Tag Archives: electric cars

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

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

Skip to section:

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

What is the new Macan EV?

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

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

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

Porsche Macan: see prices at CarGurus

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

Porsche increases release of all-electric production models

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

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

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

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

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

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

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

Porsche Macan EV aerodynamics and design 

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

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

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

Porsche Macan EV driver dynamics and steering feel

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

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

Porsche vehicles: see prices at CarGurus

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

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

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

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

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

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

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

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

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

Skip to section:

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

Price & specs

Mercedes Sprinter: see prices at CarGurus

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

eSprinter exterior design

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

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

What’s hot?

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

eSprinter pricing breakdown

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

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

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

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

eSprinter interior and tech

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

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

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

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

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

SUV: Sport Utility Van? Not quite…

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

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

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

Playing around with electric drive modes

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

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

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

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

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

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

Real-world range performance

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

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

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

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

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

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

What’s not?

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

Built to satisfy very specific use cases

Mercedes vehicles: see prices at CarGurus

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

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

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

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

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

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

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

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

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

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

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

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

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

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

I never go into the world of crossovers expecting much in the way of creativity or differentiation. Small family crossovers are all mostly drawn from the same cookie-cutter template. But that’s also to say they all do their job commendably well. They’re all roomy. They’re all reasonably fuel-efficient. They’re all easy to drive, easy to live with, and easy to use for all your family, commuting, or household needs. They’re fine cars, and if you throw a dart at anything on the board, you’ll probably land on something you’ll enjoy. Maybe not as a driving enthusiast, obviously. But it’ll serve its purpose well. And that’s why I’m so excited to sample an oddity like the Dodge Hornet R/T.

Where have you been the whole time, you shifty little rat?

In a sea of dull but glaringly obvious choices in the market, here comes the Hornet R/T (and, by extension, the Alfa Romeo Tonale) to rule its only little corner of the kingdom and do it its own way. In R/T guise, it can be had with a spunky plug-in hybrid akin to the RAV4 Prime. Except, unlike that longtime favorite, this diminutive crossover has… wait, Brembo brakes? Wait, dual-valve Koni shocks? Michelin Pilot Sport All Season 4 tires? Metal paddle shifters? Hold up. Something’s special about this gold jellybean on stilts, and I’m going to get to the bottom of this.

Skip to section:

• Specs
• Design
• Price
• Interior and tech
• A different kind of commuter
• A different kind of hot hatch
• Conclusion

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Price and specs

GTI and GR86 fans, read it and weep. The Hornet R/T is indeed a threat. 288 horsepower and a sports car-rivaling 383 pound-feet place it squarely within the realm of entry and mid-level performance cars, and the big kid magazines’ test teams have the test numbers to prove it. Thank the 1.3-liter turbo four-banger assisted by a plug-in hybrid system consisting of two AC motors (one more than Tonale, likely resulting in its higher torque figure) and a 15.5-kWh battery, with the latter half of the powertrain being capable of up to 32 miles of EV-only commuting up to 84 mph. However, that impressive spec sheet comes at a wince-inducing price tag for our tester, which stickers at a hefty $52,405.

Dodge Hornet R/T: see prices at CarGurus

Base price:	$41,400
As-tested price:	$52,405
Engine:	1.3-liter turbocharged I4 + 2 AC motors, 15.5-kWh lithium-ion battery
Transmission:	6-speed automatic
Drivetrain:	All-wheel drive
Power:	288 horsepower
Torque:	383 pound-feet
Redline:	7,000 rpm
Weight:	4,200 pounds
Zero-to-60 mph:	5.5 seconds
¼-mile:	14.2 seconds @ 96 mph
MPG:	29 combined
MPGe:	77 combined
Observed MPG:	29.2 MPG
EV Range:	32 miles
Fuel Capacity:	11.2 gallons

Hornet R/T exterior design

Oh, thank the car gods that Italy had the heaviest influence in designing this vehicle. Yes, this is still very much an Alfa Romeo Tonale underneath, from the shape to the glass and the rear fascia. The starkest change is really just that Dodge Charger-fied mug, which itself looks pretty damn decent, and the headlights are still very much Tonale, albeit with a different lighting pattern inside the lens.

If you care not for family crossovers, then perhaps you’ll find nothing remarkable here. But one must admit it’s a refreshingly smooth and elegant way to do a RAV4 rival, with hardly any sharp creases aside from the questionably functional hood vents and Dodge grille. The smooth, paper-thin light bar streaking across the rear hatch is a fun Euro touch, as are the dual-exit exhausts that protrude through the bumper rather than beneath it. Oh, and there’s no denying how gorgeous Acapulco Gold is, and I don’t even like yellows on cars.

Cough, Tonale still looks better. Just by a bit.

Perhaps what is most enjoyable is that it’s not a diminutive two-row crossover pretending to be something sportier, bigger, or more “off-roady” than it really is from the outside. It looks small. It’s styled small. It is small. It’s honest without being drab, which should be enough to lure at least a few prospective car buyers away from Toyota or Honda lots.

What’s hot?

– Intoxicating power for a family crossover – Nimble, responsive chassis – “Just right” damper tuning with many talents – “Just right” size for urban excursions – Useful EV range with commendable regen abilities – Italian styling

Hornet R/T pricing breakdown

Before we dive into our specific tester, do note that you can get lower-rung GTs for a starting price of $31,400. Not bad! GT and more tech and luxury-laden GT Plus trims feature a Dodge-exclusive, all-ICE, non-hybrid 2.0-liter turbo powertrain not currently offered on U.S. Alfa Tonales. For a notable ten-grand discount off an optionless R/T, you score a comparable 268 horsepower and 295 pound-feet, with performance figures that are barely slower. Hmm, interesting. However, no paddle shifters are available for that powertrain’s 9-speed auto, and there are obviously no hybrid drive modes or EV-only capability.

Our R/T Plus starts at $46,400 and adds a sizeable moonroof, Harmon Kardon audio system, heated and ventilated power seats, and power liftgate. Acapulco Gold adds $595, although other colors can be had for $495 or free. The $2,345 Tech Package adds surround-view cameras, front, rear, and side parking assist, and Level 2 autonomy with adaptive cruise and lane centering. Lofty, sure. Worth it? We’ll discuss it momentarily. But get this.

What gimmicky bundle of ironic coolness has me rolling my eyes to the back of my skull while also screaming “HELL YEAH” is the availability of the (drum roll) Track Package. Track. Package. You can spec your hybrid family compact crossover with a $2,595 track pack. Although this pack features a severe lack of oil coolers, stupid wings, or carbon ceramic brakes, you do get 20-inch wheels wrapped in Michelin Pilot Sport All Season 4 tires, red-painted four-piston Brembos, and adaptive twin-valve KONI shocks.

I iterate once more: Hell yeah.

Hornet R/T interior and tech

Inside is a standard Stellantis affair with a unique Italian flair, resulting in a cabin that’s practical and comfortable without being a boring hodgepodge of flat surfaces. The center console and transmission tunnel gradually rise to meet the climate controls on the dashboard, leaving an angled surface for your wireless charger. And the center console storage bin provides ample space for wallets, phones, garage clickers, or maybe four or five small hot dogs. Maybe.

Rear passenger space is ample, with a fold-down center armrest with cupholders and a rear cargo area passthrough, which may come in handy from time to time, as the rear cargo area doesn’t appear any more spacious than a large hatchback. With 22.9 cubic feet of cargo volume, it’s roughly on par with a Kia Niro but down on a RAV4 or Ford Escape by several cubic feet. At least rear-seat passengers get their own climate vents plus USB charging, but I suppose that’s expected in this era and at that lofty price point.

The aforementioned Tech Package means our Hornet tester is graced with Level 2 autonomy in the form of lane centering and adaptive cruise. Surround-view cameras bunched with front and rear parking sensors and blind spot monitoring mean the Hornet should (theoretically) be uncrashable. Or so you’d hope. If any of these doo-dads bug you for whatever reason, they’re defeatable via hard buttons or through settings in the 10.25-inch uConnect touchscreen. The latter also houses wired and wireless CarPlay and Android Auto, built-in nav (hallelujah!), and readouts for performance gauges, electric charge, and more. The standard digital gauge cluster can also display accompanying readouts for fuel economy and which half of the powertrain, gas or electric, is using how much energy.

A different kind of commuter car

Fascinating. This two-row family crossover excels as a two-row family crossover. I never would’ve guessed.

Slap it in Hybrid or Electric via the drive mode button on the wheel, and let the Hornet R/T deliver you from your typical bland commuter car woes. The perforated suede seats are cozy. The heated steering wheel is toasty and fits beautifully in your hands. The uConnect touchscreen is fast, responsive, and immediately easy to learn in a matter of minutes. A vertical stack of shortcut buttons keeps CarPlay, music, or nav functions at a finger’s touch at all times.

Out on the open road, the Hornet is fairly quiet and comfortable. In fact, I’d argue it exceeds expectations for something with such a small stature and short wheelbase. Props to the Track Pack’s KONI dampers for excellently dispatching most of what Cali roads have to throw at it. Speed bumps, expansion joints, point holes? Pfft. The Hornet moseys on over all of them with little harshness sent through the cabin, only occasionally wallowing over large undulations as one would expect from a smaller car, like a tiny vessel over a large wave. But even over the largest lumps, it’s as composed and settled as can be. And to think its Tonale twin is even more refined, according to a little birdie who helped engineer it.

Don’t let the cutesy silhouette fool you into thinking it’s a cheap tinker toy. The Hornet is a genuinely well-mannered city car with an affinity for navigating the concrete jungle.

Most impressive was the commendable EV range afforded by the Hornet’s wee battery pack. An EPA rating of 32 miles places it near the upper echelon of plug-ins alongside other strong contenders such as the Alfa Romeo Tonale (33 miles), Ford Escape Plug-In (37 miles), and the Kia Niro Plug-In (33 miles). During my stint bouncing back and forth between Glendale and Redondo Beach, I found that best-case range to be easily believable, consistently getting 30 to 31 miles of EV range. The eSave and Sport modes prioritize gas operation to preserve and even assist with battery charge once you’re low on electrons, but oftentimes, the Hornet will always find that extra ounce in its cells for the occasional power boost off the line or on the freeway.

What’s less impressive is the total range, which could only ever be roughly 360 miles, including Electric mode. After reading the specs, you know instantly the R/T works best as your lifted city runabout. Fear no parking garage or tight back alley in the Hornet. But possibly fear interstate expeditions, as you have more frugal options. Ho-hum fuel economy in gas-only operation, further hurt by how the Hornet rarely operates as a “normal hybrid” like Toyotas, and a small fuel tank (a little over 11 gallons) means fill-ups are cheap but more frequent than you’d like if your commute sees a lot of freeway miles.

Don’t get me wrong, an EPA combined rating of 29 mpg and my 29.2 mpg average, even factoring in some hard canyon runs, aren’t bad at all! But a RAV4 Prime gets 38 combined, and its Ford Escape equivalent gets 40. What a shame this only functions as a normal hybrid a fraction of the time, heavily prioritizing gas-only or electric-only, even in Hybrid mode, because the Hornet saw mileage figures of 40 to 42 mpg in my hands when it does. Fail. Once more, at least fill-ups will be cheap.

Questionable hybrid operation paired with wonky lane-centering programming that struggles with cornering and a service warning that randomly appeared a thousand miles premature and never went away without tricking it with a specific start-up sequence makes for a crossover SUV that’s tough to recommend to the average consumer. Like seriously, this tech has been around for many years, yet it feels like an early adoption here.

I’ll write them off as hiccups in this early-build Hornet specifically, but still. Oh, Italy. Why are you like this? Oh, I can take a guess why. You must have had your priorities elsewhere, such as trying to turn the Hornet into…

A different breed of hot hatch

Gotcha, suckers! You thought this was a family car? Shut up and get to the pits. Monza beckons for a new champion.

Should anyone dare to take the R/T badge a little seriously and head for the hills with Sport mode engaged, the Hornet will oblige with the best driving experience a car of its size and class could possibly deliver. Make sure you sprung for the Track Package before you do. Trust.

The 235-wide Michelin Pilot Sport All Season 4 tires are a godsend. They were great on a base C8 Corvette Gabe and I had previously sampled. They’re stellar here, enabling enough grip that you feel like you’re going to grip roll this golden egg down the hill, but thankfully, the KONI shocks do a commendable job at keeping body motions in check. They reportedly firm up in Sport mode. Frankly, the difference, if any, is negligible and still comfy enough for daily duty. You feel the body tilt in corners, but it takes a set and rotates right around with assistance from the torque-vectoring electric motors, almost never getting upset by mid-corner bumps and undulations despite the thin tire sidewalls and short wheelbase.

Steering was expectedly a tad numb and light, but there was just an ounce of feedback coming through to let you know there was a bump or the road surface had changed. A little more weight could do nicely, but at least it was reasonably quick and accurate for what’s ultimately still a family car. You can tackle most right-hand city streets and tight canyon bends without ever crossing arms, which is always nice.

Brakes? Effective. But a little wooden-feeling, needing a heavy foot to haul it down from the lofty speeds the plug-in powertrain is capable of. Which, by the way…

Did I mention this thing was fast? Because it’s fast. Quite fast. The big kid magazines have consistently clocked sprints to 60 mph around five and a half seconds, mirroring some V6 and turbo-four pony cars and posing a serious threat to GR86s and Miatas everywhere. The 1.3-liter pushing damn-near 30 pounds of boost out of its itsy-bitsy turbo must surely lag like a Group B rally car, but thankfully, its hybrid half fills in the torque more than adequately enough. Engage PowerShot mode, and you get 15 seconds of electric overboost with an extra 30 horsepower. Because that’s just what I needed on the way to Trader Joe’s. Whether that 30 horsepower is on top of the 288 or if the 288 is with PowerShot is unclear. But quick is quick.

Best of all, Sport mode’s battery regen, whether from the brakes or the engine itself, is far more aggressive than in eSave. Basically, whenever you’re not asking for juice for full-throttle sprints, it’s juicing the battery instead. This effectively means you can enter your local canyon road with a near-dead battery and come out with it nearly fully charged!

No charger? No problem. Just run for the hills (or your nearby freeway on-ramp).

As for the six-speed auto, it’s definitely no ZF or DSG. But it gets the job done and is thankfully responsive-ish to the familiar Alfa Romeo metal shift paddles. Sure, there were a few slight, quarter-second delays on a few upshifts. But its relative lack of sporting intent is forgiven when the paddles are this damn fun to click-clack around, just like its distant corporate cousins costing multiples more.

What’s not?

– Unremarkable mpg in gas-only mode plus small gas tank equals short range – Rarely functions as a normal hybrid – Brakes require a heavy foot for performance driving or emergency stops – Somewhat small cargo area – Italian electronic annoyances – The Hornet GT and Alfa Romeo Tonale exist

New Dodges: see prices at CarGurus

Too lovable but too flawed

Could you tell I’m smitten? It’s got style! It’s got swagger! It’s got speed, handling, and real-world urban commuting chops! After only five days, I fell in love with the Hornet R/T. I just don’t know if I can ever recommend a Hornet R/T. Here’s why.

If you insist upon a plug-in for the handy all-electric capabilities, the Tonale exists. For a few grand more than the comparable R/T, you can nab the actual donor car that’s arguably far more attractive and, frankly, more authentic because it’s the original one. The performance, despite being down on torque, is nearly identical. And according to a former engineer behind the project, it’s quieter and more refined.

Back in Detroit, there’s the Hornet GT, which trades its plug-in powertrain for an all-ICE 2.0-liter powertrain with comparable performance, fuel economy, and total range for $10,000 less. A Hornet R/T could buy you one comparable GT without the worry of charging and with leftover dough for a decent Fiat 500e if that’s your jam. Both corporate cousins leave the R/T in an odd spot between, “You got to really want it,” and, “I could use that spare couple thousand bucks.”

But looking at the R/T for what it is. If you don’t mind drinking Dodge’s Kool-Aid and partaking in the Americanized Italian hybrid for all it gets right, and in spite of all it gets wrong, then be my guest. And for most urban commutes, it’ll be more than enough. You may never even feel the crunch of its comparatively unremarkable range if you never leave the asphalt grid. It’s just roomy enough for friends and their shopping if they’re not big spenders, and you have all the ground clearance and agility in the world to dart between lanes and around parking lots in total, all-electric comfort. And if you want to show them a party trick on the way to your favorite downtown bar, Sport mode and PowerShot ought to do the trick.

It’s hard to look at the Hornet R/T without seeing the sheer scope of its market and all with whom it competes. But on its own, it’s a rambunctious little RAV4 alternative with more charm and driving enjoyment than that cookie-cutter crossover will ever have. Hey. At the very least, I’m glad it exists.

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

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

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

Skip to section:

• Gas-only
• Hybrid
• Full EV

The gas-only corner!

2024 Mitsubishi Mirage

MPG: 39 miles combined city/highway

What’s hot?

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

What’s not?

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

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

2024 Honda Civic

MPG: 37 miles combined city/highway

What’s hot?

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

What’s not?

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

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

2024 Hyundai Elantra

MPG: 37 miles combined city/highway

What’s hot?

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

What’s not?

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

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

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

The hybrid corner!

2024 Toyota Prius

MPG: 57 miles combined city/highway

What’s hot?

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

What’s not?

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

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

2024 Hyundai Elantra Hybrid

MPG: 54 miles combined city/highway

What’s hot?

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

What’s not?

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

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

2024 Kia Niro Hybrid

MPG: 53 miles combined city/highway

What’s hot?

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

What’s not?

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

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

The EV corner!

2024 Hyundai IONIQ 6

MPGe: 140 miles combined city/highway

What’s hot?

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

What’s not?

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

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

2024 BMW i4

MPGe: 120 miles combined city/highway

What’s hot?

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

What’s not?

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

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

2024 Lucid Air Pure AWD

MPGe: 137 miles combined city/highway

What’s hot?

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

What’s not?

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

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

Some Ram commercial vans are about to go fully electric – minus the high-tech luxuries tacked on by most passenger EVs. With an approximate 162-mile city range and up to 150-kilowatt charging, the Ram ProMaster EV is poised to compete with Rivian’s EDV and Ford’s E-Transit. This van is part of the Dare Forward 2030 plan from Stellantis (formerly Fiat-Chrysler) to electrify 50% of its U.S. offerings in the next decade, as it’s doing with the unconventional 1500 RamCharger pickup truck.

Electrification doesn’t compromise what makes the current gas-powered ProMaster great. The delivery model can haul around 2,030 pounds, and the future cargo model is expected to be able to carry around 3,020 pounds. In the back, it has 524 cubic feet of cargo space, a best-in-class interior cargo height of 86 inches, and a 159-inch wheelbase. The cargo length is 12 feet for the delivery model and 13.5 feet for the non-delivery model.

Designed from the ground up for its electric powertrain, its flat floor means cargo capacity is not compromised compared to its internal combustion counterpart. The iconic rear-roll-up door makes offloading easy and perfect for last-mile deliveries.

And don’t think Ram is ditching the upfitters! The Ram ProMaster EV will have an electrical connector and an integrated cab configuration for easy conversions. For longer trips, expect Level 2 ADAS with multiple sensors, radars, and cameras. It has a digital rearview mirror as well as other safety and security features. In addition to commercial applications, it might also find a home in the #VanLife community.

In terms of power, a 200-kilowatt electric motor delivers 268 horsepower and 302 pound-feet of torque with a front-wheel drive configuration. If you’re looking for connectivity, wireless Apple CarPlay and Android Auto will keep you engaged. It’s even got Alexa with over-the-air updates.

Ram telematics brings real-time diagnostics, performance data, vehicle location, and driving insights for those in the commercial space. Last-mile navigation via the Uconnect smartphone app means your drivers will never look at house numbers again.

Stellantis still needs to release official pricing data, but based on the current Stellantis electric van offering, the Fiat E-Ducato, we expect pricing to start at approximately $50,000. This pricing also aligns with the Ford E-transit that starts at $48,000. It also faces stiff competition from another upcoming electric van, the Kia PBV.

Formula E is back this week with its tenth season. Where does the time go? It seems like just yesterday, Nelson Piquet Jr. was being crowned as the first champion, and Renault was dominating as Teams’ Champions. This is a really special type of racing in motorsports, and every year, it gets a little better. As an extremely competitive series, you will find yourself rooting for a favorite driver or team in no time. It is that exciting. Here is what you need to know to jump in and where to watch Formula E.

What is Formula E?

Let me start off. You’ll be jarred by the sound at first. It’s like nothing you are used to from racing cars, but you’ll adapt quickly. Ok, we are past that. Formula E is the first fully and prominent electric racing series, with is unveiling to the world back in 2014. This top-level single-seater championship series has been net-zero from the start. Hitting street courses around the globe in cars from teams with very familiar names. We are now in the era of the Gen3 car; it’s faster, more powerful, lighter, and pushing the technology forward not just for racing but for EVs in the wild.

Much like other Formula series, the drivers who complete the set amount of laps in the fastest time win. The top ten drivers will score points per their position after a race is finished, with the winner being awarded 25 of them. Drivers can earn extra points through having the fastest single lap time as well, one point in the actual race and three points from qualifying.

What is most fascinating about this type of car and racing to me is that the drivers can recharge the battery through regenerative braking. With a powertrain at the front of the car, the Gen3 lets drivers get power from all four tires.

Attack Charge is a system only available at some races, where teams can use the charging stations to add more power to the battery. Last season was the first time they were ever allowed to do this when they pitted.

Were you curious about tires? I knew you were. They compete on a single tire type. Crazy, right? Formula E uses 80% less tires than other motorsports. The Hankook iON race tires are designed specifically to handle any and all conditions. And you guessed it, the tires are also developed with sustainability in mind, with plant-based materials (up to 30%), and completely recycled. Using only six to eight tires a weekend sure is different from other racing, where upwards of 80 tires may be used.

One of my favorite things about motorsports is watching the trickle-down of innovation, like how proper motorsports should be. The technology from the engines to the batteries to the tires used is being honed and tested for the eventual availability to the consumer market. Everyone benefits.

Who to know in Formula E

Eleven teams and 22 drivers make up the garages and grid of Formula E with many familiar names. Nissan, McLaren, and Jaguar, we are certain you’ll find a team and driver to root for.

I’m obviously keeping an eye on former Champion Nyck de Vries as he returns to the series after a less-than-stellar run in Formula 1 with Alpha Tauri. He seems a good fit for Mahindra, and with a very seasoned driver, it will be interesting to see what they are able to do with him in the seat. I am a bit of a cheerleader for Nyck because I do think he was done a little dirty in how he was let go. But we roll on, and so does Nyck.

Last year’s champ, Jack Dennis, has American ties. He races for the one and only Andretti Autosport. Only one driver has been able to maintain their championship from the year before. Does Jack have the literal power to pull this off? Perhaps. With Michael Andretti at the helm, you can certainly understand how Jack became a champion and could be again. See, American teams can be successful, and this is in no way a dig at Gene Haas (nervous look).

Jehan Daruvala is the only rookie on the grid this year, but don’t think that is a disadvantage. He’s pretty pedigreed. If his name sounds familiar, that’s because he is the first and only Indian Formula 2 race winner. Daruvala also holds the honor of being only the second Indian driver to race in Formula E. He will be behind the wheel for Maserati after a full year as Mahindra’s reserve driver. Rookies have historically done well for Venturi/Maserati; Norman Nato, Lucas di Grassi, and Maximilian Guenther all had wins in their first seasons. Maybe there is little magic there.

Now, you know me, and I love a veteran. I’m rooting for Antonio Felix da Costa. He’s participated in every season, is a former Formula E Champion, and races with TAG Heuer Porsche. And you know I’m a fan of Porsche drivers. Never count an old dog out (as they say), and I certainly don’t with this charming man from Portugal.

Formula E season structure

There are 16 rounds (this year) in 10 different locations, covering Europe, Asia, the Middle East, and North and South America. There was already a bit of drama with scheduling even before the season started. Round 4, Hyderabad E-Prix, was completely canceled due to a breach of contract. This will give the drivers some rest in between the Saudi Arabian E-Prix doubleheader (yay, night racing!) before jetting off to the absolutely gorgeous course at São Paulo. Personally, I’m excited to see what Tokyo’s E-Prix looks like as they host their first Formula E race.

I’ve mentioned before that if you can get to a race this year, please do. (London is partially indoors and totally wild!) Formula E does an amazing job with fan events and creating an atmosphere. They really think about the whole experience. The season kicked off this week in Mexico City. This is an electrifying track that drivers love for the overtaking opportunities and visually stunning layout. Being one of the fastest tracks of the year, there are sure to be some thrills. What a way to start season 10!

Where to watch

It’s actually quite easy to catch practices, qualifying, and the actual race for those in the USA. Free Practice 1 is on Fridays, and obviously, the times will be different for those given locations. You can catch practices on Formula E’s Roku Channel, YouTube Channel, or through their app.

Your Saturday holds Free Practice2, Qualifying, and the Race. Qauli and the feature race will be held for free on that Roku Channel, which is available on most streaming devices. Getting all that content without paying a penny is truly mint.

Additional materials

Racing Green – Kit Chapman

If you want to better understand electric technology in the automotive space I cannot recommend Racing Green enough. It was absolutely one of my favorite reads last year, and I was an EV novice. (check out our EVs Explained series for more!) Author Kit Chapman turns a deep and detailed history with big words and bigger concepts into a palatable and humorous travel tale. You certainly don’t need a degree in physics or aerodynamics to learn about the evolution of electronic vehicle technology.

Formula E: Racing For The Future

This book is in my to-read pile. It’s a true behind-the-scenes look at teams, drivers, concepts, technology, and, of course, the history of the series. This book was written pre-Gen3 car, so you won’t get any insight on that, but it’s still packed with tales of first-hand experiences from the formative years.

Formula E Unplugged

Yes, to use the comparison, this is Formula E’s Drive to Survive. Unplugged! Season 3 is on my “What to Watch in January” list. Seasons one and two of Unplugged are on Paramount +. Season 3 has three episodes out right now on their YouTube channel. New episodes will launch every Monday and Wednesday until February 5th.

Every race from last season is archived for you to watch in its entirety on Roku Channel as well.

Enjoy this historic 10th year, and let us know who you are cheering on.

Screens have infiltrated your car! For better or for worse, your favorite infotainment features are now bound to a touchscreen, and Android Auto and Android Automotive will be a part of that. But infotainment is much more than a screen; it’s a gateway. It’s your portal to navigation, music, and even games. Some would argue that most of this is useless because they love driving, and you can’t look at a screen, or you’ll crash! So, you need an intuitive, hands-free, and proactive system like your smartphone.

We blame Google for this, but the Android naming scheme and app names constantly change or disappear from existence. The perfect solution to this is explaining everything on Android Automotive and Android Auto and forever updating it into the future, so that’s what we did!

Oh, and by the way. If you wanted to see if the Apples grow any better on the other side, we got a piece up for Apple CarPlay, as well.

Everything you need to know about Apple CarPlay

Android Automotive vs. Android Auto — What’s the difference?

Android Automotive is a version of Google’s Android OS designed specifically for vehicle infotainment systems – the big tablet or normal-sized display, depending on your make and model, sitting in your center console. 

Volvo and Audi were the first auto brands to partner with Google in building Android Automotive for their next-generation vehicles. Although Google revealed Android Automotive to the public in 2017, it didn’t officially debut until the Polestar 2 came along in 2021. Some supported vehicles ship with Google Automotive Services (GAS). This app package contains services like Google Maps, Google Assistant, and Play Store. 

The crucial differentiating factor is that cars without GAS will not directly support Google apps, opting for their customized Android-based app implementations. You cannot access third-party apps through the Google App Store, but if these vehicles support Android Auto, you can still access some of your favorite apps.

What is Android Auto? 

Android Auto is an app for Android phone users to display content from their mobile devices to the infotainment display in their cars. Often bundled with CarPlay, Apple’s iPhone equivalent, Android Auto has been a mainstay since Google announced it in 2014.

Android Auto gets frequent over-the-air system updates and bug fixes, always doing its best to deliver the optimal on-the-road experience for Android folks. You can use Android Auto wirelessly or with a USB cable, though compatibility varies from car to car. Only 2020 models and newer support wireless connectivity.

Key features of Android Automotive

Perfect! Now you know the difference between Android Automotive and Android Auto. But your favorite electric car needs an electric operating system. Android Automotive has its own feature set, design language, and cool integrations.

Safety first

Focus on the road! The Android Automotive UI is designed to be easy to navigate and reduces the need for prolonged interactions with infotainment while driving. Google Assistant provides context-aware responses. Proactive suggestions like traffic alerts, route changes, rest stops, and hotels keep you informed without the need for device fumbling.

In an emergency, Android Automotive can call 911 or provide location information to first responders. This can be integrated with vehicle sensors and driver monitoring, making the response instant. 

Wireless connectivity

Similar to your smartphone, Android Automotive provides regular updates through cloud services. It supports Wi-Fi connectivity to connect to local Wi-Fi networks for software updates and enhanced app functionality. Hands-free calling, audio streaming, phone calls, text messaging, and app mirroring are all enabled through Bluetooth.

Certain vehicles offer remote vehicle control with a smartphone app. You can lock, unlock, and locate your vehicle remotely from anywhere as long as you can access the internet.

Advanced driver assistance

ADAS features are fast becoming the tech to have in your car. Driver and blind spot monitoring, sensors, night vision, and traffic jam assistance are some driver assistance features that can be integrated with Android Automotive.

OEMs implementing their software is also vital for the Android ecosystem and consumers. You get more features, and BMW gets to add lane-keeping to its X6. Self-driving is the first thing that comes to mind when people think of ADAS, and the more consistent and intuitive these systems are, the better. A single base that manufacturers can modify is the best implementation to achieve this.

Accessibility

Accessibility is essential for colorblind drivers and those with auditory/visual impairments. Haptic feedback makes it easier to access touchscreen features without distracting you from the road. So you don’t need an impairment for these features to be helpful.

Connectivity and integration in Android Automotive

Connectivity is becoming increasingly important. What if you need to access your ring doorbell while on holiday or ensure a package gets delivered to your house, not your nosy neighbor? You can’t look at your phone while driving, so the best way to do this is through your car.

App ecosystem

Third-party app support is a must in today’s connected world. Android Automotive gives you access to your favorite apps through the Google Play Store. Car-integrated features like voice control make these apps easy to control without taking your hands off the wheel. You can even access games and movies when your vehicle is stopped.

Integration with Google Services

You can link up your Google account and access all your photos, calendar dates, and messaging apps. Android Automotive doesn’t integrate Apple’s ecosystem, but if you’re an iPhone user, you can use Apple CarPlay.

Integration with smart homes

Need to get the mood right, but you’re thousands of miles away? Android Automotive can control features like A/C, surveillance, and lights with your smart home hub. Geofencing means you can trigger these features when you’re in or leaving the vicinity of your house. 

Navigation

Do you need anything more in a car OS than navigation? Android Automotive allows you to access more than just Google Maps: real-time traffic updates, traffic camera alerts, lane guidance, and site discovery. Navigation with Android Automotive is more like a co-driver than just a map.

Android Automotive’s ever-expanding car list

Acura

• Acura ZDX (2024+)

Audi

• Audi Q6 e-tron (2024+)

BMW

• BMW X1 (2023+)

Cadillac

• Cadillac CT5 (2025+)
• Cadillac Escalade IQ
• Cadillac Lyriq
• Cadillac XT4 (2024+)

Chevrolet

• Chevrolet Colorado (2023+)
• Chevrolet Corvette E-Ray
• Chevrolet Equinox EV
• Chevrolet Silverado (2022+)
• Chevrolet Silverado EV
• Chevrolet Traverse (2024+)
• Chevrolet Suburban (2022+)
• Chevrolet Tahoe (2022+)
• Chevrolet Blazer

Chrysler

• Chrysler Pacifica (2021+)

Dacia

• Dacia Duster (2024+)

Dodge

• Dodge Durango (2021+)
• Dodge Hornet (2021+)

Fiat

• Fiat 500

Ford

• Ford Mustang (2024+)

GMC

• GMC Canyon (2023+)
• GMC Hummer EV
• GMC Sierra (2022+)
• GMC Yukon (2022+)

Honda

• Honda Accord (2023+)
• Honda Prologue (2024+)

Lincoln

• Lincoln Nautilus (2024+)

Lotus

• Lotus Eletre
• Lotus Emeya

Lucid

• Lucid Air

Lynk

• Lynk & Co 01

Nissan

• Nissan Rogue (2024+)

Polestar

• Polestar 2
• Polestar 3
• Polestar 4
• Polestar 5

Renault

• Renault Austral
• Renault Espace (2024+)
• Renault Mégane E-Tech Electric
• Renault Master (2024+)
• Renault Rafale
• Renault Scénic E-Tech (2025+)

Volvo

• Volvo C40
• Volvo EX30
• Volvo EX90
• Volvo S60 (2023+)
• Volvo S90 (2022+)
• Volvo V60, V60 Cross Country (2023+)
• Volvo V90, V90 Cross Country (2022+)
• Volvo XC40 (excluding T2 engine model) (2023+)
• Volvo XC40 Recharge (only BEV version)
• Volvo XC60 (2022+)
• Volvo XC90 (2023+)

Alfa Romeo

• Alfa Romeo Tonale

Maserati

• Maserati Ghibli (2022+)
• Maserati GranTurismo (2022+)
• Maserati Grecale (2022+)
• Maserati Levante (2022+)
• Maserati MC20 (2022+)
• Maserati Quattroporte (2022+)

Rivian

• Rivian R1S
• Rivian R1T

Togg

• Togg T10X

Relation to Android Auto

Android Auto is constantly evolving. It has been around longer than Android Automotive and is available via aftermarket head units. So your favorite 2000s sports car, budget beater, or classic car can access modern maps and features. A great strategy for sustainable car use.

Key features of Android Auto

• User-Friendly Interface: Large, easy-to-read icons and minimal distractions allow quick access while driving.
• Phone Integration: You can conveniently make calls, access contacts, and see call history. All the usual phone features without the phone!
• Home Screen Customization: You can customize the Android Auto home screen to access your favorite apps quickly.
• Music: Music playback can be controlled via voice commands, steering wheel controls, or the touchscreen.

Connectivity and integration in Android Auto

Entertainment

You can access your favorite music streaming services, like Spotify, and control playback through voice commands or the vehicle’s controls. Podcasts, audiobooks, and radio apps are also readily available.

Navigation

Android Auto leverages Google Maps for real-time traffic updates, turn-by-turn directions, and detailed route information. So it’s pretty much the same as your phone in the sense of navigation, without having to fumble through touchscreen menus.

The future of Android-based infotainment

Android Automotive and Android Auto will undergo remarkable advancements in the future. These systems will offer drivers and passengers more personalized, and intelligent experiences, focusing on safety. Strong competition is also arising as Apple further develops CarPlay.

So, we’ll keep you updated on everything there is to know about Android Automotive and Android Auto. Keep up!