When anything in life offers the best of both worlds and with little compromise, it’s almost always a solid choice. Diet Coke, the Long Beach Grand Prix, salty and sweet candy—life’s full of it. How does the LBGP come into play here, you may ask? Because it offers some of the best motorsports action, ever, and it’s not stuck out in the middle of nowhere. Another area where you’re having the best of both worlds is plug-in hybrid electric vehicle (PHEV) ownership. That’s because these economical steeds offer all the convenience of being primarily powered by an internal combustion engine, yet also have an electric motor that tackles some propulsion and boosts overall fuel economy.

However, there are some common misconceptions about PHEVs out there that need to be addressed. By that same token, there are some actual downsides to discuss as well, as having all the information one needs before diving into owning one is just as important. Let’s plug in!

Myth: PHEVs are slow and not fun to drive

While a lot of folks who are well in tune with the automotive industry may say this isn’t actually a common misconception, it’s important to clear the air and ensure that even the most casual observers know what’s up.

PHEVs are actually quite the opposite: They’re quicker than their non-hybrid and full-hybrid counterparts. That’s because the electric motor is more integrated into acceleration, thus providing all that sweet instant torque to rip off the line. The latest 2023 Toyota Prius Prime, which I’ve had the opportunity to sample for myself, is the perfect example—the normal hybrid is no slouch for its class, but the Prime is shockingly fun to rip around in.

Additionally, the Jeep Wrangler Rubicon 4xe is quite possibly the neatest off-road experience, ever. Battery-sourced instant torque bodes so well for crawling, and the silent powertrain really helps out the senses with precision inputs. If you listen carefully with the doors removed, you can hear its all-terrain tires’ individual tread blocks grasp at the terra firma.

Don’t forget that the BMW XM is a PHEV as well. It may not be a looker, but it’s quite fast. So is the Ferrari 296 GTB, the McLaren Artura, and several other super and hypercars.

Myth: PHEVs’ EV-only range is too short

While PHEVs of yore only possessed a handful of miles when in EV-only service, this figure’s only gone up as battery technology has progressed.

For example, the aforementioned 296 GTB can go a whole 15 miles solely on battery power. OK, that’s actually a poor example, what I meant to justify my point with is the 2024 Volvo XC90 Recharge, which can go as far as 32 miles humming along. Er, that’s an improvement, but not the best example, either. The Prius Prime and its larger RAV4 Prime cousin both get over 40 miles of EV-only range, but weirdly, the latest Range Rover Sport has ‘em all beat: a reported EPA-rated 51 miles.

Myth: PHEVs have just as high maintenance and repair costs as ICE vehicles

This one’s coming from the EV, more specifically BEV (battery electric vehicle), owners who could be considered hardcore, true believers in an EV-only lifestyle. As reported by Consumer Reports a few years back (thanks to Torque News), PHEVs will have slightly lower costs of ownership over the lifetime of a BEV. BEVs have the lowest costs in the short term, but still, PHEVs’ are nowhere near an ICE car’s.

On the flip side, the convenience factor of PHEV ownership is quite appealing and is the best example of the best of both worlds: Excellent overall fuel economy, some battery-only range, lower running costs than an ICE vehicle, a smaller battery with a smaller replacement cost than an EV, no dependence on our nation’s current charging infrastructure, and more.

Myth: As PHEVs’ battery-only range increases, you might as well just buy a BEV

This one’s quite easy to extinguish, and again was reported on by Torque News: You might as well buy a BEV with all that electric-only range. This completely disregards many folks lacking local charging infrastructure, range needs, and more. Plus, what if you want to be unencumbered by charging infrastructure while on a lengthy road trip? It also means that some households may not need to park an additional car in their driveway to satisfy longer-range needs.

Again, this is best of both worlds content. Many folks can fulfill their daily range needs, potentially over the course of a day or two, and not have to worry about plugging in once they’re out of juice. Plus, PHEVs have regenerative braking that helps charge the battery, thus always having at least a little bit of zap in the metaphorical tank.

Myth: PHEVs don’t have the same tax benefits as BEVs

This one’s also easy to extinguish: Green Car Reports does a great job clarifying the IRS’ guidelines by sharing that there are still some excellent tax benefits to cash in on for 2023 and 2024. MSRP comes into play, and it must be a model that’s made in the USA, Mexico, or Canada, and has a battery that’s made in the USA. But there are still some solid options out there. In fact, that latter bit about made-in-USA applies to BEVs as well.

For example, any qualifying (because there are income restrictions—again, it’s complicated) Jeep 4xe buyer could receive up to $3,750 off their taxes, and Chrysler Pacifica PHEV buyers could count on as much as $7,500 off.

Downside: PHEVs are expensive

Still, even with some federal tax relief, PHEVs have a higher up-front cost compared to ICE vehicles. It’s amortized over time in fuel savings, but that doesn’t help out folks’ shorter-term budgeting that affects the household balance sheet month-to-month.

It doesn’t help that the average new vehicle costs around $48,000, either.

Downside: PHEVs are heavy

This is par for the course with anything sporting a lithium battery somewhere bolted up to its chassis. They’re not as portly as full-on BEVs, but weight is weight, which means increased tire, brake, and bushing costs. And, it’ll always have an adverse effect on handling, no matter how you slice it. Well, unless it’s a Ferrari 296 GTB, where the battery helps keep weight well-centered within its wheelbase. And even then, it still weighs less than 3,300 lbs, which most would say is plenty for its 654 horsepower to handle. Can you tell I really want to drive a Ferrari 296 GTB?

Downside: PHEVs are complex

This one’s pretty self-explanatory. You’ve got two separate powertrains at work, additional sensors, potential drivetrain additions to send their power to the wheels, a battery with its own electrical connection environment, and more. Plus, you can’t forget packaging, as the added battery presents a challenge to engineers and may result in either a larger vehicle than otherwise or a vehicle that’s more difficult to service. Or both.

Therefore, there’s more stuff to malfunction, fail, and extend/expand a factory-recommended maintenance schedule.

Downside: We need more series plug-in hybrids

Remember the Chevrolet Volt? That intuitive little fella was a series plug-in hybrid (SPHEV), more commonly known as an extended range electric vehicle (EREV). This means that only the electric motor handles propulsion while the internal combustion engine handles onboard charging duty, like a locomotive. This means you’ve got an onboard generator to cut down on visiting the charging station, or you can completely skip any combustion by plugging it in regularly like a BEV—it’s up to you.

Because of this, the Chevy Volt was truly something special, but sadly it went out of production in 2019. The upcoming 2025 Ram 1500 Ramcharger (kudos to Dodge for its name) will be an EREV, and the rotary-powered Mazda MX-30 R-EV could come to the US market someday, but otherwise, there’s nothing on sale as new at the moment. Which is a shame, as it’s a very appealing concept.

It’s important to address and analyze common misconceptions about PHEVs, especially considering the fact that they offer so much convenience over BEVs, yet burn far less fuel and have far fewer emissions than ICE vehicles. At the same time, it’s important to keep their downsides in mind, as it’s important to be well-educated on the matter before you make any major financial decisions.

Cars are hard. Computing can be harder. Yeah, I get it. And it doesn’t help when the central nervous system of your car, the brains and all its connected gizmos and wiring, are as complex as they’ve ever been. But easy, now. There exist tech companies out there that still do what a successful (and likable) company does: provide solutions and alternatives to problems. Actual problems. Ones they didn’t fabricate or exaggerate Twitter clout. I had a chance to chat with one particular company’s representatives at this year’s CES in Las Vegas, and now it’s time for you to get to know the company, too. Meet Ethernovia, the award-winning, San Jose-based tech company poising itself to tackle issues the car companies gave themselves.

Keep in mind that I am no super hardcore tech junkie by any means. Too much Super Street growing up rots the brain. But even so, I found myself so enamored by the efforts of this company, and I wish nothing more than to share my learnings and their mission statement with you.

Solving issues the automakers created

As I waited to meet with a rep outside some random booth on the CES floor, my face sweaty from meandering around all day and donning nothing but jeans and a loose t-shirt, I didn’t quite know what to expect. I never saw anyone’s faces prior to this, nor did I have a real clear understanding of what exactly this company is or what they do. A rep, who I later learned was an Acceleramota fan, simply liked our work and wanted to connect to help share their mission.

And what a mission, indeed. Well, if you’re the techy kind that enjoys problem-solving, and God knows the auto industry could use some extra wisdom. Thankfully, Ethernovia and other companies like it are here to impart that wisdom to the glacially evolving auto industry, with the goal of simplifying their electrical and processing systems while maximizing performance in the name of improved safety and lower production costs.

Think of Ethernovia as a sort of automotive neurologist.

As I’m sure you’ve seen, cars are complicated. Over the decades, with legislation after legislation putting greater pressure on automakers to implement more safety systems and customer after customer clamoring for the latest toys and niceties, cars have evolved from the mechanical relics of an all-analog past to the rolling supercomputers they are today. Even something as basic as a rental-grade Civic or a sparsely-equipped 86 is brimming with enough writing and sensors to throw aerospace engineers of old into a spiral. And as I’ve learned, automakers haven’t necessarily been the most efficient in developing and implementing such tech. That’s not to say the current ways of doing things don’t work, as they clearly do! But Ethernovia feels it could be better.

How Ethernovia does it

Miles of wiring and mini-ECU after mini-ECU occupy the innards of every car. Clearly, it must be a conspiracy to keep the rubber insulation and copper wire industries thriving! But such an abundance is what Ethernovia considers to be of great excess, and it’s what the company seeks to reduce. Not only would more minimalist systems maintain or improve the performance of the automakers’ designs, but it’d also reduce complexity and margin for system error. This equates to lowered production costs for the OEMs and safer vehicles for consumers, especially in a future heavily leaning into the safety assists and autonomous driving tech that relies so heavily on computers and sensors.

You’d think simplifying such systems would be a given for OEMs, but such an effort can often be overlooked when engineers get spread thin on a project or said manufacturers would rather just use and install electronics from existing legacy brands (Continental, Bosch, Denso, etc.)

One way Ethernovia achieves its goals is through the consolidation of your car’s computers into fewer, dedicated ECUs. Fewer ECUs to communicate with also mean less wiring and chips, simplifying the production and assembly of the car’s electricals while still enabling all the luxury or safety toys the OEMs and consumers want. Another is through the production of more efficient, sharper responding “high-performance” ECUs, with lower power draws and less latency in its computing power, which is crucial when implemented in lane-centering, automatic braking, or adaptive cruise where every millisecond counts in emergencies. Data can be processed quickly, and the safety systems’ actuators can react sooner.

Speaking of which.

New gizmos for the era of “software-defined vehicles”

Right on time for this little tech talk/introduction of mine, Ethernovia dropped details on new chips they’ve been developing with efficiency in mind. The company announced the launch of two new 7nm PHYs (physical layers or basically the hardware in a circuit, such as chips, ports, and cabling), dubbed ENT11100 and ENT11025, respectively. Their claim to fame reportedly is that they have the industry’s lowest power draw while still having levels of processing power that meet Ethernovia’s standards for appeasing software-defined vehicles. For the die-hard techies who’ll understand it better than I do, know these new PHYs are the first and only products in their field to support 10 Gbps (Gigabits per second, a measure of bandwidth and data transmission), 5 Gbps, 2.5 Gbps, and 1Gbps.

At its fastest, Ethernovia’s PHYs are capable of transferring data at 4,500 Gigabytes per hour. At its slowest, it’s more like 450 Gigabytes per hour. Compare that to the estimated average of 25 per hour in today’s connected cars.

“Electrification, increasing connectivity demands, and the advancement of automated driving functions result in ever-increasing requirements on fast and secure data transmission in the vehicle and to the cloud,” stated semiconductor expert and systems architect for Volkswagen Group, Andreas Aal. “Ethernovia’s new PHY meets these demands by offering energy-efficient, high-bandwidth, low-latency data transmission paired with embedded co-optimized safety and security IP to enable a seamless and holistic architecture transition that paves the way up to future software-defined vehicles.”

Essentially, the ENT11100 and ENT11025 chips possess greater data transmission abilities for improving safety and functionality in today’s field of cars while being capable of saving energy. When implemented in mass within a car’s entire electrical system, the resulting energy savings could bode well for system reliability as well as possibly prolong the range of electric vehicles. Single-port variants are currently being sampled by prospective customers, with quad-port variants due to be available for sampling later this year.

Yes, very creative with the nomenclatures, I know. But at least all the creative juices flowed into making their crop of gizmos work as advertised to help automakers and consumers alike.

Ethernovia is up to some pretty rad stuff, and it’s companies like this seeking real solutions to real problems that we should be backing, not those who pride themselves on nothing but glitz, glam, and publicity through controversy. I wish Ethernovia and other companies like them the very best in their efforts, for if they succeed on an industry-wide scale, it will truly lead to the safer and more affordable cars we’ve been yearning for. And in my opinion, although it’s not the most star-studded headline, it’s certainly worth more curiosity than some 8-bit tinker toy of an EV rendered in 144p.

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

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

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

One size fits some

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

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

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

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

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

EPA vs. WLTP vs. CLTC range testing

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

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

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

EPA

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

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

WLTP

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

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

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

CLTC

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

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

Two-cycle vs five-cycle range testing

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

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

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

Why is this? Simple.

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

“Such variance. Much wow.”

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

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

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

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

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

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

Class dismissed

Did I lose you yet? Summary time!

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

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

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

(Editor’s note: updated 2/8/2024)

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

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

The Tesla landscape in 2023

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

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

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

Elon Musk – Tesla Q3 2023 Earnings Call

What’s next for Tesla in 2024 and beyond?

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

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

2024 Tesla Model 3 (Highland)

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

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

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

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

2024 Tesla Model 3 (Highland) specs

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

Tesla Compact EV/Model 2/Redwood

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

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

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

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

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

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

Tesla Model 2/Q/C Specs

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

Cybertruck (SURPRISINGLY, IT’S FINALLY HERE)

Let me start this section with an apology.

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

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

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

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

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

I just can’t imagine the shame.

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

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

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

u/St3fanz on r/RealTesla

Tesla Cybertruck Info:

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

Roadster 2.0 (maybe?)

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

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

Tesla Roadster 2.0 info:

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

Tesla Semi

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

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

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

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

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

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

Rachel Premack – Freight Waves

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

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

FAQs

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

When will Tesla release the Tesla Roadster 2.0?

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

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

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

When will Tesla release the Tesla Semi Truck?

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

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

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

Hyundai Ioniq 5

Starting price: $41,650

Horsepower: 168 to 320 hp

Torque: 258 to 446 lb-ft.

Combined MPGe: 99 to 114 mpge

Battery Capacity: 58 to 77.4 kWh

Range: 220 to 303 miles

IIHS Top Safety Pick? Top Safety Pick +

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

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

Kia EV6

Starting price: $42,600

Horsepower: 167 to 576 hp

Torque: 258 to 545 lb-ft.

Combined MPGe: 83 to 117 mpge

Battery Capacity: 58 to 77.4 kWh

Range: 218 to 310 miles

IIHS Top Safety Pick? No

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

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

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

Ford F-150 Lightning

Starting price: $49,995

Horsepower: 452 to 580 hp

Torque: 775 lb-ft.

Combined MPGe: 66 to 70 mpge

Battery Capacity: 98 to 131 kWh

Range: 230 to 320 miles

IIHS Top Safety Pick? No

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

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

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

Mercedes-Benz EQS

Starting price: $104,400

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

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

Combined MPGe: 76-96 mpge

Battery Capacity: 108.4 kWh

Range: 280 to 352 miles

IIHS Top Safety Pick? Not yet tested

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

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

Nissan Ariya

Starting price: $43,190

Horsepower: 214 to 389 hp

Torque: 221 to 442 lb-ft.

Combined MPGe: 87 to 101 mpge

Battery Capacity: 63 to 84 kWh

Range: 205 to 304 miles

IIHS Top Safety Pick? Top Safety Pick +

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

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

Genesis Electrified G80

Starting price: $79,825

Horsepower: 365

Torque: 516 lb-ft.

Combined MPGe: 97 mpge

Battery Capacity: 87.2 kWh

Range: 282 miles

IIHS Top Safety Pick? Not yet evaluated under new criteria

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

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

Cadillac Lyriq

Starting price: $58,590

Horsepower: 340 to 500 hp

Torque: 325 to 450 lb-ft.

Combined MPGe: 89 mpge

Battery Capacity: 102 kWh

Range: 307 to 314 miles

IIHS Top Safety Pick? Not yet tested

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

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

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

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

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Maximizing range in cold weather

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

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

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

EV battery winter solutions

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

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

Winter tires (duh!)

All-season vs all-weather tires

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

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

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

Studded vs. non-studded snow tires 

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

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

Winter tire maintenance

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

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

All-wheel drive

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

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

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

No winter tires — no problem

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

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

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

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

How to drive in winter

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

Here are some extra winter driving tips:

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

Surviving a winter emergency

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

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

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

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

Acceleramota recommends staying at home

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

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

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

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

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

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

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

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

Skip to section:

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

Price & specs

eSprinter exterior design

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

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

eSprinter pricing breakdown

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

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

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

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

eSprinter interior and tech

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

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

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

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

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

SUV: Sport Utility Van? Not quite…

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

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

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

Playing around with electric drive modes

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

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

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

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

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

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

Real-world range performance

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

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

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

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

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

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

Built to satisfy very specific use cases

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

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

CES 2024 has fallen upon Las Vegas, drawing an international audience to come and see all the latest and greatest in techy goodness and electronic nerdery. Nowadays, much of that includes cars and mobility, especially as the former evolves more into supercomputers with every passing day and as the latter becomes a growing concern in a densely populated world. Poised as the next great car show for its showcase of future tech and mobility solutions, we owe CES our attention as motorists to see just what it has to offer us, and we’re happy to report CES 2024 didn’t disappoint. In fact, we’re actually quite bummed we didn’t take it that seriously if we’re being honest!

But we made it. We covered it. We shot it on our socials and on camera. So here’s our round-up of all the innovative future rides on display at CES, including some of the pens we unfortunately missed–and I’ll say this again: they really got to put up more signs in more places. I couldn’t find squat half the time!

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Sony Honda Mobility Afeela – New ADAS and specs announced

Ah, how refreshing it is to see a fancy new EV launch with relatively normal styling inside and out. The Afeela is as relatable and familiar as it is innovative and cutting-edge, and that’s why this is arguably the biggest star of CES 2024. The lovechild of Sony and Honda, the Afeela is poised to be one of the market’s hottest new EVs when it launches next year.

The Afeela isn’t totally a new thing, as it’s been circulating around headlines and internet discussions since its debut at last year’s CES. But now, the car takes the stage once again, sporting some updated tech and a fresh laundry list of specs. Boilerplate items? How about standard dual motor AWD with a 241-horsepower motor on each axle (combined output TBA)? Or what about a comprehensive ADAS system backed by lidar, radar, and cameras for added safety and better visualization of its environment in a variety of conditions?

On top of all that, go back to the styling and just look at it. The Afeela is a beauty, which is ironic, given how smooth and plain it is. But in an age where it seems companies try too hard to stand out with their design languages, it’s the Afeela’s inoffensiveness that makes it one of the more visually attractive choices.

XPENG AeroHT eVTOL Flying Car – The mobility solution for those whose net worths are measured in billions

Riiight. Because this will solve all of our problems. But man, it sure is cool!

If anyone remembers XPENG from that one earnable car from the Forza Horizon 5 playlists, well, they also built this in 2022, and it’s been making rounds around the world ever since. Go figure. With zero attempts at subtlety, this is exactly what it looks like: a freaking flying car… literally called “Flying Car.” 

Designed and built from XPENG’s AeroHT spin-off, it’s merely another one of their efforts at normalizing flight as an optional mode of transportation. Among other offerings include the X2 and X1 eVTOLS. However, the Flying Car differs by serving a dual purpose as a semi-practical supercar for shuttling oneself from the mansion to the country club before deploying the retractable quad rotors and departing for the office in the city.

Will it be a practical mobility solution should they ever put this into mass production? Ha. Not for us, it’s not.

VinFast Wild Concept – Vietnam’s take on cyberpunk Americarna

“Get in, choom. We’re going mud-bogging. Sound nova to you?”

Okay, so no one is really going mudding in an electric mid-size pickup, but the VinFast Wild Concept certainly looks the part. Bulging body lines and squared-off edges scream macho pickup, and the large wheels with all-terrain tires carry implications that it’s ready for overlanding excursions (within its range, of course). It’s mid-size, too. This means you waste no less space on the road as a Tacoma, Ranger, or Colorado. 

However, this is merely a concept and a vision of what to expect from a VinFast entry, so certain things definitely did not scream production-ready. There were no visible backup cameras or parking sensors. The seats were bolstered aggressively in a way you’d usually only see at Tokyo Auto Salon. And the pillarless suicide doors, while incredibly fun to adore, seemed a bit far-fetched for a company that prides itself on affordable, accessible EVs.

Should the Wild make it to production, expect it to challenge the lower tungs of Fisker Alaska and Rivian R1T, with anywhere between 230 to 321 miles as those trucks do. Dual motor all-wheel drive ought to be standard, as will street and off-road-oriented packages. If anything, don’t be surprised if production variants just rehash powertrains from the VF8 and VF9.

The next big question is: Will the Wild rectify the VinFast’s past controversies and missteps or perpetuate them?

Volkswagen ID.7 and Mk8 Golf GTI – ChatGPT voice commands

I’m not quite sure how to feel about this, really. On one hand, the kid in me thinks, “Wow, cool gizmos! Just like the sci-fi movies.” On the other hand, the cynical adult thinks, “Is that it? Is that really it? Alright then.” But who cares what I think because this entry will certainly enthrall legions of consumers all over the world, regardless if it serves them any practical use or not.

Partnered with Cerence, Volkswagen delivers ChatGPT-based voice controls for most of their ID electric cars, as well as the Golf, Tiguan, and Passat. That’s right. Volkswagen storms onto the scene at CES 2024 with… an AI chatbot-based voice command system for most of their future cars. Not the most groundbreaking thing at this year’s show, but whether you love or hate the idea, it’s certainly interesting enough to talk about it. 

As a traditional system does, you can use it to assist with infotainment functions and navigation, but the system can also be used to control in-car functions like the radio, climate controls, or ambient lighting. It can also be used to provide vehicle status updates, weather reports, general knowledge questions, assist with conversations, and more. Being an AI system, it could be capable of learning over time to better meet the needs of owners as their ownership tenure carries on, which one could infer from VW’s claims of its “continuously expanding abilities.”

Cool or gimmick? I’ll let you decide. But one can easily call it a fun, innovative evolution of a familiar, age-old convenience feature. 

Kia PBV Prototypes – Mix n’ match electric vans

I can see the SEMA maniacs clamoring for one to slam on its battery pack and turn it into an art van or a parts runner for their shop. And you know what? They’d have a hell of a van to do it in. Say hello to Kia’s “Platform Beyond Vehicle” concepts and peek at what they intend to be a production line of modular, customizable urban haulers.

The idea is fairly simple, and it’s an idea hinted at in previous EV concepts from auto shows of years past. Take a skateboard EV platform and make it do many things. In Kia’s case, their idea of “many things” is having niche cargo and people movers with swappable bodies that can be changed to suit a variety of tasks, from handicap-accessible transport to taxis to moving goods for small businesses. The driver’s cab would remain mostly the same, but the space behind the driver can be interchangeable for whatever purpose. 

Kia aims to launch their Transit-sized PV5 in 2025, followed by the larger, extended-wheelbase PV7, and the diminutive PV1. The latter is unique, positioned as an autonomous grunt intended for finishing those last-mile stints to the final destination, complete with four-wheel steering and a crab-walking mode for maximum urban mobility.

Brilliant idea for Kia to possibly steal shares of the market from Rivian or whoever makes those new postal service vans, but one can only imagine the potential and practicality of a privately-owned PV5. Party van or camper, anyone?

Hyundai’s Ease The Way plan – Revitalizing interest in hydrogen cars 

Kia packed the van. Hyundai has the plan. 

Although Hyundai had little vehicular presence outside of an Ioniq demo car here and there, they still managed to make waves for their bold and optimistic plan to revitalize interest in hydrogen power as the first half of their Ease The Way plan. The latter half focuses on software and connectivity to improve mobility, but for the sake of not making this a whole essay, we’ll focus on their hydrogen game plan. 

Key boilerplate items for the hydrogen half? Deploy the means of generating hydrogen, not only from the traditional method of electrolysis but also through recycling waste. Any waste. From sewage slop to plastics and garbage. From there, they aim to build an abundance of regional hydrogen production and distribution plants around the world, including several across the United States and with Georgia plants already under construction. Such a move would give us the much-needed infrastructure boost to adopt more clean energy for not only our cities and homes but also our vehicles, as Hyundai was also eager to tease its upcoming NEXO fuel cell car, due in 2025, and mention its XCIENT fuel cell semi-trucks.

No, this CES announcement was not related to any specific car. But it is related to a clean, green future, where commuters can potentially fuel themselves on clean energy, and gearheads can feel a little less guilty about installing high-flow cats on their two-decade-old muscle car. So, hats off to Hyundai for reinvigorating interest in something other than your traditional battery electric vehicle. 

This gargantuan John Deere tractor thing – I got a little sidetracked

I don’t know why this was here. There was no panel or spec sheet anywhere detailing what it was or what new-fangled tech it was sporting. Apparently, John Deere was present to showcase autonomous farming equipment and remote-controlled tractors. But I didn’t know that at the time. My small ape brain sees big giant machine. My big monkey brain says climb inside of big giant machine.

To our agricultural trade workers who get to whip these suckers on a regular basis, I envy you. 

Honorable mentions we missed out on…

Honda 0 Series

Separate from the Sony Afeela collab, Honda launches their own headline-grabbing EV pucked straight from video game and sci-fi fantasies. Enter the 0 Series of EVs, wildly outlandish and alien-looking electric cars that Honda insists will enter production within the next few years. Seriously, these concepts look like they belong in Blade Runner. 

The Saloon flagship and the Space Hub minivan thingamajig are mere concepts, and it’s too early to hit anyone with any sort of range estimates, power figures, or powertrain details. Honda does promise superb aerodynamics, a new generation of ADAS, and great battery efficiency. We’re willing to bet a company like that could make it happen. Honda states that a production Saloon based on the concept should debut in 2026, so by then, perhaps we can expect 800V architecture and 400 miles of range as standard. Maybe. Expect the Space Hub to follow not long after.

In addition to these hot new concepts, Honda has also announced a simplified “H” logo for all EVs going forward, reminiscent of old Honda logos without the squared surround. Certainly, these cars can earn that callback to CVCCs of old if they turn out just as innovative today as that car was back then. 

Mercedes-Benz CLA Concept

Nothing too earth-shattering here, although it is exciting to see a legacy automaker like Mercedes dive into the realm of 800V architectures. This vision of a next-generation CLA-Class rides on a rear-drive, single-motor, 800V platform with faux-Maybach styling and a proposed 466-mile range. More specifically, it’s Mercedes Modular Architecture or MMA. Should such a vehicle make it into production with the same specs, it’d handily keep up with the very best in the market and blow most rival EVs way out of the water, all with the efficiency of an 800V system. 

The CLA Concept is not all that new, having debuted in the Fall of last year, but it’s nice to see it making rounds at auto and tech shows like CES. Following the lukewarm reception to the EQ family, something like a production CLA Concept could be just what Mercedes needs to launch the brand right towards the front of the pack for dependable, high-performing, far-driving luxury EVs. Perhaps this concept serves as a test bed for future EQs, which will reportedly upgrade to 800V architectures starting in 2025.

Indy Autonomous Challenge

For Sheilah, if she was a robot.

The Indy Autonomous Challenge is exactly what it sounds like. Take Indy cars, or scaled-down clones of them in this case, and tell them to drive themselves around a track and compete to see who’s the fastest Level-4-autonomous supercomputer. It’s a program for colleges to assemble teams of young brainiacs to see who can develop the fastest robo-racer AI.
CES 2024 marks the debut of a faster race car, the AV-24, complete with radar by Continental and lidar by Luminar, the same company that demoed their lidar systems on the Polestar 3 and AMG GT Black Series from our social media. And while it currently sits as a test bed for college students’ brains, it’d be a whimsical spectacle to see OEMs get in on the fun. After all, they say competition improves the breed.

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