Welcome back, and take your seats! Gather around as we prepare to dive into yet another cog in the grand machine that is electric vehicle technology. Today’s lesson is all about steer-by-wire. That’s right. It’s all about that bastard child of engineering and computer nerdery that has the underwear of purists everywhere in a bunch but the eyes of the tech-savvy glistening with excitement. 

Now, tell the therapist how that assortment of words makes you feel. Enthused? Enlightened? Or are you feeling rage and disapproval at how car companies are soiling one of the last vestiges of tactility behind the wheel. This relatively-fresh flavor of steering is a perplexing and divisive topic, occasionally covered by everyone from auto mags to, uh, wait, banking institutions? Seriously?

Right. Well. To understand steer-by-wire, we must know where it came from and what are the things it gets terribly wrong and oh so right. After all, luxury marques were the first adopters only to phase it out, assign it new purposes, or completely halt its takeover. It has since become synonymous with electric cars as years pass, and the current iterations, which number few and far between, paint themselves as wayfarers leading us towards a new era of automotive engineering.

So what’s the hubbub with steer-by-wire? Why so much unrest, and why is it even still here? Let’s find out with yet another chapter in the EVs Explained handbook.

What is steer-by-wire?

Tell me what you think. I assure you that such tech is exactly what it sounds like. Steer-by-wire is fully-electronic steering controlled by, that’s right, wires. And also computers, can’t forget that. Aside from a tangible steering wheel or emergency failsafe steering shaft, there are no analog doohickeys whatsoever. The steering wheel is not directly connected to the front wheels versus traditional cars with more common power-assisted racks.

Think of an old Logitech steering wheel, an arcade game, or a cheap racing sim. It’s sort of like that with the intent of thrusting cars further towards enhanced safety and convenience.

Okay, okay, but how does steer-by-wire work?

Kind of video-gamey. 

The steering wheel sends a signal to a computer to decide how much steering input to provide. The computer(s), typically one or more dedicated ECUs, send these signals to control the actuators, which either work a steering rack or each wheel, to provide the appropriate amount of steering angle.

Steer-by-wire is not to be confused with electric power steering, which utilizes a traditional column and rack assisted by an electric motor. And it’s an astronomically far cry from your run-of-the-mill hydraulic power steering, which relies on an engine-driven hydraulic pump.

Lotus fans have been seething since the first paragraph, I know. I encourage you to take your daily dose of copium now. I’m right behind you.

The origin of steer-by-wire’s villain arc

Truthfully, there was nothing spectacular about the debut of steer-by-wire in cars. No grand history lesson. No lost tale of a forgotten start-up on the second page of Google. It was very much indeed the 2014 Infiniti Q50 sports sedan to be the first to launch with such a system, dubbed Direct Adaptive Steering, and it did so to a lukewarm reception.

It’s not an objectively bad method of turning the wheels. In fact, it did the job quite well. The wheels definitely did turn, oh yes they did. How it changed in terms of subjective measures, however, stirred heaps of controversy and dismay.

To summarize it in the best way my generation knows how: dogshit. If anything, early steer-by-wire was described as decent as the utmost attainable compliment.

At launch, a Motor Trend writer panned the fresh technology as “– artificial, disconnected, and even unpredictable.” These thoughts were revisited in their long-term test conclusion nearly two years later, as they described one staffer’s difficulties with placing the Q50 on the road. Another writer at Car and Driver expressed similar disdain, calling the DAS-equipped Q50 “wayward and lacking,” later noting how the standard electrically-assisted steering forgoes these problems for a more predictable experience.

Alas, Nissan would heed their words. After years of trying to ween it into traditional passenger cars, they would discontinue the system altogether. Infiniti ditched its innovative-but-flawed idea in less time than it reportedly took to develop.

But steer-by-wire had planted its roots, finding uses in other classes of cars and in niche safety and performance systems. However, while constant updates and refinements ironed out some skittishness, the core criticisms of nonexistent feel, inconsistent ratio tuning, and overly-artificial weight remain. No longer are these systems under such immense flak, but they haven’t risen to upstanding citizenship either. 

“Maybe I don’t want to be the bad guy anymore.”

Yet, despite its rough maiden voyage, the history isn’t all first-model-year woes and half-baked programming. There were clear reasons for developing steer-by-wire and why it’s still tinkered with today in everything from EVs to endurance race cars. Steer-by-wire was ho-hum at its best then. Now it’s seeking to right its wrongs and position itself as the prime choice for a few select audiences before eventually tackling the entire car market. 

In an ideal industry, we’d allow drivers to keep traditional steering systems, but we’d also let the automakers continue to cook. First-time recipes are always dicey, just like the first EVs. But put in the practice, and they’ll become worthy of a Michelin Star. Look at how we’ve progressed from the Mustang II to the Dark Horse or from the GM EV1 to the Lucid Air Sapphire. Let. Them. Cook.

That said, there have been three core values behind implementing steer-by-wire. Ones that ought to capture some attention and garner at least a teaspoon of respect for the companies trying to make this magic work: safety, steering responsiveness, and use in EV and autonomous vehicle development. 

Safety first

From the safety side of things, a total steer-by-wire system eliminates the need for a physical shaft connecting the rack and steering wheel. Good for taking away one more potential hazard from thoracic injury, which is fancy-schmancy med school talk for “spearing you like rebar through Jamie Foxx’s chest in Baby Driver.” Of course, collapsible steering columns mostly negate those worries, but removing the shaft altogether can further seal the deal. 

Steer-by-wire also works wonders for active safety systems. For instance, lane-keep assists or lane-tracking cruise control can easily nudge your steering to make the appropriate corrections. Or you know. Just ping pong you for being a dweeb who can’t drive straight. But hey, they’re working on that.

Not quite a safety concern but rather one of driver convenience, the variability and adaptability of steer-by-wire enables impossibly light steering weights and quick ratios. This makes them theoretically ideal for urban maneuverability, as Lexus is seeking to prove with their system’s 90-degree turns. Such an epiphany led some automakers to get particularly… cocky… with their steering wheel designs, which arguably can hamper safety as much as steer-by-wire helps it. 

Ahem. Yolks aren’t cool, yo. Don’t even think about it, Mercedes.

Suppose this technology betrays us and decides to take the day off from functioning. In that case, failsafes built in, such as a clutch pack that engages some physical emergency connection, as Infiniti had done (note the emergency shaft pictured above). However, Toyota is taking a bold step forward with their bZ4X and Lexus RZ450e. You can spec an optional steer-by-wire system rocking zero mechanical connection (note the lack of any shaft pictured below). Instead, these EVs don small auxiliary batteries solely for the steering system to ensure the car can still maneuver, no matter the electrical failure.

Drive harder, steer faster.

From the steering response corner, steer-by-wire enters the ring with the potential to react far quicker to inputs than any traditional rack, as the need to twist a metal shaft side to side, regardless if it’s by an electric motor or hydraulic pump, is no more. In theory, this allows for a more dynamic driving and playful experience or, going back to safety, quicker emergency lane changes. 

Full circle, see?

Since you’re relying on electrons moving along some copper wiring, you shouldn’t worry about suddenly “running out” of assistance during hard driving because a motor can spin fast enough or a pump loses pressure. This enhanced precision and speed have earned current steer-by-wire systems a place in the motorsports arena, having been wielded by DTM race cars and variants of stars like the Mercedes-AMG GT3 and Porsche Cayman GT4 race cars.

Here’s an especially exciting one! Technically speaking, steer-by-wire controls the rear-wheel steering systems in luxury and high-performance vehicles from brands like Porsche, Rolls Royce, Ferrari, Audi, and way more. It’s a far cry from hydraulic rear-wheel steer systems of old, such as the Nissan Skyline’s HICAS system.

“Squidward! Robots have taken over driving!”

Not the driving!

The age of autonomy is upon us, and we’re in its infancy. Soon, all our cars will belong to Skynet.

Kidding. They’ll have to fight me first. But for now, these robotized commuters can continue toddling around my home city with their goofy radars and cameras. They’re a test bed for honing steer-by-wire, the next ace up their sleeves.

Autonomous cars, and by extension electric cars, have become the prime host for steer-by-wire systems in the next wave of daily drivers for reasons that may be obvious. Deleting an electric power steering motor and shaft not only ditches complexity. It sheds weight and potentially higher power draws, further enhancing the efficiency of an EV. That means more range! And the infinitely tunable and variable steering that plays so well with driver assists bodes well for further developing autonomous driving.

Steer-by-wire can react quicker to the needs of radar, cameras, and lidar and is superior for this specific use case, hence why it’s the steering system of choice for systems like Tesla Autopilot and GM Supercruise. And once we’ve perfected autonomous cars in probably 80 morbillion years (that’s a number now, I said so), steer-by-wire will allow for removing the steering wheel altogether to increase cabin space and possibly cut production costs. 

Grim for enthusiasts, yes. It’s a real Cyberpunk 2077 and Watch Dogs: Legion-type beat, but it’s the endgame of autonomous vehicle engineers in the somewhat distant future. As for today, you can see steer-by-wire, whether optional or standard, equipped onto vehicles such as the Toyota bZ4X and Lexus RZ450e twins, the GMC Hummer EV and Silverado EV power duo, and all Teslas. Mercedes is due to follow suit with revised versions of the S-Class and EQS.

And I suppose used Q50s with Direct Adaptive Steering at your local buy-here-pay-here lots count too.

Ding, ding, ding, class dismissed!

In case I lost anyone, know automakers introduced steer-by-wire as a fully electrified steering system using ECUs, actuators, and wires instead of a traditional power-assisted rack. Deleting an electrically or hydraulically assisted steering shaft allows for greater mechanical simplicity, improved safety, and a broader spread of tuning capabilities for dynamic or comfort purposes.

The public ostracized steer-by-wire at launch for feeling wonky and unnatural in luxury sports sedans it debuted in. It eventually found its way into electric and autonomous vehicles. You can thank its efficiency and ability to mesh with a plethora of driver assists and semi-autonomous tech. Its subjective criticisms in traditional cars have persisted for years, but it has now proven to be a core component in fully autonomous car development. 

To this day, only a handful of road cars and a few race cars feature steer-by-wire. They do so confidently, seeking to advance the species.

Them got dang robot cars is a coming!

Sure. But it won’t be any time soon as the technology continues developing and experiencing its share of hiccups and triumphs. Now we have a greater understanding of what it is. But is steer-by-wire the ultimate endgame at the mall parking lot or autocross course? Not today, it’s not.

Steer-by-wire, once arousing so much skepticism, is now striving for greatness in growing fields that welcome it with open arms. Still controversial, yes, but it’s here to stay alongside the old-school power steering enthusiasts undeniably love and commuters already know.

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Allow me to preface this by saying, the worst car ever made is a matter of opinion, which is great because this is an opinion piece. If you want an objective list of bad cars, you’re not going to find one. The quality of a car, like most things, is in the eye of the beholder. In an interview with Japanese automotive publication Magazine-X, I waxed poetic about my 2018 BMW 4 Series convertible, which seemed to always be in the shop for one reason or another. It’s since been put out to pasture (i.e., sold to a new lucky owner through AutoNation), but was it a good car? To me it was everything.

While the best car of all time is the one you enjoyed driving the most, the worst car ever made is the one that made you want to scream it was so appalling to drive. In all honesty, that car for me was the Toyota Aurus I rented in Iceland, but I didn’t choose to write about that one because it felt like punching down. It was an older model with a lot of mileage under its belt, and while I’m unsure why it was still in Hertz’s fleet given Iceland’s erratic climate, I can’t fault the car too much for the decisions of its owner. Instead, I picked a topic close to my heart, as you’ll see later on.

Until then, the rest of the Acceleramota editorial team has unleashed their outrage over the worst cars to buy, according to people who’ve had the misfortune of driving them. So, if you found a used one cheap on Bring a Trailer, just don’t.

4 strong contenders for the worst cars ever made

🚦Get ready, set, full disclosure! Some of the links powering our posts contain affiliate links, which means we may earn a small commission if you decide to make a purchase, even if it’s not the product we linked. Affiliate links are not an endorsement of the product – in fact, in the case of this article, the opposite is true. We’ve simply chosen to include them in case you want to learn more about the product and decide to make a different purchase later. To really help us keep our headlights shining to make more content like this, subscribe to the Acceleramota newsletter.

1991 Pontiac Sunbird

by Roger Feeley-Lussier

Learn more about the 1991 Pontiac Sunbird

My dad and I bought my first car in 1999 from a retired cop in Quincy, MA. It was a 1991 Ford Mustang (2.3-liter), and for about a year it was my entire personality. See, at Apponequet Regional High School, you were either a Mustang Guy or a Camaro Guy – and my family was a Ford Family, so I knew what I had to do. My friends lovingly called my red Mustang “The Muscort” because it had the 2.3L Ford Escort engine. I felt like I was on top of the world. 

Then, one Friday night during senior year, the Muscort was summarily executed while I was with the marching band at an away football game. A freshman piloting his mom’s car had obliterated the Muscort, sandwiching it between the Grand Am he shouldn’t have been driving and a minivan. I was crestfallen. I thought things couldn’t get any worse, until we went back to Quincy, MA where that same retired cop sold me a car that he claimed was “even better than that Mustang!” It was a 1991 Pontiac Sunbird, and it sucked ass.

Not only was the Sunbird not a valid competitor in the Mustang/Camaro binary, but basically everyone who saw it was like “What is that thing, I thought Pontiac made Firebirds?” The Sunbird was basically a Chevy Cavalier in Pontiac cosplay. This particular Sunbird had its own raft of issues, chief of which was a leak in the seal of the front windshield that absolutely drenched the driver’s side floormats any time it rained. I ended up having to bring a car cover with me everywhere to prevent the flood. 

My 1991 Sunbird’s final indignity came when I was driving to a friend’s house the summer after I graduated from high school. I honked the horn at someone who had drifted into my lane and it just… stayed on. Honnnnnnnnnnnnnnnk. Honnnnnnnnnnnnnnk. I pulled over to the side of the rural road and somehow managed to peel the horn off of the steering wheel without deploying the airbag. The horn must’ve been my car’s final Horcrux, because it died for good later that summer. Good riddance to a bad car, I say.

Renault Kwid

by Nathan Meyer

Learn more about the Renault Kwid

As a 23-year-old, I’ve got a long way to go and a lot of cars to drive. One of the worst cars I’ve driven is the Renault Kwid. Renault is not known for its build quality. In fact, the arrival of Carlos Ghosn, the man that saved Renault-Nissan and subsequently had to flee Japan in a suitcase, introduced a steep decline in build quality, shocking no one.

It brought plastics harder than any Toyota dash, flimsy door handles, and engines that would give any Toyota owner a stroke. For folks in the non-emerging world, the Renault Kwid is an ultra-cheap 1-liter A-to-B commuter machine. The tires are a smidgen wider than moped tires. It isn’t sold in the U.S., and for good reason: It’s a 67-horsepower deathtrap.

The Indian version got a 0-star NCAP rating. Yes, airbags are not standard. I happened upon gale-force winds while driving this excuse of a car, and if I didn’t counter-steer, the grim reaper was waiting for me in the oncoming lane.

Polaris Slingshot SL

by Jeric Jaleco

Learn more about the Polaris Slingshot SL

16-year-old me: “It’s like it’s straight out of Transformers! Such cool! Such wow!”

23-year-old me: “What the fuck.” 

I’m usually quite open-minded, which has led to me becoming enamored with countless specimens of cars, even those less acclaimed or cars that aren’t my usual cup of tea. If a car establishes a level of expectation, both on paper and in its image, and matches or exceeds them, it’s a damn good car to me. Even some terrible cars, so long as they succeed in their intended missions in some way, can earn my respect.

But not the Slingy. Not that three-wheeled abomination of plastic and haphazard chassis tuning.

The second-generation Polaris Slingshot SL I had driven as a Turo treat had let me down in nearly every measure. I’d figure a high-revving, naturally-aspirated four-cylinder would feel and sound like a symphony. What I got was a harsh, droney garbage disposal that’s more at home in a mechanical pencil sharpener than a car, further neutered by a single-clutch five-fucking-speed automated manual. Low trims don’t even get paddles, so you’re always at the mercy of the computers. On top of that, the power was only okay. Miatas and GR86s deliver more oomph for the same money. The chassis was floppy and disjointed, exacerbated by a loose steering rack that felt plucked out of an RZR side-by-side, resulting in a car that was nowhere near as enthused to be flogged on some two-lane twisties as say, oh, I don’t know, a normal-ass sports car?

The one ounce of praise I can give right here and now: The stereo was more than capable of overpowering highway wind noise and blasting Big Time Rush and All-American Rejects with near-perfect clarity. They got that right. And that’s about it.

BMW i7

by Gabe Carey

Learn more about the BMW i7

The BMW 7 Series desperately wants you to like it, and the all-electric i7 is no exception. While the i4 M50 is the best electric car I’ve driven, complete with BMW’s signature rear-biased handling, the i7 is a passenger’s car through and through. 

There’s a good chance, if you’re buying a BMW 7 Series, that you won’t be the one driving it. Your chauffeur schlepps you around from meeting to meeting while you sit in the back popping champagne and watching Billions on a retractable movie screen. Who cares if the driver’s visibility is obstructed by touchscreens and nigh-blackout curtains and bright flashing LEDs? 

The BMW i7 isn’t poorly made, nor is it as visually revolting as the XM. However, it is bad to drive, which kinda defeats the purpose of it being a car. At least one that doesn’t drive itself. If it were autonomous, that would be another story.

It is, in many ways, everything wrong with modern cars. Full of tacky high-tech gimmicks that scream, “Buy an extended warranty!” Or better yet, “Lease me!”

I can understand massaging seats in the rear cabin, but I activated mine by mistake in the driver’s seat and had to pull over just to figure out how to disable it. That, along with a Theater Mode I can’t help but find redundant given the sheer number of screens we keep on our persons at all times. 

Overflowing with excess, the BMW i7 is a smooth, quiet ride full of needless distractions made purely for Instagram engagement. Does anyone really want this? It certainly seems like the answer is no. And yet, for whatever godforsaken reason, we’ve been cursed with an M Performance variant that does 0-60 in 3.5 seconds – as if a 6,000-pound monstrosity barreling toward you at a top speed of 149 mph isn’t lethal enough. 
The best I can say of the BMW i7 is it’s an absurdly luxurious passenger vehicle costing 4x less than its Rolls-Royce equivalent. Then again, so is the Lucid Air, and it’s a much better vehicle overall, as I’m sure the Lucid Gravity will be should you prefer to not drive an even beefier EV.

General Motors has been hyping up its Ultium battery platform since it was announced in March 2020. The innovative battery system enables a lower center of gravity for electric vehicles and frees up interior space. GM’s latest Ultium release is an all-electric take on Chevrolet’s iconic Silverado 1500 pickup truck. The American automaker is aiming for the commercial market initially with the 2024 Chevy Silverado EV — rolling out their lower-priced WT (Work Truck) trim this summer with the premium RST First Edition trim promised for fall 2023.

While clearly inspired by the beefy Silverado, the 2024 Chevy Silverado EV (much like its cousin the GMC Hummer EV) isn’t simply an electric motor retrofitted into an existing shell. These electric SUVs were purpose designed to lead GM’s electric revolution — enabling a future where size is no longer an impediment to electrification.

With a range of 400mi. on a single charge and up to 754 hp, the 2024 Chevy Silverado EV shows how GM continues to be two steps ahead of their American automaker rivals at Ford when it comes to making that future a reality.

2024 Chevy Silverado EV price and trim level options

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The 2024 Chevy Silverado will be available in two trim levels initially. The WT (or work truck) trim is being marketed to fleet operators who are looking to electrify their commercial vehicles. Despite initial promises that this trim would have an MSRP of around $42,000, the currently available 4WT trim comes in at a whopping $79,800. GM has stated that the full line of Silverado EVs will include trims with shorter ranges and thus, lower MSRPs. The daily-driver targeted RST First Edition trim will set you back $106,895 if you’re willing to wait until it’s released sometime this fall.

Chevy trucks: shop new inventory near you

2024 Chevy Silverado EV 4WT (available now)

• Starting Price: MSRP $79,800 (including destination fee)
• Electric motor power: 510 hp and 615 lb-ft of torque
• EPA-estimated range: 450 mi.

2024 Chevy Silverado EV 3WT (coming soon)

• Starting Price: estimated MSRP $74,800 (including destination fee)
• Electric motor power: 510 hp and 615 lb-ft of torque
• EPA-estimated range: 350 mi.

2024 Chevy Silverado EV RST First Edition (fall 2023)

• Starting price: $106,895 (including destination fee)
• Electric motor power: 754 hp and 785 lb-ft of torque
• EPA-estimated range: 400 mi.

2024 Chevy Silverado EV exterior color options

• 2024 Chevy Silverado EV WT
  • Summit White
  • Black
• 2024 Chevy Silverado EV RST
  • Black
  • Northsky Blue Metallic
  • Cherry Red Tintcoat
  • Red Hot
  • Greenstone Metallic
  • Silver Ice metallic
  • Iridescent Pearl Tricoat
  • Summit White
  • Mosaic Black Metallic

2024 Chevy Silverado EV interior color options

• Jet Black, Leather
• Jet Black, Choccachino
• Gideon, Atmosphere (leather)

Interior and tech

Thanks to the Ultium system, GM’s designers have considerably more space to work with for the 2024 Chevy Silverado EV’s cabin — and it shows. Silverado drivers should be used to cavernous cockpits, but even the “stripped down” WT trim will feel bigger than you might expect, with a generous space for all five passengers. And the theme of “bigger is better” doesn’t stop there — with the rear seats folded down, the EV’s bed can accommodate items up to 10ft. 10in. Even the eTrunk (you might call it a “frunk”) is massive, offering around 9 cu. ft. of additional storage.

2024 Chevy Silverado EV WT dimensions

Interior space

• Front seat headroom: 41.9″
• Rear seat headroom: 39.7″
• Front seat legroom: 44.8″
• Rear seat legroom: 44.3″
• Front seat hip room: 62.0″
• Rear seat hip room: 61.5″
• Front seat shoulder room: 64.9″
• Rear seat shoulder room: 63.8″

Exterior dimensions:

• Wheelbase: 145.7″
• Overall length: 233.1″
• Overall width: 93.9″ (with mirrors) / 81.6″ (without mirrors)
• Overall height: 78.0″
• Track width (front/rear): 68.9″/68.9″

2024 Chevy Silverado EV RST dimensions

Interior space:

• Front seat headroom: 43.9″
• Rear seat headroom: 38.7″
• Front seat legroom: 44.8″
• Rear seat legroom: 44.3″
• Front seat hip room: 62.0″
• Rear seat hip room: 61.5″
• Front seat shoulder room: 64.9″
• Rear seat shoulder room: 63.8″

Exterior dimensions:

• Wheelbase: 145.7″
• Overall length: 233.1″
• Overall width: 94.3″ (with mirrors) / 83.8″ (without mirrors)
• Overall height: 78.7″
• Track width (front/rear): 68.7″/68.7″

As far as tech goes, the Chevy Silverado EV RST First Edition promises to be fully loaded. GM’s press release even promises access to future technologies that will become “necessities that you’ll never want to drive without.” Self-driving, in the form of GM’s “Super Cruise,” offers hands-free operation on some 400,000 mi. of roads in the US and Canada. The WT trims likely will not include as many bells and whistles but Edmunds’ review of a Silverado EV 4WT found many features will come standard even on the fleet-level versions.

Tech features:

• Super Cruise hands-free operation
• Ultifi software platform for personalization and updates
• Standard Safety Assist
  • Automatic emergency braking
  • Front pedestrian braking
  • Lane keep assist with lane departure warning
  • Forward collision alert
  • Intellibeam headlights
  • Following distance indicator
• 17 in. infotainment screen (RST First Edition)
• 11 in. driver instrument display (RST First Edition)
• 14 in. heads-up driver display (RST First Edition)

2024 Chevy Silverado EV electric range and charging times

The flexible Ultium battery platform shines once again with the 2024 Silverado EV. Thus far, GM has rolled out the system on its GMC Hummer EV, Cadillac Lyriq, and BrightDrop Zevo electric vehicles with many new models promised in the next few years. The Silverado EV offers impressive range for its considerable size, although future WT trims will have scaled-back battery arrays (and lower MSRPs).

• 2024 Chevy Silverado EV 4WT
  • Electric range: 450 miles
  • Charging time: 10 minutes to 100 miles range (DC Fast Charging up to 350kW)
• 2024 Chevy Silverado EV 3WT
  • Electric range: 350 miles
  • Charging time: 10 minutes to 100 miles range (DC Fast Charging up to 350kW)
• 2024 Chevy Silverado EV RST First Edition
  • Electric range: 400 miles
  • Charging time: 10 minutes to 100 miles range (DC Fast Charging up to 350kW)

2024 Chevy Silverado EV engine and performance

Simply put, with the Chevy Silverado EV, power is the name of the game. While the WT trim will offer a good amount of muscle, clocking in at 510 hp and 615 lb-ft of torque, GM has been really pushing the RST First Edition’s performance numbers. Their latest test numbers have the 2024 Silverado EV RST First Edition boasting 754 hp and 785 lb-ft of torque and up to 10,000 lbs. of towing. Compare this to the combustion engine 2024 Chevy Silverado 1500 performance trims’ 420 horsepower and 460 lb-ft of torque.

• 2024 Chevy Silverado EV 4WT
  • Electric Motor Power: 510 hp and 615 lb-ft of torque
  • Towing: 10,000 pounds
  • Payload: 1,400 pounds
• 2024 Chevy Silverado EV RST
  • Electric Motor Power: 754 hp and 785 lb-ft of torque
  • Towing: up to 10,000 pounds
  • Payload: TBA

Design changes

As mentioned above, the 2024 Silverado EV was built from the wheels up to make optimal use of the Ultium battery platform. The RST First Edition will have a number of attractive design elements, including optional 24-inch aluminum wheels, modern lighting accents on the exterior and interior, and a fixed-glass roof for a panoramic view.

The star of the show is the redesigned “Multi-Flex Midgate,” which allows you to extend the floor of the electric pickup truck’s bed to up to 10 ft. 10 in, as seen above. The tailgate’s “inner gate” also can become a step that accommodates up to 375 lbs for easier loading and unloading. All in all, it’s clear GM is hoping that eco-conscious companies in need of pickup truck fleets will adopt the Silverado EV as their primary electric vehicle — and RST First Edition buyers will reap all the benefits of this research and development.

2024 Chevy Silverado EV review round-up

The RST First Edition has only been teased at car shows and press events so far, but a few reporters across the auto-verse have gotten their hands on the 2024 Chevy Silverado EV 4WT. Here are their early thoughts on GM’s latest electric pickup.

The Silverado EV is an intriguing take on an electric pickup. With its unique chassis and class-leading range and power, it’s in many ways a more sophisticated, ambitious take on a full-size electric truck than Ford’s F-150 Lightning. As a result, however, it’s also significantly costlier and heavier. We’ll need more wheel time and a head-to-head comparison to determine which design approach we prefer.

Chris Paukert – Edmunds

Current GM truck owners will quickly acclimate to piloting the electrified Silverado. The 4WT moves along with the quiet refinement expected of an EV, with a synthesized hum playing through its stereo speakers only under hard acceleration. It feels as quick as any Silverado we’ve driven, with a responsiveness that makes short work of passing maneuvers on country roads.

Mike Sutton – Car and Driver

A near-$80,000 starting price for a bare-bones work truck is a tough pill to swallow. We get why that is to a certain extent given its all-new platform and advanced battery tech. But through that same lens, its basic interior and crashy ride quality become much harder to justify.

On its face, though, the 2024 Chevy Silverado EV WT is a promising start. We’ll reserve judgment on its real-world range and towing capabilities outside this very brief preview, but at first pass, it seems to be a no-frills tool that’ll happily keep up with you at the job site. And this is only the beginning.

Kristen Lee – MotorTrend

FAQs

What is the estimated range?

The 2024 Chevy Silverado EV 4WT trim offers an estimated range of 450 mi. on a single charge, while the forthcoming 2024 RST will have an estimated range of 400 mi. GM has promised lower-tier versions of the WT trim in the future with less range and lower starting prices.

Are reservations open?

Unfortunately, as of writing (July 6, 2023) reservations are currently full for the 2024 Chevy Silverado EV, according to Chevy’s website. Interested buyers can leave their email to be notified when reservations re-open.

When will the 2024 Chevy Silverado EV be available?

The production model Chevy Silverado EV 4WT has been rolling off production lines, but unless you’re a fleet operator planning to electrify your commercial vehicles, you’ll have to wait until the RST First Edition premium trim launches sometime in fall 2023.

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Tesla released the Model 3 several years ago as an affordable option in its existing line of vehicles. While it started with a reasonable price tag, the Model 3 hasn’t reached the “cheap EV” status Tesla initially touted. Many believe the company is working on a smaller, more affordable model to fulfill this promise, and it’s expected to be released in 2024. Though we don’t know the name yet, Model 2 seems a likely fit for the upcoming EV. The automaker may also offer a performance variant and a long-range model, but there’s plenty of time before its release for specifics to materialize.

Tesla Model 2 price and specs

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Tesla hasn’t detailed pricing for the new car yet, but we can take clues from its other models. All specs and pricing are estimates and may change drastically before the car’s release date.

2025 Tesla Model 2 Base

• Price: $25,000 (approximate, expected)
• Range: 250 miles (approximate, expected)
• Performance: Up to 300 hp

2025 Model 2 Long Range

• Price: $35,000
• Range: 320 miles
• Performance: Up to 350 hp

2025 Model 2 Performance

• Price: $40,000
• Range: 300 miles
• Performance: Up to 400 hp

Tesla doesn’t typically offer many options for its vehicles and equips most features as standard. That includes safety equipment, interior and tech upgrades, and more. However, most color options do cost extra. Buyers can easily spend thousands more than the base price on the automaker’s advanced cruise control features. Autopilot and Full Self-Driving tech alone can add as much as $15,000 to the car’s base price.

Because it manufactures vehicles in the United States, most Tesla models are eligible for federal tax credits of up to $7,500. That could be a significant benefit to the Model 2, as it would make the final price much lower after the credits are claimed. Of course, this all depends on Tesla’s ability to reach the low price point to begin with.

Depending on how it’s positioned at launch, the Model 2 could compete with a range of EVs, from the upcoming Chevrolet Equinox EV to the Hyundai Ioniq 5. If the car ends up being a small hatchback as expected, it will be one of the only compact, affordable EVs on sale. Most automakers in the space focused on higher-end profit-driving vehicles before moving to the cheaper end of the spectrum.

Tesla EVs: Model 2 vs Model 3

Tesla Model 3: check local availability at CarGurus

The Model 2 will be smaller and less powerful than the Model 3, but it likely won’t be slow. Electric vehicles produce massive torque off the line, which gives them an advantage over internal combustion engines. Because of that, even “slow” EVs feel quick, so the Model 2 won’t be a slouch. Expect a lower range estimate and smaller battery packs than the Model 3. 

Both vehicles benefit from access to Tesla’s Supercharger network. The automaker’s chargers offer seamless charging and access through its app. Though some chargers are opening to outside EV brands, the almost-exclusive Supercharger network is more robust and complete than other charging networks. However, electric vehicles still take time to charge, which can create long wait times at Superchargers in EV-heavy areas like California.

Like all electric vehicles, Teslas tend to require less maintenance for normal operations. Regenerative braking helps prevent brake wear, as the electric motors help slow the vehicle. There are also no moving parts under the hood, removing the need for engine oil, transmission fluid, or air filters. That said, EVs tend to chew through tires much faster than gas vehicles. This is because they are much heavier and their instant torque leads to lead-footed driving, which causes faster tire wear. 

Tesla in the news

After years of price increases, Tesla began cutting prices earlier in 2023, leading some to wonder if demand had waned. Even so, the company is expanding its operations with a new facility in Mexico and has leased significant warehouse space to continue its growth. The company is preparing to release its advanced driving tech in Europe, which could happen as early as 2024.

Though we’re talking about a potential new vehicle from Tesla, it’s important to note that it has not yet released the long-awaited Cybertruck or the Roadster, both of which were announced years ago. Additionally, Tesla’s Full Self-Driving and Autopilot tech have caused plenty of concern after several high-profile crashes have highlighted the company’s relaxed attitude toward driver monitoring when using the tech. Though it charges $15,000 for FSD, Tesla still considers the tech a beta, despite the fact that real drivers are currently testing it in the real world. 

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Welcome back! Do you remember our previous discussion on the roles of kilowatts and kilowatt-hours in relation to EV batteries and performance? Well, that was just one piece of the puzzle. Lots of factors come into play when determining how an electric car ticks. So, in today’s segment of EVs Explained, we shift our focus towards battery packs and how the flow of energy they produce greatly influences charging, range, and more.

Today, EVs Explained is all about volts and voltage architecture!

If you’ve ever felt a tad bit confused by the constant references to voltage when it comes to EVs, you’re not alone. Voltage talk is everywhere—from the AA batteries in Logitech controllers, accessory batteries in conventional cars, to the sockets powering your household appliances. If volts didn’t mean jack, they wouldn’t be so ubiquitous on every little press release or warning label.

It turns out that it’s a lot more than just a fancy word for scaring me out of sticking a fork in a socket. So buckle up because this will be quite the joyride through miles of technical speak and science mumbo jumbo.

Voltage basics: What are volts anyway?

Voltage (V) is the “electrical potential difference,” or the force that propels electrons. It is not a measure of outright power—that’s a watt—nor does it measure the volume or rate of electrons moving in a current, as amps are what do that. More on current later. It can be tricky to get the three straight and I’m sure a few of you have heard the terms used interchangeably as often as I have. 

To clarify, below is a diagram for those of us whose brains are so smooth that sentences just slide right off.

The voltage of a system determines its overall performance. If a car battery is dying, causing the systems to undervolt, it will fail to deliver electricity effectively, leading to a notable decline in functionality. Lights may flicker or dim, and certain components may fail to operate or at least work slowly or intermittently. A dead or dying battery may cause your starter to crank slowly or not at all.  

However, pour a little Four Loko and some electrolyte powder into the battery (satire, for the love of God, please do not attempt) and get it to overvolt, the opposite will happen. This will potentially harm systems that can’t handle the surge. While not always the case in complex systems like cars, Ohm’s law generally dictates that current increases with voltage. This resulting overcurrent can cause the most problems. Wires, bulbs, and circuit boards can burn out, start fires, or—better yet—give your friends a comical zap.

Insert funny clips of that one electrical engineer on YouTube here. That’ll get the point across and hopefully clear any murkiness. 

Whether they’re EVs or internal combustion vehicles, most cars have a litany of safety devices, such as fuses, peppered throughout to ensure such things never happen—unless you’re in my friend’s modified E36 M3 that got a bit toasty on the Las Vegas Strip. Get well soon, little fella.

Voltage architecture: What it means for performance

Enter voltage architecture, the voltage rating of an electric car’s battery pack. For instance, just as a lead-acid car battery is rated at 12V or a AA battery is rated at 1.5V, electric car batteries will be similarly classified as 400V or 800V.

For a long time, EVs trotted along with 400V architectures—which has become a broad, “kinda-sorta” umbrella term since not every car operates at exactly 400V. The Model S Plaid, for instance, rocks a 400V architecture, while the OG Roadster ran off 420V. Jumping brands, older Priuses ran off an estimated 350V while the second-gen Chevrolet Volt used 355V.

Nowadays, 400V has become the gold standard. And by all means, 400 volts sure does sound like a hell of a lot – until the spirit of Ferdinand Porsche enters the group chat.

Porsche Taycan: Revolutionizing EV Charging with 800V Architecture

When coupled with a Porsche fast charger, the Porsche Taycan’s 800V architecture—the first of its kind—yields one of the quickest charge rates in the game. Capable of flowing electrons twice as quickly as a comparable 400V system, a Taycan can get juiced from 10% to 80% in roughly 21 minutes. In comparison, a similarly-specced model S, despite having a higher maximum charging power of 250 kW versus the Taycan Performance Battery’s 225 kW, takes roughly 30 minutes to do the same deed.

Sorry, Elon, looks like Porsche has you beat this time.

Benefits of high-voltage architectures: the more the merrier?

A high-voltage architecture offers more than just speedy charging. Higher voltage yields greater efficiency, paving the way for more power and range without the use of bigger motors or thicker wires. But doesn’t Ohm’s law state that current increases with voltage?

Well, yes. But also no. I encountered a trade forum where a gaggle of electrical engineers fought over their interpretation of Ohm’s law. The research went great, by the way. When the dust settled, we were reminded how we must consider the current draw needed by the loads, such as the motors and accessories, to do their jobs. In reality, the key advantages of 800V architectures are their power density and ability to function at a higher voltage with a lower current, just as power lines do.

Power (watts) is the product of force (volts) multiplied by current (amps). Lower voltage systems need more current draw to create the desired power output. All those electrons colliding with the wires’ internal structures build resistance, creating heat and resulting in potential energy losses. But flip the script and see what happens.

The extra force of a higher-volt system means your EV’s motors don’t have to exert as much current draw to extract the power they need, as they’re effectively force-fed electricity. Not having to draw as much current to make the same (or even more) power keeps resistance and heat generation low, meaning wires can be thinner and electric motors can be smaller with fewer windings than if you were to produce the same power with a 400V architecture. 800V systems can even lead to potential weight savings from slimmed-down componentry, further aiding efficiency and unlocking more range.

Thanks to all these benefits, 800V architectures are increasingly becoming the norm and will pave the way forward for evolving the electric car species. Porsche Taycan and Hyundai Ioniq 6 are prime examples of current adopters. The Rimac Nevera operates with a not-far-off 730V, Lucid stormed onto the scene with a wilder 900V architecture, and Rivian is currently working on its own 800V system. 

There’s the bell

Refresher! Voltage is the force that moves electricity. The higher the voltage, the more quickly and forcefully electrons can reach where they need to go. Higher voltage usually means more current, but with EVs, higher voltage is desirable since the receiving loads don’t have to draw as much current from the battery to function. That means less system heat and greater efficiency than the same motors wired to a lower voltage architecture. As a result, 800V architectures are becoming all the rage, with more automakers developing them for their mainstream electric cars.

Phew. That was much more than I thought I’d write, but there you have it. There’s the nerded-out breakdown of what voltage is and how it relates to your neighbor’s Polestar 2 or that Vinfast that you probably already eyeballed and then immediately dismissed. Gritty, I know. But sometimes, it’s just better to dissect new technology and understand the “why” instead of sending drivers off with yet another “it is what it is.”

Easy, right? Well … We’ll get closer with every lesson. One EVs Explained at a time. 

Since its 2010 debut, the Nissan Leaf has been a flagship EV for the Yokohama, Japan-based automaker. The affordable electric car was even the top-selling plug-in-electric (PEV) model until 2020, when it was surpassed by Tesla’s Model 3. The 2024 Nissan Leaf carries on the legacy of being a great entry-level EV option.

Despite a significant refresh in 2017, Nissan announced in mid-2022 that they would be phasing out the Leaf in favor of more advanced models. As a result, it’s not surprising that the 2024 Nissan Leaf lacks major updates from previous model years. In fact, the file name of the photo above (when you download it from Nissan’s press site) is “2023 Nissan LEAF_38-source.jpg” — so make of that what you will.

Nissan Leaf: shop used inventory near you Nissan Leaf: shop new inventory near you

The 2024 Nissan Leaf’s starting MSRP is under $30,000, meaning it is a great budget option if you’re looking to join the world of electrified motoring — but it comes with some drawbacks. It’s clear that the Nissan Leaf line is no longer a priority for the carmaker, who has pledged to make 40% of its line electric by 2030. Most glaringly, the 2024 Nissan Leaf remains the last production model EV using the CHAdeMO connector rather than the more common CCS connector. To say the least, EV charging standards are undergoing a radical transformation that will make the Leaf feel dated before it even hits the lots.

Nissan Leaf $3,750 tax credit status

UPDATE (10/17/23 10:30PM)

Via press release, Nissan has announced that new Leaf vehicles “meet the “battery component” requirements of the Inflation Reduction Act of 2022 and may now qualify for the $3,750 tax credit.” 

• The 2024 LEAF was purchased and placed into service by December 31, 2023.
• The customer meets all purchase and income qualifications for the EV tax credit as outlined in Internal Revenue Code Section 30D.

We’ll save you a click – Internal Revenue Code Section 30D says that to qualify for the $3,750 tax credit, you must:

• Buy it for your own use, not for resale
• Use it primarily in the U.S.

Back off, capitalist fat cats, because to receive the $3,750 tax credit, your modified adjusted gross income (AGI) may not exceed:

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

2024 Nissan Leaf price and trim level options

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The 2024 Nissan Leaf is available in two “grades,” the Leaf S and the Leaf SV Plus. The Leaf S has an MSRP of $28,140 for the barebones model and the Leaf SV Plus starts at $36,190.

Let’s take a look at how the 2024 Nissan Leaf’s trim options match up:

2024 Nissan Leaf S

• Starting Price: $28,140
• Lithium-ion battery capacity: 40kWh
• Electric motor power: 110-kW / 147hp / 236 lb-ft of torque
• EPA-estimated range: 149 miles

2024 Nissan Leaf SV Plus

• Starting price: $36,140
• Lithium-ion battery capacity: 60kWh
• Electric motor power: 160-kW / 214hp / 250 lb-ft of torque
• EPA-estimated range: 212 miles

Available upgrades and accessories include:

• Factory installed options
  • Premium paint (2-Tone): $695
  • Premium paint: $395
  • Cargo cover: $220
• Port installed accessories
  • Protection package: $280
  • Splash guards: $245
  • USB charging cable set: $90
  • Floor mats and cargo area mat cargo organizer: $285
  • Rear cupholders and stash tray: $260
  • Kick plates: $160
  • Safety kit: $100

Since the Nissan press release cites the 2023 Leaf’s “refreshed exterior design, including an enhanced front grille, bumper molding and headlights, plus interior upholstery changes and a new 17-inch wheel design for SV Plus,” it’s safe to assume the exterior and interior options will remain unchanged.

2024 Nissan Leaf exterior color options:

• 2024 Nissan Leaf S only
  • Glacier white
• 2024 Nissan Leaf S and 2024 Nissan Leaf SV Plus
  • Brilliant silver metallic
  • Gun metallic
  • Super black
  • Deep blue pearl
• 2024 Nissan Leaf SV Plus only
  • Scarlet Ember tint coat (premium color) (Leaf SV Plus only)
  • Pearl White tri-coat (premium color)
  • Pearl White tri-coat + Super Black (2-tone premium color)

2024 Nissan Leaf interior options:

• Black cloth
  • Leaf S interior accents: gray
  • Leaf SV Plus interior accents: gloss black

Interior and tech

Another sign that Nissan’s media team is sunsetting the Leaf model is that they haven’t provided any new photos of the 2024 Nissan Leaf’s interior. Once again, it’s a safe bet to infer that relatively little has changed, so the image above is from the 2023 Nissan Leaf’s press release. Do with that information what you will.

As far as interior tech bells and whistles go, the 2023 model boasted “a new brand identity badge on the steering wheel and a new start-up video on the instrument panel screen,” because who doesn’t love a fun little video?

Interior space:

• Front seat headroom: 41.2″
• Rear seat headroom: 37.3″
• Front seat legroom: 42.1″
• Rear seat legroom: 33.5″
• Front seat hip room: 51.7″
• Rear seat hip room: 50.0″
• Front seat shoulder room: 54.3″
• Rear seat shoulder room: 52.5″

Exterior dimensions:

• Wheelbase: 106.3″
• Overall length: 176.4″
• Overall width: 70.5″
• Overall height: 61.5″
• Track width (front/rear): 60.6″ / 61.2″

Tech features:

• NissanConnect infotainment system:
  • 8-inch color display
  • Apple CarPlay
  • Android Auto
  • SiriusXM
  • Four USB ports
  • Charging timer,
  • HVAC timer (for pre-heating or pre-cooling the cabin)
• Nissan Leaf SV Plus infotainment upgrades:
  • Nissan door-to-door navigation
  • NissanConnect services
  • NissanConnect EV smartphone app (free 3-year trial included)
• Nissan Safety Shield 360
  • Automatic emergency braking with pedestrian detection
  • Blind spot warning
  • High beam assist
  • Lane departure warning
  • Rear cross-traffic alert
  • Rear automatic braking.
• Driver assistance and convenience features
  • Rear door alert
  • Rear parking sensors
• Leaf SV Plus additional features
  • Intelligent Driver Alertness (ID-A)
  • Intelligent Around View Monitor (I-AVM)
  • ProPilot Assist (combination steering assist + Intelligent Cruise Control)

2024 Nissan Leaf electric range and charging times

Keep in mind, Nissan’s decision not to update the CHAdeMO adapter on its 2024 Nissan Leaf models could negatively impact its resale value, causing it to depreciate more than it would already. For those of you on the fence, might I interest you in the similarly priced, higher spec, and tax credit-eligible Chevy Bolt?

If you’re dead set on a Leaf, definitely lease it. All leases qualify for the federal tax incentive and most reputable dealers will pass the savings onto you. Just ask before signing anything, and if they don’t budge? Walk away and keep your phone on standby. You’ll hear back.

• Leaf S
  • Electric range: 149 miles
  • Charging time: Charges to 80% in 40 minutes
  • Quick charge port: 50 kW (CHAdeMO)
• Leaf SV Plus
  • Electric range: 212 miles
  • Charging time: 80% in 60 minutes
  • High-output quick charge port: 100 kW (CHAdeMO)

Engine and performance

For an entry-level EV, the 2024 Nissan Leaf has quite a bit of power.

• Leaf S
  • Lithium-ion Battery Capacity: 40kWh
  • Electric Motor Power: 110-kW / 147hp / 236 lb-ft of torque
• Leaf SV Plus
  • Lithium-ion Battery Capacity: 60kWh
  • Electric Motor Power: 160-kW / 214hp / 250 lb-ft of torque

Design changes

While the overall design is unchanged from the 2023 model, it’s worth calling out that the 2024 Nissan Leaf SV Plus trim level comes standard with this futuristic-looking 5-spoke, 17-inch alloy wheel.

2024 Nissan Leaf review (to come)

The Nissan Leaf has been a stalwart in the world of electric vehicles, and at one time it was the most popular EV in the world. Past models were praised for their surprisingly spacious interiors and efficient, powerful motors (for an entry-level hatchback.)

Seeing as the 2024 Nissan Leaf is very much a rehash of the 2023 model, we’d expect a review to line up pretty solidly with our expectations. That is to say, despite being on its way out, the 2024 Nissan Leaf remains one of the few truly affordable EVs, though if you’re not in a rush, you could always save up an extra $7,000 over the next year for the 2025 Volvo EX30. While this will be a new model in Volvo’s electrified lineup, the Swedish carmaker has proven itself a serious contender in the EV space with the revered XC40 Recharge.

FAQs

Does the Nissan Leaf qualify for the $3,750 tax credit for new electric vehicles?

Yes! Nissan just announced that new Leaf vehicles may qualify for an electric vehicle tax credit of $3,750 thanks to the “battery component” regulations in the Inflation Reduction Act of 2022. You must purchase the vehicle by December 31, 2023 to be eligible. Additionally, you must purchase the vehicle to use, not resell, and drive it primarily in the U.S.

Also, according to Internal Revenue Code Section 30D, your Modified Adjusted Gross Income cannot exceed:

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

Is the Nissan Leaf being discontinued?

Yes, in 2022 the Japanese carmaker announced it would be phasing out the Leaf model. Still, Nissan still plans to develop electric vehicles, with its “Nissan Ambition 2030” pledge aiming for 40% EVs by 2030.

How much does a Nissan Leaf battery cost?

Lithium-ion batteries aren’t cheap! Should the worst-case scenario happen and your Nissan LEAF’s battery needs replacement, you’ll be looking at a hefty bill, according to findmyelectric.com.

• 40 kWh battery: $6,500 – $7,500
• 60 kWh battery: $8,500 – $9,500

Where can I charge my Nissan Leaf?

The 2024 Nissan Leaf’s CHAdeMO port limits the number of charging locations when you’re out and about. Check PlugShare for an updated list of CHAdeMO stations.

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Sales of electric vehicles (EVs) have exploded in the last few years, with the proliferation of charging stations following suit. As developments in infrastructure, clean energy, and climate legislation bring us closer to an all-electric future, it’s important to understand the charging technology that will eventually take the place of filling up on fossil fuels.

In this guide, we’ll walk you through the different charger levels, the distinctions between plug-in and hardwired chargers, as well as how to install an at-home EV charger. If nothing else, you’ll know the basics the next time you book a rental car in Europe – after all, driving a Tesla in Iceland will spare you $9 a gallon.

Level 1 charging

Most EVs come with a basic level 1 charger. It plugs into a standard (120V) power outlet much like any other ordinary household device. Generally, it doesn’t require any special installation – you just plug it into the wall. Compared to Levels 2 and 3, a Level 1 will move slowly, hence the nickname “trickle chargers.” When fully depleted, a Level 1 can take a day or longer to reach full charge. Despite its low charging speeds, it can still be useful for overnight charging. If you only use your car sparingly, or you predominantly use public chargers, a Level 1 charger may be all you need at home.

It’s important to note that Level 1 chargers aren’t as energy efficient as Level 2 chargers and will cost more to fully charge your vehicle. But, generally speaking, Level 1 charging is still cheaper than fueling a traditional gas-powered car.

Price: Up to $200, but one usually comes with the vehicle
Power output: 1.2 kW
Charging Speed: 5 miles per hour or less
Power source: 120V outlet

Level 2 charging

Level 2 charging is the most popular way to power up an EV. Found in both public places and personal residences, Level 2 charging speeds typically range from three to 12 times faster than Level 1. They’re increasingly common in public places such as shopping centers and office parks, with over 54,000 Level 2 chargers added in the U.S. in 2022.

When choosing a Level 2 charger, you may want to make sure the amp rating isn’t higher than that of the vehicle. It won’t harm the car, but any additional power over that threshold won’t charge it any faster. You can find the amp level your EV will accept in your owner’s manual and compare it to the amp rating of the charger you’d like to buy.

Level 2 chargers are designed to work with most vehicles, so compatibility usually isn’t an issue. In North America, chargers either come with the J1772 connector or the proprietary Tesla connector. Tesla vehicles also include a J1772 adapter. So with rare exceptions, you can just about use any Level 2 charger with your EV. In Europe, chargers usually come with the Type 2 (Mennekes) connector which is the standard for all EVs sold in the region, including Tesla.

Price: The price typically ranges from $300 – $800 for home units. Some cars come with a Level 2 charger.
Charging speed: 12 to 70 miles per hour of charging
Power output: 3.3 kW – 19.2 kW
Power source: 240V outlet

Guide to installing Level 2 chargers

Plug-in vs hardwired

Level 2 chargers come in two types: plug-in or hardwired. Those that plug in use a 240V outlet — typically used for large appliances like washing machines and ovens. Others need to be “hardwired” or directly integrated into your home’s electrical panel. Should you have a compatible 240V outlet handy and you’re employing a low-amp Level 2 charger, the setup could be as straightforward as plugging it in. However, in most cases, you will need to hire a professional.

Plug-in chargers

When plugging in a Level 2 charger, you need to ensure that:

• The outlet is compatible with the charger.
• Both the outlet and circuit board have a sufficient amp rating (at least 25% higher than the charger’s maximum amp draw).

In North America, most 240V outlets are NEMA outlets. By and large, the NEMA outlets used by EVs come in the following amperage ratings:

• 30 amps (NEMA 14-30)
• 50 amps (NEMA 14-50 or NEMA 6-50)

If you’re unsure about any of this, you should consult an electrician before charging with a 240V outlet. It can be potentially dangerous to plug a level 2 EV charger into an outlet if your home can’t handle the power draw.

Hardwired Chargers

Hardwired chargers are mounted on the wall and include three feet of flexible conduit and service wires that extend from them. These wires meet and connect to the wires coming from your electrical panel.

Hardwired units are more expensive, but they have a watertight connection. Offering protection from the rain and the elements, they’re suitable for outdoor use. Normally, they’ll deliver a larger range of amp and charge-speed options than plug-in units do, too.

Ultimately, you may want to install a hardwired charger. This might be because you are looking for outdoor charging or if you don’t have a suitable 240V outlet available and don’t want to have one installed. On the other hand, plug-in chargers are portable, so you should keep in mind if you will need to charge your vehicle at multiple locations.

Hardwiring or installing a 240V outlet

At any rate, you may want to either install a 50-amp outlet or have your charger hard-wired into your home’s electrical system. Either option will generally require the assistance of a professional electrician, both for the installation process and to determine whether your house can handle the energy draw. Installing a 240V outlet is a technical and risky operation that’s subject to strict regulations and approval.

Many residential households are not equipped for the power draw of Level 2 chargers, in which case your service panel may need to be upgraded or changed. If the charger is being installed outdoors, it needs to be rated for outdoor use. You will likely need to get a permit from your local building department before you start the installation. After the installation, an inspection may be necessary to ensure the work meets local building and electrical codes.

How much will it cost for the installation?

This can vary dramatically based on a number of factors, such as how far the panel is from the installation point of the charger. If both your panel and charger are to be in the same place (such as the garage), then it might only cost a few hundred dollars. But, depending on the complexity of the installation, the price could rise to well over $1,000. Thankfully, many states and municipalities offer rebates and other incentives for installing EV chargers that can help offset these costs.

Safety and maintenance

Always install chargers in a well-ventilated area to prevent overheating and keep away from flammable materials. Check the charger periodically for signs of wear and tear, especially if it’s installed outdoors.

Level 3 charging (DC charging)

Level 3 chargers are found in public and commercial areas and are operated by private charging networks like Tesla and Electrify America. Private residences are not suitable for installation.

Level 3 chargers are very fast; they can charge up to 15 times as fast as Level 2 chargers and may fully charge a car in less than an hour. This makes them very useful if you’re in a rush and need to charge quickly. But there are some trade-offs to the increased speed. The cost-efficiency of Level 3 charging is lower than Level 1 and Level 2, so it will be more expensive to achieve a full charge. Level 3 charging can also gradually degrade a vehicle’s battery health, so it’s generally better to use public Level 2 chargers when time allows.

Different charging networks and EV manufacturers use different types of connectors. The most pervasive examples include CHAdeMO (used by Nissan and Mitsubishi), CCS (used by European and American manufacturers), and Tesla’s once-proprietary Supercharger connector, which everyone from Rivian to Ford and General Motors is starting to adopt. Some public charging stations provide multiple types of connectors, but not all. You must also consider compatibility. Many older or cheaper EV models don’t support DC charging.

Price: Often $10,000+
Charging Speed: 120 to 1,200 miles per hour of charging
Power Output: 50 – 350 kW

Future of EV charging

Europe and China are taking the rise of EVs seriously, and are preemptively building infrastructure to prepare. 450,000 new EV chargers were installed in Europe as of April 2023, a growth rate of over 50%, and the rate of EV charger installation in China has been even more dramatic.

While the US sadly lags behind both Europe and China in this area, it’s still experiencing significant growth in both the number of EVs and charging stations. By 2030, the Biden administration says we’ll have 150,000 to 500,000 charging stations by 2030. With charging infrastructure rapidly expanding, the days of limited charging access are finite, and soon enough range anxiety, too, will become a thing of the past.

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

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

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

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

What is a killowatt?

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

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

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

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

Bingo! Easy, right?

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

Tracking? Heck yeah, you are!

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

What is a kilowatt-hour?

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

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

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

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

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

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

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

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

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

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

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

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

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

Class dismissed… for now.

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

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

Volvo, like most of its cohorts, has accepted that the future of passenger vehicles is fully electric. By now, we all know California and New York have both set a 2035 deadline to phase out the sale of new gas-powered vehicles. What’s unclear is how, in a country that hasn’t seen a minimum wage increase since 2009, the average youth is supposed to afford the hefty price tags holding back EVs from widespread adoption. Could the Volvo EX30 be the solution?

The Chinese-owned Swedish carmaker believes its subcompact crossover SUV is sized and priced just right for the gen Z and millennial buyers its competitors have overlooked. Neither Tesla’s Model 3 nor the Hyundai Ioniq 5 and Ioniq 6 have managed to dip below 40 grand before tax credits. The 2025 Volvo EX30, on the other hand, starts at just under $35K. The smallest SUV in Volvo’s current lineup, the EX30 claims a surprisingly reasonable electric range, absurdly capable performance, and a price tag that makes it the EV to beat for those on a budget.

2025 Volvo EX30 price, release date, interior, and specs

When it launches next summer, the 2025 Volvo EX30 will offer two drivetrain options at launch, with the rear-wheel drive (RWD) model starting at $34,950. While Volvo is accepting reservations as we speak, more specific details regarding trim levels, packages, and a la carte options will be revealed this fall, presumably during the Geneva International Motor Show, which takes place in October.

Volvo 2024 EX30: reserve now

Though small, it has a long wheelbase and short overhangs, giving it a spacious interior and stable handling. The single-motor base model gets RWD, producing 268 horsepower and 253 pound-feet of torque. Volvo will offer a dual-motor upgrade with all-wheel drive, a combined 422 horsepower, and 400 pound-feet of torque. Acceleration to 60 mph takes 5.1 seconds with the base setup and just 3.4 seconds with the dual-motor system. We’ll even see the iconic Cross Country or XC branding returning for the EV as Volvo plans to release a more rugged version later on.

Volvo’s range estimates reach 275 miles for the base single-motor variant and 265 for the dual-motor. Both models get a usable battery capacity of 64 kWh and a 10-80 percent charge time of 26.5 minutes on a DC fast charger. That said, the EX30’s maximum charge rate is just 153 kW, making it slower to charge than Hyundai and Kia’s latest EVs. 

We don’t have a full list of interior features, but the EX30 appears to carry a similar display to the portrait-oriented screen in the larger EX90. Volvo moved to a Google-based infotainment system, which brings Google Assistant, Google Maps, and third-party apps from the Play Store like Waze to replace Google Maps—and more. The EX30 also gets a robust suite of advanced safety features, including some new tech. For example, the Park Pilot Assist system lets drivers select a parking space in a 3D interface and can handle steering and braking through the whole process. 

Volvo electrified: EX30 vs. XC40 Recharge and C40 Recharge 

Volvo repurposed the XC40’s underpinnings for use in the XC40 Recharge and C40 Recharge. Both are considerably more expensive than the EX30, and their reliance on a gas vehicle platform means that Volvo made some compromises on interior space and other packaging to accommodate the battery. They also lack the EX30’s range, as the XC40’s estimates land down at 223 miles. 

The trio of EVs all get similar tech features, and Google runs the show in each, but the EX30’s screen is larger and more prominently mounted in its interior. Volvo also removed most physical controls in favor of on-screen buttons, but the XC40 and C40 Recharge were already mostly bereft of buttons. 

Besides price and some equipment differences, the EX30 is not a wild departure from Volvo’s existing EVs. The brand clearly defined its intent with electrification and has so far followed it closely. That results in sustainable materials throughout the EX30 and older models, and Volvo noted that it was able to reduce the EX30’s carbon footprint over 124,724 miles of driving to less than 30 tons. 

What else is going on with Volvo?

Volvo has focused on technology improvements and vehicle development in recent times and has two brand-new EVs to show for it. At the same time, the brand has seen an uptick in sales over the first two quarters of 2023 and has picked up accolades for new models such as the S60 and XC60, which earned high accolades from reviewers.

The automaker plans to build the upcoming EX90 at its factory in South Carolina, but no such plans have been announced for the EX30. Because of their foreign manufacturing locations, none of Volvo’s current EVs are eligible for federal tax credits in the U.S. However, the EX90’s domestic assembly location may qualify it for at least half of the $7,500 credit. 

In a world where our phones, homes, and even watches are smart, it should come as no surprise that our cars are following suit. While traditional in-vehicle technologies like Bluetooth pairing and infotainment systems have been around for years, the shift to more comprehensive, intelligent operating systems in our vehicles is becoming increasingly evident.  Among the front-runners in this domain is Android Automotive OS (AAOS), Google’s vehicle-specific operating system, not to be confused with Android Auto. As we see the projected number of cars equipped with Android Automotive expected to double by the end of this year, it’s clear that this technology is swiftly becoming a major focus for manufacturers.

General Motors (GM) announced earlier this year that it would phase out Apple CarPlay and Android Auto, allowing the company to replace both systems with an integrated operating system based on AAOS. GM will partner with Google — the brains behind Android Auto and Android Automotive. This move aims to facilitate GM’s collection of data on driver behavior and EV charging patterns, and allow for improved system integrations, such as battery preparation for accelerated charging.

Understanding the difference: Android vs Android Automotive

Despite their similar names, it’s important to understand that Android Auto and Android Automotive OS (AAOS) are fundamentally different systems. Android Auto operates as a phone projection app, essentially mirroring your phone’s screen and apps onto the vehicle’s infotainment display. Conversely, AAOS is a standalone system, fully integrated into the vehicle, eliminating the need for phone connectivity. It also offers direct control over an array of vehicle functions, including remote access, climate control, windows, lights, ride settings, and so forth.

Google brings native YouTube, Zoom, and Waze to your dashboard

With the upcoming release of Automotive OS 14, Google is now implementing apps like YouTube and Waze, and video conferencing platforms such as Zoom, Microsoft Teams, and Webex into AAOS. It’s also adding multi-display support, allowing for shared viewing across multiple screens. Initially, the latest models from Polestar will be the first to offer these features, before progressing to other brands. 

These developments reflect a broader focus on expanding in-car entertainment, with other car manufacturers like BPD and Hyundai collaborating with Nvidia to integrate its video game streaming service, GeForce Now, into new vehicles. Tesla has also offered in-car video games, having integrated with Valve Corp.’s Steam game distribution platform last year.

Creating car apps is a complex task due to stringent worldwide safety regulations, posing a big challenge for small developers. Google mitigates this by offering pre-approved “app templates” to streamline development and ensure regulatory compliance. However, this method restricts app types and functionality, with different limitations on platforms like Android Auto and AAOS. Google allows only six types of apps: Media, Messaging, Navigation, Point of Interest, Video, and Internet of Things. Car manufacturers can include their own software, but these have to comply with safety regulations and are often designed not to work while the car is moving.

List of cars with Android Automotive

Android Automotive remains in the early stages of adoption, meaning only a handful of models currently support this technology. As of May 2023, the following is a comprehensive list of cars equipped with Android Automotive:

Audi

• Audi Q6 E-tron

Cadillac

• 2024 Cadillac XT4
• Cadillac Lyriq
• Cadillac Celestiq

Chevrolet

• 2022+ Chevrolet Silverado
• 2022+ Chevrolet Suburban
• 2022+ Chevrolet Tahoe
• 2024 Chevrolet Blazer
• Chevrolet Corvette E-Ray 

Chrysler

• 2021+ Chrysler Pacifica

Dodge

• 2021+ Dodge Durango

Ford

• 2024 Ford Mustang

GMC

• 2022+ GMC Sierra
• GMC Hummer EV

Honda

• 2023 Honda Accord

Lincoln

• 2024 Lincoln Nautilus

Lucid

• Lucid Air

Maserati

• 2022+ Maserati Ghibli
• 2022+ Maserati Levante
• 2022+ Maserati Quattroporte

Polestar

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

Rivian

• Rivian R1S
• Rivian R1T

Volvo

• 2022+ Volvo S90, V90, V90 Cross Country
• 2022+ Volvo XC60
• 2023+ Volvo S60, V60, V60 Cross Country
• 2023+ Volvo XC40, XC40 Recharge
• 2023+ Volvo XC90
• 2024 Volvo EX90
• 2025 Volvo EX30

Renault (Europe only)

• Renault Austral
• Renault Mégane E-Tech Electric
• 2024 Renault Espace

This list is expected to grow dramatically in the coming years, with companies such as Ford and Volkswagen seeking to incorporate Android Automotive widely across their vehicle lineup, possibly in future iterations of the F-150 Lightning as well as the upcoming VW ID.2all. Meanwhile, Porsche is in discussions with Google to incorporate the system, and Mercedes-Benz is preparing to feature its own open-source version of it. By 2024, the majority of car manufacturers are anticipated to offer models equipped with the OS.

It’s important to keep in mind that manufacturers can personalize the OS’s interface to fit their needs, meaning it won’t look the same in all cars. For example, the user interface of a Polestar 2’s Android Automotive may look different from that of a GMC Hummer EV, even though both vehicles use the same OS. Just like Android phones, there are many ways that Android Automotive can be implemented – with different features, different processors, and so forth.

Cars with Google Automotive Services (GAS)

It’s also worth keeping in mind that only certain models with Android Automotive get shipped with Google Automotive Services (GAS). GAS is essentially a suite of Google apps and services made for Android Automotive, including Google Assistant, Google Maps, and the Play Store. Models without GAS won’t allow you to download third-party apps unless they’ve been approved by Google. Rivian, Lucid, Dodge, Chrysler, and BMW currently don’t support GAS.

Should I buy a car with Android Automotive?

While Android Automotive has the potential to advance in-car technology, it’s still in its primitive stages. Many of its features are comparable to Android Auto, and some apps available via phone projection may not be compatible with your version of AAOS. Users have also mentioned some issues with the system, like the interface being a bit slow or awkward to use, and the streaming quality not hitting the mark (worse than simply streaming via Bluetooth). As Android Automotive matures, it will undoubtedly offer a more advanced and feature-rich experience. Until then, it probably shouldn’t be a major consideration for most prospective car buyers.