Tag Archives: EVs

The Tesla charging standard is finally coming to VW Group vehicles in a swift, kilowatt-inducing move. Volkswagen, Audi, Porsche, and Scout Motors will implement the North American Charging Standard (NACS) in future electric cars starting in 2025. Huzzah! It is the latest major automaker to make this announcement, as every automaker, bar Stellantis, has announced support for the standard in North America. Your future ID.2 EV (and possibly existing VAG electric vehicles via an adapter) will be able to access 15,000 additional charging points across Canada and the U.S. CCS vehicles can only access 3,800 DC fast charging outlets operated by the controversial and less-than-acclaimed Electrify America and Electrify Canada.

Developed by Tesla in 2012, the NACS standard was solely used by the EV giant until 2022, when it opened the standard to other brands. In June of this year, SAE International standardized the connector, ensuring that any supplier or manufacturer can use, manufacture, or deploy the connector for vehicles and charging stations in North America. 

Even the U.S. government is reevaluating its stance on this charging standard. When Ford adopted the connector in June, they described CCS as “the minimum standard of charging for EVs in America.” That seems to have changed with the December 19th White House press release.

With the implementation of J3400 TM, a new standard for charging EVs published by the Society of Automotive Engineers (SAE), any supplier or manufacturer will now be able to use and deploy the Tesla-developed North America Charging Standard (NACS) connector, which a majority of automakers have announced they will adopt on vehicles beginning in 2025 with adaptors available for current owners as soon as next spring.

Joint Office of Energy and Transportation

However, note this. The adoption of NACS doesn’t mean CCS will disappear in North America. EV charging networks in the U.S. must support CCS to qualify for a share of the $7.5 billion in federal infrastructure funding. There is still the matter of the small number of charge points in general compared to the 168,000 gas stations in the U.S. alone. 

The NACS connector is primarily better for the North American market because the commercial single-phase voltage is 277 V. Level 2 AC chargers that use CCS require a step-down transformer. These transformers are too big to install in most places that require them and cost money. 

Essentially, the North American Charging Standard is more efficient and cost-effective on this side of the Atlantic. Or so you’d hope it’d be when “North America” is literally in the name.

Automakers might be going electric, but their franchise dealer networks aren’t all going with them. Buick recently offered buyouts to dealers who didn’t want to make the significant financial commitments required to effectively sell and service EVs, seeing almost half of them accept.

Buick’s dealer network will finish the year with 1,000 stores, 47% less than the 1,958 it started the year with. While that may seem dire for the automaker, the investments it asked dealers to make reached hundreds of thousands of dollars and would require extensive training. The automaker said EV investments will range from $300,000 to $400,000 on average.

Cadillac, a big participant in GM’s electrification with offerings like the Lyriq and the upcoming Vistiq, offered a similar pitch to its dealers and had around a third of them accept its offer for a payout between $300,000 and $500,000. The average investment Cadillac asks to sell EVs is $200,000. 

While the stores may be dropping the Buick brand, many still sell other GM brands that fit some local markets better than EVs. Pickup trucks are a significant product for the automaker, and some stores may choose to focus on them in areas where they sell far better than electric models. 

Dealers are skeptical of EVs because prices are high and consumer demand is sometimes shaky. Some likely view the investments as taking years to recoup and not worth the effort, but they’ll be left to used models and servicing gas vehicles as the industry shifts away. The topic is so sensitive for some that state-level dealer associations have begun actively campaigning against the transition to electric cars. What’s happening with Buick is a totally understandable occurrence, but still a sad one at that, given their vision of a bold future such as the Wildcat EV concept. While it’s looking increasingly likely that the electrification targets set by governments are too optimistic, EVs are selling in higher numbers, despite the woe-is-me data the media loves to highlight. What’s happening with Buick is a totally understandable occurrence, but still a sad one at that, given their vision of a bold future such as the Wildcat EV concept.

Ever since amateur martial arts enthusiast and Tesla CEO Elon Musk announced the Tesla Cybertruck back in 2019 by throwing a danged metal ball into one of the electric pickup truck’s supposedly “unbreakable” windows, the internet has had questions. Why does it look like that? Will it really be $40,000? Is it actually going to have a 500-mile range on a single charge? And most importantly, is the Cybertruck safe?

The answers to a majority of these questions have been “no,” “probably not,” or “we don’t know,” and pretty much every day the Cybertruck’s reputation suffers a new indignity. For instance, this gem courtesy of the “Rides That’ll Beat Your Ass” account on Musk’s X platform (formerly Twitter):

Christmas is coming early this year 🥹

pic.twitter.com/6s5vvFEJla https://t.co/VJOuX6gP9a

— 𝓡𝓲𝓭𝓮𝓼 𝓣𝓱𝓪𝓽’𝓵𝓵 𝓑𝓮𝓪𝓽 𝓨𝓸𝓾𝓻 𝓐𝓼𝓼 (@ass_beaters) December 12, 2023

Down the thread, username “Ass_Beaters” provides additional context, namely that this was a prototype, so it lacked recovery or pickup points and, therefore, had to be towed by the suspension. I cannot say for sure, because I have still not seen a Cybertruck in person, but that is probably not the best way to tow one. It’s unfair to judge a prototype model, as it was built for testing and proving certain engineering specs, but let’s be honest, that doesn’t make it not funny.

Did the Tesla Cybertruck pass crash tests?

When the first production models of the Tesla Cybertruck rolled off the production line at the Austin, TX Gigafactory, reporters, enthusiasts, and internet shitposters alike all wondered aloud how it could’ve ever passed NHTSA crash safety ratings. Especially with the distressing videos released by the automaker itself (look at how the dummy in the back goes flying):

Tesla Cybertruck Showed Impressive Results In Crash And Safety Test!

The truck went under multiple tests including frontal crash and rollover tests.

Footage showed that during a full frontal crash the Cybertruck stayed largely intact while colliding with a wall at 35 mph. It… pic.twitter.com/gaTLY4uaHr

— Salt (@SaltFlash) December 6, 2023

Keeping in the spirit of Elon’s “fuck it, we’ll do it live” ethos, the Cybertruck team has continued crash testing the Blade Runner-inspired EV pickup truck and just today shared some new footage, where at least the side airbags deploy so we don’t have to see the poor crash test dummy’s brain get turned to mush:

It's not about the size of your crumple zone, it's about how you use it

When in a high-speed collision, Cybertruck’s front underbody casting is designed to break into small pieces. This helps reduce occupant impact by absorbing & dispensing energy pic.twitter.com/84JiGzzw1M

— Cybertruck (@cybertruck) December 12, 2023

So how exactly did the Tesla Cybertruck pass the NHTSA’s crash tests? Well, that’s an easy one – it didn’t! As Teslarati noticed earlier this week, Tesla’s new EV pickup truck was added to the safety watchdog’s database, but with ratings conspicuously absent.

That said, digging a bit deeper, you’ll find that apparently millions of cars are sold every year without verified independent crash testing, and even the insurance company-based IIHS (Insurance Institute for Highway Safety) has to pick and choose which cars they’ll test and/or assign ratings to.

One thing’s for sure, Tesla assures that you’ll be safe if a couple of accountants jacked up on Sam Adams Lagers from the 19th hole decide to go absolutely goblin mode on your Cybertruck:

Come on break the Cybertruck 💪🏻#Cybertruck #Tesla #Optimus pic.twitter.com/QaDxznh9wZ

— Tesla Motors Community (@CommunityTesla) December 13, 2023

So… Did the Tesla Cybertruck pass crash tests? We’ll give this one a rating of “possibly.” As evidenced by the videos above, Tesla is clearly doing a lot of in-house testing and if not, at least they have an army of weirdos who pay Elon $8 a month for the privilege of saying how normal and cool the tests look. According to CarBuzz, it will likely be a while until the Cybertruck reaches the sales volume to necessitate a proper NHTSA or IIHS review, so we’ll keep you updated if we hear anything official.

That said, it seems unlikely that Elon would want to be known as the guy who killed Jay Leno or Spike Lee, so let’s hope that they’ve crash-tested the Cybertruck.

Jay Leno runs errands in Cybertruck and more star snaps https://t.co/8upmHQqJHy pic.twitter.com/NhiqeO2HNm

— Page Six (@PageSix) December 7, 2023

Can the Tesla Cybetruck be shot with a Tommy Gun and/or arrows?

We’ll cut right to the chase. We’ve already mentioned this before, but yes, Tesla is making the claim that if your Tesla Cybertruck is shot with rounds from a Tommy Gun, you should be safe inside. This could come in handy if those accountants above are cosplaying as old-timey rascals and/or scofflaws.

Broke the internet today as we confirmed that the Cyvertruck is bulletproof

"We emptied the entire drum magazine of a Tommy gun into the driver door Al Capone style. No bullets penetrated into the passenger compartment."

– Elon Musk pic.twitter.com/wBr9mNrLl7

— Tesla Owners Silicon Valley (@teslaownersSV) October 21, 2023

And if you find yourself at the wrong end of the Battle of the Five Armies and an Orc who looks suspiciously like Joe Rogan has you in his sights, your Cybertruck should survive the onslaught.

Joe Rohan shatters an arrow on Cybertruck that would easily go through a normal car pic.twitter.com/XSMjnoE5Xp

— Elon Musk (@elonmusk) October 31, 2023

That said, we still haven’t seen any news about the windows, which Elon famously shattered with a danged metal ball at an investor event in 2019. Despite the automaker remaining mum on whether or not the windows will be bulletproof as well, Tesla did sell out of what we have to assume is a relatively short run of $55 window decals commemorating the moment. Considering the fact that there are only 10 non-prototype Tesla Cybertrucks on the road, it’s hard to imagine who purchased these.

Does the Tesla Cybertruck have crumple zones?

Ever since the Tesla Cybertruck was announced, folks across the internet wondered about one key detail. Musk intimated that the EV pickup truck would lack traditional “crumple zones” in favor of an “exoskeleton” build. As Jameson Dow of Electrek explained back in 2019, based on the initial designs:

Tesla’s Cybertruck design differs from traditional autos because it uses a stainless steel exoskeleton instead of a traditional body-on-frame design.  In the traditional design, the car body doesn’t have as much structural integrity and is mainly used for aerodynamic and styling purposes, and to protect occupants from the elements.

In the Cybertruck’s design, the entire vehicle exterior is used as a stressed member, allowing it to do double duty as both the body and the frame.  This reduces complexity, and since Tesla is using ultra-hard steel, increases sturdiness of the vehicle’s exterior.

Jameson Dow – Electrek

If you’ve never heard of “crumple zones” before, it’s because they’re something that’s been relatively standard practice in vehicle design since the 70s. According to Traveler’s insurance, the first cars built with “weaker” zones that are meant to absorb, rather than withstand impact were Mercedes-Benz as early as 1959. As this delightful Australian man explains, by absorbing that kinetic energy, less force ends up being applied to the passengers inside the vehicle, preventing or mitigating injury.

Compare the crumple zone footage in that video (or any of the thousands of videos on YouTube explaining the basic concept of crumple zones) to this rendering that has been shared uncritically by Cybertruck-friendly accounts:

Crash test physics simulations of the new Tesla Cybertruck are very impressive pic.twitter.com/XAtaWgX62s

— Chief Nerd (@TheChiefNerd) November 28, 2023

So, to answer the question of whether the Tesla Cybertruck has crumple zones? The answer is no. Or maybe “apparently not.” I have a funny feeling this isn’t the last we’ll be hearing about this topic. I saw someone on Twitter claim that the Tesla Cybertruck doesn’t need crumple zones because it will “use all the other cars’ crumple zones” in an accident. I honestly couldn’t tell if the account was satire, so I’m going to leave that factoid as anecdotal.

Either way, a bunch of Tesla fanboys went absolutely nutso after Ralph Nader’s non-profit made fun of the Cybertruck, so clearly they’re going through it.

At over 6k lbs no one will ever doubt your manhood again. We get it. You were picked last in gym and now you want revenge. But this isn't the answer. Buying this is why you were picked last. It's desperate and dangerous to everyone else on the road. Stop being picked last. pic.twitter.com/FfsUkz4vbf

— Center for Auto Safety (@Ctr4AutoSafety) December 7, 2023

Is the Tesla Cybertruck safe for pedestrians?

A recent New York Times interactive piece highlighted how pedestrian deaths have been on a steady rise since hitting an all-time low in 1980. Street safety advocacy groups link this to a number of different causes, including city planning, street engineering, and, frankly, the ever-increasing size of American SUVs and trucks.

“Now imagine distracted drivers in monster trucks on high-speed roads in the dark.”

Why the explosion of pedestrian deaths in the U.S. especially at night?

– fast, dangerous road designs
– cell phones & other distractions
– bigger vehicles, bad designshttps://t.co/Yrf492niuH pic.twitter.com/sQuwOPsmAY

— Brent Toderian (@BrentToderian) December 11, 2023

As you probably know, the Tesla Cybertruck is based on Blade Runner. Or at least it’s a truck that “Blade Runner” (the guy) might drive. That’s why it looks like something your 8-year-old nephew would build in Minecraft. Also, apparently, the reason why the Cybertruck is so pointy is that to make the metal bulletproof, you have to make the truck pointy. Don’t take my word for it, Elon himself said that he tried to bend the metal but it broke the machines.

Reason Cybertruck is so planar is that you can’t stamp ultra-hard 30X steel, because it breaks the stamping press

— Elon Musk (@elonmusk) November 24, 2019

If this rhetorical tactic sounds familiar, it’s the same one Jenna Maroney from 30 Rock employed when she said she can’t “watch American Idol becaue [she has] perfect pitch.” Either way, the car is sharp as hell, and it might make you wonder, “How did the Cybertruck pass pedestrian crash tests?” Well, the answer to that one’s easy! It didn’t have to.

But it’s unfair to peg that one on Tesla because the United States has no standardized means of evaluating whether or not a vehicle in production has been tested for pedestrian safety. Not only that, the NHTSA only proposed adding such an evaluation this year – so it could be a while. In his official capacity as “Head Twit,” Tesla CEO is “highly confident” that the Cybertruck will be safe for pedestrians.

Yes, we are highly confident that Cybertruck will be much safer per mile than other trucks, both for occupants and pedestrians https://t.co/RydoYYn4FU

— Elon Musk (@elonmusk) December 5, 2023

Fortunately, if you’re in Europe, you are protected by pedestrian safety regulations. According to Euro NCAP, every vehicle sold in the EU must pass VRU (Vulnerable Road User) Protection tests. These tests measure how well new vehicles “protect those vulnerable road users – pedestrians and cyclists – with whom they might collide,” including “the potential risks of injuries to a pedestrian’s head, pelvis, upper and lower leg.”

To Tesla’s credit, their confidence that the Cybertruck will (eventually) pass EU safety regulations seems to be more reliant on the design of its autopilot and full-self-driving systems, which should be hitting European streets and highways in the coming years. Seems like a bit of mixed messaging, given that Tesla just recalled basically every vehicle it has ever sold in the U.S. for a mandatory software update to Autopilot and FSD.

So, to answer the question of whether the Tesla Cybertruck is safe for pedestrians? The answer is “we don’t know, but probably not.” And then you could probably add a little something like, “But to be fair, there are very few trucks sold in America that are probably very safe for pedestrians.” And then you can kind of just shrug and walk away and hope no one asks for any follow-ups.

Is Tesla Cyberbeer Safe?

In case you were planning on paying $75 for a bottle of “Tesla Cyberbeer,” we recommend following the advice of Brian Stone, whose profile proudly claims that he owns not one, but two cars. This is clearly absurd because, as we all know, triples are best.

Tesla Cyberbeer is hot garbage. Not only is the lid RUSTED but the beer is also nasty. This was a miss @elonmusk pic.twitter.com/Gb9u8YOc7X

— Brian Stone (@briandstone__) November 15, 2023

Conclusion: Is the Tesla Cybertruck safe?

We’ve had our fun today, but what you’re all wondering is whether or not Tesla’s Cybertruck electric pickup truck is safe. Unfortunately, the best we can do is say, “honestly, it doesn’t seem like it.” The production models have been on the street for just over two weeks and we’re already seeing videos of people popping off the fender flares with their bare hands:

Cybertruck fenders pop right off.

Not sure if that’s good or bad 😅

Love that they’re easy to replace, but a tree branch while off roading might be an issue

pic.twitter.com/zt3xPDb9ZS

— The Cybertruck Guy (@cybrtrkguy) December 14, 2023

It’s clear that fully grown up boy genius Elon Musk is applying the same operating principle to the Tesla Cybertruck that he does to all of his ventures. Do it on the fly, overpromise and underdeliver, and move on to the next thing before anyone has really investigated your prior claims.

It certainly seems like we will eventually see a version of the Tesla Cybertruck that is safe, reliable, and maybe even user-friendly, but none of the videos we’ve seen (including ones shared by Tesla staff!) have given us any confidence that this will be the game-changing EV pickup truck we’ve been promised for nearly half a decade now. We’d love to be proven wrong.

Next year marks a big step in the tale of Maserati, as the last batch of V8 engines in the Italian marque’s long history will finally roll off the assembly lines at Modena and Turino. That story runs the gamut from early open-wheeled racecars in the 1930s to modern twin-turbocharged V8 mills built by Ferrari and then dropped into uber-opulent tourers, including the full-size Levante SUV. To celebrate such V8 heritage, Mas decided to run out a pair of final-edition packages for the 2024 Maserati Levante and Maserati Ghibli, dubbed the “Ultima” and “334 Ultima,” respectively. 

But as something of a (much more) surprising send-off, Maserati then invited media to Northern Italy, in the middle of winter, up to a ski resort, at over 6,900 feet of elevation, to take these final V8 cars ice drifting on a snowy racetrack. Unusual and unexpected, to say the least, but an opportunity I obviously could never pass up. And that’s how I wound up spending 17 hours flying to Milan, then another three hours driving further into the picturesque Alps, surrounded by stunning cliff faces shrouded in low clouds and dotted with terraced vineyards or marble quarries, up past Lake Como, through the low valleys, and into the small ski town of Bormio near the Swiss border. 

When past and present meet in Maserati showrooms

This trip actually presented my first opportunity to drive the outgoing Maserati lineup since most of the company’s many press events over the last couple of years since pandemic travel restrictions lifted fittingly focused on the three forthcoming models that aim to transition Maserati towards larger scale production and a wider customer base. The process started in eye-popping form with the eye-catching MC20 supercar, a stone-cold stunner equipped with a raucous Nettuno twin-turbo V6 engine featuring pre-chamber combustion tech borrowed from F1 racecars. 

The turbo whooshes and hardtop convertible of the Cielo trim make the MC20 my second favorite supercar on the market today—sorry, nothing beats the Lamborghini Huracán Sterrato for outright absurd fun—but enforced scarcity means that infinitely more potential consumers will undoubtedly envision the new Maserati Grecale crossover as a possible entry point to Maserati as a brand. Aimed squarely at Porsche’s Macan and Cayenne, the Grecale also gets a Nettuno engine option, though with a dialed-back ECU tune, as well as a mild hybrid system and an eventual all-electric version.

Last but not least, Maserati also re-booted the GranTurismo this year with a more contemporary exterior that borrows cues from the MC20 and—you guessed it—a pair of detuned Nettuno engine options plus an upcoming all-electric Folgore trim. The GT’s full packaging leans more toward sporty than the traditionally soft grand touring cars that inspired its name, but with all-wheel drive and a low-slung chassis, it manages to nail that middle ground nicely nonetheless. 

The three new models will overlap with the outgoing Levante, Ghibli, and Quattroporte for 2024, so I arrived in Bormio very curious to experience how the older cars perform. Imagine a customer walking into the showroom and getting to test drive all six side-by-side. Does the new-new, packed with tech and a lighter turbo V6 engine, take the cake? Or maybe the staid, refined spirit of Maserati’s more historical feel paired with the 3.8-liter Ferrari V8? At this turning point throughout the automotive industry, somehow, past and present paired up side by side most perfectly at Maserati.

For the drive up to Livigno, another ski town with an ice track nestled even nearer to the Swiss border, Maserati tossed me into the Ghibli 334 Ultima, which adds lighter wheels and a carbon fiber aero package to that 572-horsepower Ferrari V8 to produce the fastest sedan in history. The 334 refers to a top speed of 334 kilometers per hour—or 207.5 miles per hour—made possible by additional downforce, less drag, and new tires developed specifically for this application.

I never hit anywhere near that top speed, thanks largely to wet and cold roads that dictated care while navigating hairpins, in addition to true Pirelli winter tires on 21-inch wheels rather than the as-yet-secret special tires. Over tall passes, roaring through tunnels with openings exposed to the elements, the climbs and descents reminded me of scenes straight out of the Tour de France and Giro d’Italia. Unfortunately, the Stelvio Pass nearby—scene of so many epic cycling battles, not to mention James Bond tomfoolery—was already closed due to the winter snow.

But on those wet roads, with ice and snow packed up around six inches in turnouts, so many tight hairpins never stressed the 334. Low-end torque from the V8 never caused a moment of slip-and-slide, despite wheeling a long four-door with a curb weight of nearly 4,300 pounds around the bends. Of course, I kept traction control and electronic stability control fully activated, but I also never noticed any intrusions from the electronic nannies. Unbeknownst to me at the time, TC and ESC would wind up becoming a big focus of the rest of the day.

Three old Maseratis walk into a ski bar

I pulled the 334 into a snowy parking lot just off the main road through Livigno as cross-country skiers huffed and puffed along a track to the left and alpine riders ripped around the tree line, maybe 600 vertical feet above us. Maserati’s safety team gave us a quick briefing on what to expect for the day, and then we hopped into a Ghibli for a couple of sighting laps with a test driver. He played a bit between drifting and taking time to demonstrate all the settings for drive modes, TC, ESC, and paddle shifting—then, again, to the amazement of all, simply pointed to our cars and sent us out onto the ice. No helmets, nobody in the passenger seat to rein in any potential shenanigans, just lap after lap of ice-drifting fun.

Earlier this year, I spent a day on the ice with the Polestar 2 Arctic Circle edition at Circuit Mecaglisse in Canada but immediately recognized the folly of comparing a fully electric Swedish concept car to a bunch of opulent V8-powered Italian grand tourers. So I spent my first two laps with ESC fully on, aware of my own penchant for spinning cars and getting stuck in snow. I felt out the winter tires—Maserati installed winter Pirellis on the Ghibli and Quattroporte but Continentals on the Levante—with all the electronics holding me back, could easily floor the throttle without coming anywhere near losing grip. And this is in a heavy, powerful, rear-wheel-drive sedan, remember?

I turned ESC fully off. In the first lap, my own inhibitions allowed me to only ease into a couple of slides. But confidence builds quickly, perhaps too quickly—this is a heavy, powerful, rear-wheel-drive sedan, remember. I kept the transmission in auto mode and the drive mode in Normal, thinking the softest suspension would best keep me from upsetting the car’s balance. 

But even in Normal, I felt the surging boost of that Ferrari V8 building, pulsing through the rear tires, and by the tightest turn of my second ESC-free lap at the far end of the track, I spun out pretty good. Happily, my ego suspects nobody noticed because I recovered quickly and kept working through the rest of the course, slaloming between understeer and then stabbing into oversteer with a quick hit of the throttle, big V8 easily setting the rear tires loose until the turbos spooled up to keep them spinning for a second or two even after I lifted.

After a few laps, I settled into a zone of progressively wider slides, trusting the front wheels to retain a bit of grip in mild countersteer while the tail end pushed us into and then out of the drifts. On level ground or coming up over a rise, especially, the Ghibli managed easy rally-style transitions between short S-curves, then happily bent akimbo through a final wide rip into the pits. 

I handed off driving duties to a fellow journalist and, grinning ear to ear, walked over to chat with Maserati Senior Global Product Planner Victor Eumenidi. A huge Alfa Romeo nerd, Eumenidi admitted at dinner the night before that he’s hunting to find his dream car, a high-mileage SZ, probably out of Japan. On the ice track, he immediately asked with a sly smile whether I preferred the twin-turbo Ferrari V8 or an electric Polestar. I shook my head with a grin and asked why we were even here, playing in the snow, way farther out in left field compared to an all-wheel-drive Swedish commuter car.

“It’s fun,” he laughs. “And for us, it seemed like a great way to have fun with these cars. To celebrate the V8 engine and also to prove that, even if they are rear-wheel-drive cars, not only the Ghibli but also the Quattroporte, there is a lot of fun driving this car in the winter, in the snow, on the ice.”

Swapping through the Maserati lineup

With media on hand alternating between driving the Levante Ultima and Ghibli 334 Ultima on asphalt, I then received a new GranTurismo in top-spec Trofeo trim to take out on the track. And here, the decision-making seemed clear since the Trofeo pairs all-wheel drive with that Nettuno V6 now putting out 542 horsepower in a low-slung chassis. Surely, the better car for this day, right?

And yet, even after forcing myself to take another test lap with ESC on, I found the GT much harder to set into a happy flow. In this case, maybe more grip required too much more speed—not necessarily ideal for tight, technical twists on increasingly chopped-up ice—but the Nettuno engine also requires more revs to spool up into torque and set the tires spinning. 

By the time I gained the confidence to hit the sheer velocity that could break through the chassis’ inherent grip, the transition from understeer to oversteer hit much more quickly, leaving me little room for error. 

To be fair, I never spun the GT, even through the tightest corner that caught one Ghibli driver who needed six guys to push out from deep snow in the runoff zone. But my pace got faster and faster as a bit more tail slide entered the chat, so I also ended up waiting behind other drivers enjoying much more opposite lock in the RWD cars. Turns out, lap times aren’t necessarily best for racking up smiles per hour.

I pulled back into the pits with the GT and subbed into a Maserati Quattroporte executive sedan. Longer and about one hundred pounds heavier than the Ghibli, so still quite similar, the Quattroporte seemed to be the favorite of another journalist friend from duPont Registry who’d already been absolutely crushing the widest, fast drifts of the group. (He’d just spent four hours on a wet skid pad at BMW Test Fest, turns out, honing those sidewayz skillz in an M2.)

Following his lead, I threw the Quattroporte into Sport mode, which noticeably opened up the engine response and firmed up the suspension to somewhere between the soft Ghibli and the firm, almost harsh GranTurismo. Immediately, I discovered a new level of flow in the bigger sedan as the weight and power combined to create a sense of composure that kept me right on the edge of losing control.

Very impressive, I told Eumenidi when I returned to the pits. And he agreed, especially in contrast to his favorite car for ice-driving, the GranTurismo.

“Honestly, I love the Quattroporte,” he admitted. “A big rear-wheel-drive sedan for sure, but to me, in terms of handling, I found the car very easy. And for sure, the new GranTurismo, it’s a different thing, it’s way more easy to use, practical, and with rear-wheel drive, drives much faster in the snow.”

Lastly, Maserati gave everyone a final romp out on the ice in the Levante Ultima—with the caution to please be extra, extra careful because it’s the only one built so far. I went last after keeping an eye on how everyone (especially duPont over there, still crushing it) handled the larger, taller SUV weighing over 5,000 pounds. Behind the wheel, I decided to risk Corsa mode to prioritize the all-wheel-drive system’s rear bias, but even still, the Levante’s additional suspension travel made for a much smoother ride than all the other cars.

The softer ride helped me work with nose and tail weight distribution, gobbling up the by-now-shredded track. Corsa also opened up the Ferrari engine’s exhaust valving and automatically set me into manual shift mode. With my ears more easily able to keep track of revs without glancing down at the tach and nearly redlining repeatedly, I sent the Levante through each turn almost perfectly, hammering throttle this time but only feathering steering input, trusting the fronts to gently pull us through with less countersteer until a hint of Scandinavian flick opened up the rears again into the next corner. After only a couple of laps, I sent it too hard into my final bend and spun a nice 180 like a full-on Hoonigan. 

Box box box, apparently. Tempted to act like I couldn’t get back into the pits without another lap, I cranked the steering wheel and floored it, spinning the Ultima through another tight 180 like the best rally driver on the planet, then slow cruised into the pits. Nobody cheered, but rest assured, the crowd in my head kept the applause roaring for at least a few minutes.

I told Eumenidi that I enjoyed the Levante Ultima most and wondered whether inherent chassis similarities to the trucks, SUVs, and side-by-sides I take out for hardcore desert ripping produced a more familiar comfort zone. Of course, none of those have yet sported a 572-horsepower twin-turbo Ferrari V8—but a guy can dream, right?

Surprisingly nice, if undoubtedly dated, Maserati finales

I also took the Levante Ultima out for a quick rip on asphalt, where 99.9% of the potential total of 206 customers will spend their time. With far more grip, the low-end boost of that powerplant hooks up to render speed limits absolutely irrelevant—even on wet roads as the afternoon sun peeked through to melt more snow. Here, the traction control and ESC undoubtedly helped, though selecting Sport mode allowed for a bit more fun than Normal in the Levante 334 earlier in the day.

By the time we drove back to Bormio for a dinner of pasta and cured meats, I could confirm that these three outgoing Maseratis were surprisingly nice cars. Sure, the interior feels a little dated compared to the rest of the industry—not to mention the techy, minimalist designs of the MC20, Grecale, and GranTurismo—but the special two-tone leather treatment and all the carbon-fiber trim on the Ultima and 334 help to enhance the old-world luxury spirit. And wireless Apple CarPlay worked perfectly the whole time, even allowing me to pair it with the car moving each time I got in a new vehicle.

My mind still balks at the pricing for the Ultima and 334—which should be a serious step above even a “standard” Ghibli Trofeo for $125,195 or a Levante Trofeo at $168,495. But the limited production numbers and the final Ferrari V8 will likely serve as highlights to attract collectors, even if Eumenidi wanted to talk more about Maserati’s long history than Ferrari’s specific contribution.

Looking to tomorrow’s EVs while honoring yesteryear’s V8s

“Let’s not talk about the Ferrari V8,” he admonished me, “But the V8, in general, they were a big thing in Maserati history with more than a hundred thousand cars produced. And today we are celebrating these engines, so not only the latest Ferrari V8 but also the previous ones, all the V8 legacy of Maserati.”

Longtime Maserati fans and newcomers to the brand alike might miss the V8 option after 2024, despite the obvious benefits of the Nettuno V6 and four-cylinder variants. But I left Italy wondering how the forthcoming Folgore electrics might have handled our day in the snow. Weight gains could be either a pro or a con, I suspect since I did find the heavier Quattroporte and Levante easiest to slide around the track. The optimal weight distribution of Maserati’s “dogbone” style EV powertrain installation will probably highlight the instantaneous torque of electric motors to make popping the rear tires loose as easy as I found on the Polestar—whether Maserati decides to program in a rear-biased drift mode, or something near to rear-only, will come into play big time since EVs can never turn ESC fully off.

That day at Mecaglisse in the Polestar 2 Arctic Circle provided plenty of thrills, without a doubt, and only a couple of spins despite studded tires. But, probably to the surprise of absolutely nobody, I enjoyed the days spent ice-drifting on an unexpected trip to the southern Alps in a handful of internal-combustion Maseratis so much more. Hopefully, the buyers who leap at this last chance to snap up a Ferrari V8-powered grand tourer will trust their tires and traction control settings enough to do so, as well.

The Chevrolet Bolt is General Motors’ most affordable and popular EV, so it’s only natural the automaker would decide to discontinue the car. To be fair, it will return in a couple of years, but we’ll only see the larger Bolt EUV on GM’s Ultium platform going forward. That shift is bringing layoffs for the people involved in building the Bolt, and another factory also got bad news this week.

GM said it would cut 945 jobs from its Lake Orion assembly facility, where it built the Bolt and Bolt EUV. The site will eventually make the Chevy Silverado EV and GMC Sierra EV, but it will take a $4 billion investment to get there, and the project won’t take shape until late 2025. This move isn’t entirely unexpected, as the Bolt’s aging BEV2 platform has been aching for a replacement for a while now, and Ultium brings improvements in every measurable metric.

A smaller group at the Lansing Grand River Assembly facility is also being laid off. The location is where the Chevy Camaro was built, but its production run ended yesterday, leaving 369 people without jobs. GM is giving the workers until January to start the layoffs and said that UAW members will be offered other jobs in the state. The automaker’s Factory Zero location in Detroit-Hamtramck is a possibility, where it builds the GMC Hummer, the Cruise Origin, and other electric models. 

These layoffs come after Stellantis announced workforce cuts at Jeep Plants in Michigan and Ohio. While the job cuts coincide with planned EV investments by GM, the automaker has noted that it needed to restructure in response to the new UAW contract. A GM subsidiary, GM Subsystem LLC, became part of the contract this time, almost doubling wages for some employees. 

Cadillac is expanding its electric lineup rapidly over the next few years, but its vehicle names aren’t getting any easier to type. The Lyriq came first, followed by the ultra-expensive Celestiq, and both still show up as misspelled, despite reprogramming my spellcheck. At least the Escalade IQ kept a mostly traditional name. The automaker also confirmed the entry-level 2025 Optiq last month, but now there’s a new model to generate little red squiggles all over the place: The 2026 Cadillac Vistiq.

Spelling jokes aside, the brand’s EV catalog is becoming one of the more impressive offerings in the industry. General Motors’ Ultium electric platform underpins all of them, bringing solid range estimates and fast charging capabilities. The flexible architecture supports a huge range of vehicle sizes and types, from the GMC Hummer EV to the Chevy Equinox EV, which is due soon and expected to share its drivetrain configurations with the Vistiq. If that’s the case, expect a 300-plus-mile range, available Super Cruise technology, and single- and dual-motor drivetrain options. The 600 E4 badge on the release photos denotes a powertrain similar, if not identical, to the Lyriq, possibly pushing close to 500 horsepower and 450 pound-feet of torque.

We don’t have pricing or release date details yet, but Cadillac said it would give out more info next year. The SUV will likely land somewhere in the mid-to-high-$40,000 range to start, but we wouldn’t bet against a sizeable price hike before its release. Automakers have a bad habit of overpromising affordability with EVs, and very few have actually pulled it off.

Cadillac’s “IQ” EVs don’t have the most sensible names, but they compete against a slew of other models with equally silly branding. Mercedes has its EQ line that follows its traditional “Class” naming structure, while BMW has just been slapping an “i” in front of its electric models. Chevy’s on the opposite end of the spectrum, as it designates electric models only with “EV” added to the end.

To say Tesla’s driver assistance features are polarizing would be a massive understatement. The company has been under investigation by the National Highway Traffic Safety Administration (NHTSA) since 2016 because so many people died that there’s a whole website dedicated to tracking fatalities. Cool! Now, literally one day after the LA Times reported that the DMV is taking Tesla to court over the alleged false advertising of its limited autonomous capabilities as “Full-Self Driving,” nearly every vehicle it’s sold in the U.S. is being recalled.

All Tesla models equipped with Autosteer are affected by the recall, including the 2012-2023 Model S, 2017-2023 Model 3, 2016-2023 Model X, and 2020-2023 Model Y.  The feature is supposed to assist with steering by detecting lane markers and other vehicles, but the recall states that it doesn’t have the proper safeguards in place to prevent misuse.

“In certain circumstances when Autosteer is engaged, the prominence and scope of the feature’s controls may not be sufficient to prevent driver misuse of the SAE Level 2 advanced driver-assistance feature.” For reference, Level 2 systems provide steering and brake/acceleration support but require driver attentiveness and a readiness to take control at any time. Adaptive cruise control with lane centering is considered a Level 2 system, which is where most automakers have landed with the tech for now.

Tesla will issue an over-the-air software update to remedy the issue and said that owners will start seeing the update after December 12, while some models won’t get the fix until later on. The automaker said it had received nine warranty claims related to the issue. Still, the NHTSA’s investigation opened in late 2021 to examine eleven crashes involving stationary first responder vehicles and Teslas with Autopilot engaged.

While this recall should improve the safety of Tesla’s semi-autonomous driving systems, the fact remains that calling something “Autopilot” or “Full Self-Driving” is almost sure to cause confusion. Neither system can functionally drive the vehicle without a human’s supervision and input, and we’re still years away from anything even slightly resembling a self-driving car. 

Ever since the EV1 of the late 1990s, General Motors has led the pack in forward-facing electric vehicle production. That first foray into electrification suffered an ignominious fate, sure, but soon enough, the Chevrolet Volt and then the Bolt carried on GM’s EV mantle—which most recently resulted in the absurdly gargantuan revival of the Hummer as a fully electric brute capable of crab-walking and four-wheeling alike. To an extent, the Volt, early Bolts, and especially the six-figure Hummer EV can be considered niche vehicles. Now, with the debut of a fully-electric 2024 Chevrolet Blazer EV, Chevrolet purposefully designed and engineered a crossover built for the purpose of converting a wider swath of EV holdouts.

The newly electrified Blazer joins two gasoline engine options to create a full run of eight different powertrain variants, even before selecting various trim and options packages. Is that too much for consumers? Well, at a recent media drive program in the hills of San Diego, Chevy introduced the new EV in a perfect setting to show off attractive design and impressive driving dynamics, as well as solid proof for every EV’s most important stat: real-world range.

Skip to section:

• Specs
• Design
• Price
• Interior and tech
• Smooth operator
• AWD zap!
• Posh and quiet
• A fine crossover

Price and specs

Note that not every tidbit of information is currently available at the time of publishing. MPGe for front or rear-drive variants are yet to be revealed on the fuel economy.gov website, and exact performance measurements are yet to be tested. Thankfully, this first drive event still gave us more than a clear enough view of what to expect from the Bowtie’s forthcoming cyberpunk soccer practice shuttle.

Chevrolet Blazer EV: see prices at CarGurus

Base price:	$44,995 (minus rebates)
As-test price:	$60,215 (2RS AWD minus rebates)
Electric motor options:	dual motor, front bar-wound, rear induction without magnet
Transmission:	single-speed direct drive
Drivetrain options:	front-wheel drive, rear-wheel drive, all-wheel drive
Power:	288 hp/212 kW combined (2RS AWD), 340 hp available for RWD, up to 557 hp (SS)
Torque:	333 lb-ft/451 Nm combined (2RS AWD), 325 lb-ft available for RWD, up to 648 lb-ft (SS)
Weight:	TBA
Zero-to-60 mph:	TBA; approx. <4 seconds (SS)
¼-mile:	TBA
MPGe:	TBA (FWD, RWD), 103 city, 88 highway, 96 combined (AWD)
Battery Capacity:	85 kWh (102 kWh available)
EPA Range:	279 miles (up to 324 miles available)
Charging:	150 kW DC fast charging (up to 190 kW available)
10-min fast charging capability:	69 miles (RS AWD), 79 miles (RS RWD)

Exterior design

From more than 50 feet away, the ICE and EV Blazer siblings look nearly indistinguishable. But up close, GM’s Ultium chassis beneath the skin clearly allowed Chevrolet to scoot the wheels further out towards the EV’s corners, which creates a sportier form highlighted by slightly swoopier aero lines. Large 21-inch wheels, Y-shaped taillights, and an optional front light bar on highly equipped versions help to add a stylized futurist aesthetic in contrast to the more restrained ICE design.

Overall, the almost Mazda-esque shape comes together best on white, black, and silver Blazers, though some of the details add up to make brighter metallic colors a bit showy. A host of piano black plastic cladding, so popular on EVs these days, detracts from otherwise clean lines and fades away best when camouflaged by simpler paint jobs.

What’s hot?

– Sporty and smooth driving dynamics for an electric crossover – Prioritizing NVH makes the EV experience much more palatable – Tech galore on a class-leading touchscreen – Easy to just get in and drive

Chevrolet Blazer EV pricing breakdown

Chevrolet promised earlier this year that a base 1LT model Blazer EV would start at $44,995 minus any rebates and incentives, but the RS AWD trim on hand in San Diego ratchets that price tag up to just above $60,000 quite quickly. Filling mid-level slots in the gradewalk, the 2LT and RS FWD will cost $47,595 and $51,995, respectively.

Production of the AWD Blazers began in the summer, but other trims will begin assembly soon. Meanwhile, the highest-performance SS package offering 557 horsepower and 648 lb-ft of torque will be priced at $65,995, with deliveries slated for later in 2024.

Chevrolet Blazer EV interior and tech

Pushing all four wheels towards the Blazer’s corners only accentuates this EV’s interior volume. Four full-sized adults will fit with plenty of head and legroom, all without impinging on a best-in-class 59.8 cubic feet of rear trunk capacity (with the back seats upright). Beneath the trunk floor, a small cargo hold adds to that figure, flanked by flat tire kits in place of a full-size spare.

The interior design features fun retro-themed climate vents plus a fair amount of piano key switchgear and physical knobs, but the entire experience centers around a massive 17.7-inch panoramic touchscreen atop the dash. Plenty of adjustable drive mode settings and EV-specific navigation tools work seamlessly with Google’s Built-In program and Wireless Apple CarPlay and Android Auto functionality, of course. 

In fact, the Blazer EV dash can house up to four screens counting the main center display, the driver’s gauge cluster, a standard Head-Up Display, and an optional digital camera rearview mirror. Both the main touchscreen and gauge cluster allow for easy configuration and prioritization of common widgets, including an easy way to switch headlights on and off, plus even an off button for the whole vehicle (which so many EVs frustratingly lack).

Surprisingly, the higher RS package does not offer a panoramic roof, though the lower-spec LT trim does. The RS gets ventilated seats standard, however, which is an important detail on EVs given that less efficient air conditioning for the whole cabin can affect range so significantly. Whether most buyers select the undeniably excessive red upholstery seems dubious, though Chevrolet’s loaner fleet will highlight that package for eye-catching media photos.

Smooth (and sporty) operator

Chevrolet first set journalists loose to explore San Diego in a fleet of the rear-wheel-drive RS variants, which use a single 250-kilowatt motor putting down the equivalent of 340 horsepower. First impressions on a series of winding sweepers showed off the Blazer EV’s impressive chassis dynamics, which toe the line between smooth and sporty with minimal body roll thanks to the low-slung Ultium skateboard.

Punching the go pedal (can’t call it a throttle, after all) produces a quick moment of jerk (the scientific term for rate of change of acceleration, I’m serious) but never the same kind of rollercoaster stomach lurch as other high-performing electrics. “Peppy” describes the rear-wheel-drive RS best, but straight-line speed probably takes a second-row seat to its cornering and confidence. A thick steering wheel rim accentuates that athletic nature, with a surprising amount of weight and feedback for an adjustable electronically assisted rack.

Switching through various drive modes changes the level of steering assist, as well as acceleration tip-in, brake pedal response, and faux engine sounds. Acclimating to the maximum one-pedal drive mode takes some time before neck-snapping at liftoff smooths out, but luckily a lower level of regen is easily selectable, as well. A configurable “My Mode” allows for a better balance between the various settings, critically to entirely switch off the silly fake engine noises.

All-wheel zap!

The next morning included far more drive time behind the wheel of an all-wheel-drive RS, which to the general confusion of everyone involved, actually combines for significantly less output than the single-motor rear-drive version. So yes, you read the above spec table correctly. In this case, a front 180-kW motor pairs with a small 67-kW helper motor at the rear axles to create a combined rating of only 288 horsepower, although max torque does increase to 333 pound-feet. That helper motor gives a bit of punch while cornering or on low-traction surfaces, but for the most part, the larger front motor handles power delivery, likely a concession to improved efficiency and, therefore, range.

The AWD RS similarly rides smooth and quiet, with plenty of pickup available up to around 50 miles an hour where pushing air starts to impinge on outright shove. Even running through canyons near Julian, California, where the composed suspension served as the star of the show, that questionable powertrain layout produced minimal torque steer despite its front-biased setup. Most importantly, while climbing 6,000 feet of elevation and then cruising back to sea level with plenty of journalistic exuberance and the A/C blasting, the AWD RS only pulled about 150 miles out of the fully charged 85-kWh battery to drive the full route’s 143-mile distance.

As posh and quiet as an EV should be

Not bad, Blazer. Not bad at all, and a good sign for the larger Ultium 102-kWh Ultium battery pack that will offer the option for an EPA-rated 324 miles of range. But probably the most impressive aspect of the Blazer EV can easily go unnoticed: the very hard work that GM put into reducing Noise, Vibration, and Harshness (NVH). 

A square set of low rolling resistance Bridgestone Alenza A/S “Enliten” tires measures a respectable 275 millimeters wide at all four corners yet produces very little road hum even up to nearly triple-digit speeds. Mounting tires that wide on 21-inch wheels helps to minimize drag and maximize range but also contributes to the unshakeable stability of the Blazer while cornering hard in an effort to explore the limits of Chevy’s traction control and ESC programming. Only the occasional squeal of protest pushed the limits of the eco-focused rubber, and yet intervention by robot overlords never approached the edge of intrusiveness that many other electric powertrains struggle to exercise effectively.

The pre-production RWD RS did rattle a bit from the back seats, as perhaps expected. But the production version of the AWD RS almost approached Lucid levels of silence, an important factor due to the lack of an internal combustion engine to drown out little creaks and clunks. Similarly, while either ripping through canyons or rolling down the highway with adaptive cruise control on, minimal wind noise entered the cabin. (Of note: the Blazer EV will include an option for GM’s impressive Super Cruise Level 2+ autonomous driving system that works on over 400,000 miles of American roadway.) Even with the respectable sound system playing country music on low volume, the entire drive bordered on serene, which clearly points to the benefits that legacy automakers bring to the table when building mass-scale electric vehicles. 

What’s not?

– Priced surprisingly high for a General Motors EV – Exterior design can look busy on certain colors – Electric range lagging behind industry leaders, including GM’s own Hummer and forthcoming Silverado

A fine electric crossover in a fiercely competitive battlefield

Will customers find the dizzying range of choices between three different drivetrain layouts—FWD, AWD, and RWD—plus the two battery sizes and unexpected output ratings, not to mention the duo of gasoline Blazers, simply too extensive to make an educated decision? Paralysis by analysis seems likely, and the RS nomenclature seems a bit odd for a low-spec front-biased all-wheel-drive layout. Navigating the configurator on Chevy’s website will almost require a spreadsheet.

And then the pricetag for the RS AWD, at $60,215 as tested, somehow ends up higher than a more luxurious, more eye-catching Cadillac Lyriq. Maybe GM is banking on the fact that most customers who wanted a bold EV will flock to the Caddy’s obviously futuristic styling, while the target base for Blazer will lean more towards conservative shapes and lines. Either way, reps on hand in San Diego believed the Blazer EV would also qualify for federal and local rebates, given GM’s massive investments into American manufacturing.

Still, after the Bolt and its EUV variant snatch up the lower end of the EV market, while the Hummer EV and forthcoming Silverado EV offer so much more range, the Blazer’s pricing and spec gradewalk might have been the biggest surprise of the entire San Diego experience. Anyone expecting performance on par with Teslas and Lucids—or even Hyundai and Kia’s higher-performance Ioniq 5 N or EV6 GT—will need to wait for the SS next year and prepare to shell out stacks of cash for the matching front and rear motors to truly max out the Blazer chassis. In the meantime, the lower spec Blazers will certainly serve as a wide range of perfectly respectable EV options that can cater to just about any potential buyer priorities and demographics.

For years, eco-friendly Hummer fans have been conflicted. How can one rectify the urge to protect Mother Nature with the overwhelming, primal need to climb into a military-grade gas guzzler? Waffle no more, because the 2024 Hummer EV is finally available — if you already reserved one. This beefy, tactically-styled electric mega ute boasts enough bells and whistles to justify the luxury price tag — like Hummer’s proprietary “crab walk” tech.

The Great Recession of 2008 was a death knell for GMC’s original run of Hummer vehicles, as the badge was retired in 2010. Gone are the days of Arnold Schwarzenegger pulling up to movie premieres in decommissioned military Humvees. As trucks and SUVs got bigger and bigger over the next decade, GMC saw a chance to bring the brand back as an all-electric, edgy competitor to the increasingly ubiquitous Land Rover. Joe Biden even got to test-drive one.

Will GMC’s big bet on electrifying an old war machine whose name became synonymous with excess and air pollution pay off? Let’s see what makes the 2024 Hummer EV stand out in an increasingly crowded field.

Hummer EV: shop new inventory near you

2024 Hummer EV SUV price and trim levels

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(Editor’s Note, December 2023: This is a revised and revamped version of our Hummer EV SUV info hub published earlier this summer. Now it’s been polished with fresh information and info to also encompass the SUT pickup variant.)

The 2024 Hummer SUV and its SUT pickup counterpart offer a choice of four trim options: 2, 2X, 3X, and Edition 1. Meanwhile, the pickup truck edition comes in three trims, including the 2X and 3X, alongside the Edition 1 as well. Both versions of the highest Edition 1 have already sold out. Since the announcement, waiting lists for all these standard trim options have been inundated, so it’s quite likely that locating one at your nearby GM dealership might be a challenging task. Historically, Hummer owners have been recognized for their patience.

Trim levels across both variants are as follows:

2024 Hummer EV SUV 2

• Starting Price: MSRP: $80,395 DFC: $1,995
• EV2 standard features:
  • Super Cruise – GM’s proprietary self-driving system
  • Adrenaline Mode – sends more power to the wheels, granting faster acceleration
  • Infinity Roof – removable panels and i-bar allowing an open-air driving experience
  • Surround Vision – a 14-camera system for safety and visibility

2024 Hummer EV SUV 2X

• Starting price: MSRP: $98,845
• EV2X standard features:
  • Longer Range – 800-volt DC fast-charging capability up to 300 kW for about 50 miles more range
  • 4-Wheel Steer – for a tight turning radius and maneuverability on rough terrains
  • CrabWalk Mode – vehicle can move sideways, like a crab (for tight terrains or parallel parking)
  • Extract Mode – an air suspension system that allows the vehicle to be raised or lowered as needed

2024 Hummer EV SUV 3X

• Starting price: MSRP: $106,945
• EV3X standard features:
  • Ultium e4WD – a third motor, for more power.
  • Torque vectoring – intelligent 4WD to prevent slipping
  • Watts To Freedom mode – an immersive experience including sounds and haptic feedback
  • Available Power Station generator – charges almost anything, including other EVs

2024 Hummer EV SUV Edition 1

• Starting price: MSRP: $108,700
• Edition 1 standard features:
  • One-Pedal Driving – deceleration begins when you take your foot off the pedal, charging the batteries
  • Terrain Mode – modified One-Pedal Driving for off-road terrains
  • Sky Panels – translucent Infinity Roof panels

2024 Hummer EV Pickup 2X

• Starting MSRP: $98,845
• 2X standard features:
  • 2 Motors – Four-wheel Drive type
  • 1st row removable manual t-bar composite Sunroof
  • Front and rear A/C controls 
  • Enhanced Automatic Parking Assist Parking assist

2024 Hummer EV Pickup 3X

• Starting MSRP:  $106,945
• 3X standard features:
  • 3 Motors – Four-wheel Drive type
  • 1st row removable manual t-bar composite Sunroof
  • Front and rear A/C controls 
  • Enhanced Automatic Parking Assist Parking assist

2024 Hummer EV exterior color options:

• Afterburner Tintcoat (orange)
• Deep Aurora Metallic (dark bronze)
• Interstellar White (white)
• Meteorite Metallic (gray)
• Supernova Metallic (dark blue)
• Tide Metallic (ice blue)
• Void Black (black)

2024 Hummer EV interior color options:

• Lunar Horizon (jet black/light gray)
• Lunar Shadow (jet black/taupe)

Interior and tech

The Hummer EV SUV borrows much of its interior from the EV SUT’s design. As you’d expect, it’s cavernous and should offer plentiful legroom to your professional athlete friends. As with the EV SUT, the 2024 Hummer EV SUV features an Infinity Roof that is fully removable, including the i-bar — in case you live in a part of America that is not rotten with forest fire smoke during peak road trip season. You can even stash the roof panels in the spacious (11 cu ft.) “eTrunk.”

While the console features multiple large screens for infotainment and the driver’s side dashboard, GMC has included a number of customizable physical buttons to control various aspects of the car — including a T-shaped shifter and rotary drive mode selector. This means 2024 Hummer EV SUV owners will have more controls at their fingertips, instead of hidden beneath an elaborate vehicle operating system.

In terms of technological advancements, GMC proudly introduces the Super Cruise feature for the 2024 Hummer EV. This hands-free driving capability extends to over 200,000 miles of roads in the U.S., even encompassing lane changes. Enhancing safety and situational awareness, the vehicle is equipped with HD Surround Vision, utilizing 14 cameras to provide a comprehensive view of your surroundings. The GMC press release further teases the availability of approximately 200 additional accessories, offering ample opportunities for personalization to suit individual preferences for the 2024 Hummer EV.

2024 Hummer EV Pickup dimensions

Interior space

• Seating capacity: 5
• Front headroom: 42.48″
• Front leg room: 45.57″
• Front shoulder room: 63.87″
• Front hip room: 60.5″
• Second-row headroom: 38.4″
• Second-row leg room: 39.0″
• Second-row shoulder room: 63.98″
• Second-row hip room: 60.2″

Exterior dimensions

• Wheelbase: 135.62
• Length: 216.80″
• Width, without mirrors: 86.87″
• Height: 79.10″

Cargo area dimensions

• Cargo box length: 60.10”
• Cargo box width: 61.02”

2024 Hummer EV SUV 

Interior space

• Seating capacity: 5
• Front headroom: 42.48″
• Front leg room: 45.57″
• Front shoulder room: 63.87″
• Front hip room: 60.5″
• Second-row headroom: 38.4″
• Second-row leg room: 39.0″
• Second-row shoulder room: 63.98″
• Second-row hip room: 60.2″

Exterior dimensions

• Wheelbase: 126.69″
• Length: 206.7″
• Width, without mirrors: 86.46″
• Height: 77.8″

Cargo area dimensions

• Cargo space/area behind front row (with rear seat down): 81.8 cu ft.
• Cargo space/area behind second row: 35.9 cu ft.

Tech features

• 13.4″ infotainment screen
• 12.3″ driver information center display
• Integration with the myGMC app
• In-vehicle energy app
• Digital key
• HD Surround Vision (14 cameras)
• Off-road widgets

2024 Hummer EV electric range and charging times

The Hummer EV SUV sets itself apart from the competition with its optional Power Station generator. Unlike Ford’s F-150, which generates power from its internal combustion engine, the Hummer’s Power Station is all electric and promises up to 25 amps (3.0 kW) for 120-volt power or 6.0 kW at 240 volts (for charging other EVs). This power-sharing feature might not get your pal’s car all the way up to 100%, but in most cases, it should be more than enough to jumpstart a stranded electric vehicle.

2024 Hummer EV SUV battery info

• Battery pack: liquid-cooled lithium-ion 24-cell 246 kWh (212 kWh usable)
• Onboard charger: 19.2 kW
• Peak DC fast-charge rate: 300 kW
• Estimated range: up to 314 miles (EV3X trim)
• DC fast charge time (10-90%): 128 minutes

2024 Hummer EV Pickup battery info

• Battery pack: liquid-cooled lithium-ion 24-cell 246 kWh (212 kWh usable)
• Onboard charger: 19.2 kW
• Peak DC fast-charge rate: 300 kW
• Estimated range: 311 miles (EV2X trim), 381 miles (EV3x trim) 
• DC fast charge time (10-90%): 128 minutes

Engine and performance

The Hummer EV SUV was built around GMC’s top-of-the-line Ultium platform, a “flexible battery architecture” that according to the automaker is going to “change [your] life.” This new approach to manufacturing and aligning batteries allows GMC to create EVs that apparently have “a near 50/50 weight distribution of the vehicle and a lower center of gravity, which together result in a vehicle that’s sporty, responsive and allows for spirited driving.”

2024 Hummer EV SUV powertrain info

• Transmissions: direct-drive
• Front motor: permanent-magnet synchronous AC
• Rear motors: 2 permanent-magnet synchronous AC
• Combined power: 830 hp
• Combined torque: 1200 lb-ft
• 0-60 speed: 3.5 seconds (manufacturer claim)

Design changes

While the 2024 Hummer EV SUV shares design elements with its SUT counterpart, GMC has dedicated attention to distinctive features. Unique electrified details adorn badges and the interior, enhancing the futuristic design. The showcases a power swing-out tailgate with a full-sized spare, revealing a cavernous cabin that offers an expansive 81.8 cubic feet of space when the rear seats are folded down.

For those who crave even more space, the rear door swings fully open, providing an unobstructed 48-inch opening—ideal for activities like tailgating, camping, or hastily packing up belongings when faced with the threat of repossession for your $100k SUV. GMC has spared no effort in ensuring that the Hummer EV stands out not only for its performance but also for its attention to SUV-specific details that cater to diverse lifestyle needs.

The SUT distinguishes itself with a truck bed instead of an enclosed rear cabin. This configuration contributes to the Hummer EV truck being 20 inches longer than its SUV counterpart, measuring 216.8 inches compared to the SUV’s 196.8 inches, and featuring a wheelbase that extends almost 9 inches longer (135.6 inches versus 126.7 inches). Unsurprisingly, the truck also exhibits a lengthier rear overhang (46.5 inches compared to 35.5 inches). These variations significantly impact off-road performance metrics, influencing the departure angle (SUV: 49.0 degrees versus SUT: 38.4 degrees) and breakover angle (SUV: 34.4 degrees versus SUT: 32.2 degrees).

2024 Hummer EV review round-up

Reservations for the 2024 Hummer EV SUV are currently full, so it could be a while until the team here at Acceleramota gets our hands on one, so here’s a quick round-up of some thoughts from around the world of automobile journalism.

The Hummer EV SUV defies a lot of expectations. It accelerates like a sports car, handles like it’s thousands of pounds lighter, and charms with the improbability of it all. There’s not much on-pavement grip, but it’s capable off-road, and you’ll never have to worry about sucking water into the intake. There’s a lot of weight here, but there’s also a lot of everything. Born of attitude and consequently full of attitude, the Hummer EV SUV left us thoroughly entertained.

Tony Quiroga – Car & Driver

The Hummer SUV is a riot on the road, but when pavement gives way to dirt, the real fun begins. With specs that rival Jeep’s Wrangler Rubicon, the Hummer SUV boasts an approach angle of 49.6 degrees, a breakover angle of 34.4 degrees, and a departure angle of 45.6 degrees. (Removing the spare tire bumps departure angle up to 49.0 degrees.) It also has up to 16 inches of ground clearance and 13 inches of wheel travel, can climb an 18-inch vertical wall, and can ford up to 32 inches of water.

Jason Gonderman – Motor Trend

It shouldn’t make any sense. But drive it for a couple of days and you realise being sensible is for other vehicles. The Hummer is about fun.

Top Gear

FAQs

When will the 2024 Hummer EV SUV be available?

The 2024 Hummer EV SUV has been rolling off the production line for a few months now, but it could be a while before you see one at a GMC lot. You can sign up to “stay in the know” on GMC’s site but your best bet might be surreptitiously becoming best friends with someone who works at a dealership if you’d like to get your hands on one.

How many miles can the 2024 Hummer EV SUV drive on a single charge?

GMC’s documentation says the 2024 Hummer EV SUV can travel about 314 miles on a single charge at the EV^3X trim level. According to Car and Driver’s testing, the 2024 Hummer EV SUV had a range of 250 miles at 75 mph.

Who makes the 2024 Hummer EV SUV?

The 2024 Hummer EV SUV is manufactured by GMC, a subsidiary of General Motors. General Motors has owned the Humvee (later Hummer) branding since 1998. The Hummer line was initially discontinued in 2010 after the anti-gas-guzzler backlash related to the Great Recession. In 2020, GMC announced that the nameplate would be returning, rebranding Hummer as a line of electric supertrucks.

Hummer EV: shop new inventory near you

Once upon a time in early-1980s Japan, Honda Motor Company sold a tiny gasoline-powered scooter as a factory add-on to the Honda Today and City hatchbacks. Dubbed the Motocompo, the tiny scooter featured an air-cooled, two-stroke single-cylinder and handlebars designed to fold into a square body, and in folded form, specifically snug into the City’s trunk.

The point was to offer last-mile transportation around crowded city centers where parking, even then, presented challenges. Honda sold 53,369 Motocompos over three years, many of which collectors in the United States now prize as fun, vintage toys. But then, earlier this year and seemingly out of nowhere, Honda announced a successor to the Motocompo that doubled down on efficient design with a lightweight electric powertrain that cut the original’s overall weight in half. Finished in flat white with even better packaging, the appropriately named “Motocompacto” now weighs only 41.3 pounds, offers up to 12 miles of electric range, and costs just $995.

Honda held media rides for the Motocompacto in late October, and the very next week, my friend picked up two from Airport Marina Honda in West Los Angeles—amazingly, with zero wait time and no markup. As soon as he unboxed and charged the little scooters, I jetted over to test out their power and range for last-mile commuting, plus, of course, the fun factor of what I immediately thought might be quite possibly the best EV of the year.

Skip to section:

• Specs
• Design
• Price
• Tech
• Around town
• Toy or transport?

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Price and specs

Base price:	$995 + tax
As-tested price:	$995 + tax
Weight:	41.3 pounds
Power:	250 watts, 0.33 horsepower (peak of 490 watts, 0.66 horsepower)
Torque:	11.8 pound-feet
Drivetrain:	front-wheel drive
Top speed (claimed):	15 mph
Top speed (observed):	23 mph
Zero-to-15 mph:	7 seconds
Zero-to-60 mph:	No.
¼-mile:	>1 minute
Range:	12 miles
Battery capacity:	6.8 amp-hours
Full charge:	3.5 hours (claimed)

Exterior design

Where the Motocompo’s diminutive size still needed to house an internal combustion engine, the Motocompacto’s electric battery and motor afforded Honda much more creativity in the design process. The result looks somewhat akin to a large briefcase from the Disney-Pixar movie Wall-E, and when folded measures just 3.7 inches wide, 29.2 inches long, and 21.1 inches tall. Compare those numbers to the Motocompaco, which measures 9.4 inches wide, 46.7 inches long, and 21.3 inches tall when all folded up. 

At half the weight, stowing the new Motocompacto in the back of a tiny hatchback becomes infinitely easier—and no gasoline or oil to worry about spilling, either. Part of the impressive design comes down to how Honda packaged the wheels, seat, and handlebars to fold inside the tiny white rectangle. Each Motocompacto arrived fully folded, and learning the process to get ready to ride does, admittedly, take a minute. 

Start out by folding up the handlebars, then rotating the bars on the tube until a locking clip can secure them upright. Next, hold the bars and lock in the tube at the base. From here, reach down into the briefcase and pull out the seat, straighten the seat tube and lock it into place, then push a button to slide down into a clasping sleeve. Then, pull and twist out a handle on the right side that releases the rear wheel rearward, then lock it into place. Spin out the two foot pegs and flip down the world’s cutest kickstand before double-checking your work. I practiced unfolding and folding the Motocompacto twice, and the process felt simple enough.

What’s hot?

– Nobody saw the Motocompo’s successor coming – Crisp design, compact engineering – Light enough to lift into the trunk, no problemo – It’s a suitcase scooter!

Pricing breakdown

Honda and Acura dealers sell the Motocompacto for $995 plus tax, available only online via a dedicated website. Given the popularity on socials as soon as Honda revealed early imagery, plus supply chain issues still plaguing the automotive industry, a lack of wait lists and lead times surprised me when my friend picked up his two scooters with ease. (Whether that means $995 still sounds too high for a folding electric scooter remains a serious question.)

Motocompacto tech

The Motocompacto uses only one simple button for powering up, selecting between two ride modes, and powering down. The first mode, “Go Far,” prioritizes range and requires a kickoff to start rolling with the thumb throttle lever. The second mode, “Go Fast,” allows for pulling away with only throttle—an estimated range difference of one mile makes Go Fast the easy and obvious choice, though we all know that when it comes to EVs, that last mile can make all the difference in terms of range anxiety. And trust me, you’ll want top speed immediately!

I tried using the throttle without the rear wheel extended, and the Motocompacto is smart enough to prevent such shenanigans. Otherwise, the rest of the scooter’s data feeds to an impressive and intuitive smartphone app that displays the state of charge, location, lithium-ion battery temperature, and health, and offers the ability to lock the wheel (presumably to prevent theft, though the whole point of being able to carry the scooter like a briefcase makes this feature a bit silly).

Riding around town on the Motocompacto

After folding out the handlebars, seat, and rear wheel, the time quickly came to go for a ride around town. How far would we get before having to turn home? And how fast would we get there? Well, I can report that 15 miles per hour is not particularly fast compared to bicycles, e-bikes, and motorcycles. Smiles per hour, though, reach a maximum immediately. This little thing is fun! And everybody walking, driving, or riding by can’t help themselves either.

In terms of real speed, rider weight makes a big difference—Honda claims a maximum rider weight of 265 pounds, but my scooter accelerated noticeably slower, hauling me at 170 pounds versus my friend at 150 pounds. The 250 W motor (capable of a peak 490 W or just under 0.66 horsepower) powers the front wheel, too, which makes any additional heft while going uphill an even bigger struggle.

Downhill, though, I gained the advantage and saw 23 miles per hour on the digital screen as I hunched over in a full tuck to minimize my aero drag. Because we’re racing, obviously. And on the Motocompacto, with tiny handlebars and a reverse-facing stem, 23 miles an hour feels very fast indeed. Rather than steering with my hands or leaning, I began simply wiggling my hips to turn and swerve. Eventually, I found a flow and wondered how the Motocompacto might perform really racing around a little coned-off course.

Honda’s decision to use solid rubber tires rather than tubed or tubeless tires explains at least partially why 23 miles per hour feels so fast. Every bump reverberates through the white plastic straight to the handlebars and seat. And the concept of grip flies right out the window. Simply leaning back or putting a foot down makes front-wheel burnouts easy. The single cable-operated rear brake also produces quick slides when yanked hard enough—luckily, a handlebar-mounted bell should alert any pedestrians, cars, or other riders while coming in hot.

What’s not?

– Build quality not quite up to Honda’s high historical standards – Zero suspension, solid tires – Still kind of expensive for a toy

Functional Last-Mile Transportation or Fun Little Toy?

The original Motocompo’s function as a form of last-mile transportation thoroughly shines through in the Motocompacto’s design and engineering. Imagine parking more than a few blocks from work in busy Tokyo or Los Angeles, then pulling out a little scooter that takes up minimal trunk space, unfolding it quickly, and zipping along into the office. No more getting sweaty riding a bike, no Uber apps or dead batteries on rideshare scooters, and nothing to leave on the neighbor’s lawn or blocking someone’s garage door every… single… damned night in a row. I’m not mad. You’re mad.

For that purpose, the Motocompacto actually outshines its predecessor—no gas fumes, no whining two-stroke engine, and it can fully charge up at work on any standard 110-volt outlet in only 3.5 hours. And that’s when using all 12 miles of range rather than just a few blocks going here and there! 

If anything, I suspect that softer tires would go a long way towards making the Motocompacto feel more solidly built, just to reduce rattling while rolling down the road. But other little build quality issues cropped up, too. That flimsy pull-and-twist rear wheel release lever scraped and scratched one of my friend’s Motocompactos on the first few uses, and dirty shoes left marks on the folding picnic table-esque white plastic pretty quickly. 

But throw in the style points, even if I wish it came with red graphics and Honda Performance Development decals, and this scooter starts to blur the line between a last-mile solution and a fun toy. All the better for Honda moving units, but at around a grand, many consumers may still find the Motocompacto something of a steep proposition for either use case. The e-bike industry keeps following Moore’s Law, as well—batteries and motors getting more powerful and cheaper simultaneously—but most still cost far more than a Motocompacto.

And no e-bike or scooter folds up quite as well, without a doubt. Maybe the biggest bummer? Honda still won’t sell the adorable E electric hatchback here in the States to perfectly match the Motocompacto in purpose and style. Instead, selling the Motocompacto as a separate unit, rather than a Honda Civic or CR-V add-on as with the original City and Today, leaves an obvious gap in the marketing plan. Come on, Honda, commit to the perfect combo for city-slickin’ EV owners here in the USA! Then, a Motocompacto at $995 would definitely make for a hell of a deal.