scooters. Even Rivian is hopping aboard. Because of course they are.

Cough, I’ll take two.

The two-wheels-plus-battery combo is steadily gaining traction as the call for combustion-free metropolises grows louder, and although bikes aren’t currently affected, who’s to say they soon won’t be? A simple, eco-conscious, and practicality-minded audience encourages their development. It’s not too dissimilar from how the same demands from consumers and legislative bodies have thrust EVs and plug-in hybrids of all shapes into the spotlights of auto shows.

As of writing, the most recent entry into the fray is BMW’s fascinatingly quirky “urban mobility” bike, the CE 02. This dorky yet radical halfway house between a scooter and motorcycle harnesses the power of an 11-kW, air-cooled motor to jolt out 40.5 pound-feet of twist over 56 miles. BMW Motorrad even bullshitted its own dorky-yet-radical classification: an eParkourer. Er, on second thought, that’s just dorky. But tell me this little bean isn’t perfect for a rip beneath the city lights of Night City or through Watch Dogs: Legion-era London.

Conversely, if the CE 02 doesn’t butter your biscuits, consider the Zero SR/S, an all-electric sports bike from what is essentially two-wheeled Tesla minus the painfully overinflated brand ego. I bet a 187-mile city range and a 17.3 kWh battery feeding a 110-horsepower, 140-pound-foot motor sounds more like your speed. Literally. The SR/S is an exciting addition to Zero’s line of electric motorcycles, aimed at combining efficient urban mobility with the fun, sporting nature of the ICE bikes it both honors and contends with.

Urbanites and green freaks may find a lot to love about this wave of electrified motorcycles but know they lag far behind the EV development in cars, much like the rest of motorcycle technology. Relative to cars, electric motorcycles are a rarity, and even more so with the pretty much unheard-of hybrid bikes. Where Lucids and Rivians steal headlines from one another, electric bikes are often lost in the sea of fire-breathing superbikes and ultra-stylish modern retros whose waves crash strong at the behest of eclectic audiences who primarily view motorcycles as fashion items or toys, not commuters.

This disparity between the two industries’ progress on EVs is evident in the sluggish charge rates of such diminutive battery packs, which can take one to two hours to charge at 2.3 kW to 12 kW. Compare that to Porche Taycans and the Tesla Model S, which can fast charge their far larger battery packs to 80% or more in 30 minutes or less.

Bikes comprise a smaller industry for a smaller pool of hobbyists.

From slow charging to lagging decades behind to introduce basic safety concessions such as ABS and stability control. Why such a slow poke? It’s as if the whole industry is limping around on horse tranquilizers and Everclear.

Well. There are plenty of valid reasons.

One culprit could be the smaller profit margins of this niche segment, with roughly $75.6 billion in worldwide 2022 revenue versus the global auto industry’s $2.9 trillion that same year, possibly hampering the ability to advance their technology at the same pace. Bikes aren’t as expensive to produce, but when catering to a comparatively minuscule customer base, at least in the West, every fraction of a cent counts.

Additionally, safety legislation lags as much as the tech itself, meaning manufacturers are not always legally obliged to include such systems, even if they can afford to. For instance, you can still buy bottom-rung models without ABS or traction control, items modern cars wouldn’t be caught dead without. And ongoing efforts to mandate such basic kit on all bikes, regardless of the bike’s intended purpose or classification, have been met with resistance from the purist types.

Another reason could be, and apologies for getting anecdotal here, an apparent lack of interest and even backlash from a culture that mostly sees motorcycles as instruments of enjoyment first, semi-practical transportation second. Once again, I state that this is a niche customer base that primarily views bikes as trinkets and accessories.

It’s funny, though. As car enthusiasts, we’ve been similarly resistant to such things as electric power steering and automatic transmissions over the years, with varying degrees of validity to our annoyance, depending on how well a manufacturer executed a controversial move. All the more proof that we’re all the same breed of adrenaline-hunting, adventure-seeking, financially irresponsible, stubborn, and overgrown children called hobbyists. 

The Two Machines: a cultural peek at bikes and cars.

Once upon a time, in an elementary school far, far away, I was told a short story about two adventurous frogs who felt trapped in their home cities in Japan. They left their hometowns of Osaka and Kyoto, embarking towards each other’s city to pursue exciting and radically alien experiences. In a swift dose of revelation and character development, they were disappointed yet enlightened to see how the two concrete jungles mirrored one another, learning a lesson about how people from all over can be spitting images of each other beneath the skin.

As the technology in cars and motorcycles reflects one another, so does the culture. I can spin this section off into its own story of how the passionate participants of each group mold their experiences into something unique yet clearly connected, not only in technology or sport but in spirit. We love the same things, hate the same things, and partake in the same high-octane shenanigans with folks we wouldn’t have otherwise met if it weren’t for our shared passions.

Brutish muscle cars complement Harleys and Indians. Your typical Ferrari guy in full Prancing Horse attire at Cars N’ Coffee is no different from the knight in leather armor parking their Ducati or MV Agusta at the same Cars N’ Coffee to preach how awesome their brand is and how their new model is the fastest damn thing on Earth. Or, on second thought, maybe those folks are more like Corvette people. And the nostalgic types, in their quest for driving purity at the helm of Lotuses or Miatas, will lose their ever-living shit when they see what Triumph and Royal Enfield have been up to. 

I’ve met motorcyclists who’ve only ever cared about spec sheet drag racing and going balls to the wall everywhere they go, akin to boastful street racers I’ve encountered. There are the casual Sunday cruisers and those who simply enjoy their machines for the sensation of driving. And there are the show-offy speed freaks who think it’s their God-given right to redline everywhere they go. And don’t you raise an eyebrow at me. You know exactly what kinds of people these are, cars and bikes alike. No matter the faction, there are always those who enjoy the tranquility to be had and those who revel in chaos.

As motorsports unite the two hobbies on the twisties of Pikes Peak, Laguna Seca, and beyond, so does an all-star roster of heroes behind both machines. Car enthusiasts idolize celebrities such as Michael Schumacher, Ken Block, and Travis Pastrana, just as motorcyclists adore Valentino Rossi, Ricky Carmichael, and… oh hey, Travis Pastrana! Look at that.

If you look at the two groups long enough, you start to see their reflections of each other, no matter what they ride or drive.

Even my old boss at The Drive is entranced by all things two-wheeled, bringing motorcycle reviews to the site and using adventure bikes and dual sports to scratch his itch for touring nature’s most secluded routes. No trucks or rally cars necessary, although I’m sure he’d greatly welcome them, just as I’d invite any gearhead to cross that blurry line toward motorcycling.

How a car enthusiast can integrate motorcycles into their life

There’s not much to say here without considering how subjective this can be. Everyone’s tastes are different. Everyone’s lives are different. If you’re a gearhead looking to add two more wheels to the stable, buy the bike that best suits your needs and skill level, and be honest with yourself. None of that bullshit pretending you’ll grow into that liter-class superbike the YouTube hypebeasts insisted you buy.

If you love highway expeditions to faraway lands with the sky as your headliner and the wind in your visor, hop on a bagger or sports tourer and aim for the horizon. Perhaps you’re an adrenaline junkie. Sports bike. Bam, easy. Or maybe you’re a budding junkie with much to learn. 400 cc sports bike. Bam, even easier. If you want a more concrete and well-rounded answer, allow me to suggest middle-weight naked bikes. Often a Goldilocks choice, they can fulfill a wide spectrum of needs, from touring to sporty riding and even some mild track work, without being woefully overpowered, overweight, or uncomfortably hunched over in their riding position. 

Just as there’s a car for everyone, there’s a bike for everyone as long as you’re real with yourself and what you want or need. Who knows? That next bike may even come included with your new Bring-a-Trailer buy.

Motorists and motorcyclists: one and the same, now and always.

Yes. Motorcycles are safer and more sophisticated than ever. Some unique entrants are brilliant solutions to an urban commuter’s dilemma, while others were bred to do battle on the race track, all within a more-than-attainable price range. But I also get it. Motorcycles are still relatively impractical for many Westerners outside crowded metropolises, and their tech moves at a snail’s pace, taking decades to catch up to that of cars. Not to mention the constant threat of danger motorcyclists face every time they embark on public roads. I understand why some car enthusiasts may continue to keep their distance, whether out of worry or disdain.

At the same time, why bother missing the chance to have this new experience under your belt, especially since it’s so close to our realm of understanding? That’s all motorcycling was. It always has been. It always will be. Whatever tickles your funny bone in the automotive world, I promise there’s an equivalent on two wheels. To anyone with a keen interest in bikes but who has been on the fence, I hope I’ve pushed you to the other side. And to those who’ve never liked motorcycling, at least give it a shred of respect for all it stands for and all it accomplished.

I know some friends and family who still have their reservations about motorcycling. They often ask why I’m so enamored with it or why I wish to throw a leg over a bike of my own someday. To which I question why I haven’t done it sooner.

These EV startups aren’t the only ones to have fun with the idea of an electric truck. Ram announced its electric pickup, the Ram 1500 REV, for release in late 2024, but the automaker had another trick up its sleeve. Using its new STLA body-on-frame electric platform, Ram employs a parts-bin 3.6-liter V6 engine only as a range extender, with the gas unit never delivering power to the wheels. The result is a truck with 663 horsepower and 615 pound-feet of torque that provides 14,000 pounds of towing and a range of almost 700 miles. Get that, nearly 700 miles from an EV! Though complex, the setup may be a smart move for Ram, as consumers aren’t warming to EVs as quickly as automakers and the government had hoped. 

The truck also brings advanced driver assistance systems not seen in Ram vehicles to date. It gets a Level 2-plus autonomous driver assist function that offers hands-off driving on highways and other approved roadways. It provides predictive speed control and driver monitoring and assists with autonomous parallel and perpendicular parking functions. Fairly standard affairs for a brand-new vehicle these days.

2025 Ram 1500 Ramcharger release date and details

The Ram 1500 Ramcharger’s late 2024 release date means we don’t have pricing or trim level details yet! So there’s not much we can say, but we can take guesses based on Ram’s existing pickup line. As with the current gas trucks, we’ll see lower-level, work-ready Tradesman trims, followed by more luxurious and feature-rich mid-level Big Horn or Laramie trims. At the top end, the Limited variant will bring upscale leathers, genuine wood trim, and other features that make the truck a legitimate luxury ride. Ram trucks have long offered interiors that far outshine the competition, even from the most expensive Ford F-150 models, which bodes well for the Ramcharger’s accommodations.

Price:	TBA: $70,000 to $100,000 est.
Engine:	3.6-liter V6 range extender
Electric motors:	250 kW front, 238 kW rear
Battery capacity:	92 kWh (gross capacity), 70.8 kWh (usable capacity)
Electric range:	145 miles (EV only), 690 miles (w/ range extender)
Drivetrain:	dual-motor AWD
Power:	663 horsepower
Torque:	615 pound-feet
Weight:	TBA; >6,400 pounds
Towing:	14,000 pound
Payload:	2,625 pounds
Zero-to-60 mph:	TBA; 4.4 seconds est.
Fuel Capacity:	TBA; approx. 26 gallons

2025 Ram 1500 Ramcharger interior and tech

The Ramcharger will feature a premium interior focusing on textures, colors, and materials quality. Ram said it would use carbon fiber, metal, and leather to create a luxurious cabin with great space and tech. A 12-inch screen comes standard, and a 14.5-inch touchscreen and 12.3-inch digital gauge cluster are available, which run Ram’s excellent Uconnect 5 infotainment system. The interface offers side-by-side app functionality, simple menu structures, and responsive navigation that make it less distracting to use while driving. 

A 10.25-inch passenger screen, digital rearview mirror, a head-up display, and a Klipsch Reference Premiere audio system are available. Ram also redesigned the gear shifter with a new e-shifter unit, and the Ramcharger offers selectable regenerative braking settings. 

A new range-topping Tungsten trim brings unique interior colors like Indigo and Sea Salt. It gets a suede headliner, heated and ventilated seats with quilted leather, massaging front seats, and more. The center console features a Tungsten badge with the truck’s VIN, and the upgraded Klipsch stereo comes standard. It also brings a new dual-device wireless charging pad and metal pedals.

2025 Ram 1500 Ramcharger electric range and charging times

Ram promises a range of up to 690 miles from a liquid-cooled 92-kWh battery, a 130-kW onboard generator, and a 3.6-liter V6 engine whose only purpose in life is to charge the battery and extend the range. Think Fisker Karma, Chevrolet Volt, or BMW i3 Range Extender, but adapted to a big ol’ hunk of American utilitarianism. The driver can choose to charge the battery or preserve battery life, and there is no mechanical path from the engine to the wheels. That said, the truck still needs to be charged and can add up to 50 miles of range in ten minutes using a 400V DC fast charger with speeds of up to 145 kW. 

2025 Ram 1500 Ramcharger engine and performance

Though the Ram’s 3.6-liter Pentastar V6 does nothing to drive the wheels like it does to pretty much every other Stellantis vehicle, its electric drivetrain components are plenty. The 250kW front motor and 238kW rear unit, the latter of which can be paired with an optional locking rear differential, combine for a whopping 663 horsepower and 615 pound-feet of torque. That’s good for a 4.4-second 0-60 mph time, a 14,000-pound tow rating, and a payload rating of 2,625 pounds.

Not a Rivian, no. But that’s plenty fast enough and sure to put the pressure on some Charger and Challenger fanatics. The Ramcharger can also free-wheel its front axles under certain conditions to further enhance efficiency and range.

2025 Ram 1500 Ramcharger design

Ram’s initial electric concept trucks featured wild, futuristic styling, but the automaker backed off the funkiness with the production models. That applies to both the Ram 1500 Ramcharger and the Ram 1500 REV, as both bear striking resemblances to the brand’s current gas trucks. A crew cab body, short bed, and clean front-end styling define the Ramcharger, and it features novel lighting elements with an illuminated Ram logo in the closed grille. The charging port is located on the driver’s side front fender, and Ram smoothed the exterior body lines for better aerodynamics. Ram also fits unique taillights for the Ramcharger with an LED lightbar across the tailgate. 

2025 Ram 1500 Ramcharger review to come

Ram trucks offer fantastic ride quality, solid capability, and modern styling. With Ram claiming standard multi-link rear suspension and four-corner air suspension, we expect much of the same dynamics and comfort from the new Ramcharger, albeit with the heft of a powerful electric drivetrain. The range-extender concept is one employed by BMW with the i3 years ago, but it’s not yet been a mainstream feature in electric vehicles, with many automakers committing to either full EVs or more conventional hybrids or plug-ins. Ram created an exceedingly complex system to charge the batteries with a gas engine, so it will be interesting to see how the components work together and if the gas engine adds any meaningful amount of noise to the driving experience. 

When it arrives, the Ramcharger will be the only electrified truck on sale with such a setup. The upcoming Chevrolet Silverado EV and GMC Sierra EV are pure electrics, like the Ford F-150 Lightning and Rivian R1T. While all those trucks offer impressive range estimates and great tech features, their specs fall short of the Ram’s range and capability. Price may be the great equalizer here, as it’s hard to imagine the Ramcharger coming cheap. 

Additional FAQs

How much will the new Ramcharger cost?

We don’t have solid figures yet, but a reasonable guess would be between $70,000 and $100,000 with available add-ons and options. That should place it within the same ballpark as the F-150 Lightning and Rivian R1T.

Does the Ramcharger use gas?

Yes, the Ramcharger uses gas to power a V6 range-extender engine, contributing to its incredible range. That said, the engine doesn’t drive the wheels, so fuel usage will be interesting to observe. 

Does towing impact EV range?

Yes, to a great degree. Towing a heavy load with an electric pickup can cut the range by 50 percent or more, depending on the temperature, road conditions, and driving style. It’s important to plan adequate charging stops if you’re looking at a longer towing trip.

As I watch YouTube videos and catch up on my emails, traffic flows around me on the 10 freeway headed east toward Downtown Los Angeles. Eventually, I look up – yep, still bumper to bumper with no hope of respite. I send a few texts, then glance around at the drivers stuck next to me, most driving every bit as distracted as me. If a CHP officer passed, they’d be breaking the law. Not me, though, because I’m behind the wheel of an all-electric EQS equipped with Mercedes-Benz’s new Drive Pilot system.

Mercedes recently brought a fleet of cars out to LA hoping to show media the industry’s latest and greatest in the inevitable, yet sluggish, crawl toward self-driving vehicles on public roads. Benz also brought a team of engineers along to answer any questions we might come up with while testing the first and only Level 3 system approved for use in the United States — and yes, there were many questions worth asking and answering.

What’s the difference between Level 1, 2, and 3 autonomous driving?

Before I let a German robot pilot me around the universe’s main hub for rush-hour traffic, I spent some time giving myself a quick primer on what exactly the autonomous driving levels 1 through 5 actually mean. And the differences bear repeating to fully comprehend Mercedes-Benz’s achievement as the first automaker to earn official Level 3 approval (at least in California, but more on that later). 

Mercedes-Benz: learn more at CarGurus

Levels 1 and 2 are already commonplace: Level 1 is either adaptive cruise control or lane keep assist programs that still require a human driver’s hand on the wheel while Level 2 is able to take on multiple functions of steering, acceleration, and braking with a human’s oversight still present. Tesla’s Autopilot and GM’s Super Cruise, for example, qualify as Level 2 autonomy — though systems that can manage a lane change are now sometimes called Level 2+.

Level 3 ups the ante into a realm much nearer to true autonomous driving, albeit bounded by very tightly defined scenarios. On paper, Mercedes-Benz calls Drive Pilot “SAE Level 3 conditionally automated driving” to satisfy the requisite legalese. In short, that means the system will only work on some roads, at some speeds, and within frameworks that clearly delineate risk management and liability for the system hardware, software, and programming.

To an extent, Level 4 remains somewhat theoretical, taking the onus off the driver entirely and letting the car intervene in every scenario. A human can still override in the case of emergency, though — think robotaxis and delivery shuttles undergoing tests across the planet for the past few years. Level 4 only exists currently in certain parking garages in Germany, which are very controlled environments, to say the least. 

Level 5, meanwhile, is the full dreamboat, with no driver required and possibly not even steering wheels or pedals in the vehicle. We’re talking full robotic overlords — a new world order that will likely require separate roads with no humans to throw off the synchronized dance too much.

To clarify, the technology to enable Level 5 autonomy already exists. While Tesla led the charge (pun fully intended) toward Level 2, Elon Musk’s vision was limited (literally) by using only video-based analysis of road conditions. Level 3 so far requires more detection hardware, in Mercedes-Benz’s case a combination of stereo multipurpose camera angles to simulate three-dimensional vision, along with long-range radar that scans the road and environment using electromagnetic waves, and long-range lidar that scans with swiveling laser beams at various heights. The combined radar, lidar, video, and even audio (to detect far-off emergency sirens) includes many hardware redundancies to prevent a single failure from bricking the system or causing potential gaps in analysis that might lead to an accident.

Which Mercedes-Benz models come equipped with Drive Pilot?

Benz’s backups and redundancies run the gamut, from two separate electric steering motors to double ECUs, a rear camera dedicated to emergency vehicle overtaking, microphones inside the cabin, a new antenna for satellite positioning accurate to one centimeter, maps that take into consideration continental shift over time, and even a road moisture sensor that detects the sound of water within the front wheel arches. Model year 2024 EQS and S-Class cars will be available with the suite beginning in early 2024 — surprisingly, at no additional cost upfront.

Mercedes EQS: learn more at CarGurus

Actually using the hardware requires committing to a subscription of $2,500 per year, though, and only customers in California and Nevada get the option because Drive Pilot is only approved in those two states. To achieve that certification, Mercedes-Benz mapped out over 100,000 miles of testing in California within what engineers called Drive Pilot’s “operational design domain” (ODD), which means on freeways where stop-and-go traffic is common. Challenges included teaching the computer to recognize lane stripes versus reflective dots, mapping GPS locations for multi-level freeways, and sorting out the proper use of carpool lanes. 

The California Highway Patrol actually worked closely with Mercedes to develop the system and even requested a potentially novel turquoise light visible outside cars using Level 3 programs so that emergency responders can identify what they’re dealing with more easily. Nevada, on the other hand, only required self-certification (because of course, it’s Nevada).

Drive Pilot’s ODD requires speeds below 40 miles per hour, clear lane markings, not too much road curvature, clear weather and lighting conditions, and a high-definition map to be available in the system’s memory. Mercedes declined to confirm exactly how many miles within California and Nevada the system currently covers, though, presumably because the stat will pale in comparison to Autopilot or Super Cruise.

How to use Drive Pilot

Many fewer miles might sound less than ideal in headlines, but Drive Pilot theoretically delivers an entirely different level of capability. So how well does it work? I got assigned an EQS at random, with a quiet, knowledgeable engineer in the passenger seat. First, we watched a mandatory educational video on the large center console screen, which all customers will need to complete before being allowed to activate Drive Pilot. Then I purposefully drove us into rush-hour traffic headed towards Downtown LA from Santa Monica — exactly what I try to avoid on a Friday afternoon. As soon as we hopped on the 10, we hit a bumper-to-bumper jam. Perfect!

The EQS immediately recognized the situation and blue lights above the two buttons on the steering wheel lit up. The gauge cluster also prompted the fact that Drive Pilot was now available. I touched the button and slowly felt the steering wheel begin to shift underhand. Hesitant, of course, I hovered for a few seconds to make sure everything stayed hunky-dory. Then I laughed.

After all, at this point, we’re not too far removed from the Level 2 systems I’m used to testing. But for those, I can usually count to only 10 seconds before the cars start dinging for me to give the steering wheel a nudge with my hand and fake like I’m paying attention. Not so here. Time to mess with robots, then.

Trusting the ghost in the machine

First, I picked up my iPhone to see exactly how distracted Mercedes believes is too distracted. No problem, until I essentially buried my face in the phone to the point that the infrared eye-tracking system could no longer detect my eyes for an extended period. Ding ding, time to take over driving again. After a few seconds with my hands on the wheel, the blue lights illuminated again and I ceded control back to the car again.

Next, I reclined the EQS’s sumptuous seat, which reps had earlier said would cue a warning. Not so, I found, until my eyes once again lost sight of the infrared camera’s viewing angle. Once more I straightened out with my hands on the wheel and activated Drive Pilot. This time around, I put on sunglasses — which the Lexus RX500h I tested earlier this year struggled with during even Level 2 driving. Not the case here.

Finally, I started fiddling with YouTube and pulled up some rally racing videos as a proper distraction. Not only did the Dolby Atmos sound system blast those banshee engines screaming past, but I could click around and fully absorb in finding good vids without Drive Pilot fretting. All the while, the EQS kept a comfortable following distance from the car ahead of me and I even noticed the car almost imperceptibly shifting over in the lane a few times when motorcycles came up from behind while lane-splitting — a uniquely Californian concern for autonomous driving software.

I never pushed the limit much past 30 seconds of dinging, but Mercedes-Benz reps explained that should I have been completely derelict in my duties, videos playing on the center console would have frozen, a yellow message would have lit up, red lights and acoustic warnings would have increased, and then the seatbelt would have jerked for 10 seconds. In the off chance a driver still remains unresponsive, the car will then slow to a standstill while staying in its lane and, assuming a medical issue may be underway, turns the hazard lights on, calls emergency response automatically, and unlocks the doors.

Staying in the lane is a critical point here. But so is the top speed of 40 miles per hour (or 60 kilometers per hour in Germany, where Drive Pilot began customer sales earlier in 2023). If traffic clears up enough for the car to exceed that speed, Mercedes-Benz’s Level 2+ system can initiate, with lane keep and adaptive cruise activated and lane changes allowed up to 85 miles per hour.

Other than the physical hardware and computing power to analyze the data from all those sensors and cameras, Level 3 also requires human programmers to finetune the way Drive Pilot interacts with a human driver. And I found myself almost concerned by how quickly I developed confidence in the Level 3 system. Dropping back down to only Level 2, on the other hand, requires a bit of a mindset shift that needs to be very clearly delineated for the driver — and Benz nailed that transition, too. 

We’ve come a long way from Level 1 and 2 autonomy, largely because of the smoothness by which Drive Pilot steers and manages speed. No lurching or sudden braking, no ping-ponging off lines or cracks in the road, no random freakouts in my hour-plus of driving (or riding, I suppose, would be more accurate). I only drove the EQS, though, and no S-Class. Theoretically, an EV might be better for modulating speed and braking.

Theory in practice… and liability

You might have noticed my frequent use of the word “theoretically” to describe many of Drive Pilot’s capabilities. But this is the real world, and autonomous driving theory is now being enacted in real life. I went into this day of testing with Isaac Asimov on my mind, ready to apply the three rules of robotics to the best of my abilities. But Mercedes-Benz clearly designed Drive Pilot’s Level 3 ODD to reduce liability the best it could.

The Mercedes reps I spoke with declined to share any stats about how Drive Pilot’s debut in Germany has performed, other than to say that no major incidents have occurred so far. But we don’t even know how many customers shelled out that annual fee this year. Still, I brought up the classic conundrum: What if the Drive Pilot needs to make a split-second decision between hitting a pregnant mother or two children? 

Highly unlikely on the 10 freeway, was the answer, though I’ve seen stranger things — like when I was testing Super Cruise in a GMC Hummer EV and an E90 BMW came crawling across traffic at a full right angle. Super Cruise balked in that scenario and forced me to a full ABS stop in a 9,000-pound brick. Would Drive Pilot pick up the E90 on lidar or radar earlier and response quickly enough? I don’t know, but I do know that the EQS would not leave its lane to miss the BMW in that scenario. The ODD wouldn’t let it.

More realistically, imagine a motorcycle cuts into the lane without signaling and brakes hard. Driving 40 miles per hour, would Drive Pilot slam on the brakes and risk being hit by a hypothetical semi truck following too closely behind? Probably, because that would put liability on the semi-truck driver even if the resultant accident would be more damaging than swerving into the side of an SUV in the next lane while avoiding the motorcyclist.

But therein lies the big question: liability. Even if Drive Pilot was truly programmed with liability in mind, who exactly makes the final determination of liability in the case of an accident becomes a critical question. 

The liability question fits into the definitions of Level 2 and 3, to an extent: In Level 2, the driver is responsible but for Level 3, the vehicle is responsible. As long as the driver uses a Level 3 system as intended — which does require keeping the car well maintained so that all the hardware and software can operate as intended — then if the system fails, Benz is on the hook.

I asked whether Drive Pilot records the passenger compartment video to make sure that drivers didn’t cause problems. Apparently not. Next, I can’t help but wonder whether insurance companies will be happy sorting out the blame game when robots and massive multinational conglomerate legal teams get into the mix. Sure, California and Nevada (well, Nevada sort of) legally approved Level 3 in such strict scenarios, but we all know how these things play out when big money enters the picture.

For Benz, the next step for Drive Pilot will involve ramping up to 80 miles per hour in Level 3, exponentially increasing the following and stopping distances. Therefore video, radar, and lidar range are required. But then the system will work for real road-tripping, rather than requiring a step back down into Level 2+ (even if Level 2+ works quite well, too).

For me, the most important question only came to mind after the fact. I’m competitive with the robots that will one day take over my driving duties, so I need to know: In an EQS, does Drive Pilot improve EV range versus a smooth, conscientious human driver? Answering that question will require much more testing, but for now, the future of autonomous driving is here — in an admittedly limited, yet still very impressive, capacity.

Toyota is serious about EVs. It announced an $8 billion cash injection into the North Carolina battery plant. This comes after the 2021 $1.29 billion investment in the new Liberty plant, bringing the total investment to $13.9 billion. It will create around 5,000 new jobs and be an economic boost for the area. However, this timeline and location are not surprising at all.

On October 4th, Toyota announced its partnership with LG Energy Solution to supply EV batteries. This multi-pronged approach is motivated by material and skills shortages already brought to light by the Toyota Bz4x and Cadillac Lyriq production issues. Although, you could pick a legacy automaker from the hat, and you won’t find one without EV production issues. Toyota know it cannot afford to stumble in the transition to BEVs and PHEVs.

The plan is to add eight BEV/PHEV battery production lines to the two previously announced. Four of these will support hybrid battery production. Another two will support BEVs. The North Carolina battery plant will operate by 2025 (without delays) and will be Toyota’s first automotive battery plant globally.

This additional investment comes off the back of the Treasury Department’s Inflation Reduction Act announcement that the government will not give EV tax credits to vehicles manufactured outside of the U.S. 

The big bet on North Carolina

Piedmont, which supplies Tesla with Australian lithium, will also provide LG Chem with Spodumene (raw lithium) for the next four years. Additionally, it will supply more processed lithium hydroxide from an under-construction North Carolina processing plant. It even plans to mine lithium from a Spodumene-tin deposit in the state.

So it’s almost as if Toyota did its research before even thinking about constructing the North Carolina battery plant!

The Japan Mobility Show is back! After a four-year hiatus in the wake of that dastardly pandemic, the show formerly known as the Tokyo Motor Show is now at the forefront of Japanese mobility, rather than purely focusing on automobiles.

But at Acceleramota, we are here for the car concepts. And even though there has been a steady stream of PHEVs in 2023, the Japan Mobility Show always brings funky concepts. There also seems to be a focus on driving pleasure from many companies this time around, which the South Korean boys across the pond seem to be focused on too, cough, cough Ioniq 5 N.

Obviously, the future of the automobile is electric. Almost every vehicle this time around includes some sort of EV powertrain and with the amount of EV tax credits being thrown around, they better be!

Nissan Hyper Force EV

Hyper Force! The name is straight out of No Game No Life into reality at the Japan Mobility Show. Nissan certainly brought its A-game with this all-electric, cyberpunk-esque sports car. Beneath the surface is a (theoretical) solid-state battery and an advanced form of Nissan’s e-4ORCE all-wheel control technology. And oh yeah, the Hyper Force has a high-strength carbon-fiber body and plasma-actuated active aero. So you can actually use the supposed 1,341 horsepower on track.

Nissan isn’t trying to hide that the Hyper Force EV is a successor to the GT-R. I mean, it used current GT-R badging (just for the Japan Mobility Show), and it has R and GT drive modes. Although it’s just a concept for now, most of the more tangible and conventional tech and design features will make it past the Japan Mobility Show.

If none of that piques your interest, Nissan brought the cockpit to life together with Polyphony Digital, the team behind Gran Turismo. When in R mode, you’ll see red ambient lighting and side screens with track data. GT mode gives you the iconic blue lighting, and Gran Turismo-inspired A/C and suspension settings graphics.

Mazda Iconic SP

Rotary is back, baby! Under the core pursuit of the “Joy of Driving,” Mazda unveiled the Iconic SP at the Japan Mobility Show. 

It uses a two-rotor engine and an EV system powered by batteries. The two-rotor system can be powered by hydrogen or other carbon-neutral fuels, and the electric motors by a conventional EV battery. This center-mounted powertrain allows for a high power output combined with a near-perfect 50:50 weight distribution. Even Mazda’s proposed specs are quite impressive, as seen below.

Overall length x width x height	164.5 × 72.8 × 45.3 in
Wheelbase	101.9 in
Power-weight ratio	8.7 lbs/hp, 3.9 kg/hp
Horsepower	364 hp
Weight	3,196 lbs, 1,450 kg

It’s a looker too! The Iconic SP is painted in a new vivid Mazda color, Viola Red, which is lighter and brighter than the current Mazda hallmark, Soul Red. Other exterior features include the usual sharp Mazda front headlights, a swooping Miata-like silhouette, and double crescent rear lights. Safe to say, Mazda killed it at the Japan Mobility Show.

Mitsubishi D:X Concept

No, it’s not a new Yu-Gi-Oh! game, it’s Mitsubishi’s return to the Delica brand at the Japan Mobility Show. Dubbed the Delica of the future, the D:X is a futuristic electric crossover MPV. 

A design embodying “Maximum Space and Safety for Humans, Maximum Off-Roader for Boundaryless Adventure”

Mitsubishi Motors

For maximum spaciousness, it’s got a Delica-style side window and a front windshield that wraps around to the bottom, making the hood area see-through. A minimalist exterior design is not revolutionary. But some distinct Mitsubishi T-shaped front and rear laser lights give it some much-needed character in an ocean of boring EUVs. Front, side, and rear skid protection adds to the rugged feel and protects the copper paint when you’re out glamping.

Of course, the D:X also has a plug-in hybrid EV powertrain. You can use the hybrid mode for long trips and the EV mode when driving daily. A reinforced rib-bone monobox used in the Delica D:5 also makes its return.

Inside, the D:X has a minimalist tan leather accented cabin plus six old-school swivel fabric seats. A smaller addition is the 3D Yamaha sound system, which should make Oktoberfest trips a blast. Really, there’s a lot to like about Mitsubishi’s appearance at the Japan Mobility show and the future of the company.

Toyota Electric Land Cruiser Se

Toyota’s full-size SUV is back in electric form. The Land Cruiser Se uses a monocoque body construction rather than the previous body-on-frame for a quieter BEV experience. It also improves on-road handling with a bit of sacrifice on the durability end.  Toyota also plans to manufacture the Land Cruiser Se along with other EVs in the U.S. with LG supplying the EV batteries.

The most radical changes are on the outside though with distinct Land Cruiser side vent graphics. It retains the square shape but the more minimalist lines seem to indicate a new Toyota era is on the way.

Toyota FT-Se

The FT-Se is Toyota’s version of a sports car future. Rumored to be the spiritual successor to the much-loved Celica and MR2, the FT-Se is an all-wheel drive EV and will be fueled by a “prismatic” battery. Although the two-seater format indicates it could be close to the Toyota 86/Subaru BRZ. One of the most interesting features is a “manual mode” to simulate gear changes in the name of driving fun. Toyota president, Koji Sato, also noted that other future BEVs could have the feature as well.

The FT-Se shares major components with the FT-3e. Toyota set out to create a car that will grow with the driver through software updates.

Toyota is keeping its cards close with this one but announced at the Japan Mobility Show that it could see production in late 2027.

Toyota FT-3e

If you’re thinking Toyota is slowing down anytime soon, the FT-3e has you already beaten. Rumors of this mid-size SUV started swirling in 2022. So, it’s almost guaranteed that Toyota will release a multitude of different vehicles on this future BEV platform. Its Lexus sister brand unveiled its LF-ZL, a more luxurious version with similar body proportions.

The focus of this SUV is sustainability. Toyota’s interpretation of this is adding an exterior upper door section display which shows the battery state of charge. Additionally, it shows the interior temperature, and air quality when the driver approaches the car.

Toyota EPU (electric pickup truck)

You’re a truck guy. So you’ll probably be the first in line for Toyota’s pickup truck future. The EPU is a mid-size electric pickup truck based on the current Hilux. North America will likely receive an American-size version like the Tacoma, but details further than the concept itself are scarce, so there’s no guarantee. You can’t help but compare it to the Rivian R1T though, which may be a testament to how Toyota has fallen behind in the EV race and seems to be playing catch-up already.

Hello, and welcome back to your regular dose of EVs Explained! Many altruistic reasons exist to switch over from a gas guzzler to an electric vehicle, like keeping hush for the neighbors or allegedly doing your part to help God’s green earth and all. But today’s topic is a little more self-interested, and that’s okay. Here. Have some EV tax credits. On Uncle Sam. But what are they?

Well, hey. You know how Tesla has been raving on about how their Model 3s are now sub-30-grand cars? Well, technically, they are and they aren’t. They’re forty-grand cars that Tesla is advertising as less by factoring in potential gas savings plus a handy little pick-me-up from the feds just for opting for an electric vehicle over a baby seal-clubbing Sonata (to Tesla-stans and Hyundai fans, that’s a joke). That’s the oh-so-desirable tax credits, my friends.

That’s correct. Right now, you can get a cool chunk of cash when purchasing an EV. And in this explainer, we’ll be going over what an EV tax credit is, what you need to qualify, and how it will change looking forward. No tech lessons today. Right now, it’s all about the moolah!

Tax liability and the EV tax credit

Last summer, the Inflation Reduction Act of 2022 was passed into law by Congress. The bill includes revisions to the credit for qualified plug-in EVs and fuel cell electric vehicles purchased from 2023 to 2032. Purchasers of this type of vehicle may now be eligible for a tax credit of up to $7,500 for new EVs and up to $4,000 for used EVs (limited to 30% of the sale price). This would lower your tax liability for whatever you qualify for up to that amount. 

It is important to note this is a nonrefundable tax credit. You need to have enough tax liability if you want to capture the full amount that the vehicle you’re purchasing is qualifying for. In layman’s terms, what that means is that you have already exceeded your allowable. You will not see any overage as a refund during the approaching tax season and you cannot apply excess credit to the following tax year.

“Wait, stop. What exactly is tax liability?”

Simply put, it’s just the total amount of money owed at the end of the tax year. If you are a general W-2 employee, every paycheck you receive from your company already has taxes taken out automatically. That goes to your tax liability throughout the year. At the end of the year, when filing your tax return, this is the time when you add in any credits and deductions that you qualify for. Once applied, that number you’ve arrived at is now your adjusted tax liability. If you paid more if you’re W-2, you get a refund. If you didn’t pay enough to cover, well, you owe the IRS money. Tax liability is the total, not the difference between what was owed and what was paid.

Phew.

“But Mister, can you use ‘tax credits’ in a sentence?”

So a qualifying vehicle such as a Chevy Bolt purchased today (assuming you qualify for the full amount) will let you realize $7,500 toward your tax liability come April of 2024 when you file your taxes. You will use Form 8936 when filing your federal income taxes. Conversely, if you started with a daily low tax liability and have already lowered it through other credits, such as claiming dependents, it’s possible that there isn’t enough liability left to receive the full $7,500. You only realize what you have remaining in your tax liability.

The bill allows for one credit per vehicle. You can claim a tax credit for every qualified vehicle you purchase. However, there are still income limits to be mindful of, and since your tax liability can only be so much, the tax credits you’d be eligible for will also only be so much.

Sorry. No infinite money glitch for flipping a bunch of EVs. You can’t Forza Auction House hack your way out of this one.

What vehicles qualify?

Many new EVs are eligible for the full amount of  $7,500 though there are exceptions. It’s best to think of the tax credit in two different components — the battery requirement and the critical minerals requirement. Each is responsible for a partial credit of $3,750, each adding up to half of the new tax credit.

For the battery requirement, a certain percentage of the vehicle’s battery must be assembled or manufactured in North America. Over the next ten years when the Inflation Reduction Act of 2022 is in effect, the required percentage is going up for manufacturers. Those percentages are as follows:

• 2023: 50%
• 2024: 60%
• 2025: 60%
• 2026: 70%
• 2027: 80%
• 2028: 90%
• 2029-2032: 100%

For the critical minerals requirement, we’re dealing with a similar story. A certain percentage (that will increase over the decade) of the minerals in the car’s battery must be extracted or processed within the United States or within a country that has a free-trade agreement with the U.S. Percentages are as follows:

• 2023: 40%
• 2024: 50%
• 2025: 60%
• 2026: 70%
• 2027-2032: 80%

So while a vehicle like the Tesla Model 3 meets both the battery and critical minerals requirement (granting it eligibility for the full $7,500) a vehicle like the Nissan Leaf only meets the battery requirement. Thus, it is only eligible for $3,750.

A couple more stipulations exist as well such as restricting the sourcing of battery components or critical minerals from foreign countries of concern such as China. Those go into effect in 2024 and 2025, respectively. However, if you seek the tax credit amount for a specific EV vehicle, the most up-to-date information exists at fueleconomy.gov where you can look up eligible models and filter based on purchase scenario, model year, and vehicle type, among other stats like MPGe and total range.

How do you qualify?

Beyond the vehicle qualifications, you must also consider the personal qualifications. In order to qualify for the credit, the vehicle you are purchasing must be for your own use (not resale) and primarily driven in the United States.

Your tax filing status and modified adjusted gross income are also part of the picture. The following are the upper-income limits for each status:

• $300,000 for married couples filing jointly 
• $225,000 for heads of households
• $150,000 for all other filers

2024 and onward

As stated in the earlier explanation, the tax credit is currently set up in which you claim the tax credit when filing your taxes. However, in 2024, a new option will allow a purchaser of a clean vehicle to transfer that credit to an eligible entity. What is an eligible entity? Well, the dealer that sold it to you.

Psst. It’s the car.

This means you can fully realize the tax credit at the time of sale, turning it into an upfront discount applied toward your purchase. So if you were to purchase that Chevy Bolt in 2024, instead of paying the list price of $26,500, you could transfer that credit, getting the EV for $19,500 – provided you qualify. The option to transfer credit would be effective as of January 10, 2024.

The new system was announced Friday, October 6 , in a press release from the U.S. Department of Treasury. Within, the IRS expands on stipulations the dealer must follow (being registered with the IRS at time of sale, disclose to the taxpayer any other incentive available for the purchase of such vehicle, et cetera. et cetera.). You can find all the legal mumbo jumbo on the IRS website.

Last thoughts

With this tax credit in place, we expect to see a lot more EVs coming onto the road over the next decade. Sometimes, a little bonus is needed to push folks into going green. The tax credit is an excellent incentive for drivers to make the switch, but bear in mind that the process of qualifying and claiming said credit can be a bit overwhelming. Note that everything discussed above is meant to help demystify the EV tax credit and should not be interpreted as financial advice.

If you still have questions pertaining to your own situation, consider consulting a qualified tax professional. I’m just Joe.

This story was originally published by Joe Tilleli on 9/26/2022 and updated with new information on 10/26/2023.

Sustainable mobility is an “ethical responsibility,” according to Stellantis, the multinational conglomerate you probably knew as Fiat-Chrysler before the UAW strikes began. Now the Italian-American automotive conglomerate Stellantis is turning those words into action, announcing a partnership with French nuclear fuel cycle company Orano for all future EV battery recycling plans. All in the name of the Stellantis “Dare Forward 2030” plan to reduce carbon in the atmosphere as a net-zero company by 2038.

The joint venture capitalizes on Orano’s innovative, low-carbon technology, which breaks with existing processes, allowing the recovery of all materials from lithium-ion batteries, and the manufacturing of new cathode materials. The joint venture will produce materials also known as “black mass” or “active mass.” This can be refined in Orano’s hydrometallurgical plant to be built in Dunkirk, France so that the materials could be re-used in batteries, thus closing the loop of a circular economy.

Stellantis and Orano Press Release

This deal means that Stellantis brands like North American brands like Fiat, Chrysler, and Dodge will have access to reclaimed battery materials. Orano claims an up to 90% metal recovery rate from lithium-ion batteries and can manufacture new battery cathode materials. This will be done at existing Stellantis facilities and is the first time a major automotive player has involved itself in the value chain in this way.

The sought-after material here is black mass. Black mass is the material that comes from dismantling and shredding an EV battery. Through chemical processes, high amounts of lithium, manganese, cobalt, and nickel metals can be recovered from dead batteries and reused for new ones.

Are electric vehicle batteries recyclable today?

China is currently a major recycler of EV Battery materials – with the largest being Ganfeng Lithium. The country averages over 20,000 tons of waste lithium iron phosphate batteries and 14,000 tons of waste ternary lithium batteries per year. As of October 2022, China has 61 existing lithium-ion battery recycling plants. However, there are some serious competitors closer to home too:

• Umicore: Belgian-French multinational materials battery recycling and materials company.
• Ecobat LLC: U.S.-based company specializing in the collection, recycling, production, and distribution of energy storage solutions and other commodities.
• Glencore plc: Swiss multinational trading and mining company.
• Ganfeng Lithium Group: Chinese conglomerate with a focus on lithium recycling and raw material supply.

Reclamation of lithium and cobalt is especially important as the International Energy Agency (IEA) reports that supply shortages could be a reality as early as 2025.