Tag Archives: BEVs

General Motors took notice of the recent slowing of EV sales, including Ford’s current struggles with its F-150 Lightning, and announced Tuesday it will delay the planned upgrades to the factory set to make the highly anticipated Silverado EV and the GMC Sierra EV. 

The affected plant is in the Orion Township in Detroit, Michigan. General Motors is using the factory in its current configuration to finish off Bolt and Bolt EUV production. Once all of those happy little cars are finished, GM was planning to invest 4 billion dollars in retooling the factory to produce its new electric pickups on the Ultium platform to help meet its ambitious plan to make 400,000 electric vehicles by 2024.

2024 Silverado EV: learn more at CarGurus

One thing on everyone’s mind, does this have to do with the ongoing UAW strike? According to General Motors Senior Director Kevin Kelley, it doesn’t. They’re just figuring things out, I guess.   

“General Motors today confirmed it will retime the conversion of its Orion Assembly plant to EV truck production to late 2025, to better manage capital investment while aligning with evolving EV demand. In addition, we have identified engineering improvements that we will implement to increase the profitability of our products.” 

At the moment, the plan is to produce the Silverado EV and its GMC counterpart at Factory Zero, which sits in Detroit and the city of Hamtramck, Michigan.  It is currently used for the production of the GMC Hummer EV and is GM’s first dedicated electric vehicle factory. The workers from the Orion Township plant will be able to transfer to Factory Zero when the Bolt ends production at the end of the year.

The Japan Mobility Show is fast approaching, and Toyota is ready to showcase what they have in mind for the “future of mobility” with a duo of BEV concept cars. While there’s not a lot of information surrounding these vehicles yet, or if they’ll even enter production, there are some key takeaways that hint towards what Toyota has planned. It’s also worth noting that Toyota says these vehicles share “major components.”

The FT-3e is a low-slung vehicle with sharp lines and an aggressive angle to the rear window with wrap-around taillights. The side profile shows off an almost box-flared look to the fenders and rear quarter. A display on the lower part of the body displays information to the driver as they approach, including charge status, interior air quality, and cabin temperature. Dare I say it? This could be a battery-electric wagon. 

The other one, which Toyota calls the FT-Se is a sports car that is reminiscent of the early days of the GR Supra concept, with a long hood and aerodynamic shape. Complete with the integrated spoiler. However, it looks wider, and the lines are more pronounced. A shot of the interior shows a trio of screens, all driver-facing, and a yoke-style steering wheel. There is a prominent GR badge affixed to the front fender, which helps drive home the claim that the FT-Se is part of their vision for the next generation of performance driving.

These two concepts represent a bright future. In a future where Toyota hopes vehicle ownership will become more than just a point A to point B appliance, it will become a bond between the owner and the machine.

Toyota has over 20 million hybrids worldwide, more than any other automaker. So, no one can question that Toyota has been at the forefront of hybrid electric vehicle production, which was an important step in the electrification of the automobile. But as the world moved towards battery electric vehicles (BEVs), Toyota began to fall behind. However, in recent months, Toyota has made numerous announcements about its commitment to producing more BEVs across its product line. They have even said they plan to have 30 BEVs across their product line and up production to 3.5 million globally by 2030.

Anyone can see that this is a lot to get done in a short amount of time, but if anyone can pull it off, it’s Toyota. And they’ve just made a major move to help solidify that goal by signing a deal with LG Energy Solution to produce NCMA battery modules at LG’s facility in Michigan. Investing 3 billion dollars to fit their factory with the needed assembly lines to meet their 2025 goals of producing 20 GWh annually. The modules will then be shipped off to Kentucky, assembled into complete batteries, and find their way into Toyota’s planned 3-row electric SUV.

“Having secure supplies of lithium-ion batteries at scale with a long-term relationship to support Toyota’s multi-pathway approach and growth plans for BEVs in North America is critical to achieve our manufacturing and carbon reduction plans,” states Tetsuo “Ted” Ogawa, Toyota’s North American president and CEO. “Working with LG Energy Solution, we are excited to be able to offer products that will provide the performance and quality our customers expect.”   

LG, like Toyota, has a long history of supplying quality products to companies and consumers around the world. This is their largest agreement with an automaker for battery production and also means they now supply batteries to the Top 5 global automakers. And if all goes as planned, this partnership should help to push Toyota to the upper echelon of the BEV market. Soon, it won’t just be hybrids like the Prius making headlines, but a Toyota-branded electric car as well.

The 2028 Lamborghini Lanzador concept tells no new story. At least not new to us. It seems once in a generation, a famed marque embarks on yet another cash-grab quest to line their pockets with fresh moolah to fund their next generation of sports cars, and that’s exactly what Lamborghini must have planned for this all-electric, four-seat leviathan. Behold their latest vision and enter a new age for the artisans at Sant’Agata Bolognese as they ford new waters and enter the EV arena.

Weight? I don’t know. Range? Good Question. Okay, performance? Beats me. But it’ll surely be as quick as a Lamborghini and certainly look like one too.

Little hard facts are known about the Lanzador, and even less is known about what production model will spawn from it. But knowing Lamborghini’s trend with concept cars over the past decade or so, it’s safe to say this will be a clear look at what’s their take on a mass-market, all-electric Lambo, with swagger and speed to match. 

Lamborghini Lanzador price & specs

There’s so much up in the air for the Lanzador, a concept still in gestation that isn’t due until 2028. But one thing is certain: It will be a ferociously quick luxury charm, with asphalt-tearing, rear-end-puckering speed and acceleration.

Price	TBA: $200,000 – $300,000 USD est.
Battery Capacity	TBA: 80 kWh – 100 kWh est.
Electric range	TBA: 300 – 400 miles est.
0-60 acceleration	TBA: quick enough
Horsepower	TBA: 1,340 horsepower (concept)

The concept car presented during this year’s Monterey Car Week boasts 1,340 horsepower. For anyone coming from our EVs Explained corner of the house, that’s 1,000 kW or one whole-ass megawatt. That far exceeds the output of the Lucid Air Sapphire, Porsche Taycan Turbo S, or Tesla Model S Plaid, and matches the Koenigsegg Agera One:1.

Being of that maniacal breed of mega EV, it wouldn’t be delusional to believe the production Lazandor can easily clock a 300-mile range, minimum. Maybe 400 with a special long-range model while managing zero-to-sixty times of three seconds or below. Also, expect MPGe to be fairly average given its expected size and weight but charging rates to be rapid like other premium Volkswagen Group electric vehicles.

If Lamborghini’s current money-maker, the Urus SUV, is anything to go by, expect a production Lanzador to hover between $230,000 and $300,000, depending on trim and motor/battery configuration. Lamborghini’s exuberant collection of option packages will easily add tens of thousands of dollars on top of that.

Lamborghini Lanzador interior and tech

We know little about the tech Lamborghini will implement, but we can easily speculate what sort of ultra-fast, ultra-luxurious electro barge will come.

“With the fourth model concept, we are opening a new car segment: the Ultra GT. This will offer customers a new, unparalleled Lamborghini driving experience thanks to pioneering technologies,” claims CEO and Chairman, Stephan Winkelmann.

Expect the production Lanzador to be as opulent and well-appointed as any Lamborghini. The concept appears a bit ergonomically questionable, but what concept car isn’t? Think heated and vented bucket seats with multi-function steering wheels and digital displays galore. There will likely be a push-button starter with a red fighter jet-style flip cover, a digital gauge cluster, and a suite of simple safety goodies, from parking sensors to adaptive cruise and semi-autonomous driving. 

The concept bears no centralized touch screen like the Huracan, Aventador, Urus, or all-new Revuelto. But expect the production version to follow suit and incorporate some sort of interface into the Lanzadaor’s interior design language. Given the relatively cavernous interior layout, something that will easily carry over could be the concept’s passenger display screen and the multi-color ambient lighting that turns the Lanzador from a sports sedan to a VIP nightclub. 

An interior fit for the badge

The Lanzador Concept is poised as a “2+2 Gran Turismo” and the brand’s “Ultra GT,” with two massive doors and four thin but elegantly styled buckets. While I expect the four seats to remain, if not replace the rears with a three-across arrangement, the final product will most likely be a sedan, much like the now-15-year-old Estoque concept car of 2008. 

The concept sports copious trunk space and a decent frunk. All of that grocery-getting capability will be afforded by a typical skateboard-type battery pack comprising the Lanzador’s floor. This design seems to have worked, as you can now store, uh, not one but two Lamborghini-branded designer luggage sets in the ass end. Can’t say that about the Revuelto.

If this formula sounds familiar, well, that’s because it is. Lamborghini is ready to join the pantheon of luxury EVs, hoping that affluent commuters will fund their future projects. As such, it’s unsurprising that the Lanzador Concept follows this now-common practice, albeit a new frontier for the brand itself. However, it can still differentiate itself from its peers by capitalizing on the tricks Lamborghini knows best.

One. Whole. Megawatt.

Tricks like speed! Power! Rage!

However, is this level of performance really that surprising in an age where Rimac exists? Perhaps not, but the fact you can let your kids experience black-out g-forces on the way to school is still one hell of a flex and the kind of batshittery that will undoubtedly be expected of the production Lanzador. Chances are that kind of speed won’t be that old in 2028.

The concept has been snatching headlines for its still-impressive 1,340 horsepower, which equates to one megawatt of power, a feat matched or beaten by few cars. Trims will also vary in performance for the production car, but we all know Lambo doesn’t know slow. Expect base models to push 500 or even 600 horsepower, with neck-snapping torque to match. All models will certainly have some degree of ultra-high-performance pretense, so expect dual motors as standard with tri or quad-motor setups in the highest tiers.

Leave it to Italy to build a driver’s EV

Further differentiating the Lanzador will be proper handling chops, at least for its size and weight, which we expect will be on the portlier side, perhaps rivaling or exceeding the Urus. It shouldn’t be a difficult feat for the brand, given their experience with magnetic suspension and active aero, which the Lanzador will certainly receive, as well as the battery’s low center of gravity and the electric motors’ infinitely adjustable torque vectoring.

One thing Lamborghini seeks to pride itself on will be the immense amount of sensors and actuators going into the Lanzador. They seek to make this tremendous level of hardware and tuning capable of delivering a more precise driving experience, broaden the range of characteristics between drive mode presets and individual modes, and improve driver feedback.

With beauty and grace (sort of)

Secondly, you can’t put off that punch-in-the-face Lamborghini styling. Visual swagger and all that’s dapper is the Raging Bull’s signature.

Well, you know. Naturally aspirated screamers would be the other, but strip that away from the Lazandor, and you must take the other half of the brand’s soul and run away with it. Whether you love or hate the concept, it’s certainly worth talking about. 

The two-door design will likely give way to a four-door sedan, but the concept certainly radiates lifted Koenigsegg Gemera vibes. Although, I wouldn’t be surprised if Lamborghini kept it and sought to emulate such a design with Italian flair. As with the interior, the exterior is a wonderful blend of extroverted excess, straddling the line between gaudy and really gaudy. The 23-inch wheels are a bit much, but they contribute to the raised height, elevating this EV’s appeal on battered highways, steep driveways, and dirt roads near the winter cabin. 

The overall design is a hodgepodge of Lamborghini and (insert miscellaneous EVs). The ride height and black cladding are plucked straight from the Huracán Sterrato and vaguely remind me of a Polestar 2. The profile resembles a concept sketch of the offspring between a Huracán and a Cybertruck with a bed cap. And the taillights are definite callouts to the Sian and Aventador.

Is the Lanzador actually coming?

Yes. The Lanzador will soon grace the garages of rich people, even if it bears a new name or face. This concept is very much a serious announcement of the direction Lamborghini will take for electrifying the lineup, culminating in a mass-produced production car in 2028. 

By then, the Revuelto will likely be due for a mid-cycle refresh, and we’ll have had the Huracán successor for a few years. And the purists can cry all they want, but they’d be missing the point.

While the supercars carry the torch for high-revving tomfoolery, it will be the Lanzador EV and the Urus – if it’s still around – that will draw maximum profits and fuel development for potential hybrid powertrains to keep their naturally aspirated engines on life support. Even if you disagree with its existence, the Lanzador will contribute heavily to ensuring a future for Lamborghini supercars as we know them and for the company as a whole.

Jump to:

• Price and release date
• Specs and performance
• Design
• Interior and tech
• What to buy instead
• Alfa Romeo depreciation

On a livestream previously thought to be an announcement for a new 6C, Alfa Romeo unveiled, well, something not that far off. Based on the old 33 Stradale from the ’60s, which itself was based on the Tipo 33 Alfa racing prototype, the 2024 Alfa Romeo 33 Stradale is a mid-engine, two-seat Italian supercar that’s also available as an EV, making it the first true Alfa Romeo electric car, for the purists who don’t count plug-in hybrids.

I know what you’re thinking, “Hell yeah, brother! Sign me up!” However, I regret to inform you the new Stradale sold out before it was even announced. Oh, and only 33 of them will be made. Ever. Then again, if you think about it glass half full, that’s a 3200% increase over the production volume of the single Giulia SWB Zagato Alfa sold to a German car collector in late 2022. But unlike the Giulia Zagato, all 33 customers who purchased the 2024 Stradale were pre-selected by Alfa Romeo to create their own personalized renditions of the car in collaboration with an internal team of designers. For that reason, no two Alfa Romeo 33 Stradale will be exactly alike. Because consistency is the enemy of Italian engineering.

While the novelty of reviving a classic sports car from half a century ago with today’s tech is an attractive premise, the 33 Stradale is little more than a concept car for billionaires to hold hostage in a garage and never drive. Or maybe I’m just jealous. Who can say? Whatever the case may be, Alfa says more like this is on the way. I can only hope that means more high-performance sports coupes with timeless interiors, mid-mounted engine layouts, and a low center of gravity – not just more limited-run special editions for the uber-rich and SUVs for everyone else. At least with the proliferation of EVs, those last two bits are all but guaranteed.

2024 Alfa Romeo 33 Stradale price and release date

Prior to the reveal of the 33 Stradale, Alfa confirmed in an email to Acceleramota that all 33 units had already been sold. To be more precise, they were sold at the end of 2022. The affluent 33 Stradale customers paid more than €1.5 million (roughly $1.6 million USD) apiece, according to Automotive News Europe. Alfa says 2-3 units will be produced every month, with the first delivery slated for December 17, 2024. That just so happens to be the 57th anniversary of the 1967 car of the same name.

See Alfa Romeo inventory near you on CarGurus

Model	Starting price
2024 Alfa Romeo Giulia Quadrifoglio	$81,855 USD
2024 Alfa Romeo Stelvio Quadrifoglio	$87,770 USD
2024 Maserati GranTurismo Modena	$174,000 USD
2024 Maserati GranTurismo Folgore	$205,000 – $215,000 USD (estimated)
2024 Alfa Romeo 33 Stradale (ICE)	$1.6 million USD (estimated)
2024 Alfa Romeo 33 Stradale (EV)	$1.6 million USD (estimated)

2024 Alfa Romeo 33 Stradale specs and performance

If we’re being honest, though, the purpose of the Stradale isn’t to profit from its sales directly but to raise Alfa Romeo’s profile and sell more cars at the dealership. It’s a glorified concept car for a select few members of the wealthy elite, so that you, too, will covet an Alfa Romeo. The Giulia, Stelvio, and Tonale – the only three Alfa Romeo sells in the United States – share similar styling to the 33 Stradale, and the Quadrifoglio (QV) models even have a more potent version of the same engine.

While, in many other ways, the 33 Stradale has a lot more in common with the 2024 Maserati GranTurismo, the Stradale powertrain is based on the Giulia QV’s Ferrari-derived 2.9-liter twin-turbocharged V6, according to Motor1.com, as opposed to Maserati’s Nettuno engine. Still, the displacement is about the same and both twin-turbo V6 engines are found in supercars from Italian brands owned by the same company. The comparable spec sheets are no strange coincidence.

Model	Powertrain	Performance output	Transmission	0-60	Top speed	Weight / Dimensions	Chassis	Wheels
2024 Alfa Romeo Giulia Quadrifoglio	2.9L twin-turbocharged V6	505 hp, 443 lb-ft torque	8-speed automatic (ZF)	3.8 seconds	191 mph	182.6x 73.8x 56.1″ (LWH); 3,806 lbs	Double wishbone suspension (front), five-link suspension (rear), anti-roll bars, anti-roll bars (front and rear), cast iron Brembo brakes	245/35ZR19 (front), 285/30ZR19 (rear); 111.0″ wheelbase
2024 Alfa Romeo Stelvio	2.9L twin-turbocharged V6	505 hp, 443 lb-ft torque	8-speed automatic (ZF)	3.6 seconds	191 mph	110.9×77.0x66.3″ (LWH); 4,309 lbs	Double wishbone suspension (front), five-link suspension (rear), anti-roll bars, anti-roll bars (front and rear), cast steel Brembo brakes	255/40ZR20 (front), 285/35ZR20 (rear); 110.9″ wheelbase
2024 Maserati GranTurismo	3.0L twin-turbocharged V6	542 hp, 538 lb-ft torque	8-speed DCT automatic transmission (ZF)	3.8 seconds	202 mph	195.2–195.5×77.0x53.3″ (LWH); 3,844 lbs	Double wishbone suspension (front, five-link suspension (rear), anti-roll bars (front and rear), steel Brembo brakes	245/35ZR20 (front), 285/35ZR20 (rear); 115.3″ wheelbase
2024 Alfa Romeo 33 Stradale (ICE)	2.9L twin-turbocharged V6	612 hp, torque TBD	8-speed DCT automatic transmission (ZF)	<3 seconds	206 mph	<3,307 lbs	Full double wishbone suspension, virtual steering axle, anti-roll bars, carbon ceramic Brembo brakes	245/35R20 (front), 305/30R20 (rear); 106.3″ wheelbase

The same goes for the battery-electric version of the 33 Stradale, which houses the same tri-motor configuration as the GranTurismo Folgore while making about the same power. At any rate, if you’ve got deep pockets but not, like, $1.9 million deep, the Maserati GranTurismo Folgore is right around the corner – for a lot less money if the $205,000 – $215,000 estimates turn out to be true.

Model	Powertrain	Performance output	0-60	Top speed	Electric range	Battery capacity	Weight	Dimensions	Chassis
2024 Maserati GranTurismo Folgore	3 electric motors	761 hp, 995.7 lb-ft torque	2.7 seconds	202 mph	240 miles (est.)	83 kWh	4,982 lb	195.2-195.5 x 77.0 x 53.3 in (LWH);	255/35ZR20 (front), 295/30ZR20 (rear)
2024 Alfa Romeo 33 Stradale (EV)	3 electric motors	750 hp, torque TBD	<3 seconds	192+ mph	280 miles	90 kWh	<4,630 lbs	182.6 x 77.4-85.5 x 49.8 inches (LWH)	245/35R20 (front), 305/30R20 (rear); 106.3″ wheelbase

2024 Alfa Romeo 33 Stradale design

As I noted earlier, the Alfa Romeo 33 Stradale takes us back to a simpler time, 1967, when the world treated our global fuel supply as if it were endless. Gas prices were of no concern, and we didn’t yet fully understand the environmental impact of slapping a naturally aspirated V8 on just about anything with a chassis.

Nevertheless, on the outside, the 33 Stradale stays true to its roots, with sharp yet functional styling, minimal body lines, and an Italian design ethos that is distinctly Alfa Romeo. And it wouldn’t be an Alfa without the scudetto grille prominently on display, as every model has done since the 6C 2500 in the late 1930s. Because of its low center of gravity and wide stance, it should be able to cut through wind, generating enough downforce to corner at speeds that would lift most cars off the ground. Thanks to its active shock absorbers, the 2024 Alfa Romeo 33 Stradale’s double-arm suspension automatically adjusts to the terrain, making it as comfortable to drive on the road as it is on the track. In fact, that’s where its name comes from: ‘stradale’ translates from Italian to ‘road-going’ or ‘street-legal’.

Although the original Stradale weighed merely 1,543 pounds, modern safety and CAFE standards, as well as the inclusion of electronic luxuries in every vehicle have seen to it that even the lightest sports cars exceed 3,000 pounds. It’s probably for the best, though. Imagine pushing 612 horses in a 0.75-ton car with no modern safety features. No thanks!

Known for its unique, vibrant paint colors, it comes as no surprise that Alfa gave 2024 Stradale customers a decent-sized palette to choose from, most of which won’t be found on Alfa’s other current cars. The three standard options are Villa d’Este (tinted clearcoat red), a refashioned Royal Blue, and the classic Rosso Alfa (Alfa Red). Alternatively, nostalgic 33 Stradale buyers had the choice to outfit their ride in a white and red livery, a retro throwback to the Tipo 33 design.

2024 Alfa Romeo 33 Stradale interior and tech

Here’s where the Stradale will be polarizing among people who weren’t the target demographic anyway: the interior isn’t quite as high-tech as many consumers have grown accustomed to. You won’t find a giant tablet in the center stack as you would in a Tesla Model X, nor does it claim any sort of ‘auto-pilot’ mode. Inside, it’s more Bugatti Chiron than Mercedes EQS.

As I’ve quoted countless times, and I’ll continue to quote countless times more, Alfa Romeo CEO Jean-Philippe Imparato has gone on record saying, “I don’t sell an iPad with a car around it, I sell an Alfa Romeo.” Still one of the most badass things the head of a car company has said since Enzo Ferrari argued, “The client is not always right.” (Although, Fiat discontinuing the color gray because it’s boring is a strong contender.)

The Stradale is intended as a true driver’s car, unencumbered by a dizzying array of touch screens and scroll wheels. There’s a digital instrument cluster behind the wheel, a small UConnect-based infotainment display, and an aluminum control panel in the center console. Above the rotary gear shift are a mishmash of knobs and dials for changing drive modes, adjusting the suspension, and even controlling the sound of the exhaust – you know, so you can tone it down a bit while your neighbors are sleeping. From the photos, you’ll notice a set of extra physical controls positioned along the center of the car’s interior roof. Unfortunately, the only one I can see is the hazard light switch. I’ve reached out to Alfa Romeo for clarification on the other overhead inputs.

The best Alfa Romeo cars you can actually buy, used and new

Don’t have $2 million and a time machine?

Because it’s impossible to buy a Stradale, not to mention prohibitively expensive for most people to begin with, those interested in driving a modern Alfa Romeo might want to take a peek at used listings on CarGurus. While the 2024 Giulia‘s 505-horsepower Quadrifoglio (QV) trim sells for north of $80K, you can pick up a lightly driven one for less than $50,000 if you’re willing to travel for it. I should know – back in May, I drove six hours each way to trade in my BMW 4 Series for a 2018 Alfa Red Giulia QV and haven’t looked back.

After putting another 5,000 miles on the odometer, so far the only major problem I’ve had was when one of my blinkers went out and I had to replace the headlight. Granted, that was an expensive and time-consuming fix that resulted in me taking it to the dealer, but so long as you opt for a bumper-to-bumper extended warranty, you’re golden (I recommend Mopar Maximum Care, which covers my Gabagiulia for up to 96,000 miles).

Though it’s not quite the same as pushing a relatively lightweight-for-2023, four-door super sedan with a low center of gravity, you can squeeze the about same power out of a Stelvio Quadrifoglio SUV, the only way to get a QV with all-wheel-drive. In some cases, the Stelvio is even cheaper. Even if it still handles more like an SUV than a sports car, it’s just as fast off the line as the Giulia QV – both can accelerate from 0-60 mph in under 4 seconds.

Not all Alfas are equal, though. Some models are less about performance and more about making that timeless Alfista style and handling to the everyday driver. Maybe you don’t need 505 horsepower and you’d rather have better fuel mileage and save some money on your lease. In that case, you can find a secondhand Alfa Romeo Giulia without the Ferrari V6 for less than a new Nissan Altima, and it’s probably just as reliable, if not more so because CVT. Plus, unlike the Quadrifoglio trim, which is built for the track, the

You can also get an Alfa Romeo Stelvio with a 2-liter turbocharged four-banger. It’s basically the same thing as the four-cylinder Giulia except it’s an SUV. Not to sound like a broken record, but if you are considering a new Stelvio, I strongly encourage you to at least test drive an Alfa Romeo Tonale. I know it’s a lame mom car or whatever and the Dodge Hornet is the same thing but cheaper if you don’t buy the PHEV and make false equivalencies between trim levels – but trust me on this! The torque hits different in a hybrid.

Why do Alfa Romeos depreciate so much?

Truth be told, the answer is complicated. No, they’re not as unreliable as the haters make them out to be. Or at least no less reliable than their German counterparts. Before 2014, when the mid-engine 4C was released, Alfa Romeo had been absent in the United States since 1995. Sure, there was the Alfa 8C in 2008, but between the Competizione grand tourer and the Spider convertible, only 125 units made it stateside. So even though Alfa led the pack in JD Power’s initial quality survey in June 2023, repairs and maintenance are mostly relegated to a limited network of dealers.

Although its sales and service presence has grown 40% since its reintroduction to the States almost a decade ago, there are still only 130 dealerships open across the entire country, according to ScrapeHero, an online data collection and aggregation service. That includes the 107 Fiat and three Maserati dealerships that also sell Alfas. All 130 are spread across just nine states, the vast majority of which are concentrated in major metropolitan areas in states like Florida, California, and Texas. 18 of these locations are within 100 miles of where I live in New York City.

See Alfa Romeo inventory near you on CarGurus

Regardless of badge or nameplate, cars today are more difficult than ever to service yourself. This is due in part to the sheer number of components required to increase performance while simultaneously reducing emissions. As a result, carmakers are forced to get creative with the engine bay layout, adding things like turbochargers to keep improving performance despite housing fewer (or no) cylinders. Moreover, the technology we now take for granted – built-in navigation, backup cameras, parking sensors, and heated seats – are all nice to have, but it also means more parts to break… parts that can obstruct other parts, making it harder to replace them yourself.

Take your Alfa to an independent repair shop, and most mechanics will look at you puzzled for a minute before sending you back to the dealership. And when you only have 130 to choose from, chances are you’ll have to travel. Even here in Manhattan, the Maserati dealership where I would’ve gotten my Alfas serviced closed the same month I bought the Giulia. Fortunately, there are about eight others I can reach in an hour or less by car. But I’m in the minority. The next time you see a suspiciously good deal on a Giulia in Nebraska, bear in mind that in a state with 1.9 million people scattered across nearly 80,000 square miles, there is only one Alfa Romeo dealer.

Back to the question, for those asking whether an Alfa Romeo is worth it after seeing the 33 Stradale in all its glory, remember, you can’t be a “true petrolhead” without having owned one. Just kidding.

Earlier this month, we were somehow entrusted with media credentials for Electrify Expo at Nassau Coliseum in Long Island, just East of New York City (not too far from where we hold NYCars & Coffee each week). This little EV-focused festival was less New York International Auto Show and more CES, minus all the boring stuff from CES that doesn’t sit on four wheels. Unlike a traditional media expo full of idle concept cars designed to drum up headlines, Electrify Expo gave us the chance to drive cars that are already out, but without the anxiety-inducing pressures that come with test-driving at a dealer.

Although we didn’t have time to take every car on display out for a spin, we at least had the opportunity to get up close and personal with a few notable models from top carmakers like Lexus, Ford, Volvo, and Tesla. Without getting too in the weeds, I do have Some Opinions on the cars we saw. No, that doesn’t include the Ford Lightning. I did drive it, but I’ll save those thoughts for another day. Maybe when I’ve moved on mentally from the Fisker Alaska.

1. Mustang Mach-E GT

I unabashedly love the GT version of the Mach-E. The base Mach-E is whatever, but Electrify Expo flawlessly demonstrated why the Mach-E GT deserves a second look. For one, they hired a professional drifter to burn those tires bald, and that was a feat to behold. My car can do 0-60 in about 3.5 seconds, but 3.8 hits different when you’ve got instant torque. That it can handle like this while looking like that is a testament to the potential for fun driving in EVs and crossover SUVs alike when a carmaker cares about delivering an engaging experience for the driver rather than another cookie-cutter commuter car.

Whenever Ford is inevitably forced to turn off the lights on the Dark Horse, the Mach-E GT has established a solid enough baseline for what we can expect from the next generation of Mustang sports coupes.

Mustang Mach-E GT: see local prices near you

2. Lexus RZ

The Lexus RZ has stirred up controversy recently, not only for its steer-by-wire system but Toyota’s also taken a page out of Tesla’s book and decided normal people need F1-style steering yokes. While I sadly didn’t get the chance to drive the yoke-equipped model, I did drive an RZ with a regular steering wheel and it was just as unremarkable as I anticipated given its shared DNA with the underwhelming Toyota bZ4X. Just get a Prius, and if that’s not lavish enough, meet the Toyota Crown.

Lexus RZ: see local prices near you

3. BMW i5

I said it in the newsletter, and it’s even truer now that I’ve seen it showcased next to the repulsive BMW iX: the new 5 Series looks fire, and the BMW i5 M60 is the best of the bunch. I’ve gone on record saying the BMW i4 M50 is the best EV I’ve driven, and that still holds true today.

At least as far as design goes, the electric 5 Series M takes all the positive qualities of the i4 M50 – 500+ horsepower with a sub-4 second 0-60 speed on a rear-biased AWD platform – and pairs them with a front end I hate a little less. It also helps that on its other side was the BMW i7, which I lamented as my worst driving experience in recent memory.

BMW i5: see local prices near you

4. Volvo EX30

Mark my words: No matter how this little crossover SUV turns out, the Volvo EX30 will print money. I came this close (imagine my thumb and pointer finger very close together) to reserving one before my wife told me not to because she wanted the Alfa Romeo Tonale.

She made the right call, however, since 1) We needed a car and the EX30 doesn’t come out until next summer and 2) I don’t fully trust Geely with a Chinese-made Volvo. Not necessarily because it’s made in China – hell, the MacBook Pro I’m typing on was, too – but because most other Volvo models are still manufactured in Sweden. This was clearly a move to cut costs. Whether that means cutting corners remains to be seen.

Volvo EX30: see our full preview

5. Ford Eluminator concept truck

Did you know you can buy a Mach-E motor from Ford’s website and swap it into any vehicle it fits? I didn’t either until I saw the Ford Eluminator concept truck, which is less of a truck and more of an overarching concept. For a little over four grand, Ford is saying you can put an electric motor with 480-horsepower and 634 pound-feet of torque in a 1978 F-Series pickup, sure. But you can also do your best RDJ impression and get a little more creative. For instance, if you’re mad about the Mach-E because it’s an SUV and not a proper Mustang, why not build your own electric muscle car? Show Ford how it’s done.

Browse local new and used inventory at CarGurus

Honorable mention: Tesla Model X

“It’s not a recession,” they say. Stop blowing your paychecks on avocado toast and someday you, too, can afford to live in a Tesla Model X.

Tesla Model X: see local inventory near you

The U.S. electric pickup truck market is the latest automotive gold rush, and Fisker – whose Ocean SUV has only reached 22 customers so far – wants in. But even with a sharp focus on sustainability (similar to the Polestar 4), practical power, and the world’s biggest cupholder, the Fisker Alaska EV pickup has its work cut out for it.

Seriously, the competition is fierce. The 2024 Chevy Silverado EV is around the corner and the Ford F-150 Lightning and Rivian R1T are just waiting for another unworthy rival to overshadow. Then again, judging by its exterior styling in the high-quality renderings Fisker provided to Acceleramota, the Fisker Alaska wants to be more Huracan Sterrato than Silverado.

Don’t be fooled by its exotic appearance, though. The Fisker Alaska is being manufactured from the in the U.S. of A. There’s still a chance to beat Tesla to the punch. After all, the Fisker Alaska has reached the same number of customers as the long-delayed Cybertruck.

What’s even better than all that though? Everything about it was built in the U.S. of A. The Fisker Alaska will be built right in the country of its namesake. Fisker is also committed to producing this one at scale, so you won’t have to wait three years to buy it, allegedly.

2025 Fisker Alaska price and specs

Pricing for the 2025 Fisker Alaska starts at $45,400 before tax incentives. The real kicker here is that you get large pickup storage in a mid-size truck.

• Price: $45,400
• Battery capacity: 75 kWh and 113 kWh
• Electric range: 230 to 340 miles
• 0-60 speed: 3.9–7.2 seconds (depending on trim)
• HP: horsepower and other performance metrics TBA

2025 Fisker Alaska interior and tech

The Fisker Alaska appears to be full of character, inside and out. Suede inserts with noir leather give it hunting-trip-with-dad vibes. A big cowboy hat holder on the roof in the rear is stunning and brave, and the flat rear glass not only improves rear visibility, but it also helps the cabin feel roomier. This cozy lounge feel carries over to the front with wood inserts, a giant center screen, and soft-touch surfaces.

The longest bed in its class

What would you do with a 9.2-foot truck bed? That’s what you’ll get when the powered liftgate is down on the 2025 Fisker Alaska. The rear wall and window come down in what Fisker calls the “Houdini door,” allowing the whole rear cabin space to be used for larger items. If you’re a camper, this means more sleeping space, and for surfers, a lot more room for your buds and boards.

The world’s biggest cupholder

Americans like BIG things. BIG Gulps, BIG trucks, and even BIGGER hospital bills. So a massive cup holder is a no-brainer. The largest Mcdonald’s cup is 32 ounces. Venturing even further into soft drink heaven, the Team Gulp from 7-Eleven is 128 oz. Henrik Fisker drank from what looked to be a 128-ounce water bottle. That said, this mega cupholder can be removed if you want to use smaller cups, like a chud.

Practical storage

Fisker looks to be taking a page out of the Rivian handbook when it comes to cargo space. The Alaska has cockpit storage for work gloves, a large center armrest for flashlights and pens, and a passenger tray with a tablet holder. If the mega cupholder is any indication, plenty of optional accessories and Fisker-themed doo-dads will be sold alongside the Alaska.

2025 Fisker Alaska range and charging

Data on the charging capabilities of the Fisker Alaska has yet to be announced. For some reference, you can look at our EV explainer to get an idea of what you can realistically expect based on present standards.

Fisker is currently partnering with CATL to supply its Ocean SUV batteries. We expect similar usage of the NMC cells for the lower spec Alaska and the LiFePO4 cells for the top trim. CATL are world-leaders in EV battery tech and works with most of the top EV makers.

The Fisker Alaska will be manufactured in the U.S.

Details are scarce, but Fisker says it will manufacture U.S. models of the Alaska domestically in its home country. Magna Steyr will partner with Fisker to produce Euro-spec models. The Alaska is being produced alongside the Pear, its other electric SUV, at its refurbished Lordstown, Ohio plant.

GM is going all out with electric vehicles in the next few model years. As proven by the exciting Hummer EV SUV, massive Chevy Silverado EV, and (uhh…) elusive Cadillac Lyriq, the American auto giant fully intends on making its Ultium battery platform the gold standard for EVs. The 2025 Cadillac Escalade IQ is GM’s latest Ultium EV SUV, and it promises to make a splash — with experts and auto-spies across the internet speculating about its design and features.

The 2023 Cadillac Escalade IQ was announced at a grand event in New York City on August 9, 2023. Like the Hummer EV SUV and Chevy Silverado EV, the Escalade IQ will be assembled at GM’s Factory Zero Detroit-Hamtramck Assembly Center. For some reason, GM is promoting this event with the tagline “Built in Detroit. Revealed in New York City,” which, let’s be honest, doesn’t really mean anything.

2025 Cadillac Escalade IQ price and release date

• Price: $130,000 – $175,000 minimum
• Release date: Summer 2024

As is expected from the EV version of an already pricey full-size luxury SUV, the 2025 Cadillac Escalade IQ starts at a cool $130,000. While we don’t know much about the pricing apart from that, GM has shown off one configuration that adds up to around $175,000.

There will seemingly be four trim levels including Luxury 1, Sport 1, Luxury 2, and Sport 2. Based on what we’ve seen from Caddy models, we suspect these names will change to something a little less generic as we get closer to the Escalade IQ’s summer 2024 launch. GM has teased that there may eventually be an Escalade IQL trim with a longer wheelbase and an Escalade IQ-V trim with boosted performance, according to GM Authority — but this will likely come later.

2025 Cadillac Escalade IQ specs

Although much information about the various Cadillac IQ trims are still behind closed doors, GM has its overall dimensions as well as a handful of options.

Exterior color options

• Flare Metallic (available with optional black roof)
• Black Raven
• Black Cherry Tintcoat (available with optional black roof)
• Deep Space Metallic (available with optional black roof)
• Summit White (available with optional black roof)
• Midnight Steel Frost (available with optional black roof)
• Luna Metallic (available with optional black roof)

Interior seating options

• Sheer/medium dark cinder gray
• Backen black / Santorini

Wheels

• 7-spoke alloy wheels with mask/polish with machine face and high gloss black pockets and inserts
• 7 tri-spoke alloy wheels with deep night metallic
• 7-spoke alloy wheels with mask/polish with high gloss black pockets and chrome inserts

Exterior dimensions

• Height: 76.1″
• Length: 224.3″
• Width: 94.1″ (including mirrors) 

Interior and tech

As we mentioned above, one of the primary benefits of the Ultium battery platform is that GM’s designers have unprecedented freedom when it comes to the interior of their vehicles. This remains true for the Escalade IQ, as the combustion-engine version’s cabin would probably be considered a “spacious studio apartment” in some major cities.

With this massive cabin space comes even more real estate for tech, screens, and all sorts of bells and whistles (probably not literally, but who knows?) The Cadillac Escalade IQ will have luxury-level technology including GM’s Super Cruise semi-autonomous driving capabilities as well as other premium trappings like HD Surround Vision that have been announced for its other luxury-level vehicles.

Interior dimensions

• Cabin cargo space: up to 119.2 cubic-feet
• eTrunk cargo space: up to 12.2 cubic-feet

2025 Cadillac Escalade IQ electric range and charging times

• Electric range: up to 450 miles
• DC fast charging time: 100 miles of range in 10 minutes

Assuming it lives up to its own internal estimates in the real world, the Cadillac Escalade IQ packs some seriously impressive electric range – 450 miles to be exact. And because it gets 100 miles of range from 10 minutes of charging, it would only take a little over 30 minutes to charge from 10% to 80% capacity, or in a less realistic and unadvisable scenario, 45 minutes to reach 100% from 0.

2025 Cadillac Escalade IQ powertrain and 0-60 performance

• Horsepower: 750 horsepower
• Torque: 785 lb-ft

GM’s mantra with its latest line of EV SUVs seems to be “bigger is better,” and the Cadillac Escalade IQ is no exception. With 750 horsepower and 785 lb-ft of torque under its belt, you’ll certainly never miss a meeting, even if using all that power in such a hefty machine means putting pedestrians at risk, not to mention other drivers. Though GM hasn’t said a whole lot else about its performance, the 8,660-pound Hummer EV SUV can accelerate from 0-60 in 3.5 seconds – a terrifying thought!

2025 Cadillac Escalade IQ design changes

Unsurprisingly, the Cadillac Escalade shares many of its design elements with the Lyriq – such as the chevron-hatched “black crystal shield” grille and “vertical light blade” smart headlights, but with the Escalade’s even more extravagant styling. It does have a lower stance, thankfully, which is being advertised as a feature to improve its aerodynamics, but in reality, the floor-mounted battery allows for a lower center of gravity.

Otherwise, the 2025 Cadillac Escalade IQ pretty closely resembles the Escalade of old, so if you liked how it looked before, you’ll appreciate the more conservative approach the folks at GM took with this gargantuan block of wealth on wheels.

FAQs

When will the Cadillac Escalade IQ be released?

While the exact date has yet to be confirmed, GM has confirmed the 2025 model year Cadillac Escalade IQ will arrive at your local dealer no later than summer 2024. We’ll see.

What will the Cadillac Escalade IQ cost?

As the flagship of GM’s luxury all-electric offerings, the 2025 Cadillac Escalade IQ will start at $130,000 for the base trim with no options. Beyond that, the Escalade IQ website shows a $175,000 spec, suggesting the price will go much higher depending on the spec you (or the dealer) decide to order.

What is the Cadillac Escalade IQ’s electric range on a single charge?

See above.

Today is your moment. You’re living in the EV transition. In 20 years, your only vehicle may be electric. You might even own or want to buy an electric car like the 2024 Cadillac Lyriq right now. That sounds amazing!

But change is painful. It’s made more difficult by unrealistic emissions targets and those unwilling to change. General Motors (GM) sold 134,726 Cadillacs in 2022. Only 122 of those were the Lyriq. It was second only to GMC’s Hummer EV as the worst-selling vehicle in GM’s fleet, according to GoodCarBadCar. Yet the electric Caddy lives on in the 2024 Cadillac Lyriq, which exists, allegedly. Meanwhile, Tesla’s teasing its cheaper Model 2, which may also exist, allegedly.

It doesn’t take a genius to see what’s wrong with this picture. How can a car that cost $2 billion to develop flop this badly? We’ll get to that, but first, a formal introduction to the 2024 Cadillac Lyriq.

2024 Cadillac Lyriq price and specs

Pricing for the 2024 Cadillac Lyriq starts at $59,990. If you can find one, you’ll get a lot of features, even with the base model.

2024 Cadillac Lyriq: see prices at CarGurus

2024 Cadillac Lyriq Tech

• Price: $59,990
• Battery capacity: 102 kWh
• Power: 340 hp (255 kW), 325 lb-ft of torque
• EPA-estimated range: 312 miles (RWD)

2024 Cadillac Lyriq Luxury

• Price: $68,990
• Battery capacity: 102 kWh
• Power: 340 hp (255 kW), 450 lb-ft of torque
• EPA-estimated range: 307 miles (AWD)

2024 Cadillac Lyriq Sport

• Price: $76,990
• Battery capacity: 102 kWh
• Power: 500 hp (255 kW), 450 lb-ft of torque (440 Nm)
• EPA-estimated range: 307 miles (AWD)

Exterior color options

• Argent Silver Metallic
• Stellar Black Metallic
• Crystal White Tricoat
• Opulent Blue Metallic 
• Radiant Red Tintcoat 
• Emerald Lake Metallic
• Celestial Metallic
• Nimbus Metallic

Exterior dimensions

• Height: 63.9″
• Length: 196.7″
• Width: 86.9″ (including mirrors) 

2024 Cadillac Lyriq interior and tech

Interior color options

• Noir inteluxe seats, two tone upper bolster accents
• Noir inteluxe seats, santorini blue accents, perforated inserts, dark paperwood trim
• Sky cool gray inteluxe seats, santorini blue accents, perforated inserts, dark PaperWood trim
• Oxford stone full nappa leather seats, garnet accents, perforated inserts, Dark Ash genuine open pore wood trim, backlit door accents

Interior dimensions

• 28.0 cubic-feet, rear seatbacks up
• 60.8 cubic-feet, rear seatbacks down

GM put the Lyriq in luxury with this interior. Ambient lighting and physical buttons are a welcome addition. Being an EV means the inside of the car is roomy by default. The engineers struck a fine balance between minimalism and comfort. From the classic wood trim to the understated seats, the Lyriq’s interior blends the old with the new in a way that’s distinctively Cadillac.

If you’re into tech, the driver assist package gets you automatic e-braking, adaptive cruise control, parking assist, and blind spot steering assist. The luxury and sport trims can use Supercruise, GM’s legally-not-self-driving “hands-free driver assistance technology for compatible roads.” But that requires an additional subscription.

2024 Cadillac Lyriq range and charging

The Lyriq comes with a 22-ft “Dual-Level” charge cord. The vehicle accepts up to 240-Volt/7.7 kW for up to 21 miles of range per hour of charge. As with most EVs, you can add a Level 2 charger for a faster charge – more on that here.

2024 Cadillac Lyriq Tech

• Electric range:  314 miles (RWD)
• Level 2 charging time: Up to 21 miles of range per hour
• DC fast charging time: 77 miles of range in 10 minutes

2024 Cadillac Lyriq Luxury

• Electric range:  307 miles (AWD)
• Level 2 charging time: Up to 21 miles of range per hour
• DC fast charging time: 77 miles of range in 10 minutes

2024 Cadillac Lyriq Sport

• Electric range:  309 miles (AWD)
• Level 2 charging time: Up to 21 miles of range per hour
• DC fast charging time: 77 miles of range in 10 minutes

2024 Cadillac Lyriq powertrain and 0-60 performance

EVs are known to be rocket ships off the line. The Cadillac Lyriq rear-wheel drive (RWD) has a 0-60 mph time of 5.7 seconds. The all-wheel drive (AWD) version beats that comfortably with 4.6 seconds. Of course, 340 hp and a single motor is more than enough for a luxury SUV. If you want to a bit faster, the luxury and sport trims give you 500 hp and 340 lb.-ft of torque.

Lyriq RWD

• Electric motor power: 340 hp (255 kW), 325 lb.-ft. of torque (440 Nm)
• Battery capacity: 102 kWh 
• Top speed: 118 mph (190 km/h)
• Acceleration: 6 seconds
• Drivetrain: Permanent magnet electric single-drive motor

Lyriq AWD

• Electric motor power: 500 hp (373 kW), 450 lb.-ft. of torque (610 Nm)
• Battery capacity: 102 kWh
• Top speed: 130 mph (200 km/h)
• Acceleration: 4.6 seconds
• Drivetrain: Permanent magnet electric dual-drive motor

Poor sales numbers

Early production issues put a complete stop to Lyriq deliveries. 2022 saw a vehicle’s software management update, a fix for cracking liftgate panel, and a recall for display issues. 

Cadillac is not the only legacy automaker having trouble with EVs. Toyota had to recall its bZ4X electric SUV because, I shit you not, its wheels were falling off. An I Think You Should Leave sketch come to life. Hyundai is currently the subject of an NHTSA probe into “complete power loss while driving.”

Cadillac dealership ultimatum

In 2021, dealerships were offered a take-it-or-leave-it ultimatum: Pay $200,000 to upgrade your dealership to our new electric branding, or sell your dealership for $500,000. The service costs related to EVs are much less than ICE vehicles, so a loss in revenue for the dealership is almost guaranteed. 

Much of this underperformance can be attributed to the higher cost of electric cars when compared to gas options.

As Harold Meyerson from The American Prospect recently pointed out, “The big problem for EVs from a price standpoint is that the whole industry has decided that the only way to cater to American tastes is to make their EV fleet out of trucks and SUVs, eliminating the economical sedans that might be affordable.”

But even most of those SUVs and trucks are EV counterparts to premium offerings in each automaker’s respective lineups. Ford has an F-150 Lightning, for example, but it doesn’t offer all-electric variants of the more affordable Maverick and the mid-size Ranger. That may help to explain why the average price of an EV is closer to that of a luxury vehicle than a midrange or economy car across all segments.

That doesn’t even include used cars, which accounted for 74.8% of vehicle sales in the U.S. in 2022, according to the National Automobile Dealers Association (NADA). Reduced volume also means dealerships have to mark up their inventory much higher than MSRP. A car on the lot doesn’t translate to an automatic sale. 

EV charging still sucks

The U.S. government has done a great job rolling out EV charging stations. Still, access to charging stations is poor. The average EV charging time is around 40 minutes – and that’s if you find a fast charger. That can be tough considering there are 21 electric vehicles for every charging port available.

That said, EVs can charge overnight and just 4.9% of trips are longer than 30 miles. However, range anxiety is still a stumbling block for potential EV buyers.

The Lyriq exists to meet emissions targets

Let’s be honest for a moment, current EPA emissions targets are next to impossible for manufacturers to meet. Consumer demand is not shifting fast enough. We’re nowhere close to achieving a clean energy grid. Although U.S battery production is on a monumental upswing, a litany of challenges still exist.

The Lyriq is an investor peg on a large board. GM needs to make the transition to electric vehicles without impacting the sales of its ICE vehicles, which are in higher demand and cheaper to build. 

It’s hard not to be reminded of the 2006 documentary Who Killed the Electric Car? which detailed the EV1, GM’s first electric car it intentionally sabotaged just so it wouldn’t have to make another one. Rather than selling the car to the people who wanted to buy it, the company opted instead to make life hell for anyone that dared ask to take one home. And because the EV1 was only available as a lease, GM eventually took back its supply and crushed nearly every car.

In other words, the EV1 was less of a commercial product and more of an elaborate ploy to tell the California Air Resources Board (CARB) to go fuck themselves. While I’m not saying that’s the case with the Lyriq, how’s that saying go? History doesn’t repeat itself but the lyrics rhyme. Now we call them compliance cars. You don’t need an industrial compactor to destroy a glorified concept car.

The EV outlook

Global EV sales don’t align with emissions targets. BEVs – those with fully electric powertrains as opposed to plug-in hybrids like the Alfa Romeo Tonale we reviewed – made up only 5.8% of U.S. vehicle sales last year, according to the International Energy Agency (IEA). Norway led the charge with 71% of new car sales being all-electric. EV-Volumes sheds light on the reality of our so-called electrified future:

“In a scenario towards 100% zero-emission global light vehicle sales in 2045 (as an example for the math), the total number of BEVs in operation reaches 1.1 billion, while the total number of vehicles in operation reaches 2 billion in 2045. By then, over 55% of the stock are BEVs but the sobering truth is also that, with current scrapping rates, over 40% of vehicles in operation still need to burn fuels.”

FAQs

When will my Cadillac Lyriq be delivered?

If you were part of the initial sign-up, chances are you’ve already received multiple emails, delaying the delivery of your car. EV tax credit issues and software glitches caused initial poor supply.

Does the Cadillac Lyriq qualify for a tax credit?

The vehicle was not classified as an SUV, but as a car, so it did not qualify for the EV tax credit of ~$7500, further delaying production. Q1 2023 saw 968 Lyriqs and GM expect production to ramp up in Q2 and Q3. So you may get your Cadillac Lyriq as late as November.

Is the Cadillac Lyriq reliable?

This is the first fully-electric Cadillac vehicle. There are bound to be teething issues. The J.D. Power Vehicle Dependability Study ranked the Cadillac brand 9th overall, above BMW and Mercedes Benz. GM continues to invest in and improve its Ultium BEV platform as well.

When will the Cadillac Lyriq be available at a GM dealership?

Delivery to a dealership can take up to 100 days. Production has ramped up this year with 8,000 vehicles expected to be delivered.

“Now presenting our brand-new (insert new EV here), with a 50-kWh battery pack and 300 kW motors,” exclaims some extravagant press release from yet another startup. While it’s quite nice of you to spill all the beans like that, I’m still left wondering what the heck some of these measurements mean, and I’m sure some of you are too.

Welcome to this blooming age in the automotive landscape, where electrified cars stand on as big a pedestal as traditional dinosaur-powered performance vehicles. So many newfangled machines. So much innovative tech. Yet, interestingly, there’s not much in the way of explanation behind some of the most basic terminology, and what few definitions do exist lie buried under mounds of glitzy press material and spec sheet drag racing.

We’ve all read the brochures and the magazine reviews, diving into the colorful world of fully electric cars and plug-in hybrids. They’ll toss around new terminology like it’s already in the common vernacular, ignoring the fact that this is still relatively fresh tech being drip-fed to the world. Therefore, many terms haven’t fully clicked in people’s minds. But hopefully, this new explainer series should clear the fog around these words that are becoming as household as “horsepower” or “miles per gallon.” 

Our inaugural lessons to kick off this series: what the heck even are “kilowatts,” how do they relate to electric cars, and how do they pair with the equally-tossed “kilowatt-hours?” Well, I’m glad I asked – and hopefully drove enough interest to entrap you here – because it’s time to get schooled in five minutes or less.

What is a killowatt?

This frequently-spoken term is not exclusive to EVs or electricity and can trace its core components back to pretty much any of our high school science and math classes. Anyone who has ever stumbled across a German auto magazine will likely guess where this is going.

Kilowatts are merely a metric measurement of power output, just like horsepower. Plain and simple.

A kilowatt (kW), which translates to 1,000 watts (W), is the alternate unit of measurement if you’re too cool for horsepower. If you want to click with your new friends from Frankfurt, talk about how many kilowatts the straight-six in their 1995 C36 AMG makes. There’s even a brainless, one-step formula for converting kilowatts into ponies. Simply multiply your kilowatts by 1.341. 

For instance, let’s say you stumble across aforeign auto magazine talking about how the E92 M3 GTS had a power output of 331 kW – again, metric, so 331,000 W if you wanted to break it down. Before you scroll another line down the spec sheet looking for a pre-calculated conversion, you can multiply that 331 by 1.341 to get 443.87, on par with the manufacturer-claimed 444 horsepower. 

Bingo! Easy, right?

Shift over to electric cars. Just as horsepower has become the ubiquitous unit of power measurement for internal combustion engines, the kilowatt has achieved a similar status for electric motors and may be used to denote output before official horsepower and torque ratings are published. The methodology for translating power measurements remains unchanged from pistons and cylinders to stators and magnets. Imagine some gilded brochure for the Tesla Model S Plaid that states that its motors’ combined output equals 760 kW. Multiply that by 1.341, and bam! 1,019.16, in line with its 1,020 horsepower rating. 

Tracking? Heck yeah, you are!

But the way that kilowatts relate to EVs is only half the story. One must also understand their relation to battery packs.

What is a kilowatt-hour?

While electric motors measure power output by kilowatts, battery packs measure energy capacity by kilowatt-hours. If you’ve read this far and decided you can’t stand me, please consult this handy YouTube video below for its breakdown of what a watt hour is and how it’s calculated. However, should you despise video explainers more than my written words, then please bear with me, as there’s a bit more to it than what we’ve discussed so far.

“How battery capacity is measured and what is Wh? (Watt Hour)”

A kilowatt-hour (kWh) determines how much energy can be expended over a unit of time, which, in the context of EVs, directly relates to a vehicle’s maximum power output and range. While the kWh is now a standard unit for measuring EV battery capacity, it’s long been a common unit of measurement for energy consumption in homes and appliances.

Back to the Model S Plaid, let’s say you’re flooring it down the highway at a perfectly legal speed. Your foot’s all the way down on the throttle, extracting every bit of that 760 kW output. Welp. Congrats. You’ve killed it. The car dies within seven to eight minutes or roughly 0.13 hours after starting with a full charge, as the Model S Plaid’s battery has a capacity of 100 kWh, meaning it can expel 100 kW of power over roughly an hour. 

Now, let’s switch things up and say you’re on your way home from doing Tesla owner things, such as hot yoga and overpaying for bread with avocado on it (this is satire, by the way, so relax.) You’re taking it easy and hypermiling every stretch of the way, probably only expending an average of 50 kW during your drive. You’ll likely see about two hours’ worth of use and be able to travel a significantly farther distance with that 100 kWh battery than if you were to demand maximum attack from the electric motors a majority of the time.

Humorously, if you build some Frankenstein bastard child of a project car using the Plaid motors hooked up to a base model Nissan Leaf’s 40 kWh battery and went flat out, the party would be over in less than three minutes. Do with that information as you will, project car YouTubers of the world. 

That’s perhaps the simplest way to explain its relevance to prospective consumers. Smaller battery packs with lower capacities will result in shorter overall ranges and limit how much power an EV can reasonably output, while larger battery packs flip the script, enabling longer distances and more kW of power.

It’s why you often see the pricier, long-range variants of electric vehicles sport more powerful motor setups and longer overall ranges, thanks to their higher kWh rating. And it’s partly why some performance variants with even more powerful motors wired to the same batteries (or even slightly bigger) may have shorter ranges, as their elevated performance now demands more from the battery, in addition to other factors like stickier tires, thermal challenges, and aero changes.

“Watt do you mean it can’t charge any faster?”

Last tidbit! Before we go too deep down a rabbit hole that’d require another article, let’s discuss how kilowatts and kilowatt hours pertain to charging your EV. Yes, everyone’s least favorite part. 

Just as kilowatts measure the power coming out of your EV, kilowatts can very much be used to measure the power going back into your EV, hence why we also measure chargers’ outputs in kW.

For example, a 50 kW charger will theoretically fully replenish a 50 kWh battery from next to nada in roughly an hour. A 100 kWh “fast charger” should be able to do the deed on the same battery in approximately 30 minutes. Ever wonder how these fast chargers can get monstrous powerhouses like the Model S Plaid, Lucid Air, or Taycan Turbo S up and ready to rock in less than an hour? Because fast chargers can output anywhere between 150 to well over 300 kW.

Note other limitations can hinder how quickly an electric car can charge, including the set kilowatts an EV can accept. For instance, the new Volvo EX30 only has a maximum charge rate of 153 kW, which is more than enough for its 64 kWh battery, but far behind the 350 kW max charge rate of a comparable Hyundai Ioniq 5.

Class dismissed… for now.

Of course, there are so many other smaller factors that feed into the performance, charging, and discharging of an electric vehicle, which we can spin into another piece. But that’s the basic jist of the relationship between the fat K-W and the new wave of electric chariots.

For now, remember that kilowatts measure the power the car uses and produces while kilowatt-hours represent the energy stored in the battery pack, which directly impacts the EV’s range and output. And to any prospective owners out there, I hope this lesson has better equipped you to shop with confidence – or at least read Euro auto mags without scratching your head at the power figures.