Tag Archives: electric cars

Volvo has officially released the pricing for next year’s entry-level electric crossover SUV – the 2025 EX30. The MSRP will be set at $34,950. After adding in the destination fee of $1,295, consumers are looking at $36,245 for the new Volvo EV.

The Swedish manufacturer is offering their latest electric crossover in two variants: a single motor and a twin motor. Each of these breaks down further with the single motor offering Core, Plus, and Ultra trims while the twin just has the Plus and Ultra. The 275-mile single-motor extended range will be the most affordable to the widest range of drivers, but if you’re looking for the twin-motor’s AWD, you’ll have to shell out nearly another $10k.

Below is the full pricing breakdown:

Single Motor Extended Range

• Core – $36,245
• Plus – $40,195
• Ultra – $41,895

Twin Motor Performance

• Plus – $46,195
• Ultra – $47,895

While the twin motor performance variant is quite a jump up in price above the single motor, the MSRP of all trims is below the current average transaction price for a new vehicle in the United States. However, bear in mind that Volvo’s assembled-in-China models will not qualify for the EV federal tax credit.

Let us preface our inaugural Hot Take by exclaiming we love pickup trucks! The commanding driving position and rugged finger-tingle driving a big truck make owning one a no-brainer, not to mention the obvious advantages in off-road shenanigans or IKEA hauls. Whether you need one or not, trucks are cool. Say it. Trucks. Are. Cool. There’s a reason almost everyone in the great Red-White-And-Blue owns one. We built our world around them. But, and it’s a fair “but,” there needs to be some sort of change on the horizon.

Pickup trucks aren’t going anywhere, and attempting to demonize them is counterintuitive. However, the dramatic increase in pedestrian fatalities warrants a conversation about these oversized pickups. The environmental impact and worsening traffic congestion necessitate it. The problems are real and need practical solutions. There is also a larger conversation around transport infrastructure and personal responsibility.

The Chicken Tax

Well, wait. Why is this even an issue? Don’t we have small trucks? Or at least we used to, right? So where did the small truck go? Look decades into the past to the age of Vietnam on national news and Ken Miles tearing up circuits behind the wheel of a Ford.

It’s 1960, and European Farmers have a problem. U.S. farmers have mastered the art of breeding chickens and are now exporting their surplus to Europe. European countries need to protect their farmers. So, West Germany and France implemented tariffs, preventing American chicken from being priced lower than their chicken. 

Negotiations between the two parties failed, and in 1964, U.S. President at the time, Lyndon Johnson, placed a 25% “Chicken Tax” tariff on certain imported goods in response to European tariffs on American poultry, including foreign pickup trucks. This tax does three things:

• Gives American truck companies a pseudo-monopoly on the pickup truck market.
• Priced small Japanese trucks out of the market.
• Classifies American pickup trucks as “light trucks,” exempting them from safety standards

This essentially killed any market for import trucks save for the minuscule, not-so-truckish trucks, like the Subaru BRAT, meant to dodge the tax by being classified as “passenger vehicles” instead of light trucks.

Americans killed the small pickup truck.

Car manufacturers live and die by consumer demand. In 2018, Ford announced it would stop production of all its cars except the Mustang in favor of better-selling SUVs and pickup trucks.

It isn’t an “American problem,” either. The Chinese auto market is in a similar phase to the American market in the 1980s. Most vehicles sold in China are Long-Wheelbase luxury vehicles or SUVs. The modern Chinese car buyer craves to be seen as successful. The modern American seeks utility, ruggedness, and, most importantly, road presence, which a small pickup truck can rarely, if ever, provide.

The Pedestrian Safety Crisis

That brings us to the next point. The Chicken tax meant that American car manufacturers were free to make whatever trucks they desired, and with it came a rise in pedestrian fatalities.

From 2009 to 2019, fatalities increased by 50%. If you find that number alarming, congratulations. You’re not a psychopath. Still, there was a further 18% rise in pedestrian fatalities from 2019 to 2023. Mind you, vehicle miles traveled (VMT) decreased by around 430.2 billion miles in 2020. 

The rise in pickup truck sales is a contributing factor to the increase in pandemic pedestrian fatalities. It is not the sole cause. The NHTSA found that many drivers who remained on the roads during the pandemic drove riskier than normal. 

Crash compatibility

In 2003, Senator John McCain called a hearing to discuss SUV and pickup truck safety. Vehicle safety advocates, Joan Claybrook and Dr. Jeffery Runge, found that if a car collided head-on with a pickup truck, the car occupants were over six times more likely to die. Side impact fatalities are even deadlier at 26 times more.

Even with those facts, another item in this hearing would be the focus: rollovers. In 2011, new legislation would mean manufacturers would need to fit all new pickup trucks with electronic stability control (ESC). This would be to prevent rollovers caused by the higher center of gravity. No new crash compatibility regulations would be implemented.

Nobody wants to be in a car accident. Still, around 40,000 Americans will lose their lives this next year in this way. To reduce this number, manufacturers have to meet certain safety standards. It sounds obvious, right? Safety features absent from pickup trucks include:

• Crumple zones
• Pedestrian collision protection
• Frame force dissipation

Now, I’m no physics professor, but the idea behind crash protection is to prevent damage to vehicle occupants. Forgoing these features increases the risk of serious injury or death… Not that we need more of that nowadays.

“The purpose of crumple zones is to minimize bounce by dissipating kinetic energy to thermal energy and to reduce collision force by extending the distance over which that dissipation work is done,” says Lawrence Davis, Associate Professor of Science at Umpqua Community College, in his book, Body Physics 2.0. “Rigid frames bounce more than crumple zones, which further increases the force on occupants.”

As much as pickup trucks are a bane to pedestrian safety, they are also anti-people in a way. If you’re more likely to die as a driver or passenger of a pickup, an occupant of another vehicle, or as a pedestrian, then the truck exists to protect itself.

Poor Visibility and Maneuverability

Nobody enjoys mowing down their kids in the driveway on the way to work. Turns out, that might be what you get with your Ford Maverick. Pickup trucks have much poorer visibility than cars. At this point, you’re riding a small tank around. A modern pickup truck is bigger than a WW2 British Sherman tank. 

It is possible you don’t have kids and like driving a tank through downtown New York. We’re not judging! But one thing we know you don’t like is lawsuits. Technologies like Automatic Emergency Braking (AEB) will help prevent a parking lot accident, but they will not prevent collisions at medium-to-high speeds. In fact, if you read the fine print in the advertising for AEB or any ADAS feature, you’ll find this:

“Driver assistants are not a substitute for driver focus.”

This is one of the first things you learn when taking the written driver’s test: defensive driving. You’re supposed to drive to foresee, avoid potential obstacles, and always be aware of your environment. Again, pickup trucks go against a fundamental principle of driving. You should not be on the road if you can’t perceive your environment or make it difficult for others to judge theirs.

Pickup trucks’ correlation to climate concerns

The consensus is that we must tackle climate change with consumer and corporate changes. Driving a 4,000-pound truck takes a toll on your wallet and the environment.

Where you would get 53 mpg in a Toyota Corolla Hybrid, you get 43 mpg in a Ford Maverick Hybrid. The utility of a truck bed makes it worth sacrificing ten mpg and the better deal. However, the Ford Maverick lacks one climate-saving feature: resource efficiency.

In a perfect world, they make your truck, you drive it around, and then, when it is no longer useful, its components are recycled. A circular economy. For a hybrid vehicle, energy comes from electricity and petrol. You need to use some of the fuel to get to your destination. If you’re hitting 43 mpg to carry only yourself, that’s an inefficient use of resources.

America alone uses 369 million gallons per day. 166 million pickup trucks are registered, and the average commuting distance is 41 miles. Assuming the perfect conditions (every pickup on the road every day hitting the Maverick’s golden 43 mpg), pickup trucks would make up around 45% of that fuel usage. Increasing access to public transport by even 5% would make a significant dent in fossil fuel use and carbon emissions.

Pickup trucks are not the enemy

I know you expected a grand waffling about how great public transport is, and after all the effort to point out every flaw in pickup trucks. But nope. Once more, we iterate that trucks are cool and trucks are useful. They’re just flawed. And that’s not necessarily all to blame on the products alone.

Pickup trucks are symptoms of a larger problem. 

Most people don’t buy products solely on efficiency or merit. Personal preference and marketing play a huge role. “Big truck strong.” It’s simple. Currently, there is no active deterrent to purchasing or manufacturing pickup trucks. Road infrastructure is car-centric. Pickup trucks are exempt from safety standards, which saves manufacturing costs.

Our country is built for cars and not people.

Now that we’ve established the problem, how can we find its solution? Is it even worth building a people-centric country? 

Reduction in pedestrian fatalities

This is the most obvious one. Low-density roads can become walking areas and green zones. Reducing the number of lanes in medium-density areas can make way for cycle lanes, trees, and larger sidewalks. Most pedestrian fatalities are disabled, older people, children, or otherwise impaired folks. Allow for zones where larger vehicles, like pickup trucks, are not allowed.

Quality of life improvements

Of course, there will be a natural reduction in carbon emissions with fewer vehicles on the road. The real kicker will be a major noise, air pollution, and smog reduction. Californian cities rank among the highest for poor air quality, exacerbating health issues like asthma. Taking the eight to ten-lane highways away and reducing road traffic will improve the quality of life for millions of Americans (and also open the roadways for the casual enthusiast’s Sunday cruise).

Lead fuels were once thought to be irreplaceable. Robust legislation in the 1970s meant that by the 1990s, leaded fuel was gone. People-centric American cities could be a reality.

People-centric pickup trucks

Yes, it is possible, and it starts by further bolstering the mid-size pickup. Check out these pickups that aren’t sold in the U.S.:

• Nissan NP200
• Chevrolet Ute
• Toyota Hilux
• Isuzu D-Max
• Mitsubishi Triton
• Mazda BT-50
• Volkswagen Amarok

Bringing these vehicles to the U.S. is not a pipe dream either. In 2019, Ford brought back the Ranger pickup, which was pulled from the U.S. market in 2011. The Chevrolet Colorado and GMC Canyon have entered new generations too, and don’t forget the Honda Ridgeline! All were positively received for bringing car-like dynamics and comfort to the world of utility vehicles. We’re not hurting for Hiluxes either, as the ye ol’ Toyota Tacoma never left us. Although these vehicles are still large compared to cars, they offer much better visibility and efficiency.

Pickup trucks and E-Fuels

The European Union will ban the production of new gasoline vehicles in 2035, but there is space in this legislation for synthetic fuels. Synthetic fuels or E-fuels are made from carbon captured in the atmosphere and are produced with renewable energy. In fact, Porsche aims to become a leading producer of these carbon-neutral e-fuels, having begun development and implementing them in their race cars.

We love trucks and don’t want the gasoline engine to die. Hearing a big pickup go brrrr or a Porsche 911 RSR whizz by gives you a feeling that electric vehicles just don’t, as much as we admire the technology. There’s a charm to these big, burly bricks that E-fuels will allow us to keep the way the gods intended. 

The enjoyment of driving is people-centric.

Work trucks for the working folk

Of course, we must insert that we don’t necessarily wish to abolish all trucks from roadways. After all, there is a glaringly obvious demographic for half-tons and heavy-duty leviathans. What, you thought a Maverick Hybrid would yank that stump from the ground or move that RV toy hauler across the Mojave? Sheesh, we’re not that sadistic.

A Hot Take like this must also be followed up with the statement that it’s perfectly fine for fleets and tradesmen to have their goliaths. They literally cannot work without them. It’s simply a matter of not having excess vehicle wasting space on our roads when your usual haul is a hundred pounds of mulch, or your work site is the sixth-floor office.

The electric pickup truck will not save the pickup truck

Unfortunately, another scenario is very plausible. Synthetic fuels fail, and all gasoline vehicles are banned in a panic. You are forced to buy an electric pickup truck because corporate lobbying meant that people-centric infrastructure never came to fruition.

The truth is we are at a crossroads. If we choose the path of a pickup-truck-centric world, we may experience a dystopian reality not imaginable today. If we choose a people-centric world, we may avert this crisis and be able to enjoy our world for centuries to come.

A huge thank you to Myles Russell (@FreckleEars) for the great conversation and the truck visibility graphic. And to Derek Bradley (@Dellboy) for international info on taxes and pickup trucks and for being an amazing source of ideas.

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

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

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

Lamborghini Lanzador price & specs

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

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

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

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

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

Lamborghini Lanzador interior and tech

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

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

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

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

An interior fit for the badge

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

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

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

One. Whole. Megawatt.

Tricks like speed! Power! Rage!

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

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

Leave it to Italy to build a driver’s EV

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

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

With beauty and grace (sort of)

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

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

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

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

Is the Lanzador actually coming?

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

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

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

Jump to:

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

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

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

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

2024 Alfa Romeo 33 Stradale price and release date

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

See Alfa Romeo inventory near you on CarGurus

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

2024 Alfa Romeo 33 Stradale specs and performance

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

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

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

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

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

2024 Alfa Romeo 33 Stradale design

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

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

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

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

2024 Alfa Romeo 33 Stradale interior and tech

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

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

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

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

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

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

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

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

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

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

Why do Alfa Romeos depreciate so much?

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

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

See Alfa Romeo inventory near you on CarGurus

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

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

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

Earlier this week, Ford invited Acceleramota down to Brooklyn for an early look at a blacked-out special edition of the Ford F-150 Lightning Platinum trim. Naturally, it’s called the 2024 Ford F-150 Lightning Platinum Black, and it offers little more over the regular Platinum model than a few edgier styling choices, including a matte black wrap, standard 22-inch black wheels, black badges, 10 black Bang & Olufsen speakers – you get the idea.

When deliveries start in early 2024, the Lightning Platinum Black will be first production truck with a matte black wrap in Ford’s history. Special edition ‘Blacked-out’ trims of existing models are nothing new for car companies, or even trucks for that matter. Stellantis sells a ‘Night Edition’ Ram 1500, GM has ‘Midnight’ versions of both the Chevy Silverado and the GMC Sierra Denali, and there’s even a ‘Midnight Edition’ Nissan Frontier.

2024 Ford F-150 Lightning Platinum vs Lightning Platinum Black

Feature	2024 Ford F-150 Lightning Platinum (w/ no additional options)	2024 Ford F-150 Lightning Platinum Black
Exterior paint	Oxford White	Matte Black
Wheels	20-inch polished aluminum	22-inch polished aluminum
Badging	Platinum	Platinum Black
Interior	Light Slate Gray leather	Black Onyx leather
Other features	Panoramic sunroof, Bang & Olufsen 8-speaker audio system, 360-degree camera system, Panoramic sunroof, Bang & Olufsen audio system, 360-degree camera system	Exclusive Platinum Black interior accents, Bang & Olufsen 10-speaker audio system w/ subwoofer

Ford F-150 Lightning: see prices at CarGurus

The overlap between well-to-do pickup truck drivers and goths, I imagine, is pretty small. Still, Ford believes enough exist to make 2,000 of ’em at $99,990 apiece – nearly six grand more than the Lightning Platinum without the brooding blackout accouterments. Not counting the base “Pro” model, which is “currently unavailable” on the Ford website and has been since before I launched Acceleramota. The average MSRP of an F-150 Lightning across trim levels is $79, 243 – nearly $30K more than that of the mid-size Ford Ranger pickup; the Lightning is $12,000 more than the gas-powered F-150 as well.

As our own Nathan Meyer reported in his must-read coverage of the 2024 Cadillac Lyriq, the average price of a new electric vehicle (roughly $67K) is much closer to that of a luxury car ($74K) than new vehicles overall ($48K). For The American Prospect last month, columnist Harold Meyerson argued, that the reason Ford’s bleeding money on EVs is not because Americans aren’t interested, but because car companies have strategically positioned EVs as a “premium” option.

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

Harold Meyerson, The American Prospect

Unlike the Lightning, the base model internal combustion engine (ICE) F-150 XL starts at $33,835. Not only will Ford dot com tell you where you can get one, but you can order your truck piecemeal, allowing you to choose your creature comforts – and forego the features you don’t need. In the case of the F-150, up until 2023, the base model was about as barebones as you could get: seat adjustments, locks, and even windows all lacked electronic power inputs. (Yes, manual windows were only discontinued this year!) While it does have an infotainment system, the display was less prominent than that of higher trims.

Sure, I imagine most Americans want a vehicle with power windows and locks. But, believe me when I say that some don’t. My grandfather, for example, literally lives on his farm. Where he lives, in the rural sprawl of the Eastern Shore, Maryland, you have to drive about half a mile down the street to make a phone call. Ostensibly, he is the target audience for a new pickup. Even the Lightning, which Ford describes as a “true, purpose-built work truck.”

Yet, rather than shell out for inessential frills, my grandfather owns a current-generation base model F-150 with rear-wheel drive (RWD), and I think that’s great! In fact, most workers you see on farms today are still rocking old Chevy C/Ks, F-150s, and Toyota Pickups from the 90s and early 2000s, back when they were small! While Ford’s marketing will have you convinced the F-150 Lightning is built for the American working class, the real starting price tells a different story, and the new, even more prohibitively expensive Platinum Black raises the ceiling without lowering the floor. Putting aside for a moment Ford is a corporation that values high margins over affordability, this fun little side project is a waste of resources when lower-cost trims are still hard to find. Not to mention it makes Forcd seem out of touch with its intended base.

Naturally, the choice to luxury-wash EVs only intensifies the air of skepticism felt by half the U.S. population. Of course, as emission regulations tighten and states like California – if it were a country, the fifth largest economy in the world – pledge to ban gas-powered cars by 2035, affordable EVs aren’t a matter of if but when. In the meantime, color-swapping an EV version of America’s favorite truck that costs damn-near-$100K isn’t the flex Ford thinks it is. If anything, publicity stunts like the Platinum Black (let’s be honest, that’s what this is) further sour the blue-collar ethos it claims to uphold.

Ford isn’t the only, or even the worst, offender when it comes to the “luxification” of EVs. As with many trends in this segment, Tesla started it with the Model S and everyone else followed suit. But, knowing I could buy a slightly used Ferrari California for around the same price as the F-150 Lightning Platinum Black, I have two words of advice for the Ford executive looking down at this blog from their ivory tower: crank windows.

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

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

1. Mustang Mach-E GT

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

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

Mustang Mach-E GT: see local prices near you

2. Lexus RZ

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

Lexus RZ: see local prices near you

3. BMW i5

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

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

BMW i5: see local prices near you

4. Volvo EX30

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

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

Volvo EX30: see our full preview

5. Ford Eluminator concept truck

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

Browse local new and used inventory at CarGurus

Honorable mention: Tesla Model X

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

Tesla Model X: see local inventory near you

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

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

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

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

2025 Fisker Alaska price and specs

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

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

2025 Fisker Alaska interior and tech

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

The longest bed in its class

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

The world’s biggest cupholder

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

Practical storage

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

2025 Fisker Alaska range and charging

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

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

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

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

Polestar, the Volvo performance brand turned EV super-company, is at it again. This time, it’s back at it with the Polestar 4 – a full-electric performance-SUV with pizazz.

You could randomly pick an automaker from a hat and be guaranteed that the company has mentioned “the climate” in one of its recent press statements. Polestar’s focus is on supply chain tracing to prevent conflict minerals.

2024 is around the corner. The Polestar 4 awaits you!

Polestar 4 price and specs

Although data on the Polestar 4 is preliminary, we got some interesting spec and info on the car at the Shanghai motor show. If you need to get clued up on some EV terminology, check our EV explainer out before continuing.

• Price (MSRP): $60,000
• Battery capacity: 94 kWh
• Charging: 200 kW DC (28 min), 22 kW AC (5h15m)
• Range: 315 miles

2023 Polestar 4 interior and tech

The Polestar 4 takes the Scandinavian design approach of function over form. Simple body lines, a sleek shape and open cabin all make for a serene passenger-or-pilot experience. Although the design is pleasing to the eye, it’s centered on improving aerodynamics and range. A lowered front apron, retractable door handles, and rear aero blades all help reduce air resistance. Even the rear-light bar maxes out aero points.

If you like screens, it’s got a 14.7-inch Head-Up Display, and a 10.2-inch driver display.

No rear window? No Problem!

It’s got a top-mounted rear view camera and a panoramic roof that stretches all the way to the back – a first for any production car.

Interior dimensions

• Front storage capacity: 0.5 cubic feet
• Rear luggage capacity: 17.7 cubic feet
• Rear cargo capacity: 52.3 cubic feet
• Towing capacity: 3,500 lbs

Exterior dimensions

• Height: 190.5”
• Length: 84.2″ 
• Width: 60.7″
• Wheelbase: 118” (including mirrors) 

Usability

A sports-SUV needs a big trunk. You need to be able to carry all your gold bars from one office to the next (S/O to SavageGeese on YouTube). The Polestar 4 has 17 cubic feet of trunk space and 52 cubic feet with the seats folded down. In real-world terms, that’s 5 large suitcases or 14 with the seats folded down.

The frunk (front trunk), on the other hand, carries all your charging gear.

Tech

Polestar has all the sensors! The Polestar 4 has 12 cameras, a driver monitoring camera, 12 ultrasonic sensors and radar. This is part of the Mobileye SuperVision system, meant to allow advanced driving assistance like Self-driving.

It’s also got vehicle-to-load capability (bi-directional charging). Essentially, you can power your house appliances from the main battery, or feed power back into the grid. It also allows you to camp without having an external power-system or massive overlanding rig. So, it’s useful if you’re the type to enjoy the outdoors.

Polestar 4 range and charging times

This is where the Polestar 4 comes into its own. It does around 315 miles on a full charge and has 200 kW DC fast charging. That is, if you find a fast charging station that isn’t occupied. Overnight charging at home is 22 kW AC, double that of the competitors in the same class.

Home charging is type 2. Fast charging is CCS and both use the SAE J1772 connector most commonly found in North America. This is pretty much standard in modern EVs, so it’s nice to know Polestar aren’t trying to reinvent the wheel here.

• Battery capacity: 94 kWh
• Charging capacity (AC): 22 kW
• Charging time (AC): 0-100% in 5.5 hours
• Charging capacity (DC): 200 kW
• Charging time (DC): 5-80% in 32 min (200 kW)

400-volt architecture

400 volt is so last year! Porsche were the first to make the jump to 800V with the Taycan. Hyundai followed suit with the Ioniq 6. In fact, the Polestar 5, which is still in development, will also use an 800V architecture.

So, why is the Polestar 4 stuck with the tired old 400V?

The Geely SEA platform supports both 400V and 800V battery and charging architectures. It makes sense to share resources between lines, instead of throwing every vehicle on to 800v. It’s in tune with Polestar’s sustainability goals. But, it means that the Polestar 4 has half the charging speed, is heavier and costs more to make.

2023 Polestar 4 engine and performance

The dual motor version offers 400kW and 638 Nm. That gives you a 0-62 mph time of 3.8 seconds. If you opt for the rear single motor option, you’ll get 200kW and 253 lb-ft of torque and a 0- 62 mph time of 7.4 sec. 

Of course, the Polestar 4 isn’t a track car. You might want to hold on for the Polestar 5 if the track is where you get your kicks.

Polestar 4 Long range Single motor

• Electric motor power: 200 kW (272 hp)
• Torque: 253 lb-ft (343 Nm)
• Top speed 180 km/h (112 mph)
• Acceleration: 7.4 seconds
• Drivetrain: Permanent magnet synchronous motors

Polestar 4 Long range Dual motor

• Electric motor power: 400 kW (544 hp)
• Torque: 506 lb-ft (686 Nm)
• Top speed: 124 mph (200 km/h)
• Acceleration: 3.8 seconds
• Drivetrain: Permanent magnet synchronous motors

Polestar 3 vs 4

The Polestar 3 is more-akin to a traditional SUV. Where the Polestar 4 is built on the SEA platform (Volvo EX30), the Polestar 3 is on the previous gen SPA2 platform (Volvo XC40 Recharge).

Range and charging are slightly improved with the Polestar 4. The Polestar 3 does 305 miles on a full charge and fast-charges from 10-80% in 32 min.

Polestar’s commitment to sustainability

“Sustainable Experience Architecture” is Geely’s new name for their open-source modular electric vehicle platform. The plan is to supply automakers with a frame, components and batteries. This will reduce costs, reduce waste and minimize the automakers impact on the planet.

Polestar being Polestar, took it a step further with a “Mono Material Approach.” The aim of this is to have all interior materials 100% recyclable, without extra sorting. The carpets are from recycled fishing nets (ECONYL) and the vinyl uses pine oil instead of crude oil (MicroTech).

It’s nice to see a company commit to sustainable manufacturing and materials in a meaningful way.

Is the Polestar 4 fun to drive?

Semi-active suspension means that you can switch between comfort and performance on the fly. According to Polestar, steering and handling are sharp and the car is thrilling to drive. Further details will trickle in closer to the release date.

Pre-order, buy, or skip

This is definitely a “buy” for now. Your best bet is to wait for Polestar to release the full details. 

The current specs, range and charging are class-leading. It looks pretty cool too. Somehow the Polestar 4 manages to use Nordic design and not look like a Tesla or a generic SUV. There’s not much to dislike here. So, if you’re in the market for a performance-SUV, this should be near the top of your list.

[1] All charging/range numbers are approximate as weather, battery temperature, battery degradation and location affect charging speeds.

[2] Pricing of the Polestar 4 is not final.

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

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

2025 Cadillac Escalade IQ price and release date

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

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

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

2025 Cadillac Escalade IQ specs

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

Exterior color options

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

Interior seating options

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

Wheels

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

Exterior dimensions

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

Interior and tech

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

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

Interior dimensions

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

2025 Cadillac Escalade IQ electric range and charging times

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

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

2025 Cadillac Escalade IQ powertrain and 0-60 performance

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

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

2025 Cadillac Escalade IQ design changes

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

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

FAQs

When will the Cadillac Escalade IQ be released?

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

What will the Cadillac Escalade IQ cost?

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

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

See above.

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

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

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

2024 Cadillac Lyriq price and specs

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

2024 Cadillac Lyriq: see prices at CarGurus

2024 Cadillac Lyriq Tech

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

2024 Cadillac Lyriq Luxury

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

2024 Cadillac Lyriq Sport

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

Exterior color options

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

Exterior dimensions

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

2024 Cadillac Lyriq interior and tech

Interior color options

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

Interior dimensions

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

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

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

2024 Cadillac Lyriq range and charging

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

2024 Cadillac Lyriq Tech

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

2024 Cadillac Lyriq Luxury

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

2024 Cadillac Lyriq Sport

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

2024 Cadillac Lyriq powertrain and 0-60 performance

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

Lyriq RWD

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

Lyriq AWD

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

Poor sales numbers

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

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

Cadillac dealership ultimatum

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

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

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

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

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

EV charging still sucks

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

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

The Lyriq exists to meet emissions targets

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

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

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

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

The EV outlook

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

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

FAQs

When will my Cadillac Lyriq be delivered?

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

Does the Cadillac Lyriq qualify for a tax credit?

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

Is the Cadillac Lyriq reliable?

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

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

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