Tag Archives: EVs

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

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

Skip to section:

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

Price & specs

Mercedes Sprinter: see prices at CarGurus

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

eSprinter exterior design

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

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

What’s hot?

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

eSprinter pricing breakdown

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

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

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

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

eSprinter interior and tech

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

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

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

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

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

SUV: Sport Utility Van? Not quite…

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

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

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

Playing around with electric drive modes

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

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

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

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

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

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

Real-world range performance

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

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

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

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

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

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

What’s not?

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

Built to satisfy very specific use cases

Mercedes vehicles: see prices at CarGurus

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

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

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

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

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

Skip to section:

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

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Price and specs

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

Dodge Hornet R/T: see prices at CarGurus

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

Hornet R/T exterior design

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

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

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

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

What’s hot?

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

Hornet R/T pricing breakdown

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

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

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

I iterate once more: Hell yeah.

Hornet R/T interior and tech

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

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

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

A different kind of commuter car

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

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

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

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

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

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

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

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

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

A different breed of hot hatch

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

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

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

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

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

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

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

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

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

What’s not?

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

New Dodges: see prices at CarGurus

Too lovable but too flawed

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

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

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

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

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

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

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

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

Skip to section:

• Gas-only
• Hybrid
• Full EV

The gas-only corner!

2024 Mitsubishi Mirage

MPG: 39 miles combined city/highway

What’s hot?

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

What’s not?

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

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

2024 Honda Civic

MPG: 37 miles combined city/highway

What’s hot?

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

What’s not?

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

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

2024 Hyundai Elantra

MPG: 37 miles combined city/highway

What’s hot?

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

What’s not?

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

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

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

The hybrid corner!

2024 Toyota Prius

MPG: 57 miles combined city/highway

What’s hot?

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

What’s not?

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

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

2024 Hyundai Elantra Hybrid

MPG: 54 miles combined city/highway

What’s hot?

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

What’s not?

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

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

2024 Kia Niro Hybrid

MPG: 53 miles combined city/highway

What’s hot?

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

What’s not?

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

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

The EV corner!

2024 Hyundai IONIQ 6

MPGe: 140 miles combined city/highway

What’s hot?

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

What’s not?

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

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

2024 BMW i4

MPGe: 120 miles combined city/highway

What’s hot?

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

What’s not?

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

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

2024 Lucid Air Pure AWD

MPGe: 137 miles combined city/highway

What’s hot?

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

What’s not?

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

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

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

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

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

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

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

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

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

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

What is Formula E?

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

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

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

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

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

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

Who to know in Formula E

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

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

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

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

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

Formula E season structure

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

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

Where to watch

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

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

Additional materials

Racing Green – Kit Chapman

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

Formula E: Racing For The Future

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

Formula E Unplugged

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

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

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

In a “strategic decision,” Hertz is selling approximately 20,000 electric vehicles (one-third of its EV fleet), according to an SEC filing. The car rental company is among the latest in a recent wave of organizations backpedaling on earlier EV plans.

Hertz plans to reinvest some of the funds from the sale of EVs into purchasing internal combustion engine (ICE) vehicles to meet customer demand. The plan is to reduce lower-margin rentals and the expenses of repairing EVs while gradually increasing the electric fleet.

The company will lose approximately $245 million from the sale of these vehicles based on vehicle depreciation. Later in the filing, Hertz acknowledged that it needs to balance EV supply and demand. Initially, it set a target of 25% electric vehicles for 2024. Take these numbers with a pinch of salt, as actual data can differ from SEC filing calculations, and fourth-quarter financial data has not been finalized.

In 2021, Hertz announced plans to place 100,000 electric vehicles from Tesla into service by the end of 2022. It only has about 50,000 EVs in service, comprising 11% of its total fleet, with Teslas making up 80% of those vehicles.

This is just the latest blow to Hertz’s ambitious EV goals, but it’s not the first time it’s pulled out of a decision it made on EVs with an SEC filing. In 2023, Hertz signed agreements with Tesla and Polestar to buy nearly 200,000 EVs in 2023. In December 2023, it announced a rollout pause because of falling resale values and the high cost of repairs.

Hertz is far from the only company scaling back its EV plans, however. In a Q3 2023 earnings report, Ford announced it would pause construction of a $12 billion BEV factory because many North American customers were no longer willing to pay extra for electric vehicles over their ICE counterparts. GM told a similar story in November. Other companies like Mazda are choosing to focus on plug-in hybrids like the CX-90 PHEV.

“It’s actually become somewhat more of an issue in the past year or so, even though prices of a lot of EVs have come down,” said Sam Abuelsamid, an analyst at Guidehouse Insights.

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.

CES 2024: Sony and Honda show off updated Afeela electric car

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?

CES 2024: VinFast shows off the VF Wild electric pickup truck concept

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. 

CES 2024: No more lonely trips as Volkswagen brings ChatGPT to future cars

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?

CES 2024: The Kia PBV is the modular minivan of the future

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. 

CES 2024: Hyundai has high hopes for hydrogen – even in the U.S.

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. 

CES 2024: Seize astro-vibes with the Honda 0 Series EVs

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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Reinvention. This concept is almost standard for Honda. The Honda 0 Series will be a new chapter in the Honda story and a very fruitful one from our CES 2024 eyes.

Let’s start with philosophy. Honda calls the design concept for this vehicle “The Art of Resonance.” It means that future designs should align with the world and its people. It should resonate with society.

The joy of driving is a concept that Honda has never strayed away from. The Honda 0 Series will combine modern electric power with classic Honda aero and driving dynamics. The sleek profile of the Honda saloon concept combined with steer-by-wire embodies this.

Like the AFEELA electric car, the Honda 0 series will integrate the internet and AI with the philosophy of “fun to drive, fun to use, and be connected.” For example, the car will learn your favorite music and driving behavior (hopefully, without being too judgemental about the former).

The ADAS is based on Honda’s “human-centric” safety concept. This Level 2 and sometimes Level 3 system will sometimes deliver risk-prediction and preventative action.

Honda’s hybrid and electric technology development seems to culminate in the 0 Series, although it’s still too early to have any concrete power specs, range estimates, or charging rates. All we know is that the 0 Series is coming. E-axles and light high-density battery packs already exist in Honda Motorsport and consumer vehicles. More interesting is Honda’s claim that future cars will charge from 15% to 80% in 15 minutes and achieve a 10-year battery degradation of 10%.

Honda 0 Saloon

Finally, we get to fawn over the spaceship-looking car. The Saloon is the flagship concept of the Honda 0 Series. It doesn’t look like any current EV on the market, and the sloping front can only help for aero and visibility. An intuitive human-machine interface adds to the driving experience. 

It will feature a motion management system and posture control. The aim is to combine Honda’s robotics development knowledge to augment your driving experience. In most cases, steer-by-wire would take away from the driving feel, but in this case, we know Honda will deliver.

Sustainable exterior and interior materials feature as well, although specifics are not known yet, 

Honda 0 Space Hub 

It’s got the new Honda logo, and it has a boxy van-shaped frame. That’s pretty much all we know now, but it will carry the same design language and philosophy as the Saloon. Similar to the Kia PBV, it will cater to the needs of ordinary citizens, connecting people and augmenting their lives.

Honda H mark Logo

As far as logos go, this one might take the cake. We love the original Honda logo, and it’s essentially the same thing. This logo will be used on all future Honda EVs and Honda 0 series models.

Platform Beyond Vehicle — A perfect summation of Kia’s vision for this next generation of vehicles. The Kia PBV is positioned to be the single vehicle that meets most, if not all, your needs. A key line in the sand for sustainability, but is it even possible to build such a vehicle? Kia certainly hopes so.

Revealed at CES 2024, The Kia PBV concept is more than a single vehicle or platform. Kia wants to be the end-to-end “Sustainable Mobility Solutions Provider” for businesses and consumers. The key idea behind the PBV is Modularity.

Life modules will allow you to extend and customize your vehicle for every purpose. Deliver your cargo in the morning and take your family camping in the evening. The tech is still behind closed doors, but Kia calls them “Easy Swap” life modules, secureable with mechanical couplings and electromagnets. A skateboard electric powertrain will have a fixed driver cab, and the rest of the vehicle will be hot-swappable.

Kia PV5 to launch first, followed by larger PV7 and tiny PV1

The Kia PV5 will be this platform’s first proof of concept with innovative and intuitive technology and will likely be the most commonly sold variant, being available in passenger and cargo van configurations. With the consumer model in mind, Perovskite solar roof cells will supply power to the vehicle and provide electricity along the rails for users to use immediately.

New Kias: see prices at CarGurus

The modular tile system allows you to change your seating and add a desk, lights, or other accessories. So you can face your friends for more intimate drives and fun or have your mobile hustle-station on hand when driving to the meeting. The steering wheel can be equipped with an iPad or Smartphone and put away for more front cabin space. For mobility-impaired people, a lift will place you perfectly in the vehicle with magic folding seats!

The Kia PV5’s high roof is designed with automated commerce in mind for more commercial use. Kia says it can accommodate multiple “cabinets”, essentially large boxes with items in them, enabling large-scale single-trip deliveries. Real-time management software can access delivery information at the touch of a button.

And your spunky little Kia PV1 completes the trip with automated last-mile delivery. Its active electromagnetic suspension allows up-and-down and tilt movement of the floor with 4-wheel steering and a crab-walking mode (like a baby Hummer EV).

The Kia PV5 will hit the market in 2025 with a pricing goal set around $35,000. The PV7, the larger, longer-wheelbase model, is expected in 2027, and the smaller PV1 soon after that. A robo-taxi and pickup are also potential additions to the lineup.

VinFast has had ups and downs since coming to America, but the automaker finally appears to be eying an upward trajectory with its electric vehicles. It’s building a factory in North Carolina and will offer at least one new model by the end of this year. The company attended this year’s CES in Las Vegas and brought a previously unseen concept that it said could be available in the next two years.

The VF Wild pickup truck concept features seating for five and a unique midgate function similar to the setup seen in the new Chevrolet Silverado EV. We don’t have any other solid details yet, but the truck’s interior design is an adventure khaki-inspired acid trip that would be a radical departure from traditional truck styling if VinFast pushed it to production unchanged. That said, this is an early-stage concept, so it will most likely see updates on its way to the factory.

VinFast also announced the VF 3 electric microcar. The company considers it a “mini eSUV,” and said that the Vietnam-focused vehicle would enter production later this year. Surprisingly, the automaker confirmed that the car would come to the United States, where it would compete with Tesla’s upcoming small car and the future Chevrolet Bolt EV revival.

The Vietnamese company is set for significant growth in the States, as it plans to open 125 dealers in its first phase of expansion, with the first five openings in Kansas, New York, North Carolina, and Texas. It originally planned four crossovers for sale here but changed course to include the VF 3 after prospective dealers asked for the tiny car.