Tag Archives: featured

Spring has sprung when a racecar has won. All racing is back, and we couldn’t be happier. This past weekend, we saw racing from Formula E, NASCAR, and the 72nd running of the 12 hours of Sebring. There was a lot to digest, from heat and tires to crashes and rookies making moves. We’ll break down a few key talking points so you can sound like an expert if anyone asks your thoughts.

IMSA – Twelve Hours of Sebring

Florida’s Sebring International Raceway is one of the oldest continuously operating race circuits in the States. It’s a wiley course that will test patience in the sweltering heat, with devious bumps, unforgiving turns, and cruelty to tires and engines.

After leading the majority of the race, Pipo Derani crashed out halfway through, and it was wild to watch in real-time, to say the least. He and the Whelen Cadillac Racing team qualified 1st in the Grand Touring Prototype class but finished 10th because of this incident. Pipo walked away rattled but no worse for wear. The fact that he was okay is a testament to how these cars are designed now, as well as the safety measures IMSA has in place to protect drivers and fans alike.

Colton Herta was one of many IndyCar drivers who stepped away on an off-weekend to participate. He and the Wayne Taylor Racing/Andretti Autosport team finished 1st. He and teammates Louis Deletraz and Jordan Taylor (Wayne Taylor’s youngest son) were at the front of the Grand Touring Prototype class for most of the race in their Acura ARX-06.

Speaking of Indy drivers… Romain Grosjean finished 7th, also in the Grand Touring Prototype class with Lamborghini. This is a bit special as he took the helm of the SC63 prototype racer, making this its first WeatherTech Championship start at Sebring. He also had to drive several laps with his door ajar. Was this good or bad in the ungodly Florida heat? You’ll have to ask the Phoenix yourself.

We especially love the win of Trackhouse‘s developmental driver, Conor Zilisch. Winning in the Le Mans Prototype class, this is the 17-year-old’s second IMSA podium this season. He also placed 1st at the 24 Hours of Daytona in February. The future certainly seems bright for him and the Era Motorsport team. Zilisch was presented with sparkling wine for the celebration, not champagne.

Win the Weekend is a great IMSA series if you’re looking to learn more.

Formula E – São Paulo E-Prix Round 4

This was probably one of the best races of the year so far. I know it’s early, but the way I screamed for the last 30 seconds was incredible. While I am a Porsche girlie for Formula E, I do like to keep an eye out for McLaren drivers in all series of racing. With record temperatures in Brazil at the São Paulo E-Prix, drivers were asked to manage not only their batteries (thanks to several caution flags and safety car appearances) but also the actual heat of the whole car.

My beloved Portuguese veteran, Antonio Felix Da Costa, and his teammate Pascal Wehrlein ran front for most of the race. At one point, just a three-second split separated the top ten drivers. It was tight, with Attack Mode activations hitting around the same for most of the top pack. It certainly kept this E-Prix interesting.

With battery power trickling down and laps flying by, Jake Dennis in the Andretti car was hitting critical temperatures trying to defend his position. Sam Bird enters the chat.

I loved everything about this win for Sam. After being fired from Jaguar after three seasons with them, he looks mighty good in Papaya. At barely 1% of his battery remaining, Sam completed one of the most amazing overtakes in Formula E history with seconds on the clock to do so. He proceeded to pray to the EV gods, flying by Mitch Evans in the Jaguar car. If he flipped the bird (wink) on his way to victory, no one would have judged him. I certainly didn’t.

Still hoping for a De Vries-alution; he finished 18th. Justice for Nyck.

Feel free to peep my Formula-E explainer here, if you need a little insight.

NASCAR – Food City 500 Bristol Motor Speedway

The horrifying confusion and surprise about tire degradation need to be studied. Y’all, I grew up remembering dirt tracks. Okay, I know it was dirt not that long ago, but I think after this weekend, we’re headed back to red clay somewhere. This new era of NASCAR tests every discipline of racing, except dirt, in a real way. I beg you, NASCAR, to bring more dirt tracks back! Maybe Bristol was never meant to be concrete. The track was a nightmare in qualifying, and not a single team could figure out what it was going to be like on the big day.

Thus, on Sunday afternoon, it was just all over the place. Goodyear and NASCAR had a crisis regarding when to release more tires to the teams and how fast each was shredding. Ty Gibbs took stages one and two, with Denny Hamlin winning the overall. Insert eye-roll emoji.

And because I’m a messy bitch who loves drama, Ross Chastain lives rent-free in Ryan Blaney’s head. After another run-in at Bristol, Melon Man is getting cozy in that man’s mind. Viva la Trackhouse. #Dale

Upcoming for this Weekend

– Formula 1 is back in Australia. Catch the race on Sunday at midnight for East Coasters on ESPN or F1TV. F2 and F3 will be a part of the Australian GP.

– IndyCar will return to the South Palm circuit for the Thermal Club $1 Million Challenge. Catch the race on Peacock or NBC Sports—at 12:30 pm EST.

–NASCAR hits one of my favorite tracks at COTA in Austin. Tune into Fox at 3:30 pm EST for what’s sure to be another amazing race. Legendary driver Kamui Kobayashi will be jumping in the #58 Mobil 1 for 23X1, just for this race. And Trackhouse bestie SVG will be in the #16 WeatherTech car for Kaulig Racing.

In the documentary Objectified by Gary Hustwit, there’s an extended sequence where industrial designers for automakers describe the joy of putting a “face” on the grille of a vehicle. I think about this bit every time I see a Rivian EV on the road, with its little cartoon frog-looking “eyes.” This proprietary headlight and grille array makes Rivian EVs immediately identifiable – an absolute plus for a brand still trying to find its footing in the increasingly crowded EV market. Rivian continued to turn heads last week when it announced not one but three upcoming mid-sized crossover electric SUVs: the affordable Rivian R3, the R2, and the R3X.

Skip to section:

• Reveal highlights
• Price
• Interior and tech
• Range and charging
• Performance
• Design
• Review round-up
• FAQs

Rivian R3 reveal highlights

In case your invite to the Fashion Week-inspired event got lost in the mail, Rivian put together this bafflingly edited hype video of some of the best moments from the launch.

Rivian R3 price and trim options

Details are still scarce for the Rivian R3, and production might not begin until 2026 at the earliest, but that can’t stop us from being excited about this affordable crossover EV. The hatchback-like R3 and its slightly bigger cousin the R2 are part of what Rivian is referring to as their new midsize platform:

This platform consolidates and eliminates parts thanks to intelligent design, including the use of high pressure die castings, a structural battery unit where the top of the pack also serves as the floor, and closure systems that dramatically reduce complexity.

Rivian Press Release

Similar to other electric carmakers, Rivian plans to offer the R3 in three motor arrays: Single-Motor (RWD), Dual-Motor (AWD), and Tri-Motor (two in front, one in back.) The press release claims that the Tri-Motor model will have some real pep, with a projected 3-second 0-60 time.

While these numbers and engineering feats are impressive on paper, it’s best to stay cautious until we get closer to the production date. That said: you might audibly gasp (like the event attendees in the video above did) when you hear the projected MSRP. The base model Rivian R2 is expected to start at $45,000 and, given the flap Tesla absorbed over the Cybertruck’s ballooning ticket price, it’s safe to assume Rivian is over-estimating.

As for the Rivian R3? The company is hoping that the slightly smaller crossover vehicle will have an appropriately smaller price tag. We’ll update this post as we get more details, but a starting price in the $35,000 range would make the Rivian R3 a fierce competitor for the remarkably affordable Hyundai Ioniq and Kona models.

2027 Rivian R3 Price and Trim Options

• Electric Motor Options:
  • Single-Motor (RWD)
  • Dual-Motor (AWD)
  • and Tri-Motor (two in front, one in back)
• Starting price: Under $45,000 (estimated)
• Lithium-ion battery capacity: 1000V (estimated) via Rivian’s new 4695 battery cell
• EPA-estimated range: 300 miles per charge (estimated)

Rivian R3 interior and tech

As with many newer EVs, the Rivian R3’s skateboard-style battery array allows the designers to pack an incredible amount of space into a standard crossover’s footprint. As such, the Rivian R3’s interior looks luxuriously roomy. I am 6’5″, and just looking at the pictures on Rivian’s site, I can hear my legs screaming, “Please! We need one!”

For what will be marketed as a budget crossover EV, it’s clear that no expense was spared when considering the interior. Sleek details and organic textures like cork hide the spirit of a high-end vehicle in the price tag of a starter EV. A massive center console display screen and a full LED dashboard display will surely offer entertainment, customization, and other important controls at the touch of a button.

Rivian is clearly aiming for the adventure-adjacent set with the Rivian R2 and R3. And the R3X promises to be both a high-performance speed machine and a more sturdy off-road model, offering an optional pop-up tent you can attach to the crossover’s roof. They’re calling the add-on the “Treehouse Tent” and it will initially be available for the R2, but Rivian plans to have it available for the R3 as well.

If you don’t feel comfortable climbing onto the roof of your car, that’s fine! With full fold-down seats, you could reasonably just set up an air mattress in the back of the Rivian R3 and save yourself the hassle altogether. Me, I’ll be at the hotel.

2024 Rivian R3 electric range and charging times

As we alluded to above, Rivian’s midsided platform will utilize an all-new battery array that features 4695 lithium-ion cells, produced in South Korea by Samsung. These new cells will be 95mm long, as opposed to the 4680 cells that Tesla uses, which are 80mm. According to this exhaustingly detailed LinkedIn post, the 4695 cells will represent considerable improvements, including:

In terms of cycle life, the fast charge life of 4695 type cells is 1200cls, and the normal life is 2000cls, which is also greatly improved compared to the 4680cls of 1500.

Keven Chen

It’s worth reading the whole post if you’re interested in the lithium cell arms race, but the long and short of it is that the new batteries will be more efficient and last longer than 4680 cells. We’ll go into how this impacts the Rivian R3 electric crossover vehicle’s potential power in the next section. At the time of publication, Rivian is predicting around 300 miles of range on a full charge for the Rivian R3.

2027 Rivian R3 engine and performance

Motor1 investigated Rivian’s new battery platform based on the info available and they estimate that despite the smaller wheelbase, the R3 (as well as the R2 and R3X) will be built with 1000V architecture. This could be a real boon for anyone hoping their midsized Rivian will pack a punch. To wit:

With three of these modules wired in parallel, the voltage will remain the same but the current available will go up considerably. We don’t know what the individual cell ratings are, but other 4695s are capable of pulse discharging at up to 10C, or ten times their rated capacity in amp-hours. This could mean available power as high as 900kW, or around 1,200 horsepower. 

Peter Holderith – Motor 1

2027 Rivian R3 design highlights

We’ve glossed over it in this article because the news about the battery platform and price tag were so distracting but let’s be frank: The Rivian R3 crossover EV looks like it’s going to be as attractive as it is affordable. Taking design cues from classic rally vehicles like the Audi Quattro Coupe and Delta Integrale, the Rivian R3 is sure to turn heads once it hits the street.

In an interview with Road & Track, Rivian Chief Design Officer Jeff Hammoud said:

The brief I gave the design team was like, we need this to be our Solo Rally Car. So on our image boards, we had the Delta Integrale and the Audi Quattro coupe from that era… That nostalgic feeling where it looks modern, but where it looks like it’s from the future, and the past, at the same time.

Rivian CDO Jeff Hammoud in Road & Track

Clearly, a lot of love went into designing the Rivian R3, and the designers also spent a lot of time imagining what people might use the car for. An innovative “flipper glass” rear windshield flips up to allow for carrying long items like kayaks and surfboards. And to top off the back of this hatchback-esque EV, a cute little spoiler. Simply, chef’s kiss.

We already covered the interior storage but a massive “frunk” is tucked away in this quasi-diminutive electric EV. Rivian owners are already delighted to see that the company has improved upon the R1 line’s hard-to-access front trunk.

Overall, if they pull it off, Rivian R3 could turn the world of electric vehicles on its head. No longer will EV consumers have to choose between form, function, and affordability. With its estimated sub $45k price tag and innovative battery array, we have high hopes for the Rivian R3.

Rivian R3 review round-up

While the Rivian R3 electric crossover vehicle is still quite a ways off, some lucky reviewers did get a chance to see a prototype at last week’s launch event. So, while there are obviously no driving impressions and won’t be for some time, here’s a quick rundown of some of their thoughts:

One of the features highlighted by Scaringe during the event was a rear gate window that lifts up to allow for extra storage, especially of long items. (He called it “flipper glass,” but it was unclear if that was a nickname or something more official.) And like the R2, the rear seats fold flat for added cargo space — which he said “creates an opportunity for in-car camping.”

There’s still a lot that’s unknown about the R3, but if the R2 is meant to compete with the big boys like the Tesla Model Y and Ford Mustang Mach-E, then the R3 looks more like a rival to the Korean EVs, like the Hyundai Ioniq 5 and Kia EV6.

Andrew J. Hawkins – The Verge

And all of that isn’t even about the car I liked most from the showing. I’m a small-car guy (and you should be too), so the surprise small-SUV-crossover-rally-car-hatchback-or-whatever-you-wanna-call-it R3 was extremely exciting to me. I love the form factor, I love that they got their inspiration from ’80s Group B rally cars (complete with funky interior), and I can’t wait to see more details on this vehicle.

There were hints of a few neat hidden ideas on the R3, like a (removable?) storage compartment on the back of the driver’s seat on the R3X and some kind of cool strap-down blanket thingy on the passenger’s seat, but since the doors weren’t open and that car is quite far from production, those will have to wait for another day.

Jameson Dow – Electrek

The R3 looks more like a lifted hatchback than a proper SUV thanks to short overhangs and tighter packaging. We don’t have full dimensions just yet, but Rivian CEO RJ Scaringe said the R3 rides on a wheelbase that’s 5 inches shorter than the R2. It also looks to be shorter in overall length than the R2 (which itself is 15 inches shorter overall than the R1S). That hatchback look is emphasized by a large rear tailgate that integrates a flip-up piece of rear glass cutely named “flipper glass.”

The interior is made from sustainable materials including cork, and Rivian said it’s possible to fit a mattress in the rear hatch area (for camping trips or sleeping on a long roadie). You also get not one but two gloveboxes inside, and the interior design is classic Rivian, although it seems slightly more minimalist than we’ve seen in the R1 cars.

Nick Yekikian – Edmunds

2027 Rivian R3 FAQs

When is the Rivian R3 crossover electric vehicle expected to go into production?

Rivian has announced that the R3 will begin production after the first production models of the slightly bigger Rivian R2 leave the factory. The company says this will allow smooth ramp-up and delivery of the initial R2 electric vehicles. By current estimations, that means the R3 will begin production in mid-to-late 2026. That means the first Rivian R3 crossover electric vehicle will likely be part of the 2027 model year.

How much will the Rivian R3 crossover EV cost?

At the time of publication, Rivian has not yet shared the targeted MSRP for the Rivian R3. The launch press release does mention that the base model of the larger Rivian R2 will be $45,000 and that the Rivian R3 will be priced below that. An MSRP below $45,000 would put the Rivian R3 in the same category as the Hyundai Kona or Ioniq 6.

What will the battery range and power of the Rivian R3 crossover EV be?

It is speculated that the Rivian R3 will be built on a 1000V platform featuring Rivian’s new, longer 4695 lithium-ion cells. In addition to allowing more design flexibility, this battery promises to have a longer life and more efficient charging time. In official press releases, Rivian says the Tri-Motor Rivian R3 will be able to go 0-60 in an impressive 3 seconds. This would put the Tri-Motor Rivian R3 on par with supercars like the Audi RS e-tron GT (3.0s) for (presumably) a much smaller price tag.

Every previous iteration of the Hyundai Santa Fe has been perfectly acceptable, but only the bargain-priced, V6-powered first-gen crossover raised any eyebrows. Since then, the South Korean utility player has been content to provide its owners with adequate driving dynamics, decent packaging, and a great warranty, as is the trend with Korean automakers in general lately. As for individuality, well, the Santa Fe was about as forgettable as they come.

That changes with the 2024 Hyundai Santa Fe. One need look no further than the bold, pixelated styling for proof of personality. In the name of detail, the boxy crossover now features a standard turbocharged 2.5-liter four-cylinder, three rows of seats, extensive technology, and a surprisingly rugged XRT trim level. Hyundai’s wallflower is blooming and bloomin’ great.

Price and specs

What’s new?

Eight-bit styling

The 2024 Hyundai Santa Fe is an all-new design, sharing little with its predecessor. Numbers? It rides on a 110.8-inch wheelbase, up two over the old Santa Fe, and overall length is up by 1.8 to 190.2 inches total. The new, so-called MX5 platform—no relation to the Mazda roadster, obvi—also gives the Santa Fe a shorter front and longer rear overhang, which is good news for cargo space.

Hyundai made the most of that larger footprint by giving its mid-size SUV a boxier, more upright design. The square rear end provides the Santa Fe 40.5 cubic feet of cargo space behind the second row, up from 36.3 on the previous version, and the liftgate opening is a staggering 5.7 inches wider and 2.0 inches taller. There’s also a standard third-row seat, with a surprisingly healthy 14.6 cubes of cargo room with all the rear seats in place. Overall interior room is class-leading, beating out the five-seat Honda Passport and Subaru Outback, as well as the seven-seat Kia Sorento.

The cubist exterior looks nothing like any other Hyundai before it. “We want our cars to look like a chess set, not Russian nesting dolls,” said Hyundai North America Head of Design, Kevin Kang. The rook of the group gets a bluff front end, H-pattern daytime running lights, vertical roof pillars, and funky-cool gloss black wheel arch surrounds that make the fenders look beveled and square. To top it all off—literally—there’s a battlement of roof rails standing tall and proud. Despite this squared-off design, the Santa Fe achieves a commendable 0.29 coefficient of drag thanks to air curtains in the front bumper and clever underbody aero management. 

Handsome, tech-focused interior

Inside, the Santa Fe looks a lot like other Hyundai products, especially the top-trim Calligraphy model with its matching 12.3-inch screens for both the instrument cluster and infotainment system. The instrument panel is very rectilinear à la Ioniq 6, although there’s some clear Range Rover influence in the four-spoke steering wheel. The tech suite is familiar, but Hyundai did add one crucial improvement. Wireless Apple CarPlay and Android Auto have finally arrived on the automaker’s larger infotainment screen, made all the better with a pair of wireless chargers located side by side on the console.

Other new tech features include a more advanced version of Digital Key that no longer requires the driver to hold their phone up to the door to unlock or to the dashboard to start the Santa Fe—now you can just leave your phone in your pocket or bag, just like a proximity keyfob. Furthermore, Hyundai promises that Bluelink services will be free with no expiration for the original owner, a nice break from the subscription paywall that some automakers are erecting. Bluelink includes safety alerts and maintenance reminders, as well as smartphone-connected remote start, locking, and unlocking. It’ll also allow owners to set valet and teen-driver parameters for a little extra security and control.

In front of the passenger are three distinct storage areas: an enclosed bin on the dash fascia (with a UV-C sanitizing system on the Calligraphy), a conventional glovebox, and an open slot in between the two. There’s also a floating center console with storage underneath, a dual-action cubby armrest that both front and rear passengers can access, and a drawer-style bin for the second row. Add it all up, and there are plenty of places to stash road snacks, phones, wallets, pocketbooks, handbags, etc. Two USB-C ports appear everywhere on the console, with two more on the front seatbacks for second-row passengers. The third row even gets its own 120-volt inverter to keep devices charged.

Newly standard power and performance

Mechanically, the Santa Fe is hugely improved over its predecessor. For now, the only powertrain available is a turbocharged 2.5-liter four-cylinder, making 277 horsepower and 311 pound-feet of torque and mated to an eight-speed dual-clutch transmission. Front-wheel drive is standard on the SE, SEL, Limited, and Calligraphy trims, with all-wheel drive available as a $1,800 option; the ruggedized XRT trim gets it standard, appropriately enough.

That XRT, by the way, offers Hyundai’s first-ever factory-fit set of all-terrain tires. It also gets 8.3 inches of ground clearance (up from the standard Santa Fe’s 7.0 inches), giving it more under-car room than the Kia Sorento X-Line and Honda Passport Trailsport—though the Subaru Outback still wins with 8.7 inches of ground clearance. The XRT doesn’t include an off-road driving mode, but Hyundai retuned the stability and traction controls for rough-road duty. The Santa Fe’s all-wheel-drive system allows for a 50:50 center differential lock, which is not always common in modern crossovers. 

Within the next few months, Hyundai will release the Santa Fe Hybrid, which will be offered in SEL, Limited, and Calligraphy trims. The electrified crossover will combine a turbocharged 1.6-liter four-cylinder, 44.2-kilowatt electric motor, and 1.5-kilowatt-hour lithium-ion battery to produce a total of 231 horsepower and 271 pound-feet of torque. A six-speed automatic transmission is standard, as is front-wheel drive. All-wheel drive is again a $1,800 option.

What’s it like to drive?

On the open road

Thanks to the crisp-shifting eight-speed DCT and torque-rich engine, the Santa Fe gets up to speed smoothly and quietly. With more than 4,000 pounds to haul around, the powertrain isn’t outrageously fast, but I never felt concerned about making quick two-lane passes on hilly Tennessee backroads. The newly standard turbo engine is a huge upgrade over the 191-horsepower atmospheric 2.5-liter on the old Santa Fe, which felt lethargic when asked to hustle. 

Hyundai paid special attention to noise insulation, knowing that the boxier interior would naturally be more susceptible to booming noises. Yet, even over gritty pavement or gravel, the cabin remains serene and quiet, and the ride is well-damped and smooth. At freeway speeds, wind noise is generally well-controlled, although the elevated roof rails may have contributed to some rushing sounds I heard when traveling above 75 miles per hour. Only the pickiest ears will take umbrage, though.

The front row is very comfortable, especially on the Calligraphy trim that includes heated and ventilated seats, a heated steering wheel, a litany of power adjustments, and lovely Nappa leather upholstery. My driving position never felt quite right, and I found myself wishing the telescoping steering wheel would extend further so I wouldn’t have to scoot closer to the pedals. What’s more, the helm’s angle is slightly bus-like; when adjusted so I could see the entire gauge cluster, I felt like the wheel was angled toward my shoulders, not my chest. Still, I grew accustomed to the reach-rake after several minutes and never felt achy or uncomfortable in my four hours behind the wheel. 

The front right seat of the Calligraphy gets all the same comfort and adjustability as the driver, and occupants of the second-row captain’s chairs enjoy fore-aft and recline adjustments, deployable armrests, and a supportive seat profile to get themselves perfectly situated. The third row is small, and anyone measuring above five feet tall will get intimately acquainted with their knees on a long drive. But for kids, short distances, and emergency carpool situations, the standard way-back is a nice feature to have.

The confident ride begins to erode somewhat as the pace quickens, with some noticeable body lean in sweeping corners. But arguing about quick transitions in a family crossover is decidedly silly, so I’ll just say that the Santa Fe’s competent, sedate handling will inspire neither fear nor enthusiasm. Ditto the feather-light, accurate, and numb steering. It’ll do the job just fine, and that’s all one could expect.

Out in the woods

After several hours in a Calligraphy, I swapped into a Santa Fe XRT for a quick 30-minute jaunt on some of Tennessee’s easier off-road trails. Like other all-wheel-drive Santa Fes, the XRT has downhill assist control and the aforementioned locking center differential, but the real party piece is the all-terrain rubber sourced from Continental. The added ground clearance is a nice boon as well, imparting a bit more driver confidence when traversing the rough stuff.

The first segment of the off-road course was relatively easy, but the second portion included some rivulet crossings that maxed out the Santa Fe’s relatively limited articulation and left a front or a rear wheel hanging in the air. Here, Hyundai’s retuned stability control came good by letting me keep my foot on the throttle and letting the software send power to the wheels on the ground instead of the one in the air. Hard-core off-roading would require a low-range transfer case and more wheel travel, but a fire road or mountain trail needn’t deter the XRT driver from finding that perfect campsite or fishing hole.

A family SUV with some attitude

Whether choosing the value-oriented SE, the loaded Calligraphy, the ruggedized XRT, or anything in between, the 2024 Hyundai Santa Fe is an impressive three-row crossover. Its starting price of $35,345, including destination, is dearer than that of the Honda CR-V, Toyota RAV4, Subaru’s Forester, and Outback, but the Hyundai is vastly more powerful and spacious than those products. Compared to the $42k-and-change Honda Passport, the Santa Fe is both torquier, cheaper, and more efficient, and it offers more cargo room behind the second row and the convenience of a third row when needed. 

Beyond those left-brain attributes, the Hyundai Santa Fe is also interesting to look at. It’s quiet and smooth on the open road, and it appeals differently from its predecessors. No longer bland and blasé, it is yet another boldly styled and well-executed product from the South Korean brand.

While most of the world is still thawing out from the tail end of winter, car show season is already hot and heavy in south Florida, and that means it’s time for Supercar Saturday, an all-inclusive and free car show hosted on the second Saturday of every month at the Hard Rock Hotel and Casino. Each month features an insane variety of supercars, trucks, modified whips, imports, motorcycles, and classic cars, but this show we saw something extra special: an Aspark Owl.

What is the Aspark Owl?

If you’ve never heard of the Aspark Owl, you certainly aren’t alone. In years of traveling and attending events, this rare hypercar is one of the only exotic vehicles I have yet to see in real life—and seeing it in person for the first time did not disappoint.

Aspark currently produces one of the world’s most expensive full EV hypercar, called the Owl. (Hint: It does kind of look like an owl). The Osaka-based company has only produced a limited number of this exotic vehicle, but with its distinct body lines and unusual appearance, you won’t have a problem spotting it in a crowd, even among the most extravagant sports cars in the world.

It’s no slouch in performance either, as the Aspark Owl is propelled by an insane 1,980 horsepower from an electric-only drivetrain with a reported top speed of 256mph and a nauseating 0-60 mph time of just 1.72 seconds which firmly cements its place as a legitimate hypercar.

Other epic supercars spotted

While the Aspark Owl sighting crossed off an item on my bucket list, we can’t forget about the other dozens of amazing supercars that took over the show. My personal favorites included the Lamborghini Huracan STO, which, in my opinion, is one of the best-looking modern Lamborghinis to date, super SUVs like the Lamborghini Urus and Aston Martin DBX, and both the first- and second-generation Ford GT.

Despite the intimidating name, Supercar Saturday has a bit of something for everyone. Classic Corvettes, modified sports cars, lifted and heavily customized trucks, and a handful of JDM imports filled up various sections of the parking lot, with over 100 cars to see and plenty of vendors to enjoy.

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You ever walk by a car on the street and go, “Damn, what the hell happened to you?”

It’s me. I’m that car on the street. Or at least I was with my last few cars. Tattered. Swirled. Somehow clinging to its primer in the Vegas heat by way of a miracle.

But that doesn’t have to be you. You can be better. As a reader of this site, whether by choice or because I hacked your computer or phone and am forcing you to, you must be better. And you can! All it takes to keep car paint looking fly like a G6 is a little bit of know-how, good habits, and a bit of elbow grease if it’s in need of some restoration. So let me help you with these pointers on proper care and feeding for your car’s skin.

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Good habits to prolong car paint

Stay indoors

This probably goes without saying, but like human skin, sparing car paint from the elements is an obvious and mostly bulletproof way to ensure it doesn’t bubble and flake off in the scorching sun or get dinged up by falling debris. Think of the headaches that can result from exposing your car to being sandblasted in a windstorm, caked in bird crap, pelted with pine cones or hail, or being pancaked by a grand piano dropped by an ill-experienced duo of rubber hose cartoon characters. Very real situation, that last one. Extra points if your home or apartment’s garage is climate and humidity-controlled, but I get that’s not a common option.

If you can’t park indoors, consider a car cover to shield your paint from extreme heat. However, this is far less safe than a garage, as the cover can trap in dirt and moisture, and the rubbing of the cover against our car, even if the wind so much as coughs on it or if you accidentally graze it, can scratch the surface like fine-grit sandpaper. If anything, don’t top your car with one without a proper wash and wax. Make sure the vehicle and the cover are clean, and make sure the car cover is properly fitted to your vehicle so it doesn’t rub on it by itself or press on any flexible parts.

Just don’t touch it… with anything

Here’s another “No shit, Sherlock” habit that people still overlook. If you’re that neurotic about your car’s paint, then minimize contact with foreign materials, liquids, and other thingamajigs as much as possible. No dirty towels. No clothes. Not even those “meat grinder” car washes with the revolving brushes, as those can miss spots, leave hard water stains, and potentially damage paint and bodywork if the universe really hates you. You just don’t know how abrasive these materials are or what foreign debris they may be carrying.

Even some liquids can be detrimental. Gasoline spilled at the pump? If left to sit for too long without rinsing off, that’s a stain right there. Bird dookie is also known to be fairly acidic, which can chew away at your paint over time if left to sit. And perhaps the most annoying of all to clean up is sprinkler water, where sediment in the water can harden and cling to the car, becoming frustratingly difficult to wash off once it sets.

Will an occasional brush-up or an accidental splash of mystery juice kill your car’s paint? Not always. Or at least it shouldn’t spell instant death, especially if we’re talking about a newer car or a car with paint that’s been properly cared for over the years. But incident after incident, you can still wear it down, scuff up your clear coat, or accidentally leave micro scratches. I’ve even heard of incidents from friends and colleagues of simply their paints brushing against the car and leaving micro scratches. Isn’t that something?

Goodies to protect and maintain car paint

Clay bars and speed clays

Wash. Your. Car. Wash your car, and use a good speed clay or clay bar to catch contaminants in the paint before a layer of wax or ceramic coating. But be very careful to make sure you always have a clean clay bar and that your surface is well-lubricated with water or car wash soap. Claying a dry surface can marr the paint, and using a dirty clay bar can simply swirl around the contaminants they’ve caught, potentially leaving behind micro scratches and damaging your paint rather than repairing.

Iron remover

In addition to clay bars, an iron remover can be handy early in the washing process, especially for downright filthy cars. If your car is a real dust pile, consider using iron remover while washing it to dissolve and loosen contaminants in its clear coat before following up with clay bars and speed clays. Typically, iron removers feature a mix of alkaline and acidic ingredients to tackle an array of contaminants while maintaining a neutral pH balance to not harm your car’s paint.

Paint protection film

A staple for auto salons and car dealers alike, paint protection film (PPF) is a common go-to for paint protection. I mean, it’s in the name, after all. As suggested, it’s merely a stick-on clear film you can apply to any body panel, although just applying it to the front bumper, hood, and fenders is a common application. The film is soft and malleable, allowing it to absorb impacts from debris and leaving a sufficient enough barrier to prevent most small dents and rock chips. Note that cheap PPFs may not be the safest route, especially for old cars or cars with degrading paint, as the adhesives can pull off chunks of paint when it comes time to replace the film. Some films can even degrade when exposed to extreme heat or direct sunlight.

Ceramic coating

Ceramic coating is an increasingly popular method among car detailers for protecting paint. It’s a liquid that’s applied in a thin layer after detailing, either to your car’s paint or even atop PPF for a double layer of protection. The coating cures and hardens, creating a shiny and clear layer that not only acts as a protective shield but also repels dirt and water. The coating fills in any minute crevices or ridges within your paint as it cures, leaving a smooth topping that’s difficult for contaminants to stick. Although hard and bonded to the car upon curing, ceramic coatings can wear out over time, so it’s common for users to reapply their coatings every year, two years, or a handful of years, depending on the car’s living conditions.

Wax

Although not as resilient and long-lasting as ceramic coating, it’s cheaper, easier, and still gets the job done. Good ol’ car wax, baby. Get yourself a nice bottle of that sprayable stuff, or be old school with a tub of carnuba. It’s affordable, proven, and comes in a variety of formulas and application methods, but it doesn’t harden or bond to your car in the same way ceramic coatings will, so they will wear out sooner and require more frequent reapplications.

Ceramic coating + wax?

If you love redundancy and extra armoring, you can try applying waxes to your ceramic-coated car to revive that shine and add an additional layer of protection. Some folks argue that stacking the two products has the benefit of the wax acting as a protectant for the protectant. But this carries its own drawbacks that make it less of a worthwhile endeavor.

Detailers argue that the slick surface left behind by ceramic coating is too slippery for wax to even adhere, while others also point out that even a great wax can still attract contaminants to your paint, totally negating one of the key benefits of a ceramic coating. Instead, detail companies formulate ceramic coating-specific products intended to stack on top of the coating and rejuvenate it without hindering its abilities.

Either way, whichever route you choose, if you only had to pick one, you’d end up with sealed and protected car paint.

Ways to save damaged car paint

Throw the whole car away.

I’m kidding. You have options.

Touch-up paint

This one is probably the bane of my existence because I suck so hard at blending it, but touch-up paint can be a great band-aid for those in need of a quick fix or even an actual fix should you take the time to blend the paint properly. Order online or snag one at your local dealership. Pick your poison, but it’s just a nice bit of emergency car care to keep around.

It’s important to address paint chips as soon as possible. Deep ones that penetrate straight to the metalwork open a window for oxidation and rust, which can spread beyond the chipped area. Yes, rust can spread beneath the paint and open up a whole heap of problems later down the line if left untreated.

Polish and paint correction

Swirl marks masquerading as a Weather Channel hurricane tracker and paint as faded as the D.O. Double-G doesn’t have to be the end. A proper paint correction job with the correct polishing tools and compounds can bring your car back to life! Drawbacks? Well, it’s a delicate, labor-intensive job that takes some elbow grease and a bit of know-how to do it right without burning a hole through your paint (or what’s left of it) with a polishing tool.

What you may need depends on your desired outcome and the state of the car. Sometimes, dispelling orange peel or swirls is as easy as buffing with a rubbing compound, making it shine with some polish, and sealing in your shiny restored paint with wax. Or if you’re trying to undo paint that’s literally falling off the car, you may need to take it a step further and actually respray sections of your car’s body before moving in for a paint correction, as good ol’ Chris Fix will demonstrate below.

Study up on the proper techniques and tools for your specific application if you want to take the DIY route. Or, if you’re an anxious pansy like me, consider calling a professional detailer whose job it is to do the job of doing this job.

“What I learned in boating school is…”

Learn anything new? Or did we just touch up on key habits we may have forgotten or not taken that seriously? We hope you walk away with something from our first entry to Car Ownership Explained, and we’ll be sure to have more coming your way. Perhaps we’ll even toss in more detailed how-tos on the individual car care processes for saving or repairing car paint, but for now, here are the takeaways to keeping your paint pristine:

• Park indoors or at least in shaded areas if possible.
• Exercise caution with car covers.
• Be careful not to let foreign materials touch your paint, from abrasive clothes, dirty towels, harsh chemicals, and car wash brushes.
• Various cleaning products, such as iron remover, clay bars, and speed clays, help dissolve and remove contaminants from paint when washing your car.
• Paint protection film forms a soft, removable barrier to protect from scratches and chips from road debris.
• Ceramic coating is a liquid sealant that cures and hardens to form an excellent protective barrier on your paint, repelling dirt and moisture.
• Wax is a low-effort and low-cost alternative to ceramic coating that still does an excellent job of preserving your clear coat and leaving behind a radiant shine. Just don’t use it in conjunction with coatings.
• Keep touch-up paint handy as a sort of band-aid for rock chips and fine scratches.
• If your paint is in need of saving, a good polish and paint correction job will often do the trick.

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

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

Solving issues the automakers created

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

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

Think of Ethernovia as a sort of automotive neurologist.

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

How Ethernovia does it

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

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

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

Speaking of which.

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

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

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

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

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

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

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

Decades of automotive enthusiasts, tuners, and even casual car lovers can agree that the Nissan GT-R is always a crowd favorite. Even if you don’t like it, you can respect it. The latest generation, better known as the R35, was introduced in 2007 and features a front mid-mounted engine on a proven, modification-friendly platform and all-wheel drive to deliver all that power to the pavement. This Japanese supercar has seen many upgrades and updates over the years, both directly from Nissan and from several prevalent designers and shops. But perhaps the most impressive and rarest true Nissan-collaborated variant is the Nissan GT-R50 by coachbuilder and design house, Italdesign.

Italian coachbuilders kick the Nissan GT-R up a notch

The Nissan GT-R50, redesigned by Italdesign in collaboration with Nissan Design Europe, is reportedly one of only 20 street-legal variants produced for the market, defying Italdesign’s original claims of 50 cars and making it one of the rarest GT-R editions you can buy. Some sources claim that final production before order books closed was even lower than that, but it matters little. Ultra rare is ultra rare! It’s powered by an impressive twin-turbocharged 3.8-liter V6 engine tuned by NISMO to produce approximately 710 horsepower, keeping up with the car’s reputation as “Godzilla.”

As for the design house itself, the GT-R50 is merely another notch on its belt of angular, outlandish designs. Formerly home to Giorgetto Giugiaro, Italdesign is also known for the Zerouno supercar, as well as the BMW M1, first-gen Lancia Delta, Fiat Panda, and Alfa Romeo Brera.

While your chances of getting your hands on this Nissan-Italdesign collaboration are pretty slim, there are still a ton of amazing GT-R builds enthusiasts can tackle on their own or with shops with some aftermarket modifications found on eBay.

As the world heads towards complete electrification by the end of the decade, many car manufacturers are looking for ways to go all-electric. While some automakers have eagerly jumped on the electrification bandwagon by rolling out all-electric models, others are taking a smoother route and introducing plug-in hybrid vehicles (PHEVs) in their current vehicle lineup. While adding a small battery and an electric motor might seem like a minor tweak, it can make a world of difference, especially when it comes to fuel economy. 

For folks who want to cut down on their fuel costs, a PHEV can be a very smart choice. These cars pretty much give you the best of both worlds: you can use electric power for short trips and switch to the gas engine for longer drives. But with so many options in the market, picking the longest-range plug-in hybrid can become a real head-scratcher. To find the perfect long-range plug-in hybrid electric vehicle, it’s important to understand what each option offers based on your specific requirements.

BMW 530e

What’s hot?

• Comfortable passenger seating 
• Tons of powertrain options

What’s not?

• Rivals provide much more luxurious interiors
• Optional packages (with desirable features) can burn a hole in your pocket

The BMW 5 series has always set benchmarks that people still use to compare with newer executive sports sedans. The 530e plug-in hybrid pairs the same exquisite powertrain offerings with an electric motor providing an all-electric range of 62 miles in WLTP tests or roughly 50 miles in EPA tests.

The recently unveiled 530e has a total power output of 299 horsepower, 11 more than the last-gen 530e, and an impressive 332 pound-feet of torque, up by 22. Knowing BMW’s strong performance, that should translate to more than adequate acceleration numbers. The 530e also benefits from the tons of upgrade packages offered by BMW and can be customized to make it your unique car.  

Ford Escape Plug-In Hybrid

What’s hot?

• Comfortable seating
• Plenty of cargo space

What’s not?

• No all-wheel-drive option
• Slower acceleration and handling could be better

The Ford Escape PHEV is the only front-wheel drive SUV from this list of the longest-range plug-in hybrid cars. This hampers performance in poor weather but improves fuel efficiency and all-electric driving range by quite a lot. So, if you don’t plan on taking this off the tarmac, you won’t miss the AWD.

The Ford Escape has an all-electric range of a respectable 37 miles on a single charge. The Escape has a 2.5L four-cylinder engine combined with a 14.4 kWh battery pack powering the electric motor to produce a total of 210 horsepower. 

Karma Revero

What’s hot?

• Luxurious and exclusive design
• Blisteringly fast acceleration

What’s not?

• Tight cabin space and almost nil cargo space
• Engine noise and vibration

The Karma Revero (formerly Karma GS-6 and Fisker Karma) is the fastest accelerating car from the current pool of long-range PHEVs. It is a sleek-looking sports sedan that’s essentially the PHEV version of its current full-size sedan and is quite exclusive in terms of price and availability. It gives aggressive styling along with a massive 536 horsepower and 550 pound-feet of torque from its BMW turbo three-banger powertrain (older versions had a GM EcoTec four-cylinder). To top it off, it offers a substantial 61-mile all-electric range.  

It is difficult to recommend this car to families, however, as the seating is quite cramped up at the back, and the ride quality could do with more comfort. Think of it as more of a sports sedan for that one eclectic buyer and maybe a couple of passengers every so often.

Land Rover Range Rover PHEV

What’s hot?

• Practical and luxurious
• Comfortable and refined

What’s not?

• It’s a heavyweight
• Mediocre cargo space

Big, bold, and now able to help the rich skirt past taxes when driving through the heart of London. The Range Rover PHEV is a complete package from the pool of long-range plug-in hybrids currently available. It is quite capable in off-road conditions and provides a great experience to the driver and the passengers. 

This posh and elegant utilitarian can travel up to 51 miles on a single charge in the all-electric mode, which is quite impressive for such a hulking thing. It also produces a combined power of an impressive 400 horsepower with a maximum torque of 472 pound-feet. 

Toyota RAV4 Prime

What’s hot?

• Impressive fuel economy
• Generous cargo and passenger space

What’s not?

• Handling capability doesn’t match its speed
• Longer than average braking distance

The Toyota RAV4 Prime unfortunately goes unnoticed due to its cousin, the Prius Prime, which is a shame given the RAV4’s practicality and impressive performance. The RAV4 prime is comparatively bigger and gives it a longer range of 42 miles. This car easily covers most daily commutes before actually engaging the internal combustion engine. 

The combined power the 2.5-liter four-banger engine produces, along with the electric motor, is a healthy 302 horsepower and a combined torque of 288 pound-feet, enabling hot hatch and entry-level sports car-rivaling performance numbers. Toyotas are generally known to be reliable machines, and the same goes for this PHEV setup. 

Lexus NX 450H+

What’s hot?

• Best safety and reliability scores according to IIHS & JD Power ratings.
• Impressive tech list for the standard model

What’s not?

• Sub-par handling
• Lesser back seat space

The Lexus NX 450H+ is another SUV in the list of long-range PHEV cars with an all-electric range of 37 miles. It has a motor on each of the axles, which enables the driver to have an all-wheel drive system. The NX 450H+ has a combined power of 304 horsepower and can do 0 to 60 mph in a quick 5.9 seconds – all this while also maintaining an efficiency of 36 mpg and a grand total range of 550 miles. Talk about a great pick for interstate cruising.

Toyota Prius Prime

What’s hot? 

• Balanced ride and handling
• Comfortable front seats

What’s not?

• Slower acceleration
• Limited rear headroom 

The latest iteration of the Toyota Prius is the perhaps best design of its lifecycle. This is not the only change, as the Prius now has a much more capable electric motor paired with an equally capable gasoline engine. It is quite impressive to see that the model that popularized PHEVs is still alive and well. 

The Toyota Prius Prime has an all-electric range of 46 miles. The Prius Prime has almost doubled its combined power output to 220 horsepower, whereas the electric motor can produce 161 horsepower on its own, which was more than the last Prius Prime did in total.

Volvo S60 Recharge

What’s hot?

• Fresh, mature, and sporty design
• Superb fit and finish of the interior

What’s not?

• The design could be a hit-or-miss if you like ’em flashy
• Kind of expensive

The Volvo S60 Recharge is the most efficient offering by Volvo. And we can’t not talk about safety when it comes to Volvos, so here’s a fun fact about the S60 Recharge – the 2022 model was IIHS’s top safety pick of the year in the mid-size luxury sedan category.  

It has an impressive all-electric range of 41 miles, considering the amount of power produced by this car. The S60 recharge produces 455 horsepower and 523 pound-feet of torque combined while retaining an impressive 69 MPGe rating. 

Hyundai Tucson Plug-In Hybrid

What’s hot?

• Futuristic looks help redefine the Korean brand’s image
• Spacious and practical interior

What’s not?

• Dull base engine
• Its handling leaves room for improvement

The Hyundai Tucson is one of the Korean manufacturer’s most unnoticed offerings, so to offer a PHEV version for it seems like a good decision. The Tucson PHEV knocks out most of its long-range PHEV competitors thanks to its peppier handling and commuter-friendly behavior.  

The Tucson has a 1.6-liter turbocharged four-banger bolstered by a 13.8 kWh battery, which produces a combined total of 261 horsepower and 257 pound-feet of torque. This is sent to all four wheels and is paired with a six-speed automatic transmission.

BMW X5 xDrive50e

What’s hot?

• Comfortable ride
• Well-balanced handling with plenty of grip

What’s not?

• Not a connected drive like BMWs of old
• Extra charges for driver assists is highly controversial

The BMW X5 xDrive50e has competitors from almost every brand in the market as it falls in the mid-size luxury SUV segment. The car, however, stands out in the segment thanks to its perfect mix of power, performance, and utility. It has loads of features and dozens of personalization options to make it your unique car. The X5 xDrive50e has an all-electric range of 40 miles.

The xDrive50e has a total power of 483 horsepower and has a torque of 516 pound-feet. The electric motors here are paired with a turbocharged straight-six engine. 

Following a recent trip to view the soft launch of the new-to-us Fiat 500e, I decided to extend my stay to tour the local touges and sample SoCal’s finest eateries, soon realizing there were plenty of places that serve someone in search of both. Call these a cafe racer’s delight! Yes, I know that term is primarily for motorcycles, but bear with me here as I showcase to you a few of the best places in LA that I’ve discovered to be culinary havens for car enthusiasts in one way or another.

Some on this list may be blatantly in-your-face about their affinity for car culture, while others serve as more of a mere convenience to gearheads due to their location rather than a tribute. Either way, every place I’ve tried on this list is a worthwhile destination for your next LA excursion, and I implore you to take that damn McDonald’s pin off your CarPlay map and indulge in some real Californian eats.

The cherry on top? All these places are within a stone’s throw from some iconic driving roads. Or, well, you know. A stone’s throw by California traffic standards.

Neptune’s Net – From that one scene in that one movie

On Highway 1, next to Yerba Buena Road, minutes from Decker Canyon, Topanga, Tuna Canyon, and more

What’s hot?

• Self-service fridge full of drinks (like a convenience store)
• Slap bang in the middle of many technical Malibu mountain roads

What’s not?

• Pretty expensive menu items
• Woefully crowded on any weekend

“What’s the retail on one of those?”

“More than you can afford, pal. Neptune’s Net Sampler combo.”

You already know. After beating up on Ferrari F355s on Highway 1 or coming down a downhill rager on Yerba Buena, you can treat yourself to a buffet of self-serve refreshments and some roadside food at that one set from that one movie. Established in 1956, Neptune’s Net has seen its fair share of pop culture usage, even being recreated in Grand Theft Auto V. Today, its popularity fails to waver for better or worse.

Seriously, don’t even bother on a weekend unless you’re ready to box a mom and her kids for a parking spot.

Still, the litany of convenience store refreshments, from energy drinks to booze, and the top-notch fried seafood are worth the adventure, even if the price tag can climb quite a bit. The fried shrimp and scallops are my favorite, and the coleslaw actually ain’t bad! Haters be damned. I’ll eat their slaw every time. Burgers, salads, and sandwiches are also available, although I have yet to try them in my months of visiting here.

Fujiwara Tofu Cafe – Here’s one for the racers and weeaboos alike

Off the 10 in El Monte, CA, 30 minutes from San Gabriel Canyon Road and Glendora Mountain Road

What’s hot?

• A fun, unconventional menu like few milk tea shops around
• Doubles as a lifestyle brand for Initial D and local grassroots motorsports fans

What’s not?

• Soymilk-based everything is an acquired taste
• Most merch is usually only sold online or at events

Order food. Order drinks. Play the arcade games, and go tear up Glendora Mountain Road afterward. Doesn’t matter to me. Just don’t spill the water.

A personal favorite of mine that I’m now shoving down all of your throats, Fujiwara Tofu Cafe is probably one of the best, most honest, and true-to-its-roots take on a themed eatery outside of an amusement park. I mean, come on. There’s Initial D playing on the tele. The order counter is adorned with various car culture, racing, and Initial D stickers with signage from Bunta’s tofu shop overhead. Over the ordering tablets is an AE86 Corolla door with the tofu shop script. And beyond that, they’re a retailer for kickass automotive lifestyle merch and Initial D memorabilia and a venue for small-scale car meets. Oh yeah. And the menu.

Iketani Senpai (green Thai tea) is my current favorite, which is ironic because I hate Iketani in the show. The fried tofu with its sweet-and-sour sauce is (insert Italian hand gesture emoji), and as a Filipino-American, their tofu puddings send me into Anton Ego mode, vividly reminding me of taho.

Doesn’t matter if you’re a fan of the franchise or not. If that doesn’t scream car enthusiast haven, I don’t know what does. Go here and give them your money. Sure, soy-based everything is an acquired taste, and I have an even split of friends who love and hate the menu, but it’s certainly a whimsical take on your typical tea shop offerings and still worth every bit of your time to stop by after a long road trip or a hard canyon drive.

Wild Oak Cafe – Brekkie under the trees near LA’s most famous driving road

On Chevy Chase Drive in Glendale, CA, minutes from Angeles Crest Highway and Angeles Forest

What’s hot?

• Expansive breakfast and coffee menu for a small shop
• Gorgeous patio area and decor

What’s not?

• Limited parking spaces
• In the middle of a neighborhood, so don’t be a dick if you have a loud exhaust

Perhaps the least car culture-oriented place on this list and the most quaint, serene, and lowkey. Wild Oak Cafe is saddled right in the middle of a lovably peaceful Glendale neighborhood in the hills at the base of Angeles Crest Highway, one of the most famous driving roads in the LA area. Just a few minutes from the entrance of the road is this breakfast joint seemingly built out of an old market or gas station, with trees filtering the sunlight over the hilltops and potted plants and a dilapidated old Model T setting the mood.

The entire dining area is outdoors on the patio, and you can treat yourself to an array of familiar and cozy breakfast dishes to start or end your morning drive. Breakfast sandwiches, burritos, traditional American breakfasts with eggs and bacon, and waffles are staples here. A treat for those who’ve never had it would be the Armenian coffee served in a traditionally small portion but brewed with enough of a kick to the teeth to jumpstart any coffee junkie.

No, it’s not really car enthusiast-centric, but its location makes it the perfect stop before or after the canyons. Just don’t be a dickhead and respect the neighbors who probably paid an arm and a leg for homes I can never afford in my lifetime.

Motoring Coffee – Mochas, matcha, and motor oil in the air

On Olympic Boulevard in Los Angeles, CA, 25 minutes to downtown and 30 minutes to Topanga Canyon

What’s hot?

• Top-notch coffee shop offerings
• Starbucks doesn’t have a Honda Acty dining table

What’s not?

• Being a storage facility for privately-owned cars, you can’t get too close
• Limited food menu

Not that hungry but can go for some caffeine? Meander on over to Motoring Coffee between downtown and the coast, where LA’s eclectic upper echelon of car enthusiasts have decided to turn their storage facility into a hip public business. Just don’t breathe too close to someone’s car.

The food menu is quite limited to basic coffee shop affair, like croissants and cookies, and their drinks menu is comprised of fairly standard offerings you’d find at any other cafe. Thankfully, they put forth effort to do it right and make them as good as they can be. Their mocha and matcha lattes are sweet and satisfying without being overly decadent like the liquid candy masquerading as coffee from a chain coffee shop, and the vibes of being surrounded by classic 911s, old Land Cruisers, and a few trick motorcycles make for a pleasant place to kill time for a short period.

Cons? Well. I wish I were a member. Their private rooms in the back, separate from the coffee shop front, are just the place I want to be when I say I feel like going for a drive, but the sheer weight of my laziness keeps me from actually making it to any worthwhile road. So please stop by for a drink and at least feel like a million bucks as you spill coffee all over their Honda Acty dining table.

Sigh. Man, I miss FoodTribe. Those were the days.