Welcome to yet another lesson on what’s perhaps the biggest selling point on today’s crop of electric cars: EV range. Yes, everyone would love to have an EV that can keep pace with, if not outlast, their gasser companions on the open road, but what some may not know is that those big ol’ range numbers people use in their games of Top Trumps come from tests. Different tests. Not every EV is held to the same standard and, therefore, can produce wildly varying range numbers in real-world scenarios, oftentimes as a bid to earn the bigger number just to say they can.

Gasp! You mean an automaker can willingly choose a method of range testing if it means being able to advertise that they can wave a bigger stick, even if the product doesn’t necessarily yield the same results in practice? That’s obscene! They would never choose a less honest route just to fluff up their brand image, would they?

Ha! Well, yes. Yes, they can. And they have. Many electric cars have been recorded not to hit their original estimates, and only a few are noted to match or exceed. Tesla and, recently, Lucid have been accused of being the worst offenders in magazine range comparisons, and there’s angst out there regarding it. Enough for me to pen up this EVs Explained piece just to tell you all about the wonderfully riveting world of EV range testing. Don’t get too restless. Like an old compliance car, I won’t take you too far.

One size fits some

Varying EV range tests have been a thing for some time. Such methodologies include America’s EPA, Europe’s Worldwide Harmonised Light Vehicles Test Procedure (WLTP), Europe’s now-obsolete and unrealistically optimistic New European Driving Cycle (NEDC), and the controversially unrealistic China Light Duty Vehicle Test Cycle (CLTC).

On a recent press launch, I had the opportunity to discuss such varying test methods with Edmunds test editor, Reese Counts, who commented on his Mach-E long-term loaner’s range. And although it didn’t quite hit its EPA estimates, as he commented that almost no electric car does, he does enjoy that it was a very “real” range estimate and didn’t leave him feeling as though a buyer would be conned. As a youngin’ in this field, I asked him what he meant.

Each agency has slightly different testing practices, which already yield different numbers on just the window stickers alone. In America, automakers have a choice of two routes within the EPA’s own set of rules. Because of this, it’s become a clear trend for certain cars from certain brands to come closer to their estimates than others, while others are seemingly blatant lies, except they’re not actual lies. They’re just tested under optimal conditions that favor them. Frequently, it seems these test results can be too optimistic, as seen in some of these big-name magazine range tests, where some cars consistently leave egregious gaps, sometimes as big as 100 miles or more, between their as-tested range and their advertised estimate, like the Tesla Model 3 or Lucid Air in Motor Trend’s recent test.

“They don’t bullshit you,” summarizes Counts regarding automakers with comparatively uninspired range claims for cars that can at least come close in the hands of normal drivers on real roads. Then he recounts cars that willingly choose alternate tests to bolster the range numbers as yet another example of “overselling but underdelivering.”

“Their numbers rarely line up with each other and can also differ from real-world ranges because each organization has its own specific test procedures,” explains Jeremy Laukkonen in a tech explainer for Lifewire. Enough content exists on the internet to explain at least some of those in greater detail, but I’ll summarize them with key highlights as best as I can.

EPA vs. WLTP vs. CLTC range testing

Basically, all EV range tests involve strapping a car down to a dynamometer or dyno, a “rolling road” as they’re sometimes referred to and basically function as a treadmill for cars. The vehicles are then charged to full, left overnight, and run through various cycles to simulate city and highway driving until the batteries can’t power the car. The vehicle is then recharged and run again and again for many tests. EPA and WLTP function similarly but have a few slight twists to them to make their estimates vary.

There’s enough nuance and small details to spin each agency’s test methods off into their own article… which we may actually do at some point. But for now, here are quick, digestible breakdowns of each one.

For greater detail, please consult your doctor (this breakdown by InsideEVs) to see which EV range testing method is right for you (less of a load of crap, in your opinion).

EPA

EPA gives the automakers a choice of a “two-cycle” or “five-cycle” range test, which essentially just dictates how many times the car goes through testing cycles. More on those cycles in a bit, as those are what give us the bigger and smaller gaps in real-world range numbers. City test cycles are conducted for a hair over 11 minutes at a time with a top speed of 56 mph and an average speed of just over 21 mph. Highway test cycles are run for a bit over 10 minutes at an average speed of 48 mpg and a top speed of 60 mph. The combined range figure is estimated by weighing together the city and highway numbers, with city driving accounting for 55% of the score and highway driving for 45%. To further simulate the range-dropping factors of real-world environments, the range is then multiplied by 0.7 to lower it.

In 2008, the EPA added three more cycles an automaker can test for that would better indicate range in real-world conditions, including a 95-degree hot weather test with air-conditioning on, a 20-degree cold weather test, and a high-speed test. Again, the results of using these extra cycles are detailed in a section below, but first, let’s see how they do things across the pond.

WLTP

Like EPA, WLTP uses cycles to test vehicles, but they’re also broken down further into classes based on max speed and power-to-weight ratios. The higher the vehicle’s performance, the higher the test speeds, hence why a Model S Plaid won’t be held to entirely the same standard as, say, a Renault Twizy. A WLTP test will be broken down into Low, Medium, High, and Extra High sub-cycles and run for 30 minutes over 14.4 miles at an average speed of 31 mph and a top speed of over 81.

Unlike the EPA range tests, the lab temperature is static at 73.4 degrees Fahrenheit, and they do not add the 0.7 real-world multiplier to lower the final range numbers. This is partly why EPA numbers are typically lower than their WLTP counterparts. For instance, the combined range of the most frugal Mustang Mach-E in America is rated at 300 miles. Compare that European Mach-E estimates of up to 372. Want another? The refreshed Tesla Model 3 Highland Long Range has a range of 305 to 341 miles, depending on wheel choice, but WLTP estimates peg it between 390 and 421.

Ah yes, the Long Range’s range is indeed long.

CLTC

This is a China-exclusive measure that isn’t necessarily relevant to Western EV buyers unless you enjoy speculating and eyebrow-raising. Criticized as “pushing an EV down a hill in a vacuum,” this methodology has been panned for the same reason as the now-defunct NEDC by producing highly optimistic range figures that may not be anywhere near indicative of what a real-world owner may experience. Unless they apparently push their car down a hill in a vacuum.

This CLTC test is conducted at a constant cruise of 25 mph until the battery goes kaput and is then adjusted for weather, terrain, and other factors via data compiled from real Chinese drivers across its many regions. While yes, this very much plays into an electric car’s inherent lows-speed efficiency and is not quite representative of what Western-driven cars will see, it’s important to remember that this is a Chinese test for Chinese market cars, so EVs are held to a different standard for their own driving environments, which are often dense, slow, and without too much intercity travel on massive high-speed highways.

Two-cycle vs five-cycle range testing

Okay. So, different regions in the world conduct varying range tests and score different figures. Alrighty then, but what about the rampant talk of some brands like Tesla and even Lucid having massive disparities between lab-brewed estimates and real-world numbers?

As Counts explained to me when talking Mach-E numbers, this widdles down to the number of test cycles an automaker chooses to use.

As mentioned, the EPA offers a simple way to test for city and highway ranges with a city and highway cycle. Most automakers opt for this two-cycle test, while a few, particularly smaller startups, opt for the five-cycle test, which, as you can imagine, tests the car over more cycles. As detailed in another InsideEVs piece, it’s not that these companies are conning anyone or cheating a system. They’re just using the options available to them to gain an advantage. Such an advantage yields them a higher number that, therefore, looks better to the press and consumers and puts these startups or anyone else who uses the five-cyle option on a pedestal.

Why is this? Simple.

More cycles let EV makers take advantage of a car’s low-speed efficiency since they’re obviously exerting less energy to move at slower speeds and are bolstered by goodies like regenerative braking. The additional test cycles reportedly also include “high-speed” or aggressive driving, hot weather with air conditioning, and cold weather tests, all of which are done at a low enough speed to work in an electric car’s favor. Cool beans, except when magazines and owners conduct their own independent tests, typically on highways and at far higher speeds than the EPA’s lab experiments. This means the range disparity is, well, to say “noticeable” would be an understatement. Still, this practice of extra low-speed tests is allowed by the EPA and is totally legal, even if it’s not exactly aligned with other automakers’ decisions and doesn’t perfectly convey real-world range results on American roads.

“Such variance. Much wow.”

In case this article, its more detailed source material, and the embedded videos haven’t engrained this into your head by now, there is a mindboggling, brain-jerking, head-spinning array of variance and inconsistencies involved in EV range testing and, by extension, MPGe testing. Not only do global agencies use different methods, but there are also different cycles and sub-cycles within these methods that all yield different results for different cars. On top of that, it doesn’t help that electric vehicles are politically and societally forced to be one of the fastest evolving niches of cars on the road today, with vehicles from several years ago being nearly unrecognizable from a technical perspective from electric cars produced today.

“EVs are one of the fastest-changing areas that we deal with in our laboratory just in terms of how fast this technology is moving,” says engineer, Jarrod Brown, in CNBC’s look at EPA EV testing. “If you look at a vehicle that we had in here even five years ago, a 2016 or 2017 electric vehicle looks almost completely different internally from what we’re seeing in vehicles coming in 2024.”

When testing for range and efficiency, automakers have different ways of recording data for certification, and their cars can all use power differently. One car may not allocate the same energy to running HVAC systems as another, or they may intake and exert electricity to propel the car differently, and so on.

“Every manufacturer kind of has their own way of reporting data on where the power is coming into and going out of the vehicle,” Brown continues regarding the complexity of EV power distribution. “How it’s moving around between the motors and the batteries, or if it’s doing things like regenerative braking, or strategies about how power goes to the heating and cooling system versus how to keep the battery at the right temperature.”

The EPA system, with its many cycles, strives and often succeeds to at least come closest to what consumers can see on their commutes. But this level of added complexity and nonstop evolution may have the current ways of lining up their rulers all tripped up and out of spec. Many critics agree that modern EVs have well outgrown their archaic methods and that a new wave of standardization must come in order to bring realism and uniformity to electric car efficiency measuring.

And if the word is true, change is indeed coming. One popular suggested method is providing city and highway range estimates like how the EPA already does for MPG and MPGe instead of weighing together the two for an average number. That way, consumers know what their best and worst-case scenarios are and don’t take a singular number as the definitive range their cars will always achieve.

Class dismissed

Did I lose you yet? Summary time!

The world has its many ways to measure range, all of which controversially lack a resemblance to real-world range tests, an issue which can be attributed to a variety of reasons, such as different test lengths and speeds, varying methods of averaging out final numbers, or even a lack of air resistance being in a lab strapped to a giant automotive treadmill. Europe currently has WLTP, China has CLTC, and America has the EPA, the latter of which offers a two and five-cycle test for automakers to run their EVs through.

A two-cycle test is a fairly basic test with cycles to simulate city and highway driving. The longer optional five-cycle test introduces high-speed, air-con, and cold tests conducted at fairly low-ish speeds, which works in favor of EV manufacturers since electric cars are incredibly efficient in urban use and deliver the best mileage at slower speeds. This, along with a final range number that favors 55% city and 45% highway driving, makes the five-cycle incredibly alluring to startups like Tesla and Lucid, who claim the biggest numbers in the game yet tend to show the biggest disparity in real-world range come independent tests, which are often done at higher speeds over mostly highway. And while it doesn’t deliver the prettiest, most headline-worthy figures, other automakers opt for the simpler two-cycle test as it yields the more realistic final number that is then more likely to be met by actual owners or at least have come close to.

So go forth and stay educated! And remember this one big takeaway: Like gas mileage, EV range can vary greatly. Everything from weather, road conditions, speed, and HVAC usage can affect your range, and, like these many different magazines, your own electric car’s range may be different from what any agency or even another owner gets. Your driving style may yield a 10-mile range disparity or a 100-mile one. Who knows? Just know that whatever car you buy, whether from some big-name legacy automaker or a fancy-schmancy startup, take those window sticker estimates with a grain of salt.

Perhaps I’m not the ideal candidate to write this piece, given my family’s affinity for the lil’ Ciquecentos, but no one else will, so here I go. It’s official. The all-new, all-electric Fiat 500e, reborn for the European market in 2020, now makes its way to American shores as we speak, heralding a new era for Fiat in the United States and Fiat’s first real, non-compliance-car attempt at an EV for the North American market. Hipsters rejoice! Rise, my beloved tinker toy! Rise!

At first glance, it’s undeniably easy to dismiss the new 500e as some unimpressive cash grab by Stellantis to resurrect the recently deceased (to Americans) 500, with okay range and Corolla performance numbers. But that’d be completely ignorant of us, even if it is very on-brand for mindless consumers in a blatantly more-is-better society. The new 500e is not here to wow us with any victories in the numbers game. It’s not here to win any drag races or set any world range records. As Fiat puts it, it’s just here to be a “damn good car.” And a damn good car, it might be. But is it the right car for this market?

Skip to section:

• What is the new 500e?
• Not playing the numbers game
• A continuously evolving case study
• Will it survive?

What is the new Fiat 500e?

The last Fiat 500e, while actually well-received for delivering solid driving dynamics, was often dismissed as a mere compliance car, something to keep Fiat’s foot in the door in California and nothing really more than a gasser Fiat 500 converted to run on electrons… for, like, less than 90 miles. It was akin to many other ICE-cars-turned-battery-powered science projects of the time, just a little over a decade ago, but that didn’t excuse its afterthought development, California and Oregon-only sales, and lack of usable range. Even Fiat’s own CEO famously slammed it as a money pit spawned out of necessity. Ironic that it garnered a cult following in the years since, and now half my neighbors have snatched one up to use as grocery store shuttles.

The new 500e rides on a bespoke platform intended for EV use from the start and is available for all 50 states. It ditches the old compliance car’s 24-kWh battery for a 42-kWh lithium-ion/nickel manganese cobalt unit, helping it produce a healthy 118 horsepower and 162 pound-feet. Despite the extra battery capacity, it weighs roughly 50 pounds less than the outgoing car, making it 600 pounds heavier than the old gasser 500s but hundreds of pounds lighter than any other EV in its segment. Keeping the battery down low and pairing the car’s revamped suspension with a wider stance and standard 17-inch wheels wrapped in 205-wide tires should translate into a superbly fun-to-drive commuter with more high-speed stability than any previous generation 500. Inside is a 10.25-inch touchscreen with UConnect 5, wireless CarPlay and Android Auto, built-in GPS navigation, a digital gauge cluster, and adaptive cruise control.

Fun facts. That wheel and tire package is the same size as the outgoing Abarth’s. And if certain tidbits inside and out seem familiar, it’s because they better be. The platform is bespoke, but consider that 500e’s details to be a little parts-bin hodgepodge of Stellantis’ finest. The 10.25-inch screen is from the Alfa Tonale/Dodge Hornet, while the door handles, start button, and interior door release buttons were plucked from Maserati. Get that. This shares a start button, and door switches with a GranTurismo and MC20. Viva Italia!

The Fiat 500e cares not for your silly little numbers game

“Cares not for your silly little numbers game,” I say. Proceeds to infodump a bunch of numbers. Oops.

The 500e is part of Fiat’s “Dare Forward” bid to achieve 50% EV sales in the U.S. and 100% in Europe by 2030. And I’m sure they can get there if buyers can see the little econobox for what it is: perfectly fine urban transportation. It’s not meant to wow anyone with world-beating range estimates or instant charge times. Fiat knows this. And to many North American consumers, that may be enough to have them look the other way. Not the best first impression. Except the 500e was tailored to excel at being accessible transportation for urban environments, delivering just what you’d need and nothing more.

The average American commute is around 50 miles if not a little less. Fiat gives you 149 to work with. Most EV owners charge at home, assuming the car is sitting for hours overnight. The 500e will fast charge to 80% in 35 minutes, and the base price includes a Level 2 charger or Free2Move charge credits for those who already have their own charger. How thoughtful of them. 0-60 in 8.5 seconds is roughly on par with today’s econoboxes, and 162 pound-feet of torque available at 0 rpm means stop light drags or darting up and down the hills of San Francisco are more effortless in this 500 than in any prior iteration, turbocharged Abarth included. And did I mention this is reportedly the third most affordable EV on the market, third behind Nissan Leaf and Chevrolet Bolt?

Starting to see the gist here? Fiat is aiming for a usable EV that can thrive in most urban environments in a far more attractive and charismatic package than any Bolt or Leaf. No disrespect to those fine vehicles. But there’s no substitute for the Cinquecento’s cutesy Italiano vibes, which Fiat claims has the potential to shift and change throughout the 500e’s life cycle.

The Fiat 500e lineup will always evolve

According to Fiat North America’s current head honcho, Aamir Ahmed, the current 500e will launch in the U.S. and Canada as a fairly simple RED model (yes, it comes in more colors than red), serving as a sort of study as they see what buyers want and what Fiat thinks they can pull from European cars. There will initially be the sole RED model, which features three available colors and the option of all-seasons or summer rubber, but that’s only the start.

One way Fiat aims to make the 500e more appealing is through its goals of constantly evolving its lineup, like all the fan favorites in the automotive kingdom, from Mustang to 911 to Challenger. Buyers are told to expect something new, whether it’s some sort of flamboyant collaboration with brand partners, like the fashion brand concepts they debuted before, or a more content-rich model with goodies pulled from European cars, set to debut in “drops” like this initial drop of RED models. If Americans want a ragtop cabrio or a rip-snorting Abarth, then sure. They’re all certainly on the table, according to Ahmed, but Fiat is just playing its cards carefully for now while they see what really clicks and doesn’t click with American audiences.

And you know what? They’re right to tread carefully. Fiat should navigate its revitalization with extreme caution. Time to talk skepticism surrounding one of the most wishy-washy automakers in America.

Will the 500e survive?

Oh yeah, and that’s the other thing. I said it wasn’t a compliance car like the old 500e. It’s not. It’s a “compliance car” in different ways.

The Fiat 500e carries the torch of the outgoing generation and welcomes the Fiat 500 lineage back into North America. But sources have shared with me that it’s not the definitive end-all Fiat vehicle for our market, or at least it won’t be for very long, nor is it the cash grab I originally speculated it to be. Like a handful of other unique EV curiosities to have launched lately, the Fiat 500e is a placeholder. An appeaser. A stopgap. It’s a way to keep the Fiat name relevant until a new wave of “proper” USDM cars reportedly arrive in a few years, earn Stellantis some tax credits in the process, and allegedly serve as a low-cost, low-effort guinea pig for experimenting with their direct-to-consumer sales tools. Smart, I suppose. But that means it’s not the next big 500 I was hoping for. And frankly, this 500e could never be that, no matter how cool.

The 500e has been a hot seller in Europe since it dropped in 2020, moving hundreds of thousands of units in a few short years. That’s Europe. This is America, where EVs are the politically charged bane of many people, distances are long and far, and buyers can be a bit, uh, stubborn? Superficial? Extra careful and particular about car buying in the wake of shit-ass interest rates? Let’s say all of the above. In a time where even members of the Big Three are backpedaling on their heavy-handed EV efforts to explore other avenues, citing slow demand growth and high costs, here comes a company that failed to hang on in a highly competitive, ever-evolving market resting its hopes on a sub-200-miles EV city car without any other angle other than it being good in cities.

Sources have also fed me more deets regarding the 500e’s gestation, such as a troubled and confusing entry into the U.S. market stemming entirely from the notions of being “a day late and a dollar short” and “great car, wrong market.” It’s nearly identical to the European hot-seller but coming to a market that’s on the fence of EVs, has comparatively ill-prepared infrastructure, and lacks the sheer size, versatility, and practicality other EVs or even normal cars offer for similar money. Yes, it’s a solidly engineered, well-built car that oozes style and character. But how many American buyers are picking low-cost EVs based primarily on that? On top of that, being constructed in Turin, Italy hurts its chances of qualifying for all the possible EV tax credits, if any at all.

These are going to be sold or leased to careless hipsters who really, really want it (i.e., me) and affluent folk looking for a grocery getter as their fourth or fifth car. You’re not prying a prospective Model 3 Standard Range buyer away for this. And that’s a bit of a shame.

As Ahmed put it best, “We don’t want you to care that it’s electric or not. We just want you to care that it’s a damn good car.”

And I’m sure it will be a damn good car. Engineers and Euro journos alike all preach that it is indeed a damn good car. Time will tell how well the 500e will truly perform Stateside, but it will be viewed as a cutesy fashion statement for the few who want it. If you want one and your lifestyle can accept one, then by all means, get one! This thing will be just dandy in its intended environment, like New York, the Bay Area, or even my home of Las Vegas, where distances are short. Fiat’s efforts are welcome, but history and stigma work against any dream of cementing itself in our market with any semblance of stability and permanency. Perhaps they’ll surprise us. Perhaps not. But hey, any Cinquecento is better than no Ciquecento. So welcome back, little fella. Good to see you again. Please tell your 500e Abarth kin overseas I said hello and that I’d love a visit.

The longtime knock against Lamborghini’s Urus SUV has been that buying an Audi RSQ8 delivers seven-eighths of the car for about half the money. Not that such things bug Lambo owners, but what if the all-electric Q8 e-tron with gobs of low-end torque could keep up while drag racing against an Urus?

Now, Audi sells a re-named version of the EV formerly known as e-tron. The newly minted Q8 e-tron comes with the choice between a Sportback roofline or a taller SUV canopy that cuts into range estimates ever so slightly. Neither, however, can hold a candle to a Lamborghini Urus in a straight line or while canyon carving and unimpressive EPA range numbers for both are something of a bummer—but that’s not the point here. 

Instead, Audi clearly built the Q8 e-tron hoping to entice any lingering holdouts among luxury urban buyers looking for the perfect EV to haul the fam, go grocery shopping, or take out for nights on the town. And in those regards, this luxury SUV from Audi—which just happens to be electric—absolutely nails the brief.

Skip to section:

• Specs
• Design
• Price
• Interior and tech
• The urban luxury EV
• Power and range
• Conclusion

Price & Specs

Audi Q8 e-tron exterior design

The Q8 e-tron’s styling winds up simultaneously similar to both the former e-tron SUV and all the Q8/SQ8/RSQ8 siblings. Not quite as aggressive as the range-topping RSQ8—nor the Urus, obviously—the electric version still sports subtle fender flares and a statuesque profile, especially with the air suspension pumped up to the highest setting. A closed-off grille and lack of exhaust tips serve as the main hints that an electric drivetrain hides beneath the crispy skin.

This loaner from Audi arrived in a spectacularly understated “Plasma Blue Metallic” paint job (a $595 option well spent) that approaches shades of matte Nardo Blue in some lights with a hint of sparkle in others. And the 21-inch wheels might look simple from afar, but a closer inspection reveals pure sculptural art in rolling form.

Q8 e-tron pricing breakdown 

The base Q8 e-tron starts at $74,400 before options and a $1,195 destination charge. Standard equipment includes a 114-kWh lithium-ion battery, dual motors for single-speed Quattro all-wheel drive, and adaptive air suspension that raises and lowers the body depending on selection of drive modes. Ticking the box for the most opulent “Prestige package” adds another $10,400 to those numbers, which explains most of this loaner car’s $88,990 MSRP along with the Black optic package (another $2,000) and rear side airbags ($400).

Two years of free charging at Electrify America also come standard, and Audi’s four-year/50,000-mile warranty applies to everything on the car. To true buyers rather than lessors, the high-voltage battery is covered by an eight-year/100,000 warranty.

Q8 e-tron interior and tech

As usual for Audis since the first-gen TT back in 1998, the Q8 e-tron’s interior design stands out from the bland, overly plasticine era overtaking most luxury automakers. Plenty of leather and brushed trim abounds, though a few pieces of piano black plastic have snuck in here and there. Otherwise, the deft application of angularity and ergonomics leaves most controls sufficiently intuitive and satisfying to operate—other than the distant volume control knob, that is, another Audi standard for the past decade or so.

But maybe the highlight of the entire driving experience so often goes overlooked: the steering wheel. The Q8 e-tron sports a four-spoke design that offers multiple comfortable hand placement options, with minimal buttonry to get in the way. Then there are the seats, quite possibly some of the best in existence, and obviously equipped with heating, ventilation, and surprisingly firm massaging functions.

Onboard tech, however, falls a bit short by most modern EV standards. Sure, the dual touchscreens for climate control and infotainment require a pleasing amount of haptic pressure to actually make selections—but not always, sometimes only a light touch does the trick. For some reason, however, the Q8 e-tron forgets drive modes regularly enough to approach annoyance, requiring the constant selection of regen settings via paddle shifters even after just turning the adaptive cruise control on or off. 

Lane keep assist also intrudes regularly, the seats find new positions upon every start-up (which might change for a more permanent owner using a consistent key), and the range estimate seems to vary wildly. Did the engineering team truly need to reinvent the shifter for the umpteenth time? 

An EV for the last urban luxury holdouts

Slipping into the Q8 e-tron for the first time, a sense of serenity and confidence emanates from the entire interior. Luxury buyers not accustomed to the more typical over-technologized interiors of most other EV options might even be forgiven for struggling to recognize a difference between the controls for an internal combustion or all-electric Q8. Hell, there’s even a stop-start button!

Most importantly, anyone still poo-pooing the Q8 e-tron’s range estimate of 285 miles needs to take that initial impression into more consideration. The whole point of this car, clearly, is to convert any stubborn holdouts who simply don’t want to shift their thinking too much while making the switch to electrification. Audi even withheld aggressive regeneration, which means the Q8 e-tron cannot be driven in a full one-pedal mode. 

Otherwise, the gauges and dash seem very familiar, halfway between an Urus and other Audi models. The interior even smells similar to a first-gen TT or a 2016 A3, despite the lack of gasoline, gear oil, and belts to warm up on a cold day. Similarly, the gauges offer multiple customizable readouts for either more or—to the point—less EV-specific information. 

But the Q8 e-tron still prioritizes the benefits that electric cars offer, too. The large and spacious interior allows for plenty of legroom in the second row, which, when folded down, then opens up to a cavernous cargo area big enough for ski bags or bicycles. Even more importantly, this thing rides so damned quiet that the lack of sound can almost get creepy. Zero tire or wind noise until about 75 miles an hour absolutely bedevils the mind, especially compared to other EVs not named Lucid. Talk about NVH as a priority.

And the suspension rides in god mode, insanely smooth, given 21-inch wheels and 265-mm wide Hankook eco tires. Everything from asphalt ripples to pavement cracks and speed bumps simply evaporates. Only the most unpredictable road surfaces create the occasional rafting sensation when one wheel popping upward forces the entire skateboard chassis to lift noticeably.

Power and range in line with ICE performance

For any EV aficionados, however, the Q8 e-tron’s power and range wind up on the slightly disappointing end, without a doubt. The dual electric motors deliver plenty of peppy acceleration, from a standstill or while passing at highway speeds, but nowhere near the neck-snapping jerk of other EVs at similar, and even lower, price points. Typically featherweight Audi steering actually becomes slightly firmer on center, then lightens up while whipping around corners. But those eco tires start to squeal early when pushed hard.

Switching between drive modes lifts the suspension’s ride height while adjusting throttle response and traction control modes. Out on the dirt roads of Johnson Valley, raised all the way up in “offroad” mode, the prospect of puncturing a low-profile tire prevented any true Quattro rally-racing shenanigans. And yet the air suspension and dampers still gobbled up washboards on rough graded surfaces with ease.

Most of the time, the Q8 e-tron putters around happiest in “efficiency” mode, which dulls down throttle response and lowers the suspension to minimize aero drag and maximize range. But on the drive out to Johnson Valley, the onboard range estimate’s programming almost immediately caused some serious range anxiety.

Theoretically, a 99% full charge with 280 miles of range remaining should be plenty to drive 135 miles at highway speeds. Yes, EVs run most efficiently in stop-and-go traffic, but come on now. Instead, almost immediately, the Q8 e-tron started eating through miles of range—to the point that only 20 miles into the drive, the estimated range left only 90 miles to spare. This is despite purposefully staying below 80 miles per hour.

Switching to Audi’s onboard MMI navigation, rather than using Waze through wireless Apple CarPlay, seemed to change the estimated range available as the computer took into consideration traffic and elevation changes. Around 65 miles later, with about 154 miles of range remaining, the situation started to plateau. But then, driving up the 15 Freeway towards Victorville restarted the range, plummeting to the point that hypermiling behind semi trucks seemed prudent (while searching for nearby Electrify America charging stations to use those two years of free charging).

Back at speeds below 60 miles per hour on State Route 247, the dissolving range once again settled down. Upon arrival at Johnson Valley, the range estimate still read 78 miles remaining. And then, on the last leg of the drive home, the remaining range actually increased over the total course of a 90-mile journey. Such wild fluctuations in Audi’s ability to predict range might not affect city slickers quite so much, and presumably, a family spending $90,000 on an EV commuter owns another car for road-tripping. But still, better programming would be nice—or maybe Audi just believes in ceding all trust to the machines.

In town, while charging regularly at home or at the occasional fast charger, those 280 miles of range should serve 99% of owners just fine. Most range anxiety, after all, comes from false promises of a life lived on the adventurous edge. Even without a pre-conditioning button to push, the Q8 e-tron topped up from 66% to an overstuffed 99% at an Electrify America charger in Culver City in just 55 minutes. Not bad.

A few other general gripes might require a longer adjustment period than the mindset shift to EV life. Audi’s extremely aggressive driver aids—similar to the Urus, in fact—will absolutely yank the car away from lines on the road, to the point of pulling tires well into dangerous areas or cutting off lane-splitting motorcyclists regularly. (A button on the turn signal stalk turns off lane-keep assist, which cannot be controlled by any of the various settings deep in the MMI system either.) Automatic emergency braking can also sound and feel similar to tapping bumpers while parallel parking, partially because tipping into the go pedal afterward requires a bit more toe due to EV regen. 

Lastly, the MMI regularly disconnected the entire smartphone interface with a warning banner, which required turning the car off and then on again, then re-connecting the Bluetooth (only possible when fully stopped, of course). This might just as likely be Tim Cook punishing any older iPhone users, though…

Can luxury be defined at the right price?

In reality, nobody will mistake a Q8 e-tron for a Lamborghini Urus, and not just because of the mild EV whine. But similarities across the entire Volkswagen AG conglomerate do shine through, mostly for the better. 

The question of Porsche’s newly announced Macan EV then starts to crop up. Sure, the Q8 e-tron is bigger by a fair amount, but the Macan’s 380-mile range capability adds to the impression that this Audi hails from a previous generation of electric vehicles—which it does.

And yet, for the refined urbanite waiting to make the jump to an EV without giving up the familiarity of ICE cars, regardless of newfound nomenclature, the Q8 e-tron remains a solid option that delivers most of Audi’s strengths with just a few of the old weaknesses cropping up. In an increasingly crowded electric crossover-SUV market, such steadfast engineering likely combines the right attributes at the right price to stay fairly popular for the foreseeable future.

(Editor’s note: updated 2/14/2024 with five runner-up choices)

Buying a car is an important milestone in your life and should be a celebration, but don’t think you need to buy a brand-new car with the ridiculous dealer markups that ruin the car community by gatekeeping cool cars. Instead, consider buying used cars that may be just as good or even better than what you can get brand new. By buying a cooler second-hand car, you can get those special features and trim levels at a relative bargain versus new cars, which traded hands for an average price touching $48,000 just last fall. Just think, why buy a cheap, basic new car in a bid to beat inflated prices when you can get a specced-out second-hand diamond in the rough?

Need any ideas? Take a look at these ten different used cars across five categories that you should keep an eye on in 2024. And no. It’s not “Ten Best Used Cars.” It’s Acceleramota’s “Five Used Cars N’ Five More” deal. Get it right.

Best used truck for 2024: Nissan Frontier

What’s hot?

• Reliable and has great performance figures
• Trucks (and parts) are readily available as they have been out for so long

What’s not?

• The interior of the Frontier offers very little in terms of modern amenities or quality
• The new one is markedly better

It may not be the mighty Ford F-150 or any Ram with a Cummins engine, but if you are in the market for one of the best-used trucks you can spend your money on, look no further than a Nissan Frontier. 

This is no daisy-picking pavement princess. The Frontier is built for and proven to be durable as it is used in countries where the roads have more potholes than actual roads. Sure, the Frontier may not have the best features, and the interior is relatively sparse (for reference, Nissan was still selling the “old” Frontier generation three years after the heavily modernized 2017 Toyota Tacoma dropped). But if you are looking for something cheap, cheerful, and robust enough to outlast you, the Frontier should be one of the choices on your shopping list. 

The truck comes with either a 2.5-liter inline-four or the correct option of a 4.0-liter V6 that allows you to have a towing capacity of 6,500 pounds. The final year of this generation was offered the updated 3.8-liter V6 found in the current Frontiers. The performance figures, plus the reliability of the truck, put it almost on par with the arguably overpriced Toyota Tacoma of the same era.

Sure, this may not be the first choice for many people, but if you are looking for a reliable truck that can perform the tasks you need, then look no further than a Nissan Frontier. 

Runner-up: Toyota Tundra

What’s hot?

• For a heavy vehicle, it still has a 0-60 MPH of under seven seconds
• TRD Pro variants are raucous off-roaders with Fox suspension

What’s not?

• The second-generation Tundra is an old platform with woefully inefficient powertrains 
• Older generations’ infotainment pales in comparison to rivals

The Toyota Tundra is an icon for Toyota’s North American market, combining respectable performance and capability for work or play with that classic Toyota reliability. Million-mile commuter? No problem. Off-road racer? Sure, why not? While being a capable pickup that can haul the goods, you can still haul ass with the hellacious 5.7-liter V8 found in nearly all second-gen Tundras. However, if you can snag a newer twin-turbo V6 for a decent price, that wouldn’t be half bad either, although it would come at a higher price tag. The Tundra TRD Pro models come alive on the dirt with the use of the impressive dampers from Fox, which allows the Tundra to race over any bumps or obstacles effortlessly. 

A known issue with the TRD Pro version or any model outfitted with the TRD parts catalog exhaust is the drone, so be wary if you’re not so tolerant of NVH. It does make the pickup sound raw and throaty with its V8, but it does come with the added consequence that the cabin can get that annoying and unpleasant exhaust drone that can often make the driving experience not worth it. Additionally, the best value will likely be the second-gen trucks, which are plentiful but also built on an old, dated chassis, made apparent by woefully inefficient powertrains and infotainment systems that feel more than just a generation old.

Best used sports car for 2024: Mazda MX-5 Miata

What’s hot?

• It is a Miata, duh! Always. The. Answer.
• Great handling car that will carve any canyon road or race track with ease. 

What’s not?

• It only has two seats with a diminutive trunk
• The horsepower figure may be kinda low and lackluster for some

I don’t think I even need to explain this. A Mazda MX-5 Miata is always the answer for an affordable sports car. If you want a classic sports car, get a Miata. If you want a sports car that is easy to drive, get a Miata. If you want pop-up headlights, get a Miata. If you want to drift your car, get a Miata. Trust me when I say the best-used sports car you can get is a Miata. Acceleramota founder and editor, Gabe Carey, even had one.

With a design philosophy that has been perfect since 1989, the small Japanese sports car is undoubtedly fun and enjoyable to drive, plus it will always receive a ton of attention. It may not be a Corvette or Mustang, but in my opinion, you can have more fun in a car when you can push the limit of the car without having to worry about the people around you or blitzing way beyond the speed limit.

With four different generations of Miatas, you can easily find the car that suits you. If you want a more refined and comfortable drive, why not look at the third and fourth generations of Miatas? The ND generation (pictured above) can be had in the cushy, luxurious Grand Touring trim or in the wannabe racer Club with an available BBS wheel and Brembo brake performance package. If you want to modify and upgrade your Miata or perhaps have a nice modern classic worthy of a Radwood show, look at the first and second generations of Miatas. With parts and modifications so readily available, you can set up your tiny sports car to your liking. Heck, stick a turbo on it and make a baby supercar killer, or turn it into a drift missile. It’s the perfect blank canvas for an aspiring enthusiast.

Runner-up: Ford Mustang

What’s hot?

• Classic styling and high levels of power equals one hell of a pony car
• Near-infinite trims and configurations to choose from

What’s not?

• Antiquated chassis up until the S550 generation
• Big fella can never have the agility of a smaller sports cars

The Mustang is one of the best cars to come out in a long time. With a powerful engine and still being affordable, you can easily pick up a good used Mustang. Especially since the “S197” fifth generation came out in 2005, the Mustang has proven to be a well-engineered, highly configurable sports car that corners well, not like the older Mustang models. Antiquated chassis, sure, but it was able to defy stereotypes and even churn out some serious track monsters like the 2011-and-onward Shelby GT500s and the Boss 302. Later S550 generations with independent rear suspension have just as big of an aftermarket and their own crop of in-house specials, like the GT350 and Mach 1.

Just mind the crowd killer stigma.

Drawbacks? Yes, of course there are some. Even at its very best, the big ol’ Mustang may never have the agility to topple smaller sports cars or even some sports sedans, at least not without a bit of aftermarket love (or driver mod). Past generations are also quite dated, not only in terms of chassis but also materials, build quality, and infotainment. And, of course, while they’re not exactly terrible, don’t expect V8 Mustangs to be model citizens in fuel efficiency either.

Best used SUV/crossover for 2024: Mazda CX-5

What’s hot?

• Spacious interior with premium features and build quality for its price
• Excellent fuel economy for its size.

What’s not?

• Reports of Mazda paint easily fading and chipping diminish the brand’s premium reputation 
• Reported hiccups with electronic parking sensors across Mazda vehicles 

Two Mazdas, one list! One of the best SUVs you can get at the moment is the Mazda CX-5. This Mazda SUV is known for its reliability, build quality, and unexpectedly spunky driving dynamics, with many luxury and quality-of-life features that come standard for the car. This SUV was even a staffer’s pick for one of the best cars they have ever driven. 

The model I personally suggest you look at for your second-hand SUV is the 2021 model year. You can either get the small standard 187 horsepower four-cylinder, or you can get the turbocharged version that produces 250 horsepower on 93 octane or a still-potent 227 on 91, with the latter powertrain still seeking out a respectable EPA rating of 28 mpg highway.

With an interior that rivals much more expensive SUVs, with every trim model of the current CX-5 coming with a 10.25-inch infotainment system equipped with Apple CarPlay and Android Auto, this Japanese SUV will be one of the best purchases you can make in 2024. This is especially true when considering that well-equipped variants with not that much mileage currently trade hands anywhere in the high-teens to mid-twenties range, undercutting many similar examples of the Toyota RAV4.

Runner-up: Lexus RX

What’s hot?

• The unique styling inside and out
• Well-built interior with lots of storage space across all generations

What’s not?

• Touchpad infotainment system from some generations is a pain
• Does not put the “sport” in sports utility

With a sporty and edgy appearance, you may think this premium SUV will have a harsh and uncomfortable ride. However, the Lexus RX is actually the opposite. Lexus is the pioneer of the luxury SUV market, and the RX model range does not falter from that history, with a supple and cavernous interior across all generations. Powertrains are punchy, if not exactly exciting, and suspension is often compliant, as a luxury car should be. Just don’t expect any sort of BMW M killer from the F Sport models.

If you prefer to be a little understated, however, might I suggest avoiding the later model years with their angular creases and razor-sharp hourglass grille? Additionally, Lexus’ touchpad infotainment system that has plagued some recent generations has quite the learning curve to it.

Best used hatchback for 2024: Volkswagen Golf

What’s hot?

• Good interior space and build quality for the size of the whole car 
• While being a fun car, it is still great on gas mileage 

What’s not?

• Reliability can be a major issue for Volkswagens, particularly with older transmissions
• No more base models are available after 2021; Mk8 is only the pricier GTI and Golf R 

The Volkswagen Golf is one of the most popular car models on the global market. The spacious and practical hatchback still offers its owners a fun and enjoyable drive. And despite any reservations some may have against German cars, the Golf is generally regarded as a mostly dependable vehicle, with a 2021 J.D. Power Quality & Reliability score of 73 out of 100 and a RepairPal rating of 4.0 out of 5.

The seventh generation of Golf is the model you want. With options such as sunroofs, an excellent infotainment system, and even the sporty and iconic GTI version, the Golf offers everything you need in a car. The seventh generation Golf brought new and improved digital displays and gadgets that still hold up well to this day, elevating the Golf well into a premium sector of the compact car market, so if you enjoy underdogs that punch above their weight, the Golf may be for you. Current-generation Mk8 Golfs further up the ante with a more intriguing exterior and interior design, which may polarize some, especially the capacitive-touch-only interior controls.

As the Golf is a hatchback, you will not get the biggest trunk space when you compare it to an SUV, but the Golf handles better and has better fuel economy. So, for everyday use, the Golf will be an excellent choice to pick. Just be wary of quirks with engine and transmission reliability as you start diving into older and older generations.

Runner-up: Toyota Corolla Hatchback

What’s hot?

• Easy to drive and handles remarkably well
• Has that famous Toyota reliability and build quality at a stellar price point 

What’s not?

• Smaller than some rivals, inhibiting interior and cargo space 
• Rivals can be seen as a better value

You may hear the words Toyota Corolla and think of the stereotypical idea of a boring and basic car. However, the newer Toyota Corolla Hatchback is an awesome and spirited daily car that offers drivers a great time when driving it with 168 horsepower from the XSE’s 2.0-liter four-cylinder. Did we mention some models can be had in an easy-to-drive, fun-to-row stick shift? Huzzah! Not bad in a cushy, modern, 30-plus-mpg commuter car.

For an everyday and practical hatchback, the Corolla is almost the perfect car, if you’re willing to deal with its few shortcomings. If want more oomph, there’s no turbo powertrain other than the expensive and rarer GR Corolla hot hatch. It’s smaller than some rivals. And being the newer platform here, you may not find one as cheap as older rivals. Maybe a Toyota Matrix counts if you want to go old school.

Best used sedan for 2024: Honda Accord

What’s hot?

• Has a comfortable cabin with good seats. 
• Often the sportier choice among front-drive family sedans

What’s not?

• Some lower-trim model engines are a bit lackluster
• No available AWD system, which may sway people towards an SUV (or Subaru Legacy) 

The Honda Accord is the pinnacle of reliability and affordability as the car is built to perfection for what it needs to do. It’s currently Car and Driver’s number one pick for family sedans at the time of writing for a reason. A prime rival to the likes of the venerable Camry, but arguably more premium and sporty. This mid-size family sedan will probably outlast you with its reliability and will probably outdrive any Camry at the Circuit de Costco, too.

The reliability and drive quality are so good you can comfortably get to any place you want with ease, and you do not need to stress about space as there is ample room for all your needs with its large trunk space and generous interior. Recent generations have greatly amplified Honda’s strides for a premium feel on a budget, with chic, modern interior designs, although the smoothed-out exterior of the latest generation and the deletion of the hot 252-horsepower turbo-four has aroused some ire among auto journos. But thankfully, the frugal Hybrid remains, earning up to 51 mpg city and 48 highway in its most efficient trim, thanks to a 204-horsepower, 247-pound-foot powertrain aided by a measly 1.3-kWh battery.

Runner-up: Hyundai Sonata

What’s hot?

• Sonata has a spacious interior and trunk 
• Long list of features and available technology

What’s not?

• Base models can feel underpowered
• Less rear legroom compared to other cars in its class 

Korea’s answer to the Honda Accord and the Toyota Camry comes in the form of the Hyundai Sonata. The features that come standard even in the base model, such as blind-spot detection, Android Auto and Apple CarPlay, and even lane-keeping assist, make the Sonata an excellent daily driver for you and your family. 

The power delivery of the Sonata does not feel sporty or extreme but can be seen as spirited if you have the 2.0-liter turbo in the top trim spec. The car will not feel like anything new or innovative to drive, but for an everyday family car, it’s more than enough. You can also say that storage space and trunk size are a plus for this car, even if rear legroom lags a bit behind competitors. 

Electric vehicles are a solid choice for buyers looking to cut their carbon footprint and stop paying for gas, but they’re not the best electrified vehicle choice for everyone. Plug-in hybrids help bridge the gap, offering electric range with the security of a gas engine when there is no option to charge. They’re slightly more expensive than regular hybrids, but they offer a fantastic compromise for people who aren’t ready to make the jump to full electric. Heck, the site’s founder even owns one!

That said, we’ve rounded up our favorite PHEVs for 2024 here, but if you want to see our monster list of best cars, head here. The models on this list offer great tech, upscale interiors, and solid performance. Care to take a look at the best plug-ins the market has to offer? Perfect. Then let’s get rolling.

Chrysler Pacifica Hybrid

• Starting price: $51,095
• Horsepower: 260 hp
• Torque: 262 lb-ft.
• MPG combined: 30 MPG
• MPGe combined: 82 MPGe
• Battery capacity: 16 kWh
• EV range: 32 miles 

Laugh all you want at minivans, but the Chrysler Pacifica Hybrid is genuinely one for the books. Interestingly, it used to be the only hybrid van on the block, but that changed when Toyota introduced the latest Sienna. But Chrysler beats it out with plug-in functionality and a surprisingly stout 32-mile range estimate. On top of that, it returns 82 MPGe and up to 30 mpg with its gas powertrain. The Pacifica Hybrid also brings comfortable minivan handling and confident-but-numb steering. 

Though aging, especially compared to its more recently updated rivals, the Pacifica Hybrid’s interior offers fantastic comfort and solid space for people and gear. Leather upholstery and heated front seats come standard, and the second-row captain’s chairs bring good padding and support. Chrysler uses Stellantis’ Uconnect infotainment system, which is easily one of the most intuitive and easy-to-use interfaces on the market. Even if it’s not the newest system to date, it rewards buyers with rapid touch response and a brainless-to-navigate layout that even our new editor-in-chief can attest to, having experienced many modern Stellantis/FCA vehicles. It runs flawlessly on the standard 10.1-inch touchscreen and brings wireless smartphone connectivity, Bluetooth, USB inputs, and six speakers. 

Hyundai Santa Fe PHEV

• Starting price: $42,410
• Horsepower: 261 hp
• Torque: 258 lb-ft.
• MPG combined: 33 MPG
• MPGe combined: 76 MPGe
• Battery capacity: 13.8 kWh
• EV range: 32 miles

The Hyundai Santa Fe was an all-new model in 2021 and gained a frugal plug-in hybrid powertrain last year. While not a performance vehicle by any stretch of the imagination, the Santa Fe Hybrid offers brisk acceleration and reasonably athletic handling. At the same time, it maintains easy-going ride quality and offers a quiet cabin. 

With the recent overhaul, Hyundai moved the Santa Fe in a more premium direction, giving it an upscale interior with excellent materials quality and handsome design. Hyundai’s infotainment tech is less complicated than many other brands’ systems, and it runs smoothly on the Santa Fe PHEV’s standard 10.25-inch touchscreen. Other standard tech includes Apple CarPlay and Android Auto, Bluetooth, wireless charging, and HD radio.

Hyundai Tucson PHEV

• Starting Price: $38,475
• Horsepower: 261 hp
• Torque: 258 lb-ft.
• MPG combined: 35 MPG
• MPGe combined: 80 MPGe
• Battery capacity: 13.8 kWh
• Range: 33 miles

The Hyundai Tucson was recently overhauled, which brought sharp style, updated hybrid functionality, and better tech. This SUV offers a smooth ride, solid acceleration, and a refined hybrid system that smoothly hands off between gas and electric components. All-wheel drive comes standard, and Hyundai opted for a six-speed automatic over a CVT here, which significantly improves drivability. At the same time, the SUV returns up to 80 MPGe combined and 38 mpg in gas mode. 

Regardless of trim, the Tucson offers a spacious, upscale interior with solid materials quality. There’s good head and legroom in both rows of seats, and passengers in the front enjoy comfortable buckets with good padding and support. An 8-inch touchscreen comes standard, bringing wireless smartphone mirroring. Wireless charging, SiriusXM radio, Bluetooth, and dual-zone automatic climate controls are also standard. 

Jeep Grand Cherokee 4xe

• Starting Price: $60,490
• Horsepower: 375 hp
• Torque: 470 lb-ft.
• MPG combined: 23 MPG
• MPGe combined: 56 MPGe
• Battery capacity: 17.3 kWh
• Range: 26 miles

The Grand Cherokee 4xe was launched by Jeep following the success of the plug-in hybrid Wrangler. The SUV offers a decent all-electric range with energetic acceleration, though the transition between gas and electric powertrain elements can sometimes be awkward. Four-wheel drive is standard, and a smooth eight-speed automatic transmission helps the powertrain maintain smooth, quiet operation. And, okay, so it’s not the most efficient of this gathering at only 23 mpg and 56 mpge combined, but it sure packs a healthy wallop of power and torque, great for off-the-line jumps and highway passes.

The Grand Cherokee offers comfortable seating for up to five people. Jeep offers a range of upscale features, including leather upholstery, heated and ventilated front seats, massaging seats, and a heated steering wheel. An 8.4-inch touchscreen comes standard, along with wireless Apple CarPlay and Android Auto, six speakers, and a 10.25-inch digital gauge cluster.

Jeep Wrangler 4xe

• Price: $60,360
• Horsepower: 375 hp
• Torque: 470 lb-ft.
• MPG combined: 20 MPG
• MPGe combined: 49 MPGe
• Battery capacity: 17.3 kWh
• Range: 22 miles

Surprised that this made it? Come on, now. The Jeep Wrangler 4xe has become America’s best-selling plug-in hybrid, and its powertrain delivers good acceleration with a reasonable all-electric range. However, like the Grand Cherokee, the Wrangler 4xe’s powertrain sometimes stumbles in the handoff between the electric motors and gas components. The Wrangler can also be a handful to manage on the highway, as its off-road suspension makes it feel busy and sometimes unsettled at higher speeds.

It must be noted that while the Wrangler 4xe is the least efficient member of this club, it may as well be a Prius among standard Wranglers, eking out a healthy 20 mpg and 49 mpge combined. Hey, after all, it’s still a big ol’ Wrangler, sculpted by a wind tunnel if the wind tunnel was out of service. But try going to Moab in a Corolla Cross.

The new Wrangler is much more luxurious and plusher than its predecessors, but this is still a rugged off-road SUV we’re talking about. Jeep did a good job at balancing materials quality throughout the Wrangler’s cabin, as there’s a mix of low-rent and upscale materials throughout. The SUV comes standard with a 7-inch touchscreen running Uconnect infotainment software. Apple CarPlay and Android Auto come standard, along with eight speakers and Bluetooth. Higher trim levels get a larger 8.4-inch screen and navigation.

Toyota Prius Prime

• Price: $32,975
• Horsepower: 220 hp
• Torque: 139 lb-ft.
• MPG combined: 48 to 52 MPG
• MPGe combined: 114 to 127 MPGe
• Battery capacity: 13.6 kWh
• Range: 39 to 44 miles

Toyota redesigned the Prius and its Prime plug-in variant back in 2023, giving it a striking appearance overhaul that made it surprisingly attractive from a design standpoint. It doesn’t just look better, it’s also more engaging to drive, with more power and far better acceleration than the previous generation.

The plug-in powertrain provides solid acceleration and refined operation, and there are up to 44 miles of all-electric range on tap in the most efficient models (it varies on the wheel/tire package). Regardless of trim level and tires, Prius fans are in for one of the most efficient plug-ins by a vast margin and one of the most improved generations of Prius, period. And no better is that reflected than its cabin.

The Prius Prime’s interior feels more upscale and premium than in years past. Toyota implemented heavy updates to the infotainment system, making it easier to use and more intuitive. Front-seat space and comfort are both top-notch, but folks in the back seat may find a shortage of headroom because of the car’s sloping roof. An 8-inch touchscreen comes standard, along with wireless Apple CarPlay and Android Auto, Bluetooth, and Amazon Alexa functionality. 

Volvo XC60 Recharge T8 PHEV

• Price: $57,900
• Horsepower: 455 hp
• Torque: 523 lb-ft.
• MPG combined: 28 MPG
• MPGe combined: 63 MPGe
• Battery capacity: 18.8kWh
• Range: 35 miles

The Volvo XC60 Recharge T8 PHEV blends Volvo’s safety and luxury aesthetic with an advanced plug-in powertrain and great tech. The SUV delivers up to 35 miles of all-electric range, and acceleration isn’t wimpy by any measure. At the same time, the XC60 maintains a comfortable ride, though it’s not as athletic as some rivals. An eight-speed automatic transmission sends all that delicious, fiery power to all four wheels, and the stout powertrain operates smoothly in most situations.

Oh, did anyone mention this thing pushes 523 pound-feet? The Grand Cherokee 4xe sprints, but this is definitely a hard charger, with magazine-tested zero-to-60 runs in the low-four-second range and quarter-mile sprints in the high-twelves. For reference, that’s Mustang GT territory. But you’d never know from a mere glance at its opulent innards.

Volvo’s austere Scandinavian design gives the XC60 a calming, serene feel, and the materials are top-notch, no matter where you look. The front seats are supportive and generously padded, complementing a spacious back seating area that comfortably accommodates adults. Volvo moved to Google-based infotainment, which operates well on the 9-inch display. Apple CarPlay and Android Auto are standard.

(Editor’s note: updated 2/8/2024)

Tesla, the American automaker owned by electronic musician Grimes’ on-again-of-again “situationship” Elon Musk, continues to be one of the most popular and ubiquitous electric vehicles on the road. Despite the bad press surrounding the erstwhile richest man in the world’s stewardship over X (formerly known as Twitter), the enthusiasm for new (and used) Tesla electric vehicles remains high – and not just among Musk fanboys, as one might assume.

Since becoming one of the pioneering electric-only car companies, Tesla has had its fair share of controversies, blow-ups (both literal and figurative), and general bad vibes. The quintessential example of the adage “no such thing as bad press,” Tesla’s engineers are known for setting the pace within the industry (for better or worse) and the end result has been consistently impressive – with sales to match.

The Tesla landscape in 2023

If you’re thinking about going all-in on Mr. Musk’s latest mystery machines, some patience might pay off in the long run. Tesla continues to cut the MSRP for its cars, with further reductions expected following yet another earnings miss and waning investor confidence. Otherwise, you can find a used Tesla for less than the price of a base Nissan Altima, especially the Model 3.

For some bleak outsider comedy, the transcripts from the earnings call are out there – and they feature moments like this one that prove Elon totally knows what pennies are and also definitely watched Game of Thrones.

It’s like Game of Thrones but pennies. I mean, first approximation, if you’ve got a $40,000 car, and roughly 10,000 items in that car, that means each thing, on average, costs $4. So, in order to get the cost down, say, by 10%, you have to get $0.40 out of each part on average. It is a game of pennies.

Elon Musk – Tesla Q3 2023 Earnings Call

What’s next for Tesla in 2024 and beyond?

Now that we’ve got that all out of the way, let’s get to the fun stuff. As mentioned above, Tesla continues to innovate in the electric vehicle space. The American automaker’s upcoming roadmap includes a production fleet of Tesla Semi trucks, a refreshed Roadster 2.0, the diminutive “Compact EV” (also known as the Model 2 or “Redwood”, and, of course, the elephant-colored chunk of metal in the room – the Cybertruck.

UPDATE 3/15/2024: We’ve updated this article with some information about the refreshed Tesla Model 3 (codename “Highland”) that is starting to appear stateside as well as some updates on the Model 2.

2024 Tesla Model 3 (Highland)

When the entry-level Tesla Model 3 first hit the scene in 2017, it instantly received good reviews. Finally Tesla was catering to the “budget” car consumer, without sacrificing (much) in the way of performance, range, or features. The first time I rode in a Model 3 I was completely blown away by how spacious the main cabin was. With the Model 3’s first major refresh since its launch, the 2024 Tesla Model 3 Highland improves on many of these already excellent details.

The most noticeable change is the front slope of the hood and the shape of the headlights, now with a more “sports-car” looking silhouette and (allegedly) improved aerodynamics, which should result in increased range. Codenamed “Highland” during development, this car has been available overseas since late 2023 and are starting to roll out stateside as we speak.

As of writing, the 2024 Tesla Model 3 is available in two trim levels, a single-motor (RWD) version and a dual-motor (AWD) version, leaving questions as to if they’ll be bringing back the “Performance Model” Tesla 3 from previous model years. We will update this section if we hear more about this trim level returning.

From initial looks at the Tesla Model 3 refresh, it seems like the cabin is (somehow) even more spacious than in the first edition. The spartan design cues are still there, so expect clean lines and a massive center console infotainment screen. The rear seats fold flat, meaning you can fit as many as 15 full-sized suitcases inside (apparently).

2024 Tesla Model 3 (Highland) specs

• MSRP: $40,630 (single-motor/RWD), $47,630 (dual-motor/AWD)
• 0 to 60 mph: 5.8s (single-motor), 4.2s (dual-motor)
• Top speed: 140mph (single-motor), 145mph (dual-motor)
• Weight: 3,862 pounds (single-motor), 4,034 pounds (dual-motor)
• Battery capacity: 50.40 kWh (single-motor), 75.00 kWh (dual-motor)
• Range: 272 (single-motor), 333 (dual-motor)
• Seating: 5 adults
• Cargo volume: 23 cubic feet

Tesla Compact EV/Model 2/Redwood

UPDATED 3/15/2024: Tesla has now slated the Compact EV (sometimes called the Model 2 or referred to by its codename “Redwood” for a late 2025 debut (although we have reason to doubt this.) We’ve updated this section with new information.

While the Model 3 made waves in the “entry-level” EV world, upstart electric vehicle makers across the world have been scrambling to create a truly populist vehicle. Something accessible to everyone, reliable, and if possible, fun to drive. For years there have been rumbles from the Tesla team that a sub-$25k MSRP compact EV could be in the offing. Tesla teased the design by sharing this sketch back in 2020.

We’re excited to see what comes from this development process, because a $25,000 MSRP Tesla could be exactly the thing that kicks the electric vehicle revolution into high gear. This will also allow Tesla to compete in markets like China and other parts of world where super-low priced EVs are a dime a dozen.

According to CarScoops, the initial production run of the Tesla Model 2 will be produced at Tesla’s Shanghai Gigafactory in China, but the automaker may opt to have regional plants build cars for other markets.

Now, back to that promised late-2025 production window… A potential wrench has been thrown into the works by investment firm Evercore according to a recent report by Fortune. The money men (and presumably some women) toured Tesla’s Gigafactory Texas facility and were less than impressed with what they found.

Evercore’s report began on a dour note, with lead analyst Chris McNally declaring that “Tesla is increasingly a 2027 story.” This means they don’t imagine the budget-level Model 2 will enter production before 2027 and that would only be if the automaker is able to get the cost-of-goods down to well below MSRP. As always, we will update this article when we hear more.

Tesla Model 2/Q/C Specs

• Expected model year: reportedly 2025, possibly 2027
• Expected MSRP: $25,000
• Expected 0 to 60: 5 seconds
• Expected top speed: 120mph (193 kmh)
• Expected battery capacity: 75 kWh
• Expected battery range: 279 miles (single motor)

Cybertruck (SURPRISINGLY, IT’S FINALLY HERE)

Let me start this section with an apology.

If you follow me on Twitter or know me IRL, you’ve probably heard me make fun of the Cybertruck. Maybe you’ve seen me make fun of the way it looks, or the door panels don’t align, or how it couldn’t jump a small curb in “off-road mode”, or how its basic design flaws were costing the company untold millions. You definitely would’ve seen me make fun of the time he revealed the Cybertruck to investors by smashing its supposedly unbreakable window with a rock.

Welp. Against many people’s negative outlook, the Cybertruck is finally here for U.S. orders in 2024. And that’s despite the testing hiccups that have occurred over this truck’s gestation period. The prototypes were breaking down like crazy, and the model year was pushed to 2025. It certainly doesn’t inspire much confidence that Elon Musk is saying things like “[Tesla] dug our own grave with the Cybertruck” on investor calls.

So yeah, there’s been a lot to make fun of with the Telsa Cybertruck, but this past week Elon completely redeemed himself. Oh no, I’m still joking, all he did was shoot it with a danged Tommy Gun – surely this will make the Cybertruck the #1 choice of getaway vehicle for old-timey scofflaws, rascals, and ne’er-do-wells.

There isn’t really much else to say about the Tesla Cybertruck that hasn’t already been said. At the moment of writing, Tesla is claiming a production run that’ll start in 2024, but even long-time fans are starting to lose faith. As a recent post on r/RealTesla (the Subreddit for Tesla drivers who haven’t “drank the Elon-Ade”) calls out:

While I have little faith in humanity left, surely nobody is going to actually buy a CyberTruck, right?

I just can’t imagine the shame.

Can you imagine what it would be like to be “that guy”?

Would you confuse all the smirking attention for admiration? I can’t get my head around the mental gymnastics it would take to buy, own and drive one.

Additionally, can you imagine the type of person who would buy one? Like, just think about it for a second. It’s horrible!

u/St3fanz on r/RealTesla

Tesla Cybertruck Info:

• MSRP: $60,990 (Rear-Wheel Drive), $79,990 (All-Wheel Drive), $99,990 (Cyberbeast)
• 0 to 60 mph: 6.5 seconds (single motor), 4.1 seconds (dual motor), 2.6 seconds (Cyberbeast)
• Top speed: 130 mph
• Weight: 6,843 pounds
• Towing: 7,500 lbs (Rear-Wheel Drive) 11,000 lbs, (All-Wheel Drive), 11,000 lbs Cyberbeast)
• Battery capacity: 123 kWh
• Range: 250 mi (Rear-Wheel Drive), 340 mi (All-Wheel Drive), 320 mi (Cyberbeast)
• Seating: 5 adults
• Cargo volume: 120.9 cubic feet

Roadster 2.0 (maybe?)

When the original Tesla Roadster was announced for production in 2008, the upstart carmaker’s first release boasted some eye-popping stats. The sleek, futuristic design felt right for the advanced electric motor hidden within that could accelerate from 0 to 60 in 3.9 seconds. Throughout its lifespan, the Roadster has seen MSRPs for competitive models balloon, making the 2009 edition’s $98,000 price tag seem quaint in comparison. The original run of Tesla Roadsters ended in 2012 despite the 2010 model being Elon’s daily driver of choice. Since getting blasted off into literal space on the back of a goddamn rocket, the O.G. Tesla hasn’t made many headlines, so a refresh shouldn’t surprise anyone.

While official details are hard to find, it’s clear that the new model of the Tesla Roadster will pick up where version one left off. It will be sleek, it will be stylish, it will be full of next-level tech, it will be fast, and you’d better believe your ass that it is going to be expensive. The Tesla Roadster is not an entry-level electric vehicle and we can’t wait to see how it compares to the original. Unfortunately, for now, all we can do is poke around the internet for some concept art and dream of yet another high-performance vehicle we simply cannot afford.

Tesla Roadster 2.0 info:

• Expected model year: 2026
• Expected MSRP: $200,000 (Founder’s edition: $250,000)
• Expected 0 to 60 mph: 1.9 seconds
• Expected top speed: 250mph (403 kmh)
• Expected battery capacity: 200 kWh
• Expected battery range: 620 mi (998km)

Tesla Semi

The Tesla Semi truck was called “badass” when the company announced it way back in 2017 and while the aggressively futuristic freight vehicle has impressed in the abstract, the rollout has been a bit of a mess. Musk’s notoriously dodgy PR is at least partially to blame for the confusion, according to my new favorite website Freight Waves,

Trucks in the United States are allowed to weigh a maximum of 80,000 pounds, including the tractor, the trailer and everything you’re fitting inside. Electric trucks, like the Semi, are allowed to weigh 82,000 pounds. Companies typically want to haul as much as they can in a single truck, so getting close to that 80,000-pound limit is ideal.

However, Tesla, which did not respond to a press inquiry, has not released information on how much the truck actually weighs.

That limits what the Semi is able to haul, and for how long. Right now, snack and beverage behemoth PepsiCo is the only company to have received its Tesla Semis. It has three dozen electric big rigs servicing two California warehouses.

From one base in Modesto, California, 15 Tesla Semis are hauling Frito-Lay products up to 425 miles, according to a 2022 Reuters article. That means potato chips and other snack foods — a (literally) low-lift task. From another base in Sacramento, California, 31 Tesla Semis are hauling loads of soda. It’s a much heavier load, but these trips are around 100 miles, per Reuters. 

That would make the Tesla Semi a less versatile truck than a traditional option, where you know what it weighs and how long a distance it can handle. When communicating to a commercial audience, it’s crucial to include those details.

Rachel Premack – Freight Waves

Most recently, the Tesla Semis that have been put into use had a major safety recall after the National Highway Traffic Safety Administration (NHTSA) discovered the electric trucks could “fail to move into the park position when the parking brake is activated,” which is kind of an important thing for a 30,000+ lb truck to be able to do.

• Expected model year: 2025
• Expected MSRP: $250,000+
• Expected battery capacity: 950 kWh
• Expected 0 to 60: 20 seconds
• Expected maximum gross combined weight: 82,000 lbs
• Expected battery range: 300-500 mi

FAQs

So, there we have it, every new vehicle Tesla claims will be released in the next few years. We’ll keep this page updated when more details come in, but candidly I would not be surprised if at least one of these models fails to materialize before 2030. Maybe I’m being a pessimist, but then I look at the Cybertruck and I know deep in my soul I am right.

When will Tesla release the Tesla Roadster 2.0?

The Second-Generation Tesla Roadster was teased in 2017, but hard details are difficult to find. At the time of publication, the Tesla Roadster 2.0 is rumored to be part of the 2026 model year.

When will Tesla release the Tesla Model 2/Q/C?

While Tesla has been teasing it for a while now, details about the hatchback Tesla Model 2 (also known as the Model Q or Model C) are scarce. This entry-level electric vehicle will have an MSRP of around $25,000 and could be part of the 2026 model year.

When will Tesla release the Tesla Semi Truck?

A fleet of Tesla Semi Trucks was delivered to PepsiCo in Sacramento, CA late last year, but the production model has not yet surfaced. Based on the relative lack of updates, we’re anticipating more information in 2024 and beyond.

The number of new electric models is exploding, but like gas vehicles, some are great and others leave something to be desired. We’ve had a chance to drive several of the year’s best EVs and have come up with a list of the best electric models we’ve driven so far this year! Do any of these fine science projects on wheels tickle your fancy?

We’ll update this list as the year goes on and we get our hands on newer vehicles, but let’s get rolling to see our current favorites.

Hyundai Ioniq 5

Starting price: $41,650

Horsepower: 168 to 320 hp

Torque: 258 to 446 lb-ft.

Combined MPGe: 99 to 114 mpge

Battery Capacity: 58 to 77.4 kWh

Range: 220 to 303 miles

IIHS Top Safety Pick? Top Safety Pick +

The Hyundai Ioniq 5 combines retro-futuristic styling with advanced driver aids and smooth, silent acceleration. It operates on an 800V electrical architecture, enabling blazing-fast charging, and it can travel up to 303 miles on a charge in its most generous configuration. While all-wheel drive is available, the most efficient and longest-range models are those with rear-wheel drive. The Ioniq 5 has a smooth ride and refined operation, and while it’s not the most powerful or exciting EV on the market, it’s certainly tuned for comfort and delivers on that promise.

Hyundai’s tech isn’t as fancy or flashy as others, but it gets the job done and makes interacting with the vehicle a pleasure. The EV comes standard with a 12.3-inch touchscreen and a 12.3-inch digital gauge cluster that offers Apple CarPlay and Android Auto, Bluetooth, HD radio, SiriusXM, and more. Additionally, the Ioniq 5 earned a Top Safety Pick from the IIHS in 2023.

Kia EV6

Starting price: $42,600

Horsepower: 167 to 576 hp

Torque: 258 to 545 lb-ft.

Combined MPGe: 83 to 117 mpge

Battery Capacity: 58 to 77.4 kWh

Range: 218 to 310 miles

IIHS Top Safety Pick? No

The Kia EV6 shares a platform and much of its underlying technology with the Hyundai Ioniq 5, though it presents unique styling and a hotter performance variant in the EV6 GT. The 800V architecture it features enables a 10 to 80 percent charge in as few as 18 minutes using the fastest chargers available. All configurations offer healthy acceleration, but the EV6 GT’s prowess rivals that of some supercars. At the same time, the SUV has engaging handling and can hold its own in corners. It’s a little tightly wound, but most will find the ride quality agreeable. 

Psst. To any speed junkies here, note it’s the only Korean EV available with that hotted-up, sports car-fighting powertrain option. Or at least it is until Hyundai drops the Ioniq 5 N on our shores. But until then, it’s an EV6 GT or bust!

Like Hyundai, Kia focuses on functionality over flashiness in its infotainment systems. It also offers two 12.3-inch screens, along with Apple CarPlay and Android Auto, 14 speakers, wireless charging, navigation, and more. It earned a Top Safety Pick in 2022, but the IIHS hasn’t yet smashed it in the newer, tougher side-crash tests.

Ford F-150 Lightning

Starting price: $49,995

Horsepower: 452 to 580 hp

Torque: 775 lb-ft.

Combined MPGe: 66 to 70 mpge

Battery Capacity: 98 to 131 kWh

Range: 230 to 320 miles

IIHS Top Safety Pick? No

Ford wasn’t the first to market with an electric pickup, but it hit the market hard with the F-150 Lightning — a normal-looking, full-sized truck that is surprisingly capable and demonstrates decent range. Though it has raised prices and struggled to keep up with demand, Ford configured the truck to be as familiar as possible for everyday buyers, and the Lightning delivers on that goal. It offers fantastic interior space and comfort and plenty of available tech – including BlueCruise hands-free driving. Though its range extends to 320 miles, towing and hauling heavy loads has an outsized impact on the distance it can travel, but 66 to 70 mpge combined is still pretty darn good for what it is.

Ford’s excellent Sync infotainment system runs on a 12-inch touchscreen, and the truck comes standard with a 12-inch digital gauge cluster. Buyers can upgrade to a massive 15.5-inch display, and other options include wireless charging, HD radio, and SiriusXM radio. Though it missed out on a Top Safety Pick, the Lightning comes standard with a load of advanced safety kit, including blind spot monitoring, rear cross-traffic alerts, lane keep assist, and more.

All said and done, it’s a fairly well-equipped and heavy-hitting product, even if it can get egregiously priced near the top of its trim levels. And sure. Although, it’s clearly not ideally sized for urban environments, don’t let a little girth deter you from an otherwise compelling product, especially if utility is a huge plus for you.

Mercedes-Benz EQS

Starting price: $104,400

Horsepower: 355 to 649 hp (751 hp w/ boost)

Torque: 417 to 700 lb-ft. (752 lb-ft. w/ boost)

Combined MPGe: 76-96 mpge

Battery Capacity: 108.4 kWh

Range: 280 to 352 miles

IIHS Top Safety Pick? Not yet tested

The Mercedes-Benz EQS is a flagship electric sedan from the luxury brand that offers futuristic tech, striking style, and an available AMG variant with breathtaking performance. No matter the powertrain choice, the car carries itself with authority and composure. It remains comfortable over various road surfaces and is surprisingly capable in the corners. At the same time, the interior remains quiet, and the car feels like an S-Class Mercedes at all times.

Mercedes offers a serious array of tech in the EQS, including standard 64-color ambient interior lighting and a 12.3-inch digital gauge cluster. Though optional before, the expansive Hyperscreen system now comes standard, bringing a 17.7-inch touchscreen and a 12.3-inch passenger display. The EQS comes standard with blind spot monitoring, rear cross-traffic alerts, pedestrian and cyclist detection, forward and rear automatic braking, and more.

Nissan Ariya

Starting price: $43,190

Horsepower: 214 to 389 hp

Torque: 221 to 442 lb-ft.

Combined MPGe: 87 to 101 mpge

Battery Capacity: 63 to 84 kWh

Range: 205 to 304 miles

IIHS Top Safety Pick? Top Safety Pick +

Nissan had delays with its new EV, the Ariya, but it landed in 2023 with a decent range and impressive horsepower. Acceleration feels solid, though the front-wheel drive model takes more than seven seconds to reach 60 mph. The all-wheel drive configuration is considerably quicker, making the run in 5.5 seconds, and the SUV manages itself well on the road. Braking and steering are confidence-inspiring, and the Ariya holds its own in the corners.

Nissan equips the Ariya with a standard 12.3-inch touchscreen running wireless Apple CarPlay and Android Auto. A Wi-Fi hotspot, HD radio, Amazon Alexa capability, and much more also come standard. The Ariya has a solid list of standard safety equipment, though the IIHS hasn’t tested it yet. It’s equipped with blind spot monitoring with rear cross-traffic alerts, lane departure warnings, pedestrian detection, automatic high beams, a rearview camera, parking sensors, and driver attention warnings.

Genesis Electrified G80

Starting price: $79,825

Horsepower: 365

Torque: 516 lb-ft.

Combined MPGe: 97 mpge

Battery Capacity: 87.2 kWh

Range: 282 miles

IIHS Top Safety Pick? Not yet evaluated under new criteria

Genesis took a tried-and-true approach with the Electrified G80, fitting batteries and an electric motor to the gas model’s body. The results are impressive: 365 horsepower, 282 miles of range, and all the luxury ride quality anyone could want. The car retains its flagship sedan feel, and the silent electric drivetrain offers strong acceleration and smooth operation. It’s not the most agile option around, but the car’s extreme level of comfort is a substantial consolation prize.

The Electrified G80 gets a 14.5-inch touchscreen, Apple CarPlay and Android Auto, 12 speakers, dual-zone automatic climate controls, a digital gauge cluster, and USB inputs. A 12.3-inch gauge cluster is available, along with wireless charging and an upgraded Lexicon audio system. The Electrified G80 earned a Top Safety Pick + in 2022 but hasn’t been subjected to the new, more intense side-crash tests. 

Cadillac Lyriq

Starting price: $58,590

Horsepower: 340 to 500 hp

Torque: 325 to 450 lb-ft.

Combined MPGe: 89 mpge

Battery Capacity: 102 kWh

Range: 307 to 314 miles

IIHS Top Safety Pick? Not yet tested

The Lyriq is Cadillac’s first EV, riding on GM’s advanced Ultium platform. And while not everyone on board Acceleramota seems to love it, there’s no denying what it has to offer GM fans. It offers up to 500 horsepower, and even the base configuration brings 340 ponies to the table. Acceleration isn’t exceptionally thrilling, but the SUV delivers refined power and good handling. It’s also every bit a Cadillac, bringing a smooth driving experience and a stable ride quality. The Lyriq’s one-pedal driving function works well, and standard braking feels solid.

The Lyriq’s dash is adorned with a massive array of screens, collectively spanning thirty-three inches, and equipped with wireless Apple CarPlay and Android Auto, Bluetooth, multiple USB ports, seven speakers, and more. Additionally, Cadillac includes ambient interior lighting, an AKG premium stereo, and a panoramic sunroof. Though it hasn’t been evaluated by the IIHS yet, the Lyriq comes standard with a vibrating safety alert seat, lane departure warnings, pedestrian and cyclist detection, blind spot monitoring with rear cross-traffic alerts, automatic emergency braking, and forward collision warnings.

It’s cold. So cold. But life doesn’t stop in the cold, and neither does your EV. Winter weather can present unique obstacles for your electric vehicle that don’t often affect gas-engined ones, and you must know how to tackle them. So we compiled everything there is to know about EV winter survival!

Unlike combustion engines, batteries are indeed negatively affected by winter, or at least to a significantly greater extent. You also need to consider your charging habits and where you park your vehicle. And traction is something every car lover must understand when the roads get slippery. We’re not necessarily debunking EV myths here; we’re only providing straight facts on electric car performance (as well as general driving and car ownership tips) during winter. So, let’s dive in and ensure your EV is winter-ready!

🚦Get ready, set, full disclosure! Some of the links powering our posts contain affiliate links, which means we may earn a small commission if you decide to make a purchase, even if it’s not from the page we linked. Affiliate links are not always an endorsement of the product. To really help us keep our headlights shining to make more content like this, subscribe to the Acceleramota newsletter.

Maximizing range in cold weather

At temperatures below 32°F (freezing), battery chemistry functions all slow down, reducing how fast your battery can charge and discharge. Some battery compositions are more susceptible to degraded performance than others. At extremely low temperatures, the electrolyte can freeze, and your battery might be unable to discharge. Charging at low temperatures can also reduce your battery’s life span.

It’s important to note that battery pre-heating is common in electric vehicles, and most will not let you charge before the battery has heated sufficiently. Batteries also generate their heat when you drive. However, note that range may still take a hit as your energy consumption may rise with your reliance on climate controls and heating.

You will lose range. As little as 3% but can be as drastic as 25% to 30%. Whether you’re driving a Tesla or Audi E-Tron, any lithium battery loses range in weather below freezing. The degradation in performance should you find yourself with a nickel-metal battery or perhaps a dinosaur with a lead-acid one.

EV battery winter solutions

Some positive news is that there are solutions to improve your winter battery performance.

•  Precondition your EV (arguably the most important thing!): Although your car will probably do this before charging, it can help to precondition your EV before this. You can do this using your vehicle’s app, smart home system, or even the car’s infotainment.
• Park in a garage: Removing your electric car from complete cold weather exposure does help. Parking in a heated garage is an even better option. 
•  Use a winter car cover: Parking outside is the only option for many people. If that’s you, a winter car cover is your best bet. Yes, more high-tech solutions are coming, but this can prevent your vehicle from freezing over and further reducing battery temperatures.
•  Warm your EV while charging: Heating your seats and cabin is essential. Warm up while charging is the best way to do this without reducing range.

Winter tires (duh!)

All-season vs all-weather tires

Winter tires are necessary for those in colder states, but there’s more to tires than just the rubber that meets the road.

All-season tires offer traction in light snow, and some top-tier offerings can fare far better than others, but they’re generally not usable for especially deep snow, ice, and below-freezing weather. Anything below 45°F means it’s time to switch to a more effective tire. 

All-weather tires are better than all-season tires if you live in states with freezing temperatures. Think of them as all-seasons with a marginally broader spread of talents. A more aggressive tread pattern means you get excellent traction in snow and no hydroplaning in melting conditions. The caveat is that these tires are noisier and don’t offer equal performance compared to summer tires. They’re also still not as good as snow tires in winter, and tread life is worse than all-season tires.

Studded vs. non-studded snow tires 

Let’s talk about the real deal. Snow tires are the ultimate winter tire for snow, ice, rain, and temperatures below freezing. The main issue is that these tires are unusable in hotter conditions, so you must switch them out in the summer.

Studded snow tires offer extra traction in icy conditions. The metal studs dig into the ice, are generally the safest option when the roads are icy, and can withstand extremely harsh winter conditions. Non-studded snow tires are just as usable for winter as studded snow tires, albeit with reduced traction when ice is on the road. Not all states allow studded snow tires, and some only allow rubber studs.

Winter tire maintenance

Not all winter tires are the same. On average, electric vehicles weigh more than gas cars, increasing tire wear, specifically during winter. Choose an extra load (XL) winter tire for your EV to prevent this.

Make sure to check your winter tire tread before setting off. A great way to do this is by using a quarter; it’s time to replace the tire If you see the top of George Washington’s head. Regularly checking your tire pressure in the winter is also vital because the air is denser, which lowers pressure. 

All-wheel drive

Power to the car, people. The basis of all-wheel drive is that it powers all four wheels. Four-wheel drive functions similarly with a different mechanism, but the gist is that you get more traction on slippery surfaces. Winter tires will improve the safety of your vehicle in the colder months; all-wheel drive is that additional step for surviving winter.

It’s important to note the power of AWD systems is significantly reduced without winter tires. Many AWD cars will not help you escape a jam if your vehicle gets stuck, nor will it help you stop and turn since there’s no traction from the ill-equipped tires. That is not to say it is entirely useless in winter, but don’t go out and buy an AWD car if you don’t already have one; winter tires will do just fine.

However! Should you fancy the extra driven wheels, consider the viable options below. Heck, we have pictures and videos of them doing this exact kind of driving.

No winter tires — no problem

Winter is coming! But sometimes, life happens, and winter tires are not an option. Thankfully, there are alternatives to help you get by if you can’t score a set of winter rubber or all-weathers, ones that can be totally transformative and still save your skin when it gets really nasty outside. Some of your options are:

Autosock snow socks are the perfect winter traction tool for sports cars and emergencies. These textile wheel covers pull over your wheels just like a sock. Super quick, super traction!

Snow chains are metal chains that attach to your wheels. It’s a tried and true solution; you can buy these as a fixed set instead of buying them yourself. Even though these are an effective solution for winter traction, snow chains can be quite challenging to install.

Anti-skid tendons are similar to snow chains but forgo the old-school metal for plastic. You could also opt for long-cable ties as they perform the same function.

How to drive in winter

So you’ve put your winter tires on and are ready to take off in your super quiet EV. Another critical point about driving in winter is the driving part. Winter brings a significant loss of tire traction, which is the resistance between your rubber and the road. Too much resistance and you lose speed; too little, you start to slide and lose control of the vehicle.

Here are some extra winter driving tips:

• Keep your headlights on for improved visibility and to spot black ice easily.
• Keep your wipers elevated when parked so they don’t freeze to the glass
•  Increase your following distance to a minimum of five seconds.
•  Brake more gradually and accelerate gently.
•  If you hit black ice, take your foot off the gas pedal, steer toward the spin until you regain traction, and do not slam on the brakes. If you find your EV’s brake regen to be quite aggressive, consider dialing it to a Medium or Low setting if it’s adjustable.

Surviving a winter emergency

Let’s discuss what you should keep in your emergency kit and what to do if you get stuck. And this goes for all of you, EV or ICE powertrains!

Don’t leave your car. The worst thing you can do is stumble into a winter storm and become stuck outside your vehicle. Run your car every ten minutes for heat, but (and here’s one for the ICE car owners we know are still reading this) crack the window for fresh air to avoid carbon monoxide poisoning. Check for any snow that can clog your vehicle’s exhaust.

Keep a kit for emergencies. The National Weather Service recommends these items:

• Flashlight and Extra Batteries
•  Blankets/Sleeping Bag
•  Extra Clothing
•  First Aid Kit
•  Non-perishable food like granola bars
•  Kitty Litter for traction
•  Snow Shovel
•  Bottled Water
•  Cell Phone & Charger
•  Ice Scraper
•  with Brush
•  Booster Cables
•  Flares/Triangles

Acceleramota recommends staying at home

The safest place during winter is your house. There are those situations where you have to venture out into the icy depths, but if you don’t need to travel, don’t go out! Winter expeditions are risky even if you take the correct precautions and drive safely. So stay inside where possible and cozy up for more Acceleramota!

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

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

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

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

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