Tag Archives: featured

Liar Liar, Tesla is on fire! Earlier in the week, the EPA forced Tesla to reduce the range estimates the automaker wanted to advertise for six of its vehicles by an average of 3%. The Model Y Long Range is down to 310 miles from 330, and the Model Y Performance is down to 285 miles from 303. Somehow, Tesla managed to beat the guy who crashed his cybertruck.

And the EPA has caught Tesla before! In 2022, the EPA claimed that Tesla CEO Elon Musk exaggerated the 400-mile range for the Tesla Model S Long Range. He just brushed this off. In October 2023, the Department of Justice began probing these overestimated numbers. Let’s not forget the massive Tesla autopilot safety recall earlier this year.

The range issue

According to Reuters reporter Steve Seckler, Tesla has been rigging their range-estimating software. At full battery, it will give the advertised driving range projection; when the battery falls below 50% of its maximum charge, the algorithm will show drivers more realistic predictions for their remaining driving range. 

All five Tesla models tested by Edmunds failed to achieve their advertised range, the website reported in February 2021. All but one of ten other models from other manufacturers exceeded their advertised range. However, take this with a grain of salt and note that Edmund’s testing methods may differ from other publications, such as Motor Trend, which recently conducted its own range comparison test and yielded different results. While no vehicle under Motor Trend’s watch beat their estimates, the one Model 3 they lined up was a back-of-the-pack finisher with a considerable 100-mile gap between its real-world result and EPA estimate.

This range scandal comes off the back of Tesla blaming parts failures on drivers, being fined $2.2 million in South Korea for cold weather range overestimation, and recalling 1.62 million vehicles in China.

The cover-up

Tesla’s sales numbers have obliterated all other EV manufacturers for as long as we can remember. Tesla delivered 1.3 million cars in 2022 and about 1.81 million by the end of 2023. 

More vehicles mean more servicing, so Tesla outsourced remote diagnostics to “virtual team members” in Las Vegas.

One current Tesla “Virtual Service Advisor” described part of his job in his LinkedIn profile: “Divert customers who do not require in-person service.” After a Tesla app update, customers complaining about the range could no longer book service appointments. Instead, they got little tips on the issue — everything to divert customers from the problem.

In a lot of ways, EV charging really sucks. Finding a fast charger in some rural areas is nearly impossible, and those in more densely populated places often end up waiting in line at public charging stations. People often say that Tesla’s Superchargers offer a superior experience, with better speeds, reliability, and smoother charging sessions, and a recent study proves them right.

Energetics’ study found that the average paid charging time at non-Tesla chargers was 42 minutes over a three-year period that ended on June 30 last year. In comparison, the average time at Tesla’s Superchargers was just 31 minutes, though separate data showed that they got slower in the last half of 2023. Free charging sessions, which many automakers offer with new EV purchases, were even slower, at an hour and 18 minutes on average. 

Automakers have seen the light regarding Superchargers, as most have committed to adopting Tesla’s standard in the coming years. Even so, the number of EVs is growing, and even the mighty Supercharger network could soon find itself overwhelmed with vehicles. Several efforts are underway to significantly increase the number of fast chargers across the country, but it will take years before there’s a notable decrease in the average charging times.

Analysts expect charging times to drop to around 20 minutes in the next five to seven years, but it’s little consolation for today’s buyers. Though EVs offer a fantastic driving experience in some cases, it’s hard to recommend an electric model to someone without the ability to charge at home. 

Apartment dwellers and others who can’t install a charger at their home location are stuck relying on the public network, making EV ownership a real hassle. Outside of public fast chargers, Level 2 public chargers can take hours to add meaningful range, and that’s if they’re available and working properly. 

Why conform to society and get a boring SUV or sedan when you can get a rowdy, obnoxious hot hatch that screams in the face of normality? These bad boys hit that need for ultimate speed while still being practical enough to live with, such as grocery shopping and everyday errands. Trust me, even your grandmother will enjoy driving a hot hatch. Convinced? Here is a list of the five best hot hatches you need to look at for your next car. 

Volkswagen Golf GTI

What’s hot?

• Practical, premium, and economical, yet with all the performance you need
• Easy to modify, but the car is almost perfect to begin with 

What’s not?

• Creature comfort controls are terrible due to being capacitive touch and motion-activated only
• Reportedly diminished build quality versus prior Mk7 generation

Join the original hot hatch club with the latest eighth generation of the famous Golf GTI. With it being the original hot hatch, the instant street cred you get from it makes it a definite head-turner. The GTI is the perfect blend of sportiness and practicality which is a winner in my opinion.  

Volkswagen has perfected the inline four-banger, front-wheel drive setup with the GTI. The current eighth-generation GTI comes with a 2.0-liter turbocharged EA888 engine that produces 241 horsepower. It may not sound like the big numbers you find on a muscle car. However, the GTI utilizes every one of those ponies to maximize the driving experience while still being reasonably economical on gas. You can either get a six-speed manual for spirited driving, or you can remove the third pedal and be generic with a seven-speed automatic gearbox, which will unfortunately be the only gearbox choice going into 2024. But some argue the DSG dual-clutch suites the mature character of the GTI better, anyway. If you want more, you can always look at the GTI’s big brother, the Golf R (see the end of the list).

Even though the GTI is a fast hot hatch, you can still happily use this German piece of art as a daily runaround. With four doors, a spacious boot space, and a premium interior, you would not want to travel in anything you have besides the GTI.  

With over eight different generations of GTIs you can choose from, you can get the technological marvel of the latest generation, or you can get a classic GTI that has that period-correct obnoxious feel to it. 

Honda Civic Type R (also by extension, Acura Integra Type S)

What’s hot?

• Has that good ol’ Honda reliability and heritage
• Still a great daily driver but can still outperform most things in its class on road or track

What’s not?

• Mature styling may be considered quite bland compared to previous generations 
• No automatic gearbox for people who can’t drive a manual (wah-wah, cry about it) 

You may think a Honda Civic is an old person’s car, but when you see the Type R badge on a Honda, you know this car is something special. By extension, as does its mechanically identical twin, the Acura Integra Type S, which we’ve had the privilege of reviewing here on the site. The Type R and Type S twins are the Japan giant’s answers to the Western leviathans, such as the Golf R, the Audi S3, the Euro-only Renault Megane RS, or the now-defunct Focus RS, and it stands just as tall if not completely towering over them in on-road and on-track performance.

The latest generation of Type R boasts a turbocharged K20C1 inline-four that produces 315 horsepower (320 in Integra guise) through a six-manual transmission, which you’ll definitely feel thanks to short, snappy gearing and a bounty of torque that feels as though it pulls all the way to redline. However, for drivers who don’t understand how the third pedal functions, you’re out of luck. With great speed comes great responsibility, and the Twins are aimed at delivering ultimate performance and purism… or as pure as you can go in a car sold in the 2020s.

The Type R has a bright red carpet and seats, giving the Type R that extra appeal as no other car in the category has that extra pop. The Type S gets less aggressive, leather-wrapped seating in more, uh, tasteful colors for those who aren’t the biggest fan of the R’s hotboi sensibilities. But, while the Type R is a rowdy machine, it still offers refinement for the everyday grind while still stretching the idea of what a hot hatch is. Come on, who doesn’t want a Type R as their daily driver? I do!

Toyota GR Corolla

What’s hot?

• The all-wheel-drive system comes out of a rally car 
• The pocket rocket three-cylinder can outperform many other engines for its size 

What’s not?

• Odd exhaust tone due to it being a small inline-three
• The lovely six-speed manual also gatekeeps those not fluent in the way of the third pedal

When someone states that they want to get a Toyota Corolla, you may wonder what has caused their soul to be sucked away to want such a pedestrian car. But you are forgetting one of the best cars coming from Japan right now: the GR Corolla. This rally-engineered car for the road can trace its roots back to the World Rallying Championship with the homologation special Toyota GR Yaris, and who doesn’t want to drive around a roadgoing rally car?

You could call the GR Corolla a spiritual successor to the almighty Subura Impreza WRX STI and Mitsubishi Lancer Evo, both rally-bred specials that have bit the dust within the past decade, as the GR is a purposed-bred rallyist made commercially available. It may sound strange to say that this AWD monster only has a 1.6-liter three-cylinder turbo engine, yet this pocket rocket of an engine produces a whopping 300 horsepower. That is a mind-blowing 187.5 horsepower per liter! For reference, that’s roughly the same horsepower per liter as a Ford GT (188.5 horsepower per liter as of the current engine revisions).  

That 300-horsepower figure is transferred to all four wheels through a manual six-speed transmission. The GR Corolla only comes with manual controls, such as the gearbox, and surprisingly, it has a manual handbrake. Oh, the implications that carries. What I appreciate from Toyota is that they haven’t included those annoying electronic handbrakes that don’t allow any of those sneaky skids and fun activities. Because, you know. Rally car stuff.

Mini Cooper JCW

What’s hot?

• The unique styling of the Cooper will make you stand out 
• The excellent handling can still outperform many other cars 

What’s not?

• They are expensive for what you get 
• Not many dealers, so getting spares can be a nuisance

The European’s answer to a hot hatch does not disappoint. Sure, it may not be the fastest or most popular option for many people, but it should be. Why? It’s because the John Cooper Works Minis handle like go-karts and goes like stink, even if Mini is more “Medium” nowadays. Thankfully, that mediumness translates to a somewhat spacious cabin, which can be brought way into the realm of upscale with boujee interior materials and tech packages, albeit at a steep cost.

The BMW-sourced B48 four-cylinder of the JCW Mini Cooper produces a respectable 228 horsepower that goes to the front wheels through its electronically-controlled front differential. So you can still lay elevens, even if it’s just with the front tires. A six-speed manual is standard, but a snappy Aisin eight-speed auto is available for those who want to live out any sort of World Touring Car Championship fantasy. But if you’re more of a zip-around-town, wind-in-your-hair sort of person, you’ll be excited to know this is also the only entry here with a droptop convertible variant.

Fun little easter egg! A very clever little styling cue on most of the new Minis is the rear lighting. If you pay close attention to the taillights, you will see the Union Jack flag, where the Mini brand originated and where they’re still assembled to this day.

Volkswagen Golf R

What’s hot?

• The all-wheel-drive system is excellent. 
• Still practical with four doors and a spacious boot. 

What’s not?

• It is very expensive for the experience you get 
• It has the same infotainment issues that the Golf GTI has 

I can not make a list of the best hot hatches you can get without talking about the Golf R. The big brother of the Golf GTI can be seen as the current king of the hot hatches you can get in the US car market, with 315 horsepower going to all four wheels, not like the front-drive-only GTI. 

Some people may see the Golf R as hatchback-ified Audi S3… And it is, as they both share the same Volkswagen Group MQB platform and EA888 engine. You get similar interior quality with a more practical central screen layout, plus all the same performance in a more practical body. So while the Audi S3 may carry that prestigious badge, you could argue the Golf R is the stronger value. And that’s a great way to look at it since the Golf R’s sticker price mirrors the Civic Type R, yet the R lacks its track-focused purism, positioning itself as a more well-rounded alternative should you find its peers too hardcore.

You can view the Golf R as the ultimate canyon carver money can buy, as the all-wheel drive system can shift the power to each wheel when it is needed. Making the handling of the GTI almost the best there is on the market and a car that you need to get behind the wheel of!

It’s a new year, and the seemingly endless drumbeat of news around EV tax credit changes continues. New rules went into effect on January 1, changing the tax credit eligibility criteria yet again and drastically reducing the number of qualifying vehicles. At the same time, the updated rules now allow for a point-of-sale discount instead of waiting for a year-end credit. Here’s what you need to know.

First, the good news: The $3,750 and $7,500 EV tax credits can now be applied at the time of the sale rather than as a year-end tax credit. That will knock a significant chunk off the sticker price of a new EV purchase, including many 2024 Tesla models, and it alleviates the issue some people experience of not having enough of a tax burden to get the whole credit. 

The bad news is that the number of new EVs qualifying for tax credits in early 2024 is much smaller than it was last year. Changes in the rules prioritize battery materials and components from North America, and cars with battery materials from a “foreign entity of concern” won’t qualify. While there are likely many foreign entities the U.S. government is concerned with, in this case, we’re talking mainly about China.

The list of qualifying vehicles includes:

• 2022-2023 Chevrolet Bolt EUV: $7,500
• 2022-2023 Chevrolet Bolt EV: $7,500
• 2022-2024 Pacifica PHEV: $7,500
• 2022-2024 Ford Escape PHEV: $3,750
• 2022-2024 Ford F-150 Lightning (Standard and Extended Range): $7,500
• 2022-2024 Jeep Grand Cherokee 4xe: $3,750
• 2022-2024 Jeep Wrangler 4xe: $3,750
• 2022-2024 Lincoln Corsair Grand Touring: $3,750
• 2023-2024 Rivian R1S Dual and Quad Large: $3,750
• 2023-2024 Rivian R1T Dual Large and Max: $3,750
• 2023-2024 Tesla Model 3 Performance: $7,500
• 2023-2024 Tesla Model X Long Range: $7,500
• 2023-2024 Tesla Model Y AWD and Performance: $7,500
• 2024 Tesla Model Y RWD: $7,500

Dealers have to register with the IRS to issue instant discounts, so it’s a good idea to reach out to your local store if you’re interested in stacking that tantalizing lease deal with a respectable government kickback. Additionally, while the list of qualifying vehicles is short now, automakers have to file documentation that proves their vehicles’ eligibility, so the number of models will grow as more companies submit their paperwork.

While the federal government has accelerated its push for EV adoption and infrastructure buildout, some states have pumped the brakes. In some states, like California, buyers have access to thousands in incentives to buy a new EV, but many are left to fend for themselves with only federal credits available. Taxes are a whole other issue, and Kentucky just dropped the hammer on EV owners with two new taxes for 2024.

Kentucky joins a few other states in levying additional taxes against EV owners. Registering an EV became $120 more expensive on January 1, presumably to account for lost gas tax revenues, which go toward improving roads and related expenditures. At the same time, public EV chargers see an additional three cents per kilowatt-hour. And, in a particularly punitive move, chargers on state property have an additional three cents tacked onto that.

Kentucky charges around an 11 percent tax on gasoline, but as Electrek pointed out, the state’s EV charger tax comes in between 12% and 24%. Since the tax doesn’t apply to home charging, it disproportionately affects people living in apartments and those with longer commutes. The state’s other utility services taxes may also mean EV owners pay three separate taxes to drive and charge their vehicles in public.

Kentucky’s decision to wage financial war against EV owners is puzzling, as the state has frequently touted its position as “the premier location in the United States to manufacture electric vehicles and their parts.” Ford, other automakers, and related suppliers have announced investments totaling billions of dollars, and the state expects more than 10,000 jobs from EVs and components. 

Kentucky has also repeatedly noted its low utility costs, saying it has one of the lowest industrial electric rates in the country. Unfortunately for EV owners, those warm and fuzzy feelings haven’t trickled down to the general public.

The year is 2003. You’re six years old, staring out the window in the backseat while the rest of your family piles into Mom’s Toyota Camry. As the car begins to leave the driveway, you overhear your parents workshopping what they’ll say when you arrive at the car dealership, where the plan is to ditch the cramped sedan for something with more space to stretch our legs, a larger vehicle that can seat five or six passengers instead of just four. Were it two decades later, maybe you’d soon find yourself in the second row of a 2024 Mazda CX-90 PHEV. But it’s the aughts – a time when gas is cheap and climate activisim is for tree huggers!

When your sister was born at the dawn of the millennium, your parents knew deep down it wouldn’t be long before cribs and diapers turned to pool parties, Scout meetings, dance lessons, and baseball games. Before highchairs and strollers became awkward first dates and driver’s tests. As such, your parents close their eyes, take a deep breath, and reluctantly agree: It’s time for a minivan. A sliding door, cheeto-stained, take-the-kids-to-soccer-practice minivan. In 2003, a minivan driver is that dilapidated lettuce wilting in the garden, scorched by the ultraviolet rays of a Ford Windstar.

2024 Mazda CX-90: Learn more at CarGurus

As reality sets in, your parents are interrupted by a salesman pointing them in another direction. What’s this? He’s showing them a newer class of vehicle, one which can fit the same number of occupants as a minivan, but with sportier styling, raised suspension, and four-wheel drive. Of course, I’m talking about the family SUV. Little did we know it would fundamentally transform the automotive industry for the next 20-plus years. 

The PHEV (plug-in hybrid electric vehicle) version of the 2024 Mazda CX-90 showcases not only how the SUV has changed since that day we drove off the lot in a new – ahem, Eddie Bauer Edition – Ford Explorer, but how the rest of the world has changed around it. Shaped by pointless geopolitical conflict, the growing popularity of the climate movement, and phrases like “economic uncertainty” floating around as if the economy had ever been certain, the CX-90 is a reverse time capsule into an idealized version of the future, one in which younger generations can afford to have passengers, let alone a new third-row SUV to put them in.

Skip to section:

• Price and specs
• EV Range and MPG
• Design and tech
• Performance
• Final thoughts

Pricing and specs overview

In Mazda’s defense, the CX-90 is far from the worst offender in the arms race upmarket, and it’s certainly not responsible for the financial misfortunes of the millennial generation nor its successors. When adjusted for inflation, the mild-hybrid Mazda CX-90 is more affordable to start than its predecessor, the CX-9, was 10 years ago. That means you can take home a no-frills base model CX-90 for $39,595 assuming your dealer has one in stock or you can wait months for a factory order to arrive. Meanwhile, the Mazda CX-90 PHEV starts at $49,945 – over $10K more! What gives?

While I haven’t driven the plugless hybrid Mazda CX-90, nor has anyone else at Acceleramota, it’s worth noting that the cheaper CX-90 packs an extra pair of pistons. Under the hood of this cordless commuter is an inline-six-cylinder, the first of its kind for Mazda, turbocharged to make 280 horsepower in the Turbo Select, Turbo Preferred, Turbo Preferred Plus, and Turbo Premium variants. Stick with me now, because, for some godforsaken reason, Mazda sells the CX-90 in 11 different trim levels. But to keep it simple, I like to think of the CX-90 as three separate models with each offered in a few vaguely distinct flavors. They are as follows: Mazda CX-90 Turbo (no, not that one), Mazda CX-90 Turbo S (not that one either), and Mazda CX-90 PHEV (yes, this one). Got it? Good!

Both the CX-90 Turbo ($39,595+) and the CX-90 Turbo S ($51,750+) use the same 3.3-liter turbocharged e-Skyactiv G engine. However! Whereas the five CX-90 Turbo trims make 280 horsepower and 332 pound-feet of torque, the three CX-90 Turbo S make 340 horsepower and 369 pounds of torque through the magic of high-octane fuel tuning. The caveat is that while the Turbo models were designed to run on cheaper 87-octane gas, Mazda recommends 93-octane for the Turbo S. That’s an extra ten grand and some change for a slightly faster 0-60 time and shinier, machine-cut wheels. Barring the unlikely event that you’re hauling your oversized grocery getter to a racetrack, it’s safe to say the standard Turbo is the better value for most people. But it’s not necessarily the best. For some, the Mazda CX-90 PHEV is the answer.

Base price:	$49,945
As-tested price:	$51,795
Engine:	2.5-liter e-Skyactiv G four-cylinder + 68kW electric motor
Transmission:	8-speed automatic
Drivetrain:	All-wheel drive
Power:	323 hp @6,000 rpm
Torque:	369 lb-ft @ 4,000 rpm
Weight:	5,243 lbs
0-60 mph:	6.2 seconds
MPG:	24 mpg city, 27 mpg highway,
MPGe:	56 MPGe
Observed MPG:	24.4 mpg
Fuel capacity:	18.5 gallons

From the outset of 2024, more than 7,000 dealerships registered with the IRS will offer point-of-sale tax rebates to EV buyers – and, yes, some plug-in hybrids count. Better yet, if you prefer to lease, Mazda will knock $7,500 off your bill without jumping through hoops to find a participating dealer. That brings the effective base price of a new Mazda CX-90 PHEV down from $49,945 to $42,225, making the PHEV a much more compelling proposition. To make up the remaining difference, only the CX-90 PHEV comes standard with a power moonroof and heated seats made from real leather. 
Now it’s a matter of which is more compatible with your lifestyle: a turbocharged straight-six with an e-assist mild hybrid system or a naturally aspirated four-cylinder backed by a 68-kW electric motor powered by a 17.8-kWh battery. I’ll let you decide.

Electric range and fuel economy

Straddling the fence between the lower fuel cost of the Turbo and the refined performance of the Turbo S, the plug-in hybrid Mazda CX-90 is for the crowd that wants fast and frugal. At least under the right conditions. Sure, you’ll still need to fill it up with premium to make the most of your ride, but the idea is to offset that cost by scarcely burning fuel at all. 

In EV mode, a small 17.8-kWh lithium-ion battery pack located under the floor powers the 68-kilowatt electric motor found in the transmission tunnel for up to 26 miles without ever firing up the engine. In Normal mode, where the engine and electric motor work in tandem, that range is less predictable since it fluctuates based on road conditions and your own individual driving patterns and behaviors. In other words, no I cannot conclusively tell you for a fact you’ll see anything close to the equivalent of 56 mpg as the EPA’s MPGe estimate suggests because it’s entirely contingent on when, where, and how you drive.

In line with most plug-in hybrid SUVs of its stature, Mazda says it takes 11 hours with a standard 120-volt (Level 1) outlet or 2 hours and 20 minutes using a 240-volt (Level 2) electrical setup. I’m quoting Mazda on those figures because my best bet for EV charging was one of two dual-port FLO units a 20-minute drive from my apartment on a street that apparently served as the unofficial meetup spot for gas cars with their hazard lights on and ineptly parked Teslas keeping the second, unused cable at each station just enough out of reach to be infuriating.

For the record, I’m a recent convert to the philosophy popularized by Toyota that plug-in hybrids are a fast track to harm reduction. It’s just that the benefits – financial, environmental, or otherwise – only come into play for the owners who commit to a habitual charging routine. When the battery dies in a full BEV (battery-electric vehicle) like a Tesla Model Y or Ford Mach-E, the car won’t move. That a plug-in hybrid is drivable indefinitely without ever actually plugging it in is a double-edged sword. On one hand, range anxiety is all but assuaged. On the other, the Mazda CX-90 PHEV averaged 24.4 mpg during my weeklong excursion without charging access. That isn’t far off from the 25 mpg combined estimated by the EPA for ostensibly gas-guzzling sixer gets. Given the choice, without a home charging solution, I personally would go for the inline-six, if only because it sounds like this.

Curiously, you never really have to plug in a plug-in hybrid. That’s as true for the Mazda CX-90 PHEV as it is for our Alfa Romeo Tonale. Because the battery ran out of juice in our press car not long after escaping the city to take photos for this review, and I didn’t have 140 minutes of downtime to let it sip, the Mazda CX-90 PHEV averaged 24.4 mpg throughout my weeklong excursion. Meanwhile, the EPA rates its ostensibly gas-chugging, six-cylinder cousin at a commensurate 25 mpg combined. Go figure! Still, for the homeowner with a commute shorter than 26 miles and a place to charge while you’re at work, you could get away with never spending a dime on gas most days. Because it’s used in EV mode more than half the time, our Tonale averaged 84 mpg this month and it’s rated for 29 mpg or 77 MPGe combined. Whether or not the fuel savings justify the premium for the PHEV is on you.

Design, interior, and infotainment

For a full-size crossover SUV, the Mazda CX-90 carries an outstanding road presence. It sits high on your pick of 19- or 20-inch wheels with a wide, imposing stance. The roofline slopes back across an aerodynamic coupe-like frame. And its front fascia, characterized by angry headlights and a bold, assertive grille to match, lets you know it means business. I only wish our loaner came in that fierce artisan red Mazda uses in most of its marketing for the CX-90. The design is a subtle but effective step up from that of the CX-9.

When you open the door to the Mazda CX-90, the inside makes one hell of a first impression, regardless of spec. As you can see from the photos, the cabin emanates a level of ambient grandeur more impressive than that of a new BMW X7, if only because it defies expectations. For most, “upscale” isn’t the first word that comes to mind when you bring up Mazda. But that perception is changing, in large part because its ostentatious interiors punch above their weight, presenting a clean minimalist aesthetic, complete with faux woodgrain accents, abundant LED lighting, ventilated seats with adjustable lumbar support, and the gratuitous touch of a leather-wrapped shift knob – because why the hell not?

Inside and out clear Mazda is reinventing itself as an entry-level luxury brand, and the CX-90 PHEV fills the space somewhere between the Toyota Grand Highlander Hybrid and the Lexus TX. In fact, as far as plug-in hybrids go, until the 2024 Hyundai Santa Fe PHEV drops this spring, the CX-90 PHEV’s closest rival might very well be the Chrysler Pacifica. That’s right, the minivan. But compared to the Pacifica, the Grand Highlander, or the Honda Pilot for that matter, one of the CX-90’s undeniable shortcomings is its cramped third row, and by extension, limited cargo space. With the second and third row folded down, its 75.2 cubic feet of space pales in comparison to the 140.5 cubic feet of the Chrysler Pacifica, and it doesn’t fare much better next to the Grand Highlander’s 97.5 cubic feet. Although I could fit plenty of gear in the back, I also don’t have kids or friends. At full occupancy, the 14.9 cubic feet left with all of the seats up won’t leave much room for luggage on family road trips.

Also polarizing, at least for anyone with a preference for touchscreens, is the Mazda Connect infotainment system you’ll find on the CX-90 PHEV’s modest 10.25-inch center display. As is the case for the rest of Mazda’s lineup, navigating the proprietary software involves twisting a rotary dial around in the center console instead of tapping the screen directly. My current car and the one before that both took the same approach, and both manufacturers abandoned the dial with subsequent models. Because they were wrong. I’m with Mazda on this one, the rotary dial is a safety feature more than anything, no matter what my friend Adam said. Once you get used to it, you’ll see how much easier it is to keep your eyes on the road while adjusting your music or setting a Google Maps destination in your periphery than trying to do so on a touchscreen. That said, if you insist on being wrong (like Adam), the top CX-90 PHEV Premium Plus trim has a larger 12.3-inch display that supports touch controls for Apple CarPlay and Android Auto.

Overall, Mazda Connect as an operating system is mostly inoffensive, even if I do prefer Android Automotive and Stellantis’s Android-derived Uconnect. Other than Apple CarPlay, which took some time digging under several layers of submenus, I had no problems flipping through settings to customize driver assistance preferences, manage Bluetooth connections, and fine-tune my sound profile to make my “Music to Flex To” playlist go hard on the Bose Centerpoint audio system. Seriously, from the acoustics to the bass, the upgraded 12-speaker surround sound casts a wide soundstage that one-ups some cars I’ve driven that cost twice as much as the Mazda CX-90 PHEV (looking at you, Maserati Grecale Trofeo). 

Performance and powertrain

Apart from the charging logistics, which evidently isn’t one-size-fits-all, the Mazda CX-90 does straddle the fence between the cheaper fuel demands of the Mazda CX-90 Turbo trims and the speed advantage of the Turbo S. Even though its 323 horsepower and 369 pound-feet of torque fall short of the Turbo S and despite clocking in at over 5,000 pounds, the CX-90 PHEV’s impressive hybridized innards gave it the boost it needed to beat out the straight-six in every speed run conducted by Car and Driver. More horsepower and less weight don’t cut it when the PHEV’s electric motor pushes 199 pound-feet of torque at just 400 rpm.

The plug-in hybrid (PHEV) version of the 2024 Mazda CX-90 is one of the finer examples of a company working within those parameters to make a truly great capital ‘S’ SUV – that is, a three-row unibody truck as suitable for hauling groceries as it is cornering on sharp turns or taking offroad, all from a four-cylinder engine married to a small electric motor. From what I’ve seen of the engineers who worked on it, there’s an unexpected sense of fervent passion for the project woven into the soul of the CX-90. As chunky as it is, it really does drive like a sports sedan. The steering is balanced – not too light nor too heavy – and somehow it feels nimble. As long as you don’t mind the bumpy ride that occasionally accompanies its raw sportscar-like suspension, the CX-90 can be a blast to drive, especially when thrown into sport mode.

By flicking up and down the Mi-Drive switch in the center console, you can alternate between four drive modes, each with its own intended purpose: 

• Sport mode combines the full power of the engine and electric motor for faster acceleration 
• EV mode uses only the electric motor for zero-emission driving but greatly reduces performance
• Normal mode offers a balanced mix of electric and gas as needed
• Off-road mode improves traction so you don’t spin out or fall off a cliff
• Towing mode adjust gearing and power delivery for pulling stuff

One glaring drawback to choosing the CX-90 PHEV is its inferior 3,500-pound tow limit. For comparison, the standard CX-90 can pull up to 5,000 pounds at most trim levels. Hamstrung towing capacities are a common, longstanding complaint among PHEV critics. When my dad and I were shopping around on CarGurus to replace his Ford Ranger with a more fuel-efficient SUV capable of towing at least 2.5 tons, I was aghast at how sparse the selection was with a budget in the $50K range, especially for third rows. Sadly, for that reason, the CX-90 PHEV didn’t make the cut. The Jeep Grand Cherokee 4xe did.

New Mazdas: see prices at CarGurus

Final thoughts

As someone with no kids and no friends living in a city with convenient access to public transit, the Mazda CX-90 is excessive. As someone who appreciates any vehicle that’s quick around corners, the Mazda CX-90 is shockingly fun to drive. Unfortunately, I’m not convinced the person shopping for a third-row SUV cares as much about gear ratios and steering weight as they do cargo space and comfort. With the CX-90, Mazda took a series of bold risks, most of which no one asked for. As a three-row crossover SUV that looks more expensive than it is, it would have sold on that merit alone. 

The CX-90 is interesting, if imperfect, in a segment overrun with vehicles as indistinguishable on the outside as they are under the hood. Just as Mazda didn’t need to build a new six-cylinder architecture from the ground up for this, it also didn’t have to make that same vehicle its first mainstream plug-in hybrid. But I’m glad it did. Because while that third row of seats is as tight as the suspension, it makes good on the promise of the sport utility vehicle: to combine fun and function in a vehicle big enough to fit a family while being less boring than a minivan. You can’t make an SUV that handles like this without some trade-offs. Provided its aggressive styling and athletic performance are enough to sacrifice a few inches of legroom, the Mazda CX-90 is a strong contender for the best SUV in its class. 

Whether the straight-six or the plug-in hybrid is the more cost-effective option mostly comes down to your living situation. Unless you have access to home charging, the fuel savings will almost certainly not be worth the cost and inconvenience of public charging. When I’m getting around 25 mpg either way, I’d rather have a turbocharger and a guttural exhaust note. But maybe I’m just built different.

Welcome! Tune in to your Saturday Morning Car Tune to read about the raddest yet dumbest and least practical thing I’ve ever purchased. You know all those awesome vloggers and auto journos who chronologize their lives behind the wheel of their muscle car restoration project or high-horsepower tuner build? Yeah, you know that most of those folks also have regular-ass daily drivers behind the scenes, right?

The Gears & Gasoline Bens have pickup trucks and a reasonably-built WRX STI to shuttle them around when they’re not grenading transmissions or setting lap records. David Patterson, a.k.a. ThatDudeInBlue, has a Ford F-150 for his regular grunt work. Matt Farah has a Mustang Mach-E and a Vespa, and Jason Cammisa has a Volkswagen e-Golf. Remember those things? And I have… A lowered Subaru BRZ with a silly wing and no catalytic converters.

I bought a thingy

As you can see, the weight of my genius hurts sometimes. 

But alas! I have… Reasons. Probably not smart ones. But I didn’t start this new features section to discuss moneywise consumer advice. 

Say hello to the latest notch in my belt, a modified 2022 Subaru BRZ that I bought off an old coworker from my speed shop days, who himself bought it off the shop as it was a former shop car. Akin to the press BRZ I drove to GRIDLIFE in the fall, it’s a Limited trim, which means alcantara and leather upholstery throughout, heated seats, and a fairly banging sound system. It has wired Apple CarPlay as standard, as well as cornering headlights and a digital gauge cluster. Oh, and it’s a manual, too. Huzzah!

Subaru BRZ: this bargain pocket rocket is all the sports car you’ll ever need and then some

It has also been modified to high heaven, as this car had previously served as a work friend’s track car, having accumulated 3,200 miles over some mostly highway commutes and three track days, one of which Larry Chen photographed the car. Keen to always sign up for the next event but also deeply religious about a proper break-in, the BRZ has undergone one diff fluid change and five oil changes. And then there’s the laundry list of mods, including, ahem:

• 200TW Hankook RSV4 tires (245/40/17) on 17-inch WedsSport TC105X wheels
• Obnoxiously squeaky track brake pads that are surprisingly usable in daily driving and all weather
• Zebulon swan neck wing
• Artisan Spirits front lip with a barely-livable splitter extension
• Catless full exhaust with equal-length headers and an A’PEXi catback
• Ecutek programming kit with a custom 91-octane tune
• Jackson Racing oil cooler
• Antigravity battery
• SPL adjustable rear control arms
• Vorshlag camber plates
• Cusco strut tower brace
• Motion Control Suspension (MCS) coilovers, the exact model of which I still need to figure out

There’s probably a bunch I’m forgetting. And I’m still learning the exact details of what exactly each model of part is in the event I ever need to repair or replace them. Among spare things that aren’t installed, I still have an oil catch can, various chassis doo-dads, and the all-important oil pan baffle. If you’re even remotely familiar with the BRZ/GR86 platform, you’ll know these things are… Finicky, to say the least. But I’ll cross that bridge when we get to it. But how does it rip? Well, let me tell you.

I don’t know all that much. In the 800 miles I’ve logged in the last two weeks, I haven’t really pushed it hard at all, not even in the local canyons since seasonal traffic is high and road temps are cold. But that’s okay. My friend built it for the track. And to the track, it’ll return to show me just how much I’ve grown (or devolved) since my time ripping around canyon roads and road courses in my trusty old V6 Mustang. But I can tell you what it’s like to live with and how you can replicate such an experience, should you dare. 

Daily driving a BRZ track car isn’t the worst idea I’ve had

This little tike, for all its track-focused intentions and intimidating looks, is actually a bang-on daily driver. No, I didn’t take that much copium today. I mean it! It’s usable, and it’s comfortable. Ish. Or at least it’s a comfortable-ish daily if you haven’t experienced a new Toyota Prius lately.

The MCS coilovers ride remarkably well despite being adjusted to a stiffer dampening setting by the previous owner. Hell, I’d say it rides close to, if not the same as, the stock suspension setup, albeit with slightly more noticeable jitters over high-frequency bumps. And when I mean slightly, I mean you just feel them a little more than stock, and it’s never harsh. Large road imperfections like asphalt patches, dips, and potholes are nonissue, which is fantastic to hear about in a track-built car. It means you have the compliance to attack apexes without upsetting the chassis, and you have the comfort of not shattering your spine on the drive home.

It’s a testament to the quality of the coilovers and proof that, and say this with me, you don’t need to ride like shit to have a great handling car. Porsches and Corvettes prove this. This does, too. Color me impressed. Get yourself some quality coils or adjust your dampers to find that happy middle ground, people. It exists, and I promise you it’s not maximum stiff.

What isn’t so hot is this goddamn splitter. Getting into my family’s driveway is now a learning curve. And speedbumps near my friend’s house are now a practice session for autocross. It’s tolerable, but only barely. Normally, you’d be able to not scrape on most crap on the road. But now I actually have to be paying attention, whereas a stock BRZ may as well be a rally car in comparison, billygoating over dips and inclines.

Yeah, yeah, I know. Stance scene folks are laughing and envious at my comparatively truckish ground clearance. Again, it works for now. I’ll live, even if it means putting a few scuffs in concrete driveways here and there.

Fuel economy? Okay. I lauded the stock BRZ press loaner for handily beating the EPA estimates with hardly any effort, easily eclipsing 32 to 35 mpg on most freeways. Now, I have to try to hit 30. I should be lucky to even be averaging 24 in mixed driving. As it turns out, things like bigger, stickier tires and fat aero parts that produce a lot of drag end up producing a lot of drag. Who would’ve guessed? Fuel economy is still okay. Better than my V6 Mustang. But the small tank means fill-ups are just as, if not more, frequent.

If there’s anything to truly take solace in besides the commendable ride, it’d have to be that my friend left the interior mostly intact. No goofy rear seat deletion or removal of any carpeting or insulation to cut weight. He daily drove this car, too, and he’s more sensible than most. Or at least he’s sensible enough not to completely ape the livability of a car when it still has to drive to and from the track.

The OEM heated seats are still here and still get lovably scorching in our bitter desert winter. The stock sound system is still a banger, too. The only hints of modification inside are the custom steering wheel upholstery and a shift knob. The trunk liner has been removed to allow for access to the rear shock towers where the dampening adjustment lies, but if that’s had any effect on NVH, I haven’t noticed. If anything, it just made more room for groceries. Totally important in a car like this.

The exhaust is annoy-the-neighbors loud on startup but becomes smooth, balanced, and mature when warmed up, producing no drone whatsoever. In the cabin, it sounds as though the car was fitted with a somewhat tame catback and nothing more; that’s to say, it’s quiet when you want it to be. Great for dates. Or if you have tinnitus. Or if you and your date both have tinnitus. 

Daily your track car. Who’s gonna stop you?

So. Driving someone else’s former track toy. Not bad. Not bad at all. It could do with a milder splitter or no splitter at all. And the catless exhaust means that CARB reps will shoot me on sight the instant I cross the state line to buy a lotto ticket. But not bad at all. At least it’s done right, which is the defining line between versatile track cars you can use daily and hyper-focused track cars you’d rather trailer.

Any track-built car could pull shifts as a commuter. A car is a car. It’s all a matter of how it’s set up and the quality of the parts. Just know there will have to be compromises in how comfortable you can be or how hardcore you can build it. Frankly, if your idea of a track car is decent coilovers and sticky tires, you’re set! Hell, you’d clear more speed bumps than me. You’ll generally be fine if you leave ground clearance for larger floor jacks and attacking apex curbing and if you fervently believe the stiffest suspension setups aren’t always the best. Oh, and unless you’re entering time trials in the damn thing, don’t turn your interior into a scrap heap. Leave that to the dedicated race car builds. Your bum and your eardrums will thank you.

So there you go. Go ahead. Daily your track car, and live life like Ryosuke Takahashi except in suburban America and not urban Japan. And if your track car is a little more on the extreme side, Well, daily it anyway. It’ll be funny.

A new car for new adventures

So, if my last car was leagues more practical than this BRZ on a regular basis, why did I even bother with it? Simple.

I felt it was time to part ways with my prior car of six and a half years and wanted to level up. Simple as that. And while the Mustang could’ve definitely been its own track star with more money thrown at it, it was time to try a different platform and expand my palette a bit. So, when the opportunity came to snag my friend’s BRZ and depart from my 10-year-old, 114,000-mile trooper of a My-First-Sports-Car, the car I bought right after dropping out and shuttled me through a rebooted college career, a military enlistment, numerous road trips, getting absolutely lost as fuck in the Eldorado National Forest (beautiful place to get lost, by the way), and my first few jobs, I had to jump on it.

Think of the switch in Takumi and the Initial D story moving from the White Ghost of Akina arc to the Project D arc. And with it will (hopefully) come falling lap times, a more serious and mature take on driving, and, most importantly, all-new learning experiences I never had or bothered to pick up as a deadbeat college kid. But this is not to completely say goodbye to my little blue car. It was sold to a good friend, so it’s still in the social circle for me to witness its growth in new hands.

So far, ownership is looking like it’ll be a breeze despite the car’s livable shortcomings in the Suburban Errand Run GP. But can I fill in the shoes this car needs to topple my buddy’s lap records and move up a couple classes at HPDE days? There’s only one way to find out. But before then, there are those inherent oiling gremlins I must keep at bay first. Because #justsubiethings, apparently.

Buying an EV might be the most talked-about subject in car ownership of the past several years. We have a whole features section dedicated to explaining the darn things. And it makes sense: Between automakers introducing new models seemingly every day, legislation pushing hard for a zero-emission future, and all corners of society weighing in across the greater internet, it’ll definitely be a high-up heading in history books that describe the early 2020s.

When it comes to how we transport ourselves around our vast planet, there’s a lot to be excited for in EV ownership, as well as growing EV ownership across the greater populace. Then, there may be some preconceived notions about EVs that should be addressed. 

But there are still some actual downsides that we certainly can’t overlook. So let’s discuss it all: here are five myths about EVs, debunked, as well as five actual downsides. Depending on how these affect your own lifestyle could either sway you towards EV ownership or keep you away. What’s most important, however, is to have the knowledge to make the right choice. Let’s get into it.

Myth: EVs take too long to charge

Let’s start the list off with an easy one. Or, tricky one, depending on how you look at it. There are basically three charging levels that affect charging speed: Level 1 (120V), Level 2 (240V), and Level 3, also known as DC-fast charging. The higher the level, the faster the charge, and the exact charging speed varies quite a bit depending on each EV’s factory specifications—some charge at Level 2 faster than others, some make full use of a DC-fast charger’s rates while others don’t—so comparing and contrasting these on your list of potential EV purchases is important.

But let’s focus on DC-fast charging, as that’s what guarantees the quickest charging time. So far, technology’s achieved the ability to charge at as many as 350 kW, which, if fully taken advantage of, could add 200 miles of range to a modern EV in as little as 15 minutes. 

Key part of that claim: If fully taken advantage of—DC-fast charging is limited by the vehicle’s own charging system. If its maximum charging rate is 100 kW, that’s the ceiling—energy is flowing at less than a third of the charging station’s capability, so it’ll take longer than a quarter of an hour. We’ll discuss more about this in a future, separate post, but 100 kW is generally considered low for modern EVs as most charge at 200 kW or more. As technology progresses, the floor will rise, and we may soon reach a point where 15 minutes is considered awfully long.

Then, if 15 to 30 minutes for charging seems like a long time, it doesn’t necessarily have to have a major impact on one’s lifestyle. With new charging stations cropping up all over, it could be a matter of regaining a couple days’ worth of range while paying a visit to the grocery store or running any other normal, everyday errand.

Myth: EVs don’t have enough range to cover my daily travel

According to the Department of Transportation, most American households travel under 100 miles per day. Most EVs can go at least 200 miles in between charging, with more and more exceeding 300 miles hitting dealership lots what seems like every month—it’s easier than ever to accommodate EV ownership into one’s daily life.

If your household doesn’t have charging at home, such as in an apartment or house without the appropriate electrical service, making some changes to your daily schedule may not be that bad. Sure, anyone who doesn’t have at-home charging will be faced with an “Oh shoot, I’ve only got 20 miles of range left and need way more than that for tomorrow” type of scenario, but a little preparation could go a long way.

Myth: EVs aren’t fun to drive

As an avowed performance driving and motorsports enthusiast, it’s indeed quite hard to beat an internal combustion engine with an entertaining torque curve and awesome soundtrack. 

But here’s the thing: Almost all EVs have their weight down low in the chassis and in between the front and rear axles, which bodes quite well for overall handling dynamics. Electric motors produce instant torque, too, so they’re inherently quite fast off the line and fun to wring out in many different scenarios. These make ripping around in EVs quite fun indeed.

Then, manufacturers are coming up with clever ways to simulate conventional drivetrains and the driving characteristics that they can achieve, such as the 2024 Audi SQ8 e-tron being driftable. Or, utilizing regen to simulate downshifts. Then, Hyundai utilizing a fake soundtrack in its Ioniq 5 N may sound cheesy, but you can’t fault the brand’s willingness to try—I bet it’s more fun than you think.

Myth: EV manufacturing negates the positive environmental impacts of driving an EV

This one is a little complicated, and everyone loves to quote Jeremy Clarkson’s bit about the Toyota Prius from, like, 15 years ago. And yes, modern mining and shipping practices made battery production bad. Like, really bad. From excess emissions and fumes to the copious use of water in places that, uh, didn’t quite have a lot to begin with. But technology’s made good headway since then. Only way to go is up, right?

While the manufacturing of EV components—particularly the battery—does have its own greenhouse gas emissions (GHG) to factor in, the EPA details that between the lifecycle of an ICE car and an EV with at least 300 miles of battery range, the former has far higher GHG emissions.

We’ll save the geopolitical aspects of mining rare earth metals for electric motor production for another post. Generally, meaningful progress has been made in reducing these, such as manufacturers pivoting away from certain rare metals, as well as sourcing the other main ingredient, lithium, from domestic sources. Heck, one of our planet’s possibly largest lithium reserves is just a bit east of San Diego.

Myth: Charging EVs will put too much stress on America’s power grid

This is definitely a valid concern. But it’s important to keep in mind—once again, according to the EPA—that charging can happen at off-peak hours at home. Meaning, you’ve just gotten home for the night and plugged in your Fiat 500e to your home’s 240V service to charge overnight.

Not only that, but the EPA even sources Scientific American to say that California’s more than one million EVs account for less than one percent of the grid’s load during peak energy hours. Our nation’s energy grid is constantly being upgraded, too, so hopefully, energy blackouts will become a thing of the past if the government is smart about it (so far, it seems like it’s generally on the right track).

In short, while the details of this point can be a bit complicated, the answer is yes, EVs will be just fine on the American power grid, and industry employees are optimistic about their capabilities to ensure that.

Downside: EVs aren’t the funnest to drive

This is certainly subjective, but I know I’m not alone: EVs are fun to hoon around, but they still don’t hold a candle to an ICE vehicle. Especially if its engine is sporting some enthusiastic tuning, forced induction or not.

I won’t wax poetic too hard, but there truly is something special about the theatrical soundtrack of internal combustion in fun scenarios, such as a fun, curvy road or ripping laps on the track. Or, launching it off the line when the conditions are right. I mean, it’s one of the main reasons why I got into this industry, as well as why my list of next cars is chock-full of vivacious, big-smile-inducing sports cars.

It’s really cool that automakers are starting to synthesize some of this and integrate it into EVs, but they sure have a long way to go.

Downside: Charging infrastructure can really suck

If charging infrastructure just isn’t all that great where you live, and you aren’t able to charge at home, it may indeed be a good idea to pass on EV ownership until it improves. It’s more important to safely and reliably transport you and/or your family, get to and from work, go about your daily life, etc. than stretch your schedule and work a little too hard to make EV ownership work. It’s all about balance, and sacrificing what you deem to be too much will only make life more inconvenient in the end.

It’s tough for many folks just dealing with a lengthy commute to and from work every day. Why tack on an additional 15 minutes to an hour—assuming there’s an open, functioning charger waiting for you—when all you want to do is not be in a car anymore?

Charging infrastructure can suck in other ways, too, like broken/out-of-order chargers, inconsiderate jerks hogging charging spots when they aren’t charging, dealing with, like, twenty different charging companies’ apps, and more.

Downside: EVs are heavy

This is a byproduct of our current lithium battery technology, and it doesn’t bode well for handling, tire wear, brake wear, and our poor crumbling infrastructure. As well as our parking garages. It doesn’t help that SUVs and trucks are very much en vogue, either.

Hopefully, as battery technology progresses, this quickly becomes a thing of the past. Go, solid-state, go!

Downside: EVs are still expensive

According to Kelley Blue Book by way of Cox Automotive, the average new car price is right around $48,000, which is awfully expensive. Combine that with US News and World Reports’ reporting that EVs are on average $12,000 higher in price than their ICE counterparts, and things aren’t looking great for greater EV affordability.

But thanks to various federal, state, and local tax incentives for both new and used models, the price starts to tumble a tad.

In addition to some upfront relief, technology is always evolving, and technology-heavy EVs are no exception; As new tech becomes more and more common, prices will go down. Especially when it comes to the cost of manufacturing batteries. Then, we have to keep in mind that EVs’ running costs are overall cheaper, which helps ease financial pain after any initial sticker shock.

Downside: What about OBD II?

OBD II (not ODB II, which you could say is actually YDB) stands for Onboard Diagnostics II, the standardized system used by all automakers to help troubleshoot a vehicle’s issues. Meaning, the check engine light comes on, you use an OBD II scanner to see why, and the ECU tells you a diagnostic trouble code (DTC)—or a massive list of ‘em—to help you pinpoint what’s wrong.

Currently, not all EVs possess a system like OBD II; after all, according to this story over at Ars Technica, a lot of the reason why it was originally developed was to monitor and reduce tailpipe emissions, which EVs don’t have. Still, onboard diagnostics cover a lot more than that, and a new system dubbed Advanced Clean Cars II by the California Air Resources Board (CARB) will require a new standardized system for EVs, PHEVs, and hydrogen-fueled cars by 2026, which could end up being adopted at the federal level.

Pun very much intended, there are positives and negatives to battery-powered car ownership. While some may require a little (or a lot) of adaptation, one thing’s for certain: As EV technology moves forth, the myths will be more extinguished from our greater society’s psyche, and some (or all) of the downsides will no longer be downsides.

The Tesla Cybertruck is almost more of a meme than an actual vehicle at this point, which makes any incident involving the angular chunk of stainless steel a real treat for the company’s critics. A Reddit user posted pictures of the most recent incident – a crash in California – and while it’s still likely to generate chuckles, we’re glad that nobody got seriously hurt. Now, with this incident out there for the general public to see, we have our first real-world look at that steel wedge’s ability to protect occupants from damage (and deal some damage itself).

The Verge found the post by u/boddhya and confirmed the story with the California Highway Patrol, which could be the first in-the-wild crash for the truck. Officials said a 17-year-old in a Toyota Corolla veered off the road and hit an embankment before over-correcting, re-entering the road, and striking the Cybertruck. 

Though the Corolla looks particularly gnarly in the Reddit images, the only injury was to the Cybertruck driver and did not require medical care. Tesla’s “bulletproof” pickup appears to have come out of the crash in much better shape than the Toyota, though we don’t have much information to go on.

With all due respect (sort of), Tesla’s owners are among the most zealous of any brand’s drivers for better or worse, but this is one time where the other person appears to be at fault. The Cybertruck driver was allegedly not using an autonomous driving mode at the time of the crash, and the roads in the Palo Alto area where the collision occurred are notoriously curvy, with poor visibility being a significant issue. 

The Cybertruck’s brutal shape and sharp angles raised many safety questions over the damage it could cause to other vehicles and people. Early critics call out the truck’s thick stainless steel “exoskeleton” as being too rigid and more dangerous in a crash than traditional materials. At the same time, trucks are more dangerous than cars in general, and the Tesla is still far too new to draw any solid conclusions about its overall safety. 

Hello again! No need for the triple-shot espresso and the phonebook-sized notepad, as today’s chapter of EVs Explained will be far more straightforward – I hope. Today’s field trip is through the ascending levels of autonomous driving and what goes into these purported self-driving cars. Let’s talk about what really defines each level of vehicle autonomy, what tech goes into them, and what examples of modern cars use such new-age technology.

Love or hate it, we’re entering a bold new world of strong independent vehicles that “don’t need no damn human,” and we’re peeking at what makes them tick. Or rather drive. 

Not so autonomous, not always electric.

Disclaimers before we kick off this first segment!

Take the use of “self-driving” and “autonomous cars” with a grain of salt, and treat them as umbrella terms. Oftentimes, such words just describe safety assists that aid in hustling you from Point A to Point B safely and conveniently. Many instances of what are considered levels of vehicle autonomy aren’t all that autonomous but more like watchful eyes, with the ratio of human-to-machine intervention shifting as we climb the ladder and add copious amounts of gadgets. 

Also, note that autonomous driving doesn’t solely encompass EVs. In fact, much of the tech used in self-driving cars debuted in ICE cars. But it’s becoming the more prominent medium through which automakers unveil these crown achievements because nothing says future more than everything-by-wire, spaceship noises, and range anxiety. 

Level 1: Driver assistance

The first stage in achieving autonomy is clearing that Level 1 hurdle, defined as semi-autonomous driver assistance that merely shares control with the driver and only to a mild extent. The electronic doo-dads exist as extra hands on deck, but you are still the ship’s captain. They’re helpers, guides, and advisors but ultimately cannot take full command. Examples include adaptive cruise control, parallel park, lane keep assist, and other useful gizmos along those lines, typically things that function off relatively basic camera and sensor-based systems.

Such gadgets have become commonplace in ordinary econoboxes over the past several years. For example, my dad’s mid-trim 2017 Toyota Tacoma had lane keep and adaptive cruise. And to be honest, they worked pretty damn well! Today, brands like Toyota and Subaru pride themselves on standard or easily available Level 1 systems like Safety Sense and Eyesight, respectively. More than a sales pitch, these systems are rapidly entering normality, now touted in just about anything, from top-shelf Mercedes and BMWs to Ford Mustangs and Subaru BRZs

Level 2: Partial automation

The next step sees improved competence with acceleration, steering, and braking based on integrated safety systems. Level 2 cars can follow lanes, come to complete stops, and accelerate to fairly lofty highway speeds. As such, Level 2 is informally dubbed a “hands-free” system. However, it’s important to know you shouldn’t take that literally, and company disclaimers will advise that drivers keep their hands on the wheel or at least be ready to resume control like a responsible adult. For instance, although the Acura Integra Type-S and MDX Type-S I previously sampled were not Level 2 cars, they did have self-lane-centering tech that almost felt as though the car could drive itself, but it’d always flash a warning at the driver every several seconds or so to return your hands to the wheel.

Oftentimes, these systems won’t take highway exits or traverse parking garages on your behalf, although some cars may be programmed to try some of those actions under your supervision. Many will at least initiate lane changes to pass slower traffic, which is kind of them. Helping guide Level 2 cars is a task that can call upon an assortment of visual cameras, radars, and other sensors to help navigate.

By SAE and NHTSA standards, Tesla’s Autopilot is a prime example of Level 2, as is GM Super Cruise and Ford BlueCruise. Cars such as the F-150 Lightning made BlueCruise famous following that truck’s expansive media coverage, as did the Cadillac CT6, Escalade, and Chevrolet Silverado for Super Cruise. Both Detroit-born systems have exponentially enhanced steering, braking, and adaptive cruise abilities beyond plain adaptive cruise control, arguably trumping Tesla Autopilot thanks to the added use of lidar, a.k.a. laser-based ranging, and GPS data. However, Tesla’s Navigate on Autopilot (a feature of Enhanced Autopilot but not Full Self-Driving) isn’t as restricted and can be activated in many off-highway locations, far outside the reach of Ford and GM, even taking highway exits should the system find it feasible at the moment.

However, engineers place parameters to encourage driver intervention in the name of occupant safety and avoiding lawsuits. That first point is totally more important to the corporate suits, by the way. Such parameters often include geofencing and cameras that trace your head and eye positions to determine driver attentiveness. 

Or, when all else fails, they can just blame it on you. Sounds like my parents.

Level 3: Conditional automation

Behold the goalpost where many automakers strive to land, but only a few have hit the mark. NHTSA defines Level 3 as real self-driving, the point where the driving aid systems can take complete control of the vehicle. This fabled new height in technology expands upon the car’s newfound ability to steer, brake, and accelerate but does so across more environments and with more liberty, theoretically allowing these cars to embark on complete journeys independently. Of course, “independently” for Level 3 still means laying watchful eyes and being ready to shut down any robot-uprising nonsense.

Although many debate the true abilities of Tesla’s Full-Self Driving, I argue it could be touted as Level 3 autonomy, expanding heavily upon Autopilot. It certainly scoots from place to place, even if it has a taste for mortal blood, and tends to sail into its fellow machines from time to time. But alas, as of late December of 2023, it’s not SAE-certified as such. Being the first certified Level 3 autonomous cars in any U.S. state is an honor bestowed to the Mercedes-Benz S-Class and EQS and their Drive Pilot system, even if it’s only in limited locations.

Impressive! But once again, I iterate that automakers necessitate driver overwatch, and the mighty Three-Pointed Star is no exception, even after earning its Good Noodle Star over its peers.

Level 4: High automation

Careful, Icarus. Now we’re really flying high.

NHTSA defines Level 4 as a system where the car can command all aspects of driving to a point where human intervention is not always necessitated. The overarching Achilles’ heel connecting Level 4 to Level 2 and Level 3 is that they’re all limited to operating within certain boundaries, unable to drive on all roads or in all weather conditions without human backup. A Level 4 system can be geofenced or kept from activating in certain situations akin to lower-tier systems such as Super Cruise or BlueCruise, but it stands taller with greater control and refinement.

In essence, it can do more within a larger playpen and even correct mistakes without our help instead of self-canceling. That latter point is a major differentiator and why some companies opt to dive straight into Level 4 development rather than work on Level 3.

So those pesky Germans may have beaten Elon’s fleet to Level 3 certification. But certainly, Level 4 is in the bag. Or so they’d think. Or so anyone would think, as Level 4 stands as the next big power play, with no current production cars certified for such technology. However, there being no certified vehicles doesn’t mean they’re not testing. And with all the work automakers put in to barely attain Level 2 and Level 3 certs, they’re being quite frank in saying it’d be a while until they set anything in stone. Mercedes claims the technology is “doable” by 2030, and Hyundai is currently testing Level 4 with Ioniq 5 mules.

Technically, if we’re counting any company and not just legacy automakers, Google’s Waymo project, now partnered with Uber, operates off what’s technically Level 4 autonomy. Their vehicles have been testing and operating as robo taxis in select cities for some time, seeing their fair share of successes and disasters in the process.

Level 5: Full automation

‘Tis the king of the hill that all auto manufacturers strive for, the stuff of video game fever dreams and sci-fi movie fantasies. Queue our inner Doug DeMuro voice.

“THIS… is a true, fully self-driving car. “

Level 5 is defined as full automation or, as NHTSA paraphrases, “–system drives, you ride.” Here lies uninhibited vehicle autonomy with the most liberal use of self-driving functions, intended to be the ultimate riding experience for occupants. Manual controls are redundant, and driver attention monitors are banished to irrelevancy. The lack of restrictions, such as geofencing, separates Level 5 from the overprotective mom, called Level 4. This highest tier of autonomous vehicles leaves the nest to achieve true self-driving in nearly any condition and on any road. Human intervention is no longer necessary.

As you can imagine, nothing outside of Cyberpunk or Watch Dogs is certified as Level 5 autonomous, and reaching this realm will take a great deal of testing, refinement, and failsafe after failsafe. Those sci-fi visions of cars navigating gridlock without steering wheels or pedals are utopian examples of what a Level 5 car can be, and programming such cars to properly respond to every little variable in real-world driving will be a hell of a feat. But an engineer can dream. And should technology press on at the rate it’s going, it’s not a far-fetched delusion to believe Level 5 will be within our grasp. But I’ll give it until 2077. 

Gather our eggs into one robo taxi.

Let’s take it from the top. Or rather, the bottom.

Level 1 is just boujee driver assistance. It’s a fairly basic and common system nowadays, imbuing many new cars with helpful nannies, including parking assist, adaptive cruise, lane keeping, and more. To learn more, please pester your local Toyota salesman. No, seriously. 

Level 2 refers to additional driver assistance by way of enhanced control over acceleration, braking, and steering. Not unrestricted, but it can take a huge load off your commute when under your watch. Many major car companies have introduced or have started introducing such systems, with Tesla’s Autopilot perhaps being the most famous (or infamous) of them all.

Level 3 equates to conditional automation, meaning the car can control itself to an even greater extent. Highway traversing or some urban jaunts are a non-issue for Level 3, so long as the driver is always at the ready to take back the helm when needed. Few cars taut Level 3, and even fewer are SAE-certified for it. 

Level 4 cars can almost care for themselves within reason and operate under a fairly strict set of parameters and in select environments. As such, drivers are optional but unnecessary, but manual control is always there as a safety net. Manufacturer testers and robo-taxi companies are currently fielding such tech.

Level 5 stands as the magnum opus autonomous vehicle engineers seek to create, a fully self-driving car with no limitations as to where it can go, completely writing the driver out of the equation. 

It makes your head spin to think how far we’ve come, huh? From parking sensors to self-driving taxis parading the streets of major cities. Yes, as I’m sure you can infer by my subtle jabs, there’s no denying this is highly controversial and dangerous tech and certainly an injury lawyer’s dream come true. And sure, some manufacturers are far better at testing than others. But it’s admirable how all strive to tame this riveting new frontier, the stuff of childhood curiosity. The skepticism it sparked is well-deserved, but witnessing how this technology evolves as we lean deeper into the automotive industry’s most polarizing era incites just as much excitement.