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

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

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

Shop EVs nationwide: see prices at CarGurus

One size fits some

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

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

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

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

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

EPA vs. WLTP vs. CLTC range testing

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

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

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

EPA

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

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

WLTP

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

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

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

CLTC

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

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

Two-cycle vs five-cycle range testing

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

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

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

Why is this? Simple.

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

“Such variance. Much wow.”

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

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

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

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

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

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

Class dismissed

Did I lose you yet? Summary time!

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

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

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

Perhaps I’m not the ideal candidate to write this piece, given my family’s affinity for the lil’ Ciquecentos, but no one else will, so here I go. It’s official. The all-new, all-electric Fiat 500e, reborn for the European market in 2020, now makes its way to American shores as we speak, heralding a new era for Fiat in the United States and Fiat’s first real, non-compliance-car attempt at an EV for the North American market. Hipsters rejoice! Rise, my beloved tinker toy! Rise!

At first glance, it’s undeniably easy to dismiss the new 500e as some unimpressive cash grab by Stellantis to resurrect the recently deceased (to Americans) 500, with okay range and Corolla performance numbers. But that’d be completely ignorant of us, even if it is very on-brand for mindless consumers in a blatantly more-is-better society. The new 500e is not here to wow us with any victories in the numbers game. It’s not here to win any drag races or set any world range records. As Fiat puts it, it’s just here to be a “damn good car.” And a damn good car, it might be. But is it the right car for this market?

Skip to section:

• What is the new 500e?
• Not playing the numbers game
• A continuously evolving case study
• Will it survive?

What is the new Fiat 500e?

The last Fiat 500e, while actually well-received for delivering solid driving dynamics, was often dismissed as a mere compliance car, something to keep Fiat’s foot in the door in California and nothing really more than a gasser Fiat 500 converted to run on electrons… for, like, less than 90 miles. It was akin to many other ICE-cars-turned-battery-powered science projects of the time, just a little over a decade ago, but that didn’t excuse its afterthought development, California and Oregon-only sales, and lack of usable range. Even Fiat’s own CEO famously slammed it as a money pit spawned out of necessity. Ironic that it garnered a cult following in the years since, and now half my neighbors have snatched one up to use as grocery store shuttles.

The new 500e rides on a bespoke platform intended for EV use from the start and is available for all 50 states. It ditches the old compliance car’s 24-kWh battery for a 42-kWh lithium-ion/nickel manganese cobalt unit, helping it produce a healthy 118 horsepower and 162 pound-feet. Despite the extra battery capacity, it weighs roughly 50 pounds less than the outgoing car, making it 600 pounds heavier than the old gasser 500s but hundreds of pounds lighter than any other EV in its segment. Keeping the battery down low and pairing the car’s revamped suspension with a wider stance and standard 17-inch wheels wrapped in 205-wide tires should translate into a superbly fun-to-drive commuter with more high-speed stability than any previous generation 500. Inside is a 10.25-inch touchscreen with UConnect 5, wireless CarPlay and Android Auto, built-in GPS navigation, a digital gauge cluster, and adaptive cruise control.

Fun facts. That wheel and tire package is the same size as the outgoing Abarth’s. And if certain tidbits inside and out seem familiar, it’s because they better be. The platform is bespoke, but consider that 500e’s details to be a little parts-bin hodgepodge of Stellantis’ finest. The 10.25-inch screen is from the Alfa Tonale/Dodge Hornet, while the door handles, start button, and interior door release buttons were plucked from Maserati. Get that. This shares a start button, and door switches with a GranTurismo and MC20. Viva Italia!

Fiat 500e: see prices at CarGurus

Base prices:	$32,500
Motor/battery choices:	AC three-phase with permanent magnet w/ 42 kWh lithium-ion nickel manganese cobalt
Transmission choices:	Single-speed direct drive
Drivetrain choices:	Front-wheel drive
Power:	118 horsepower
Torque:	162 pound-feet
Weight:	2,952 pounds
Zero-to-60 mph:	approx. 8.5 seconds
MPGe:	TBA
Range:	149 miles

The Fiat 500e cares not for your silly little numbers game

“Cares not for your silly little numbers game,” I say. Proceeds to infodump a bunch of numbers. Oops.

The 500e is part of Fiat’s “Dare Forward” bid to achieve 50% EV sales in the U.S. and 100% in Europe by 2030. And I’m sure they can get there if buyers can see the little econobox for what it is: perfectly fine urban transportation. It’s not meant to wow anyone with world-beating range estimates or instant charge times. Fiat knows this. And to many North American consumers, that may be enough to have them look the other way. Not the best first impression. Except the 500e was tailored to excel at being accessible transportation for urban environments, delivering just what you’d need and nothing more.

The average American commute is around 50 miles if not a little less. Fiat gives you 149 to work with. Most EV owners charge at home, assuming the car is sitting for hours overnight. The 500e will fast charge to 80% in 35 minutes, and the base price includes a Level 2 charger or Free2Move charge credits for those who already have their own charger. How thoughtful of them. 0-60 in 8.5 seconds is roughly on par with today’s econoboxes, and 162 pound-feet of torque available at 0 rpm means stop light drags or darting up and down the hills of San Francisco are more effortless in this 500 than in any prior iteration, turbocharged Abarth included. And did I mention this is reportedly the third most affordable EV on the market, third behind Nissan Leaf and Chevrolet Bolt?

Starting to see the gist here? Fiat is aiming for a usable EV that can thrive in most urban environments in a far more attractive and charismatic package than any Bolt or Leaf. No disrespect to those fine vehicles. But there’s no substitute for the Cinquecento’s cutesy Italiano vibes, which Fiat claims has the potential to shift and change throughout the 500e’s life cycle.

The Fiat 500e lineup will always evolve

According to Fiat North America’s current head honcho, Aamir Ahmed, the current 500e will launch in the U.S. and Canada as a fairly simple RED model (yes, it comes in more colors than red), serving as a sort of study as they see what buyers want and what Fiat thinks they can pull from European cars. There will initially be the sole RED model, which features three available colors and the option of all-seasons or summer rubber, but that’s only the start.

One way Fiat aims to make the 500e more appealing is through its goals of constantly evolving its lineup, like all the fan favorites in the automotive kingdom, from Mustang to 911 to Challenger. Buyers are told to expect something new, whether it’s some sort of flamboyant collaboration with brand partners, like the fashion brand concepts they debuted before, or a more content-rich model with goodies pulled from European cars, set to debut in “drops” like this initial drop of RED models. If Americans want a ragtop cabrio or a rip-snorting Abarth, then sure. They’re all certainly on the table, according to Ahmed, but Fiat is just playing its cards carefully for now while they see what really clicks and doesn’t click with American audiences.

And you know what? They’re right to tread carefully. Fiat should navigate its revitalization with extreme caution. Time to talk skepticism surrounding one of the most wishy-washy automakers in America.

new Fiat vehicles: see prices at CarGurus

Will the 500e survive?

Oh yeah, and that’s the other thing. I said it wasn’t a compliance car like the old 500e. It’s not. It’s a “compliance car” in different ways.

The Fiat 500e carries the torch of the outgoing generation and welcomes the Fiat 500 lineage back into North America. But sources have shared with me that it’s not the definitive end-all Fiat vehicle for our market, or at least it won’t be for very long, nor is it the cash grab I originally speculated it to be. Like a handful of other unique EV curiosities to have launched lately, the Fiat 500e is a placeholder. An appeaser. A stopgap. It’s a way to keep the Fiat name relevant until a new wave of “proper” USDM cars reportedly arrive in a few years, earn Stellantis some tax credits in the process, and allegedly serve as a low-cost, low-effort guinea pig for experimenting with their direct-to-consumer sales tools. Smart, I suppose. But that means it’s not the next big 500 I was hoping for. And frankly, this 500e could never be that, no matter how cool.

The 500e has been a hot seller in Europe since it dropped in 2020, moving hundreds of thousands of units in a few short years. That’s Europe. This is America, where EVs are the politically charged bane of many people, distances are long and far, and buyers can be a bit, uh, stubborn? Superficial? Extra careful and particular about car buying in the wake of shit-ass interest rates? Let’s say all of the above. In a time where even members of the Big Three are backpedaling on their heavy-handed EV efforts to explore other avenues, citing slow demand growth and high costs, here comes a company that failed to hang on in a highly competitive, ever-evolving market resting its hopes on a sub-200-miles EV city car without any other angle other than it being good in cities.

Sources have also fed me more deets regarding the 500e’s gestation, such as a troubled and confusing entry into the U.S. market stemming entirely from the notions of being “a day late and a dollar short” and “great car, wrong market.” It’s nearly identical to the European hot-seller but coming to a market that’s on the fence of EVs, has comparatively ill-prepared infrastructure, and lacks the sheer size, versatility, and practicality other EVs or even normal cars offer for similar money. Yes, it’s a solidly engineered, well-built car that oozes style and character. But how many American buyers are picking low-cost EVs based primarily on that? On top of that, being constructed in Turin, Italy hurts its chances of qualifying for all the possible EV tax credits, if any at all.

These are going to be sold or leased to careless hipsters who really, really want it (i.e., me) and affluent folk looking for a grocery getter as their fourth or fifth car. You’re not prying a prospective Model 3 Standard Range buyer away for this. And that’s a bit of a shame.

As Ahmed put it best, “We don’t want you to care that it’s electric or not. We just want you to care that it’s a damn good car.”

And I’m sure it will be a damn good car. Engineers and Euro journos alike all preach that it is indeed a damn good car. Time will tell how well the 500e will truly perform Stateside, but it will be viewed as a cutesy fashion statement for the few who want it. If you want one and your lifestyle can accept one, then by all means, get one! This thing will be just dandy in its intended environment, like New York, the Bay Area, or even my home of Las Vegas, where distances are short. Fiat’s efforts are welcome, but history and stigma work against any dream of cementing itself in our market with any semblance of stability and permanency. Perhaps they’ll surprise us. Perhaps not. But hey, any Cinquecento is better than no Ciquecento. So welcome back, little fella. Good to see you again. Please tell your 500e Abarth kin overseas I said hello and that I’d love a visit.

Welcome to a new segment on Acceleramota, where we sample popular picks for used cars to see if they’re really all the rage or if they just belong at a junkyard. Today’s pick? America’s compact little sweetheart for hikers, overlanders, outdoorsy folk, and hipsters who just really, really love avocado toast. Say it with me. Subaru. Crosstrek.

They’re everywhere. From down on the Malibu coast to high in the Appalachians, we can’t seem to get enough of Subaru’s plastic-clad Impreza on stilts. And surely, it’s for good reason. Over the course of a day behind the wheel of a Turo rental (plus a healthy serving of research), I sought to discover the appeal of one of Subaru’s hottest sellers and find out if a used Subaru Crosstrek is the move for budget transportation. Time to see how its image stood the test of time and if its actually for real or all a facade.

Skip to section:

• Specs
• Review round-up
• Driving impressions
• Conclusion

Price and specs

Crosstreks come fairly well-appointed across all trim levels and generations. As expected, every Crosstrek rocks a variant of Subaru’s smooth operator of a flat-four, which usually churns out something in the 150-ish horsepower ballpark. Only recently did they make Sport versions available with an enlarged 2.5-liter flat-four pumping out a healthy 182 horsepower and 178 pound-feet of torque. Both current and last-generation cars I’ve sampled prior were base models sporting identical 2.0-liter engines that made 152 horsepower. All Crosstreks rock Subaru’s Symmetric All-Wheel Drive, and all are essentially lifted, plastic-clad Imprezas, built on the same platforms and sporting similar design cues inside and out.

used Subaru Crosstrek: see prices at CarGurus

New prices (2024):	$25,195 to $32,195
Approximate used prices:	$12,000 to $32,000
Engines choices:	2.0-liter flat-four, 2.5-liter flat-four, 2.0-liter flat-four + 0.55 kWh nickel-metal hydride battery pack (Hybrid only), 2.0-liter flat-four + 8.8 kWh battery pack (PHEV only)
Transmission choices:	six-speed manual, CVT
Drivetrain choices:	all-wheel drive
Power:	148 to 182 horsepower
Torque:	145 to 178 pound-feet
Weight:	3,000 to 3,700 pounds
0-to-60 mph:	7.5 to 9.5 seconds
1/4-mile:	16.1 seconds @ 88 mph to 17.5 seconds @ 83 mph
MPG:	23 to 29 city, 29 to 34 highway, 25 to 31 combined, 90 MPGe (PHEV only)
Fuel capacity:	15.9 to 16.6 gallons, 11.3 gallons (Hybrid only)

Expect most secondhand Subaru Crosstreks to hover in the mid $10,000 to mid $20,000 range in today’s market, depending on mileage, trim, and condition, of course. You can expect to see first-gen cars trade hands at a far lower price, with dealers asking between $12,000 and $15,000 for seemingly well-kept examples that all sit comfortably above 100,000 miles. Unsurprising, given the nature of these cars. Current-gen cars and the last years of the second-gen cars can easily double those used car prices but often with half the mileage, and lightly-used examples of hot trims like the Sport and Wilderness can hold their value close to, if not a touch higher, than their original MSRP.

First-generation XV Crosstrek (2013 to 2017)

Welp. There she be. The one that started it all. 148 horsepower, 2.0 liters of fury, and unashamedly Impreza styling. Referred to as the “XV Crosstrek” for “crossover vehicle,” it helped amplify and solidify Subaru’s place as a hipster chic adventuring brand and was met with mostly positive reception for delivering ruggedness and versatility with affordability and efficiency in a way few cars did at the time. A less-acclaimed and arguably half-baked hybrid variant existed for this generation, should you want one,

Second-generation Crosstrek (2018 to 2023)

The second-gen continues the trend with little-to-no change in its intended mission. The front fascia got a little more aggro, and that plastic cladding on the fenders got just a tad more pronounced to remind you it still yearns for dusty fire roads and mint chocolate Clif Bars. CarPlay, Android Auto, and EyeSight safety tech join the family, as does a massaged 2.0-liter powertrain that bumps output from 148 horsepower to 152. Torque remains unchanged at 145 pound-feet, but peak power and torque figures hit a couple hundred rpm sooner. Sport models introduce the more desirable, 182-horsepower 2.5-liter engine. A more polished plug-in hybrid model arrived for the second-gen Crosstrek, as well.

Third-generation Crosstrek (2024 to present)

The current generation of the Crosstrek is easily the most vividly styled pick of the bunch and an easy fit for Subaru’s current design language, defined by its skinny headlights, an abundance of sharp creases, and heavily pronounced fender cladding. Powertrains carry over, but the manual gearbox is dead (F in the comments), leaving the CVT as the only option. The vertical 11.6-inch StarLink touchscreen is introduced alongside a more adventurous and off-road-ready Wilderness trim.

What’s hot?

– Can easily defy EPA mileage figures – Surprisingly fun, agile, and composed! – Superbly spacious despite being based on a compact hatchback – Usable ground clearance for off-road escapades – Hybrid variant gets superb fuel mileage and range – Strong value, especially after the initial depreciation hit

Review round-up

Shall we embark on a trip down memory lane for one of Subaru’s most popular offerings? Since 2013, the Crosstrek has earned heaps of praise from consumers and journos alike. Its high ride height provided meaningful clearance for mild off-pavement excursions while serving as the perfect platform for rally and overland builds. Its flat-four powerplants and later plug-in hybrid variant scored proper econobox fuel economy that often beat out EPA estimates, and the Hybrid even delivered a respectable 17 miles of EV-only range. And, of course, there’s its strong value proposition.

As beloved as it was and still is, the Crosstrek is still not without a handful of faults, many of which simply stem from it being an affordable car built to a price point. At $32,000 or less brand new, the touchscreen infotainment systems aren’t regarded as the most reliable or quickest responding, even in newer cars with their Tesla-style vertical screen. Build quality was merely okay, at least early in the cars’ lifespans, with some consumers reporting creaks and rattles popping up over the course of their ownership. And perhaps the most frequent headache of all from journos and owners alike: the powertrains aren’t that powerful, and the base cars are especially slow. Acceleration test numbers for 2.0-liter CVT cars over the years nearly reflect that of more meager econoboxes, like the Fiat 500, Toyota Corolla, or Nissan Sentra.

On the flip side, those meager powertrains motivating the Crosstrek are known to easily match or beat EPA fuel economy estimates. If consumer and auto journo experiences are anything to go by, you shouldn’t have to work too hard to match 29 mpg combined and hover between 33 and 35 mpg on the highway. As I’ve experienced and will soon discuss with you, those economy numbers come shockingly easy.

First, it’s the 2021 Subaru Crosstrek Sport. Over 12 months, we put 16,581-miles on this Impreza-based utility, and averaged 29.9 miles-per-gallon from its 2.5-liter flat-four. Almost exactly what EPA estimates say to expect. This isn’t our first long term Crosstrek, and they’ve yet to disappoint, as there just seems to be something special about it.   While this Crosstrek isn’t the biggest, nicest or fastest long-term test vehicle we’ve ever had, it’s probably in the running for most-loved because it’s just so useful. And while I’m rattling off adjectives, I’ll throw in practical because of things like these spill-resistant, yet stylish StarTex seats. I think the Crosstrek embodies Subaru’s ultra-dependable spirit as well as any model in the lineup. That spirit manifests itself with a great 20.8 cubic-feet of cargo space, sturdy roof rails, 8.7-inches of ground clearance, and hard rubber mats protecting the floors throughout.

MotorWeek staff, MotorWeek 2021 Crosstrek Sport long-term review, May 2022

Plenty of staffers used the Subaru for long trips, and for good reason. Besides the comfort level, the Crosstrek has a large 16.6-gallon tank and delivers 33 mpg on the highway with the CVT. The rear seats are roomy, and the cargo area should be large enough for most. Apple CarPlay (or Android Auto) keeps passengers entertained, and if there is an emergency, simply hit the SOS call button near the map lights. Additionally, even though visibility is good, the added assistance of the large yellow warning light of the blind-spot monitoring system will help keep things safe. If your trip is in the mountains, engine braking is surprisingly strong, and the paddle shifters are responsive.

Micahel Cantu, Motor Trend 2018 Crosstrek long-term verdict, March 2019

 The XV Crosstrek’s handling is essentially transparent. This new crossover goes around corners and in a straight line without making a negative or positive impression, although it is capable enough to handle aggressive driving. The electrically assisted steering is accurate if somewhat uncommunicative, the braking is without drama, and the ride is closer to that of a family sedan than a four-wheel-drive soft-roader.

Fred M.H. Gregory, Car and Driver 2013 XV Crosstrek instrumented test, January 2013

We encourage all prospective Subaru buyers to be wary on test drives, as nearly all of the company’s cars feature aggressive throttle tip-in that gives the impression of eager off-the-line acceleration as soon as you touch the gas pedal. But while the Crosstrek might feel zippy around town, the powertrain quickly runs out of steam when tasked with merging or passing on the highway. Depress the pedal farther into its travel and you’ll soon find that there’s not much additional grunt to be had.

Joey Capparella, Car and Driver 2018 Crosstrek intrumented test, February 2018

This really is the little car that could. Both of my Crosstreks have been used to the max; pulling a trailer, loading kayaks, and hauling large dogs. While it doesn’t go from 0-60 lickety split, once its cruising at 70 mph, it really can pick it up to 85 quickly. Gas mileage has been consistently good. The cargo area is deceiving, with the back seats down the space is huge, I have hauled my large working dog in his crate on a daily basis, I have car camped fully stretched out (5’7″), and I have loaded my market stall with canopies and tables and bins. The Crosstrek does it all. The seats are comfortable. The center console could be better. Having a removable rubber insert like Volkswagen would be great for keeping it clean. There are two plugs for 12V or USB; one in the console, one under the dash. There is an adequate light in the cargo area and tie downs on each side. If I had any complaints, it would be the paint chips pretty easily. Most of my driving is highway so I’ve had my share of rocks from trucks. Also, the headlights could be brighter. I love this little car and won’t be switching brands anytime soon.

Consumer review on 2019 Crosstrek, Kelly Blue Book

I love my Crosstrek, I really do. I love the performance and gas mileage it gets. It is the perfect size for what I need it for… But ever since it hit 5 years old things have been starting to go. It started off with my steering wheel peeling, then it was the driver side back door automatic lock stopped working, and now the passenger side isn’t working. ($700 each to fix so I am not having that done). Then my horn stopped working but it wasn’t due to something simple like the actual horn or a fuse. It was the clockspring, a part I didn’t even know existed. I don’t have that many miles. At a little over 6 years old, the car has 72,217 miles, not high for its age. I was already worried about what might go next, and then I heard about a friend of mine whose 10-year-old Subaru with 182k miles needs a new transmission. My first car was a Subaru; it had belonged to my grandmother and then my sister, who I bought it off of. It was 15 years old by the time I got it and nothing was wrong with it. I know Subaru’s reputation, but it seems like maybe the quality isn’t as good as it used to be.

Consumer review on 2016 Crosstrek, Kelly Blue Book

Feels like they cut cost . My 2017 was nicer. Bigger. Better made. I don’t like the big box in the windshield by the top of mirror. I don’t like the navigation system. Seats are smaller. It cost too much for what you get. I’m disappointed.

Consumer review on 2024 Crosstrek, Kelly Blue Book

First off, if your looking for a drag car, look elsewhere. That being said, so far, it is priced extremely well for an AWD/off-road capable/overland-excelling vehicle. Comfort and style are great but lacks lower lumbar support, so if you need that, you may want to look elsewhere. Three-month ownership, love the vehicle. Wish I could default the car into Sport mode rather than having to turn it on every ignition. Short-term ownership. Slap some Maxxis Razor ATs on and rejoice that if you get in a gridlocked situation on the highway, you’re just a left turn through 90% of the medians away from freedom. If safety is at all close to the smaller brother of the Impreza, which I unfortunately was in a high-speed deer strike. Rest easy, I’ve never driven any vehicle that reduces the impact as a Subaru. Frankly amazing and well-earned, top-notch safety ratings

Consumer review on 2021 Crosstrek, Kelly Blue Book

Other than plasticky tinker toy construction and wheezy engines, the Crosstrek remains in good standing with most who cross paths with it. For the most part, reliability seems to be stout, with owners reporting Crosstreks easily scooting well into the 100,000-mile range with only bare basic maintenance. However, other owners report abnormal oil consumption or premature CVT problems that aren’t replicated by a substantial chunk of the community. It could simply be a lack of maintenance or an overly stressful life under some folks’ ownerships, however, so buyers beware.

As one owner who was aware of the issues but never experienced them and couldn’t discern causes of failure summarized: just take care of your car.

Driving impressions

A reasonably tech-laden econobox

Alrighty. My turn.

My time with the Crosstrek has been limited to two iterations: a fairly spartan 2021 second-gen car and a similarly-specced 2024 third-gen model. Both were saddled with Subaru’s Symmetric AWD, 2.0-liter flat-four, and their respective versions of Subaru’s StarLink infotainment systems. I say that with air quotes as they’re fairly comprehensive and feature-rich for what are ultimately lifted hatchbacks that start well under $30,000.

Second-gen Crosstreks feature a 6.2-inch touchscreen, with a 7.0-inch one available on higher trims. Second-gen Crosstreks also donned wired Apple CarPlay and Android Auto that, in my experience, worked about as flawlessly as you’d imagine. Although the base 6.2-inch units are a tad small and can be a bit tricky to read, they’re always within easy reach.

The 2024 car I had recently sampled marks the start of a new generation of Crosstrek and, in doing so, ditches Subaru’s smaller screens and auxiliary dash-mounted info display in favor of a vertical touchscreen plucked straight from an early-year Tesla Model S. Featured in Premium models and up, it measures 11.6 inches and can display climate controls, which are complimented with a few hard buttons, CarPlay, radio, and vehicle settings. Some users have reported incessant lag and latency, but I found the system in this 7,000-mile loaner to be decent enough for what it is. If anything, I’ve only really noticed a split-second delay between tapping the screen and it actually doing something. Could be better. Could be worse.

But of course, I can talk tech without talking about what makes Subaru a Subaru. No, not love. I mean a smorgasbord of handy safety goodies all packaged into this plastic-clad gift basket. That includes backup cameras, pre-collision braking, blind-spot monitoring, lane centering, and adaptive cruise control; all worked intuitively and inoffensively, never screaming at me with loud beeps or yanking the wheel with enough force to send me into the next lane over. Subaru EyeSight is certainly one of the best in the biz at one of the best price points around. It was an add-on in Premium and Limited-trim second-gen cars between 2018 and 2023, now made standard for 2024, including the stripped-down Base trim. Yes, it’s actually called “Base.”

First-gen cars, while mechanically near-identical, never received CarPlay or Android Auto, and were never offered EyeSight safety goods until 2015. So be aware of that while shopping.

A smooth (and sporty) operator

The Crosstrek continues to impress on the open road. I can’t personally attest to the Crosstrek’s off-road prowess, but I’ll take the word of literally everyone else around me, including the legions I often see flooding the trails at nearby campgrounds and national parks. But as an urban runabout and highway cruiser, the Crosstrek was a shockingly competent companion. Road trips? Commutes? Parking garages? Hell’s Revenge, apparently? No problem. None at all.

Well, unless you have to pass a semi on the I-15 when you’re already going 80 mph but traffic speed is freaking 95. Then the mopey CVT and modestly-powered 2.0-liter base engines start to show their weaknesses. But I suppose that’s the cost of achieving 35 mpg on the freeway in my hands and averaging over 31 mpg on my mostly-highway loan with the 2024 car.

Around town darting from light to light, the CVT does an ample job at simulating short “gearing,” making ample use of the flat-four’s torque and making the Crosstrek feel far more athletic and lively at lower speeds. Dare I even say this thing is quite fun to drive? While I haven’t sampled one yet, I’m eager to sample the reportedly transformative 2.5-liter mill in a Sport or Wildnerness model.

The high-riding Subie’s mild playfulness is amplified by the car’s surprisingly composed and nimble handling, keen to turn into corners at your local mountain pass and only feeling neutered by the eco-minded all-seasons. Steering is appropriately weighted and accurate, although it’s a little light for my tastes. But that just makes it a sweetheart in parking lots. Ride quality is as supple and smooth as the powertrain. While the Crosstrek is on the smaller side, a sizable wheelbase and fat sidewalls absorb most impacts well and make any speedbump more of a suggestion than anything else. A blue-collar rally car you can drive every day, indeed.

Neither of the two variants I drove exhibited any of the interior rattles that people had mentioned in consumer reviews. But if their word and my own BRZ are any indicator, it’s only a matter of time until a couple faint ones pop up. Unfortunately, we can never expect total perfection at this price, and an econobox will always do econobox things.

What’s not?

– Base model engines can be quitesluggishc – Infotainment systems can be a touch laggy at times – Cheap-O rear-seat accommodations – Fuel economdivesve with manual transmission – Questionable plastic build quality – Even a good CVT is still a CVT

new Subaru vehicles: see prices at CarGurus

Should you buy a used Crosstrek?

Should you even bother? Well, like any car, that depends. I’ve inferred this since the first generation Crosstreks dropped in 2013, and I can confirm it now after driving two of the suckers. The Subaru Crosstrek may very well be among those jack-of-all-trades cars that are almost perfect at almost everything.

They’re fun and lively to drive for what they are while still returning superb fuel economy, comfort, and practicality in a nimble package that’s as affluent with adventuring as it is with commuting. Go to the trails. Go to Whole Foods. The Crosstrek will do it all eagerly and efficiently. Conversely, nothing hides that it’s a cheapo hatchback with cheapo plastics and silky-yet-asthmatic powertrains, and those looking for more ruggedness will be better served by real crossover SUVs or a compact pickup truck.

Is fun-sized versatility your jam? Is that what you need for your life? Only you can decide that for yourself. I’m just a messenger. But I hope the message I deliver here is clear: So long as you take the Crosstrek for what it is and don’t pretend it’s something it’s not, you’ll easily see that it’s a wonderful, wonderful, wonderful car with a great spread of talents at an agreeable price point, new or used. And in an age where many of us don’t have the disposable income for a second or third car, perhaps that affordable jack-of-all-trades approach is what we need more of.

Attending track days is one of the most fun and fulfilling ways to express one’s automotive enthusiasm. What’s not to love? You’re in a safe and controlled environment where you can drive at way higher speeds than pretty much any other place on paved earth. This enables ample opportunity to truly enjoy what your car was designed and/or modified for, sharpen your driving skills, and even become a safer motorist along the way.

Then, there’s the bit about track driving that’s even more fun, and incredibly addictive: Setting and gradually dropping lap times. Changing your line, turning in earlier or later, refining your acceleration and braking; the process of setting and achieving goals to go faster is a fun one, and along with it comes a hearty sense of pride and accomplishment. It may not be the most financially healthy activity for car nuts, but hey, it sure beats hard drug use!

One tool that’s of massive help along the way by giving you all the information you need to go faster is a good GPS-based digital lap timer. 

Guidance from a qualified instructor is another top method, and certainly shouldn’t be overlooked as part of the learning experience. A lap timer that records data is a strong accompaniment—analyzing and digesting this data post-track session expedites the learning process and paints a very detailed picture of what it takes to get faster. Let’s go over three popular digital lap timers and discuss their various positives and negatives. We won’t rate them, but rather to help you figure out which is best for your budget and learning style.

Skip to product:

• Garmin Catalyst Driving Performance Optimizer
• AiM Sportline Solo 2 DL GPS Lap Timer and Dash Logger
• APEX Pro Gen II Lap Time Optimizer

For the most digestible data and video on the spot: Garmin Catalyst Driving Performance Optimizer

What’s hot?

• Includes video
• Simple, fool-proof setup
• Very easy to digest data post-session
• Logical software
• Stays plugged into a 12v outlet or USB, so won’t lose power on track

What’s not?

• Expensive
• Doesn’t allow as deep of a dive into data as other systems
• Requires earbuds or another improved hearing method

See it at Amazon

Kicking off this list is a comprehensive system by Garmin. I call it a system because using it requires a bit of setup time. Inside its fairly hefty box lives a bunch of wires, connectors, plugs, and various electronic doohickies, plus the sturdy Garmin tablet itself that’s the brain of the whole operation. Read the directions and allow ample time to properly piece it all together—don’t do it 10 minutes before you head out on track—and you’re golden. In fact, it’s a good idea to turn it on the night before, connect to Wi-Fi, and ensure all software is up-to-date.

Once the Catalyst is all set up and running, it’s so incredibly pleasant to use: Select the track you’re at, and it’ll automatically start and stop recording both lap times and video. While filming laps and displaying lap times, it has a delta timer that shows how much faster or slower you are compared to your best-recorded lap. It also utilizes its various sensors and GPS to record accurate data covering acceleration/deceleration, speed, your precise location on track, and so on.  Then, the footage it puts together includes a very handy data overlay for even easier data digestion, which you can review as soon as the session is over.

Post-session, pulling the tablet off its mount and tapping around to look at different laps, examine speed, acceleration/deceleration, and track position, as well as learning where opportunities to improve lie, is incredibly easy. It’s as easy as surfing the world-wide-web on an iPad. Plus, the layout/interface is incredibly logical, so it takes no time at all to get used to.

The Catalyst also makes suggestions on how to cut time, but does so based on your own performance—it’s not going to compare you to Lewis Hamilton. Then, by dividing the track up into different sectors, it puts together an optimal lap of all your best ones; think of it as essentially a Best Of compilation. It’s a fun challenge to try and replicate—or better yet, improve upon—this lap in a future session.

One downside is that its spoken instruction (that’s right, it’s got that too) is awfully quiet. The optional earbuds are a must if you’re on track with most track day organizations, as they require you to run with the windows down for safety reasons. These simple suggestions are definitely worth listening to as well. They include stuff like “brake later next lap,” “turn in earlier next lap,” and so on.

After discussing the Garmin Catalyst at length, with almost all positive remarks, here’s the catch: It’s an expensive system. It’s knocking on the door of one thousand American dollars, which isn’t exactly pocket change for most folks. In fact, that’s more than a set of good track tires in many common sizes. Though, for its ease-of-use, video, and coaching aspects, and easy data digestion, it could prove to be a very wise investment in your lapping education.

The OG for extra-deep data potential: AiM Sportline Solo 2 DL GPS Lap Timer and Dash Logger

What’s hot?

• The best display
• Easy to fire up and start recording
• Mid-tier price
• Excellent application integration
• Programmable lights

What’s not?

• Potentially too much data for some folks
• Expensive to integrate a camera
• Slight learning curve, though all of the units in this list have that to some degree

See it at Amazon

The AiM Solo 2 DL is the oldest of the bunch, but that’s by no means a knock against it. This capable device has a lot going for it.

First and foremost is setting it up: it’s so easy to turn the DL on and begin recording once you’re underway on your warm-up lap. Like the Catalyst and APEX Pro, it utilizes GPS to figure out where you’re at and suggest which track you’d like to select from its massive database, which saves precious seconds while prepping to head out on track.

Also like the other two, its GPS is quite accurate: In my experience, all three record lap times that are within a hundredth of a second of any track’s conventional transponder-based timing system.

But where AiM’s product beats the others is its crystal-clear backlit screen: I consider it the easiest to quickly look at and understand, especially on very sunny days and other harsh lighting conditions. Not only that, but it also has a very clear delta timer. However, like the Catalyst’s, this feature can be hazardous at times, as it often motivates folks to really push braking zones and hang out on the ragged edge of the grip.

Like the APEX Pro below (which I’ll get to shortly), the Solo 2 DL has a system of lights, but here you can program them to mean different things. For instance, the DL part of its name means data logger, specifically its ability to pull data from the OBD2 port and log it with the data it produces itself (G readings, location on track, etc.) You can program the lights to serve as a shift light, meaning it’s pulling this data from the ECU in real time—though, this requires some work with a PC and its desktop application to set up. They can also be programmed to convey predictive lap timing, though this function I’m not as familiar with.

Mounting up the Solo 2 DL is easy with a suction cup mount or a more permanent solution, though, like the Catalyst, there are some wires to run for OBD2 data integration. You can also choose to wire its power into a 12v circuit somewhere with the right wiring option. This is so you never have to worry about recharging, which is convenient for purpose-built track steeds.

Between the Catalyst, APEX Pro, and Solo 2 DL, only the latter two are able to pull and integrate vehicle OBD2 data. This means that folks who like to dig deep into this kind of stuff are better off with one of the two. 

And speaking of digging into data, AiM’s software makes for a very, very thorough experience. You can review sessions on your phone, but its full potential is best enjoyed with the brand’s desktop application. Seriously, you can spend hours and hours examining everything it produces.

For diving a little deeper into data: APEX Pro Gen II Lap Time Optimizer

What’s hot?

• No wires means easy portability and setup
• Convenient app-based program makes post-session review a snap
• Much less expensive than other systems
• Good battery life

What’s not?

• Has a learning curve (though it isn’t steep)
• Additions cost extra
• Some folks might not like the system of lights

See it at APEX Pro

Where the Garmin Catalyst has a bunch of wires to run and a camera to set up, the Apex Pro Gen II is as easy as magnetically attaching a little box with lights to a glued-down post or suction cup mount. It’s also a good idea to keep your phone strapped down somehow, like with a quality Ram Mount.

No, really, it’s that simple, and a big part of the APEX Pro’s appeal. All you do is turn the unit on, open up your phone’s app and connect it, calibrate the unit’s position, and then hit “Drive.” It’s just a few taps and is as quick and easy to get used to as the Catalyst.

When the session’s done, you’ve got a list of laps on the APEX Pro app and a bunch of data. These include speed, track position, acceleration/deceleration G, and more, which help you see where you could improve, where you did well, and so on. It doesn’t make suggestions like the Catalyst, but the company has a lot of useful resources to help you figure out a good plan of attack for the next session. It also utilizes its GPS sensor to record your lap on a track map, which makes zeroing in on and analyzing certain sectors a cinch. Finally, having the ability to page through various graphs containing pertinent data points is very useful; once again, it takes a little bit of education to learn how to read these. My favorite is examining the lateral vs. longitudinal G scatter plot—it’s a simple x and y axis, so it’s easy to take a quick look to see how much of the lap you were on the edge of grip, and didn’t leave any G force on the table.

Instead of the APEX Pro giving you real-time verbal suggestions on track, it does so with a system of lights. These can indicate many things, from leaving speed on the table to being off the right line (especially in regards to your speed) and more. For example: All green lights: You’re golden. Almost all green lights: You’re doing well, but you’re leaving speed on the table. Once again, reading over the instructions is required.

Finally, you can export your data and analyze it even further in certain desktop applications, which is great for those who’d really like to get into the weeds with numbers and pinpoint where there’s time to shave.

One downside to the Apex Pro is it takes time to figure out its way of doing things. Though, once you’re there, you’ll have no problem quickly diving deep into analysis. Another is needing to purchase accessories or subscribe through your OS’ app store for more features. If you’d like to include OBD2 data (a super helpful data addition), you’ll have to buy the company’s dongle. If you’d like expanded features like recording via your phone’s camera, that’s an added subscription. Still, it’s a great overall system that’s quite comprehensive and easy to use, and quite a bit lower in price than the Garmin Catalyst.

Go forth and analyze

You can’t go wrong with any of the above digital lap timing units, it just comes down to your learning preference, what you want features-wise, and what your budget looks like. They’re all sturdily constructed, so you can toss ‘em around a bit like other track equipment. Though, I wouldn’t use any of them to chock your wheels in the paddock. Video is certainly a useful accompaniment, which the Catalyst does best as its camera is a default accessory to its function. The APEX Pro requires a subscription but does it well enough, and the AiM requires its expensive SmartyCam to put two and two together here.

I should point out that the Racelogic Performance Box Touch, Racelogic VBOX Sport, and RaceBox Performance Meter Box are also well-regarded options, but I don’t have any familiarity with them personally.

Regardless of which option you go with, make sure you spend time reading through its instructions, do a little perusing through any applicable Facebook groups and/or forums, and ensure it’s set up properly before heading out on track. Then, head out there and enjoy setting and achieving all your lap time goals!

The longtime knock against Lamborghini’s Urus SUV has been that buying an Audi RSQ8 delivers seven-eighths of the car for about half the money. Not that such things bug Lambo owners, but what if the all-electric Q8 e-tron with gobs of low-end torque could keep up while drag racing against an Urus?

Now, Audi sells a re-named version of the EV formerly known as e-tron. The newly minted Q8 e-tron comes with the choice between a Sportback roofline or a taller SUV canopy that cuts into range estimates ever so slightly. Neither, however, can hold a candle to a Lamborghini Urus in a straight line or while canyon carving and unimpressive EPA range numbers for both are something of a bummer—but that’s not the point here. 

Instead, Audi clearly built the Q8 e-tron hoping to entice any lingering holdouts among luxury urban buyers looking for the perfect EV to haul the fam, go grocery shopping, or take out for nights on the town. And in those regards, this luxury SUV from Audi—which just happens to be electric—absolutely nails the brief.

Skip to section:

• Specs
• Design
• Price
• Interior and tech
• The urban luxury EV
• Power and range
• Conclusion

Price & Specs

Audi Q8 e-tron: see prices at CarGurus

Base price:	$74,400
As-tested price:	$88,990
Motor/battery:	Dual motor + 114 kWh lithium-ion battery pack
Transmission:	single-speed
Drivetrain:	e-Quattro all-wheel drive
Power:	355 horsepower; 402 horsepower w/ Boost mode
Torque:	414 pound-feet; 490 horsepower w/ Boost mode
Weight:	5,798 pounds
0-60 mph:	5.4 seconds
¼-mile:	13.9 seconds @ 101 mph
Top speed:	124 mph
MPGe:	80 city, 83 highway, 81 combined
Range:	285 miles

Audi Q8 e-tron exterior design

The Q8 e-tron’s styling winds up simultaneously similar to both the former e-tron SUV and all the Q8/SQ8/RSQ8 siblings. Not quite as aggressive as the range-topping RSQ8—nor the Urus, obviously—the electric version still sports subtle fender flares and a statuesque profile, especially with the air suspension pumped up to the highest setting. A closed-off grille and lack of exhaust tips serve as the main hints that an electric drivetrain hides beneath the crispy skin.

This loaner from Audi arrived in a spectacularly understated “Plasma Blue Metallic” paint job (a $595 option well spent) that approaches shades of matte Nardo Blue in some lights with a hint of sparkle in others. And the 21-inch wheels might look simple from afar, but a closer inspection reveals pure sculptural art in rolling form.

What’s hot?

– Quintessential Audi design, inside and out – Buttery smooth ride, even on massive wheels – Absolutely silent and serene NVH – Spectacular heated, cooled, and massaging seats – Bang & Olufson sound system is all that much better in an EV

Q8 e-tron pricing breakdown 

The base Q8 e-tron starts at $74,400 before options and a $1,195 destination charge. Standard equipment includes a 114-kWh lithium-ion battery, dual motors for single-speed Quattro all-wheel drive, and adaptive air suspension that raises and lowers the body depending on selection of drive modes. Ticking the box for the most opulent “Prestige package” adds another $10,400 to those numbers, which explains most of this loaner car’s $88,990 MSRP along with the Black optic package (another $2,000) and rear side airbags ($400).

Two years of free charging at Electrify America also come standard, and Audi’s four-year/50,000-mile warranty applies to everything on the car. To true buyers rather than lessors, the high-voltage battery is covered by an eight-year/100,000 warranty.

Q8 e-tron interior and tech

As usual for Audis since the first-gen TT back in 1998, the Q8 e-tron’s interior design stands out from the bland, overly plasticine era overtaking most luxury automakers. Plenty of leather and brushed trim abounds, though a few pieces of piano black plastic have snuck in here and there. Otherwise, the deft application of angularity and ergonomics leaves most controls sufficiently intuitive and satisfying to operate—other than the distant volume control knob, that is, another Audi standard for the past decade or so.

But maybe the highlight of the entire driving experience so often goes overlooked: the steering wheel. The Q8 e-tron sports a four-spoke design that offers multiple comfortable hand placement options, with minimal buttonry to get in the way. Then there are the seats, quite possibly some of the best in existence, and obviously equipped with heating, ventilation, and surprisingly firm massaging functions.

Onboard tech, however, falls a bit short by most modern EV standards. Sure, the dual touchscreens for climate control and infotainment require a pleasing amount of haptic pressure to actually make selections—but not always, sometimes only a light touch does the trick. For some reason, however, the Q8 e-tron forgets drive modes regularly enough to approach annoyance, requiring the constant selection of regen settings via paddle shifters even after just turning the adaptive cruise control on or off. 

Lane keep assist also intrudes regularly, the seats find new positions upon every start-up (which might change for a more permanent owner using a consistent key), and the range estimate seems to vary wildly. Did the engineering team truly need to reinvent the shifter for the umpteenth time? 

An EV for the last urban luxury holdouts

Slipping into the Q8 e-tron for the first time, a sense of serenity and confidence emanates from the entire interior. Luxury buyers not accustomed to the more typical over-technologized interiors of most other EV options might even be forgiven for struggling to recognize a difference between the controls for an internal combustion or all-electric Q8. Hell, there’s even a stop-start button!

Most importantly, anyone still poo-pooing the Q8 e-tron’s range estimate of 285 miles needs to take that initial impression into more consideration. The whole point of this car, clearly, is to convert any stubborn holdouts who simply don’t want to shift their thinking too much while making the switch to electrification. Audi even withheld aggressive regeneration, which means the Q8 e-tron cannot be driven in a full one-pedal mode. 

Otherwise, the gauges and dash seem very familiar, halfway between an Urus and other Audi models. The interior even smells similar to a first-gen TT or a 2016 A3, despite the lack of gasoline, gear oil, and belts to warm up on a cold day. Similarly, the gauges offer multiple customizable readouts for either more or—to the point—less EV-specific information. 

But the Q8 e-tron still prioritizes the benefits that electric cars offer, too. The large and spacious interior allows for plenty of legroom in the second row, which, when folded down, then opens up to a cavernous cargo area big enough for ski bags or bicycles. Even more importantly, this thing rides so damned quiet that the lack of sound can almost get creepy. Zero tire or wind noise until about 75 miles an hour absolutely bedevils the mind, especially compared to other EVs not named Lucid. Talk about NVH as a priority.

And the suspension rides in god mode, insanely smooth, given 21-inch wheels and 265-mm wide Hankook eco tires. Everything from asphalt ripples to pavement cracks and speed bumps simply evaporates. Only the most unpredictable road surfaces create the occasional rafting sensation when one wheel popping upward forces the entire skateboard chassis to lift noticeably.

Power and range in line with ICE performance

For any EV aficionados, however, the Q8 e-tron’s power and range wind up on the slightly disappointing end, without a doubt. The dual electric motors deliver plenty of peppy acceleration, from a standstill or while passing at highway speeds, but nowhere near the neck-snapping jerk of other EVs at similar, and even lower, price points. Typically featherweight Audi steering actually becomes slightly firmer on center, then lightens up while whipping around corners. But those eco tires start to squeal early when pushed hard.

Switching between drive modes lifts the suspension’s ride height while adjusting throttle response and traction control modes. Out on the dirt roads of Johnson Valley, raised all the way up in “offroad” mode, the prospect of puncturing a low-profile tire prevented any true Quattro rally-racing shenanigans. And yet the air suspension and dampers still gobbled up washboards on rough graded surfaces with ease.

Most of the time, the Q8 e-tron putters around happiest in “efficiency” mode, which dulls down throttle response and lowers the suspension to minimize aero drag and maximize range. But on the drive out to Johnson Valley, the onboard range estimate’s programming almost immediately caused some serious range anxiety.

Theoretically, a 99% full charge with 280 miles of range remaining should be plenty to drive 135 miles at highway speeds. Yes, EVs run most efficiently in stop-and-go traffic, but come on now. Instead, almost immediately, the Q8 e-tron started eating through miles of range—to the point that only 20 miles into the drive, the estimated range left only 90 miles to spare. This is despite purposefully staying below 80 miles per hour.

Switching to Audi’s onboard MMI navigation, rather than using Waze through wireless Apple CarPlay, seemed to change the estimated range available as the computer took into consideration traffic and elevation changes. Around 65 miles later, with about 154 miles of range remaining, the situation started to plateau. But then, driving up the 15 Freeway towards Victorville restarted the range, plummeting to the point that hypermiling behind semi trucks seemed prudent (while searching for nearby Electrify America charging stations to use those two years of free charging).

Back at speeds below 60 miles per hour on State Route 247, the dissolving range once again settled down. Upon arrival at Johnson Valley, the range estimate still read 78 miles remaining. And then, on the last leg of the drive home, the remaining range actually increased over the total course of a 90-mile journey. Such wild fluctuations in Audi’s ability to predict range might not affect city slickers quite so much, and presumably, a family spending $90,000 on an EV commuter owns another car for road-tripping. But still, better programming would be nice—or maybe Audi just believes in ceding all trust to the machines.

In town, while charging regularly at home or at the occasional fast charger, those 280 miles of range should serve 99% of owners just fine. Most range anxiety, after all, comes from false promises of a life lived on the adventurous edge. Even without a pre-conditioning button to push, the Q8 e-tron topped up from 66% to an overstuffed 99% at an Electrify America charger in Culver City in just 55 minutes. Not bad.

A few other general gripes might require a longer adjustment period than the mindset shift to EV life. Audi’s extremely aggressive driver aids—similar to the Urus, in fact—will absolutely yank the car away from lines on the road, to the point of pulling tires well into dangerous areas or cutting off lane-splitting motorcyclists regularly. (A button on the turn signal stalk turns off lane-keep assist, which cannot be controlled by any of the various settings deep in the MMI system either.) Automatic emergency braking can also sound and feel similar to tapping bumpers while parallel parking, partially because tipping into the go pedal afterward requires a bit more toe due to EV regen. 

Lastly, the MMI regularly disconnected the entire smartphone interface with a warning banner, which required turning the car off and then on again, then re-connecting the Bluetooth (only possible when fully stopped, of course). This might just as likely be Tim Cook punishing any older iPhone users, though…

What’s not?

– Range more akin to previous generation of EVs – No full one-pedal driving – Priced high as the market keeps expanding – Doesn’t remember drive settings at all, even between switching cruise control on then off – Infamous MMI glitches out and disconnects smartphone regularly

new Audi vehicles: see prices at CarGurus

Can luxury be defined at the right price?

In reality, nobody will mistake a Q8 e-tron for a Lamborghini Urus, and not just because of the mild EV whine. But similarities across the entire Volkswagen AG conglomerate do shine through, mostly for the better. 

The question of Porsche’s newly announced Macan EV then starts to crop up. Sure, the Q8 e-tron is bigger by a fair amount, but the Macan’s 380-mile range capability adds to the impression that this Audi hails from a previous generation of electric vehicles—which it does.

And yet, for the refined urbanite waiting to make the jump to an EV without giving up the familiarity of ICE cars, regardless of newfound nomenclature, the Q8 e-tron remains a solid option that delivers most of Audi’s strengths with just a few of the old weaknesses cropping up. In an increasingly crowded electric crossover-SUV market, such steadfast engineering likely combines the right attributes at the right price to stay fairly popular for the foreseeable future.

(Editor’s note: updated 2/14/2024 with five runner-up choices)

Buying a car is an important milestone in your life and should be a celebration, but don’t think you need to buy a brand-new car with the ridiculous dealer markups that ruin the car community by gatekeeping cool cars. Instead, consider buying used cars that may be just as good or even better than what you can get brand new. By buying a cooler second-hand car, you can get those special features and trim levels at a relative bargain versus new cars, which traded hands for an average price touching $48,000 just last fall. Just think, why buy a cheap, basic new car in a bid to beat inflated prices when you can get a specced-out second-hand diamond in the rough?

Need any ideas? Take a look at these ten different used cars across five categories that you should keep an eye on in 2024. And no. It’s not “Ten Best Used Cars.” It’s Acceleramota’s “Five Used Cars N’ Five More” deal. Get it right.

Best used truck for 2024: Nissan Frontier

What’s hot?

• Reliable and has great performance figures
• Trucks (and parts) are readily available as they have been out for so long

What’s not?

• The interior of the Frontier offers very little in terms of modern amenities or quality
• The new one is markedly better

It may not be the mighty Ford F-150 or any Ram with a Cummins engine, but if you are in the market for one of the best-used trucks you can spend your money on, look no further than a Nissan Frontier. 

This is no daisy-picking pavement princess. The Frontier is built for and proven to be durable as it is used in countries where the roads have more potholes than actual roads. Sure, the Frontier may not have the best features, and the interior is relatively sparse (for reference, Nissan was still selling the “old” Frontier generation three years after the heavily modernized 2017 Toyota Tacoma dropped). But if you are looking for something cheap, cheerful, and robust enough to outlast you, the Frontier should be one of the choices on your shopping list. 

The truck comes with either a 2.5-liter inline-four or the correct option of a 4.0-liter V6 that allows you to have a towing capacity of 6,500 pounds. The final year of this generation was offered the updated 3.8-liter V6 found in the current Frontiers. The performance figures, plus the reliability of the truck, put it almost on par with the arguably overpriced Toyota Tacoma of the same era.

Sure, this may not be the first choice for many people, but if you are looking for a reliable truck that can perform the tasks you need, then look no further than a Nissan Frontier. 

used Nissan Frontier: see prices at CarGurus

Runner-up: Toyota Tundra

What’s hot?

• For a heavy vehicle, it still has a 0-60 MPH of under seven seconds
• TRD Pro variants are raucous off-roaders with Fox suspension

What’s not?

• The second-generation Tundra is an old platform with woefully inefficient powertrains 
• Older generations’ infotainment pales in comparison to rivals

The Toyota Tundra is an icon for Toyota’s North American market, combining respectable performance and capability for work or play with that classic Toyota reliability. Million-mile commuter? No problem. Off-road racer? Sure, why not? While being a capable pickup that can haul the goods, you can still haul ass with the hellacious 5.7-liter V8 found in nearly all second-gen Tundras. However, if you can snag a newer twin-turbo V6 for a decent price, that wouldn’t be half bad either, although it would come at a higher price tag. The Tundra TRD Pro models come alive on the dirt with the use of the impressive dampers from Fox, which allows the Tundra to race over any bumps or obstacles effortlessly. 

A known issue with the TRD Pro version or any model outfitted with the TRD parts catalog exhaust is the drone, so be wary if you’re not so tolerant of NVH. It does make the pickup sound raw and throaty with its V8, but it does come with the added consequence that the cabin can get that annoying and unpleasant exhaust drone that can often make the driving experience not worth it. Additionally, the best value will likely be the second-gen trucks, which are plentiful but also built on an old, dated chassis, made apparent by woefully inefficient powertrains and infotainment systems that feel more than just a generation old.

used Toyota Tundra: see prices at CarGurus

Best used sports car for 2024: Mazda MX-5 Miata

What’s hot?

• It is a Miata, duh! Always. The. Answer.
• Great handling car that will carve any canyon road or race track with ease. 

What’s not?

• It only has two seats with a diminutive trunk
• The horsepower figure may be kinda low and lackluster for some

I don’t think I even need to explain this. A Mazda MX-5 Miata is always the answer for an affordable sports car. If you want a classic sports car, get a Miata. If you want a sports car that is easy to drive, get a Miata. If you want pop-up headlights, get a Miata. If you want to drift your car, get a Miata. Trust me when I say the best-used sports car you can get is a Miata. Acceleramota founder and editor, Gabe Carey, even had one.

With a design philosophy that has been perfect since 1989, the small Japanese sports car is undoubtedly fun and enjoyable to drive, plus it will always receive a ton of attention. It may not be a Corvette or Mustang, but in my opinion, you can have more fun in a car when you can push the limit of the car without having to worry about the people around you or blitzing way beyond the speed limit.

With four different generations of Miatas, you can easily find the car that suits you. If you want a more refined and comfortable drive, why not look at the third and fourth generations of Miatas? The ND generation (pictured above) can be had in the cushy, luxurious Grand Touring trim or in the wannabe racer Club with an available BBS wheel and Brembo brake performance package. If you want to modify and upgrade your Miata or perhaps have a nice modern classic worthy of a Radwood show, look at the first and second generations of Miatas. With parts and modifications so readily available, you can set up your tiny sports car to your liking. Heck, stick a turbo on it and make a baby supercar killer, or turn it into a drift missile. It’s the perfect blank canvas for an aspiring enthusiast.

used Mazda MX-5 Miata: see prices at CarGurus

Runner-up: Ford Mustang

What’s hot?

• Classic styling and high levels of power equals one hell of a pony car
• Near-infinite trims and configurations to choose from

What’s not?

• Antiquated chassis up until the S550 generation
• Big fella can never have the agility of a smaller sports cars

The Mustang is one of the best cars to come out in a long time. With a powerful engine and still being affordable, you can easily pick up a good used Mustang. Especially since the “S197” fifth generation came out in 2005, the Mustang has proven to be a well-engineered, highly configurable sports car that corners well, not like the older Mustang models. Antiquated chassis, sure, but it was able to defy stereotypes and even churn out some serious track monsters like the 2011-and-onward Shelby GT500s and the Boss 302. Later S550 generations with independent rear suspension have just as big of an aftermarket and their own crop of in-house specials, like the GT350 and Mach 1.

Just mind the crowd killer stigma.

Drawbacks? Yes, of course there are some. Even at its very best, the big ol’ Mustang may never have the agility to topple smaller sports cars or even some sports sedans, at least not without a bit of aftermarket love (or driver mod). Past generations are also quite dated, not only in terms of chassis but also materials, build quality, and infotainment. And, of course, while they’re not exactly terrible, don’t expect V8 Mustangs to be model citizens in fuel efficiency either.

used Ford Mustang: see prices at CarGurus

Best used SUV/crossover for 2024: Mazda CX-5

What’s hot?

• Spacious interior with premium features and build quality for its price
• Excellent fuel economy for its size.

What’s not?

• Reports of Mazda paint easily fading and chipping diminish the brand’s premium reputation 
• Reported hiccups with electronic parking sensors across Mazda vehicles 

Two Mazdas, one list! One of the best SUVs you can get at the moment is the Mazda CX-5. This Mazda SUV is known for its reliability, build quality, and unexpectedly spunky driving dynamics, with many luxury and quality-of-life features that come standard for the car. This SUV was even a staffer’s pick for one of the best cars they have ever driven. 

The model I personally suggest you look at for your second-hand SUV is the 2021 model year. You can either get the small standard 187 horsepower four-cylinder, or you can get the turbocharged version that produces 250 horsepower on 93 octane or a still-potent 227 on 91, with the latter powertrain still seeking out a respectable EPA rating of 28 mpg highway.

With an interior that rivals much more expensive SUVs, with every trim model of the current CX-5 coming with a 10.25-inch infotainment system equipped with Apple CarPlay and Android Auto, this Japanese SUV will be one of the best purchases you can make in 2024. This is especially true when considering that well-equipped variants with not that much mileage currently trade hands anywhere in the high-teens to mid-twenties range, undercutting many similar examples of the Toyota RAV4.

used Mazda CX-5: see prices at CarGurus

Runner-up: Lexus RX

What’s hot?

• The unique styling inside and out
• Well-built interior with lots of storage space across all generations

What’s not?

• Touchpad infotainment system from some generations is a pain
• Does not put the “sport” in sports utility

With a sporty and edgy appearance, you may think this premium SUV will have a harsh and uncomfortable ride. However, the Lexus RX is actually the opposite. Lexus is the pioneer of the luxury SUV market, and the RX model range does not falter from that history, with a supple and cavernous interior across all generations. Powertrains are punchy, if not exactly exciting, and suspension is often compliant, as a luxury car should be. Just don’t expect any sort of BMW M killer from the F Sport models.

If you prefer to be a little understated, however, might I suggest avoiding the later model years with their angular creases and razor-sharp hourglass grille? Additionally, Lexus’ touchpad infotainment system that has plagued some recent generations has quite the learning curve to it.

used Lexus RX: see prices at CarGurus

Best used hatchback for 2024: Volkswagen Golf

What’s hot?

• Good interior space and build quality for the size of the whole car 
• While being a fun car, it is still great on gas mileage 

What’s not?

• Reliability can be a major issue for Volkswagens, particularly with older transmissions
• No more base models are available after 2021; Mk8 is only the pricier GTI and Golf R 

The Volkswagen Golf is one of the most popular car models on the global market. The spacious and practical hatchback still offers its owners a fun and enjoyable drive. And despite any reservations some may have against German cars, the Golf is generally regarded as a mostly dependable vehicle, with a 2021 J.D. Power Quality & Reliability score of 73 out of 100 and a RepairPal rating of 4.0 out of 5.

The seventh generation of Golf is the model you want. With options such as sunroofs, an excellent infotainment system, and even the sporty and iconic GTI version, the Golf offers everything you need in a car. The seventh generation Golf brought new and improved digital displays and gadgets that still hold up well to this day, elevating the Golf well into a premium sector of the compact car market, so if you enjoy underdogs that punch above their weight, the Golf may be for you. Current-generation Mk8 Golfs further up the ante with a more intriguing exterior and interior design, which may polarize some, especially the capacitive-touch-only interior controls.

As the Golf is a hatchback, you will not get the biggest trunk space when you compare it to an SUV, but the Golf handles better and has better fuel economy. So, for everyday use, the Golf will be an excellent choice to pick. Just be wary of quirks with engine and transmission reliability as you start diving into older and older generations.

used Volkswagen Golf: see prices at CarGurus

Runner-up: Toyota Corolla Hatchback

What’s hot?

• Easy to drive and handles remarkably well
• Has that famous Toyota reliability and build quality at a stellar price point 

What’s not?

• Smaller than some rivals, inhibiting interior and cargo space 
• Rivals can be seen as a better value

You may hear the words Toyota Corolla and think of the stereotypical idea of a boring and basic car. However, the newer Toyota Corolla Hatchback is an awesome and spirited daily car that offers drivers a great time when driving it with 168 horsepower from the XSE’s 2.0-liter four-cylinder. Did we mention some models can be had in an easy-to-drive, fun-to-row stick shift? Huzzah! Not bad in a cushy, modern, 30-plus-mpg commuter car.

For an everyday and practical hatchback, the Corolla is almost the perfect car, if you’re willing to deal with its few shortcomings. If want more oomph, there’s no turbo powertrain other than the expensive and rarer GR Corolla hot hatch. It’s smaller than some rivals. And being the newer platform here, you may not find one as cheap as older rivals. Maybe a Toyota Matrix counts if you want to go old school.

used Toyota Corolla Hatchback: see prices at CarGurus

Best used sedan for 2024: Honda Accord

What’s hot?

• Has a comfortable cabin with good seats. 
• Often the sportier choice among front-drive family sedans

What’s not?

• Some lower-trim model engines are a bit lackluster
• No available AWD system, which may sway people towards an SUV (or Subaru Legacy) 

The Honda Accord is the pinnacle of reliability and affordability as the car is built to perfection for what it needs to do. It’s currently Car and Driver’s number one pick for family sedans at the time of writing for a reason. A prime rival to the likes of the venerable Camry, but arguably more premium and sporty. This mid-size family sedan will probably outlast you with its reliability and will probably outdrive any Camry at the Circuit de Costco, too.

The reliability and drive quality are so good you can comfortably get to any place you want with ease, and you do not need to stress about space as there is ample room for all your needs with its large trunk space and generous interior. Recent generations have greatly amplified Honda’s strides for a premium feel on a budget, with chic, modern interior designs, although the smoothed-out exterior of the latest generation and the deletion of the hot 252-horsepower turbo-four has aroused some ire among auto journos. But thankfully, the frugal Hybrid remains, earning up to 51 mpg city and 48 highway in its most efficient trim, thanks to a 204-horsepower, 247-pound-foot powertrain aided by a measly 1.3-kWh battery.

used Honda Accord: see prices at CarGurus

Runner-up: Hyundai Sonata

What’s hot?

• Sonata has a spacious interior and trunk 
• Long list of features and available technology

What’s not?

• Base models can feel underpowered
• Less rear legroom compared to other cars in its class 

Korea’s answer to the Honda Accord and the Toyota Camry comes in the form of the Hyundai Sonata. The features that come standard even in the base model, such as blind-spot detection, Android Auto and Apple CarPlay, and even lane-keeping assist, make the Sonata an excellent daily driver for you and your family. 

The power delivery of the Sonata does not feel sporty or extreme but can be seen as spirited if you have the 2.0-liter turbo in the top trim spec. The car will not feel like anything new or innovative to drive, but for an everyday family car, it’s more than enough. You can also say that storage space and trunk size are a plus for this car, even if rear legroom lags a bit behind competitors. 

used Hyundai Sonata: see prices at CarGurus

New SUVs are expensive! You can thank dealer markups and cost of living expenses for that terrible news. However, not all is lost. If you want to get yourself or your family a nice SUV, you just need to look at a good used SUV that can do what you need without robbing you at the dealer. Now presenting our round-up of five great used SUVs that you can get in 2024 year that will help you find and choose the best soccer practice shuttle for yourself. 

Subaru Forester

What’s hot?

• Comes standard with all-wheel drive 
• The Forester comes standard with many EyeSight driver assists 

What’s not?

• Lackluster performance from the engine
• “Meh” CVT

Subaru is often overlooked when it comes to buying cars, but that does mean the price of the Forester is often much lower, and you can get your money’s worth when buying one used. That does not mean the Forester is a bad SUV. In fact, it is beloved by people who like to overland and who love to explore the wilderness. 

The inviting size of the cabin and the features that come standard on the Forester make it an ideal family SUV. With Apple CarPlay and Android Auto being a feature since 2019, the infotainment functionality of the Forester is up with there with other premium cars, even if its appearance is a bit dated.  The engine and transmission of the Subura Forester is what many people complain about as the engine feels lackluster and the CVT introduced in 2014 is, well, a CVT. Even the best ones can make an engine drone and moan like a complaining brat. If you don’t mind the age, older variants with more conventional autos would do nicely, and you may even be able to find a turbocharged XT with a stick! However, the easygoing handling and impressive all-weather and all-terrain capabilities of the Forester make it an easy pick, nonetheless. 

used Subaru Forester: see prices at CarGurus

Honda Pilot

What’s hot?

• Tons of cargo space and interior space.
• The Pilot is reasonably fuel-efficient with its V6 engine. 

What’s not?

• The third-row seats are not comfortable for long-distance
• The infotainment system isn’t the most user-friendly in older generations

The Honda Pilot follows in the footsteps of Honda’s reputation of being practical and reliable but still has that premium feel. The Pilot shares the same platform as the Honda Odyssey but loses the interior space due to it being limited to becoming an SUV. This means that the Pilot does have a third row like the Odyssey, but the seats are not as comfortable for long distances. 

The exterior looks of the Honda Pilot are nothing special, and you can easily forget what the Pilot looks like when you compare it to rival cars. Even the driving experience is nothing special. This does not mean it is a bad thing, especially if you want an SUV that can easily tow between 3,500 to 5,000 pounds, is reliable and you do not want a flashy SUV.  The Pilot does come with many driver assists that come standard on all trim levels of the car, making it a very practical SUV to drive.

used Honda Pilot: see prices at CarGurus

Ford Explorer

What’s hot?

• The rear-wheel drive improvements help with towing
• Abundance of interior and cargo space 

What’s not?

• Wind noise can be harsh at highway speeds
• The interior material, build quality, and the seats weren’t that great

By owning a Ford Explorer, you can be seen as one of the most hated SUVs on the road, but you can have fun with it. I’m talking about how the Explorer is used by Police, and many people may mistake your SUV for a police Explorer (psst, get one in silver or dark blue for that near-universal Highway Patrol cosplay).

With the 2020 redesign of the Ford Explorer, you can get the SUV either in rear-wheel drive or all-wheel drive. This is an improvement over previous versions that offered the front-wheel drive version. The interior of the Ford Explorer wasn’t always up to par with rivals such as the Honda Pilot or Santa Fe. The infotainment systems and the safety technology inside the Explorer are very competitive when you compare them to rivals, especially in newer generations. It just the materials of the interior is that bring down this SUV, particularly in generations past. 

used Ford Explorer: see prices at CarGurus

Hyundai Santa Fe

What’s hot?

• Some powertrain choices of later years are a hoot
• The infotainment system is top-notch.  

What’s not?

• There are a lot of hard plastic interior bits 
• Some model years don’t have third-row seating

The 2.5-liter turbo inline-four in the Hyundai Santa Fe boasts impressive figures, making it a strong performer. Plus, the dual-clutch eight-speed transmission is just as willing to play along with you as it will happily downshift to get into the torque range of the engine. This means that you can surprise many unsuspecting cars at the stop light when you take off. 

While being a bit playful due to the power figures, you still get a great family SUV that is reliable and has infotainment systems that all modern SUVs and cars need to thrive in today’s modern world. One possible issue with the interior is the abundance of hard plastics that can make the interior feel cheap when you compare it to rival SUVs. Some used Santa Fe options may come with the upgraded premium quilted Nappa leather seats, but they are not as good as full luxury seats in more premium vehicles. 

used Hyundai Santa Fe: see prices at CarGurus

Toyota RAV4

What’s hot?

• Easy to drive with excellent handling
• Exciting powertrain in the RAV4 Prime plug-in hybrid

What’s not?

• Interior can suffer from wind noise gruff engine noise
• Ride quality can be harsh in more adventurous off-road variants

As the world’s first urban SUV (or so Toyota insists), the RAV4 has become a popular choice for people to buy. Due to it being parked in nearly everyone’s driveway for a very long time, it has become the standard on which many other SUVs are judged. And for good reason. RAV4s have always been reasonably efficient. Reasonably spacious. Easy to drive and easy to live with, all backed by that reputation of Toyota reliability.

The RAV4 has excellent features, as some of the later models come with wireless Android Auto and Apple Carplay. You also get great safety systems that include automatic braking and automatic high-beam headlights. Adventure and TRD Off-Road variants, if you can find them used, score standard torque-vectoring all-wheel drive, and hybrids offer an efficient yet lively driving experience, especially the Prime plug-in.

used Toyota RAV4: see prices at CarGurus

Let’s be real: a soccer mom (or dad) SUV is no sports car, and a pickup truck may have the power, but it’s big, bulky, and cumbersome. A sports car needs to be lean, mean, and a genuine fighting machine. This is why these nimble and fast cars are the most fun on the road, but of course, none of us will dare to speed or break the law, right?  The only issue with getting a sports car is usually the price, especially the recent trend of dealers putting those ridiculous markup prices on our favorite new cars. So say, “screw the new car market,” and consider this crop I’ve compiled to be the best used sports cars you need to look at.

Mazda MX-5 Miata

What’s hot?

• With over 35 years of production, you are bound to find that perfect one
• You can easily modify, fix, and race these cars as parts are readily available
• The perfect “momentum car”

What’s not?

• Piss poor boot space or interior luggage space versus rivals
• May be underpowered to some, especially for the price of later-year cars

You do not need a tire-shredding behemoth of a sports car to have fun. Instead, a lightweight and (debatably) underpowered car can be even more fun. By getting an MX-5 Miata, you open yourself to 35 years of multiple generations offering different needs for different drivers. You can get the original NA model with pop-up headlights or the latest generation with all the fancy technology to help you drive faster. You can even get highly modified Miatas that can outperform anything on a track or for drifting. That is why a Miata is always the answer to any car question you need. 

What models to get:

I personally recommend the “NB2.5” Mazda Miata, which is the facelifted second-generation model of Miata. It comes in either a 1.6-liter engine or the 1.8-liter VVT engine. There is also the rarer Mazdaspeed spec of the car, which comes with a 1.8-liter  turbo engine, but these are quite pricey. Our editor insists on the high-revving, actually-kind-of-fast ND2 Miata, with it’s 182-horsepower screamer of an engine.

used Mazda MX-5 Miata: see prices at CarGurus

Ford Mustang

What’s hot?

• You get the iconic pony badge of the Mustang that comes with a lot of horsepower. 
• It is an affordable option for a sports car. 

What’s not?

• The automatic or dual shifting is somewhat lazy and slow compared to rivals. 
• The Mustang is a heavy sports car and doesn’t handle hard corners like other sports cars. 

Often considered the first pony car, the Mustang is the face of American sports cars. Sorry, Corvette. The 5.0-liter or Coyote engine in most modern Mustangs offers that rich V8 sound no other engine configuration can beat, and later suspension advancements over the S197 and S550-generation cars lead to some seriously compelling track cars, i.e. Boss 302, GT350, Mach 1, etc. As Mustangs aren’t too expensive and are undoubtedly popular, it attracts a “special” crowd unfamiliar with coping with such performance. This leads to its infamous reputation, which is nothing the discerning Acceleramota reader should be concerned with… Uh, right?

What models to get:

2005 to 2014 “S197,” or the fifth generation of Mustang, is the most value-packed generation to get used to. It has a retro redesign that Ford brought out with the 5.0-liter Cotoye engine. It is also easy enough to get spares and modify to how you want the car to be, thanks to the near-infinite aftermarket support.

used Ford Mustang: see prices at CarGurus

Toyota GR86, Toyota 86, Scion FR-S, Subaru BR-Z (they’re all the same, dang it)

What’s hot?

• Lightweight chassis helps with handling and keeps fuel consumption down (double win!)
• The predictable, forgiving handling makes it a perfect beginner’s car to learn HPDE driving

What’s not?

• May be underpowered to some, especially first-generation 2.0-liter cars
• Interior has little storage space for your handheld items

Toyota and Subaru, from the start, wanted to make a lightweight, affordable sports car for people to enjoy, and boy, did they fulfill that goal to perfection. Well, almost perfection. The Toyota GR86, also known as the Subaru BRZ or Scion FR-S in older generations, has the perfect blend of chassis stiffness and compliant suspension to make it easy for people to drive these cars to their limit without hurting daily drivability. However, the flat-four engine is nothing too special, at least not without a bit of tinkering. With only 200 to 205 horsepower and that infamous torque dip that forced owners to somehow drive around it, the 86 sometimes feels like it’s missing something when you put your foot down. 

What models to get: 

The latest generation of 86 and BRZ that came out for 2022 is probably the best version to get, if not the cheapest. With a bump in engine displacement, you get 228 horsepower. Plus, you get the nicer interior and more aggressive styling. Just mind the oil starvation and RTV issues if you’re a track rat.

used Toyota GR86: see prices at CarGurus

Porsche 911

What’s hot?

• Multiple flavors to choose from, with convertibles, full-on track cars, and cushy daily drivers
• Flat-six engines that sound glorious 

What’s not?

• Not cheap to maintain, meaning you will pay a lot for services and parts
• They all look damn near the same, if that bothers you

Standing as one of the most recognized cars in the world, the Porsche 911 a real head-turner and a treat to any enthusiast. The unique flat-six howls will make anyone envious of your car, and the high performance bar is tough to unseat with any of its rivals. These German sports cars are almost too good to be true as the handling and power are perfect for the road. The competition of the 911 can not compare to them. The only major issue with the Porsche 911 range is that it can be too confusing sometimes, initimidating the unitiated with their littany of models and niches and with many generation models looking nearly identical. Plus, you also have to worry about the Porche purists who hate everything that is not factory spec. 

What models to get:

My opinion on which Porsche 911s to get is the 997 or the 996. These models are reliable enough, as the 996 was the first 911 to have a water-cooled engine, but it doesn’t look the greatest. That is why the 997 is the better option; you get a more traditional headlight arrangement with all the improvements, such as the 3.8-liter flat six producing 325 to 345 horsepower from just the base Carreras.

used Porsche 911: see prices at CarGurus

Dodge Challenger

What’s hot?

• More horsepower than you ever need to need in higher trims
• Classic muscle car design with modern comfort

What’s not?

• The stigma. Don’t look at me like that. You know.
• Can be a handful for amateur (and overconfident) drivers 

This all-in-your-face American icon from Dodge is brute power, rude, and unapologetic. Why do you need to worry about fuel economy or your neighbors when you can blitz most traffic in a straight line? Pick your pison: You can fake it with the 3.6-liter V6 Pentastar Challenger or raise hell with a supercharged Hemi making 797 horsepower in the Hellcat Redeye model. Either way, this is one of America’s last hoorahs for producing pure, distilled hooliganism that its community wants instead of an electric muscle car with fake sounds, which is just cringe to think about. Fingers crossed the next one has can continue its lineage with spicy Hurricane-powered variants up its sleeve.

What models to get:

My personal pick is the 2015 Dodge Challenger R/T Scat Pack on the basis that they’re literally everywhere, and you snag a fairly nice configuration rocking 485 horsepower for relatively not that much dough.

used Dodge Challenger: see prices at CarGurus

That last-mile commute can be a pain for many, especially those who call the urban jungle home or those cursed to park in lots that’d shame a Mall of America. I know it. You know it. I’m sure millions more out there know it, too. Try having to park at a garage miles away from a store you want to visit or having to hike all the way across campus at the university just to make your dumb classes and not screw your attendance grade. Yeah. Well, thankfully, some smart minds graced us mildly lazy people with electric bicycles we can fold and stow in our cars! But with a market this saturated, it can be tough to pick the right one. So help us out and shoot us your picks for the best foldable e-bike on the market.

Once more, we want to give a shout-out to our friends, readers, and followers who helped us with our first community guide on racing sim wheels. Don’t forget to check that one out if you’re in need of one for your setup.

Think about it. You drive to where you need to go. Traverse all those freeway miles and whatnot. But your parking spot is far, or it’s July and a million freaking degrees outside. I’m all for fitness and getting your steps in, but sometimes, you just gotta say, “screw that.” Pop the trunk or hatchback, whip out your e-bike, and scoot along at a brisk pace that’d have paperboys of generations past envious. That’s the magic of an e-bike you can breakdown and simply toss in the back seat, little-to-no disassembly required and no shelling out extra dough for some trick bike rack.

If anyone reading has any bright ideas on their top pick or picks, drop us your suggestions in the comments section below! Just acknowledge the following requests:

1. Give the full name of the product, including make and model, for easy search.
2. Please list at least three pros for why you like it and two cons about your choice! Any pro or con is valid, from build quality to performance to pricing and value.
3. Feel free to engage with fellow commenters on their choices, but be courteous and respectful! Constructive criticism or affirmations of the products can help with deciding buyers’ guide picks!

Sound good? Lovely. Have at it, and let us know what you got!

Twice over the past 10 days, I ventured out into the desert north of Los Angeles to once again visit King of the Hammers, the off-road rage fest that descends on Johnson Valley OHV Area every February. Now in its 17th year, KoH leans more closely to Burning Man with a healthy dose of Mad Max fever dream thrown in, and growing attendance this year topped out at an estimated six-figure count.

I received invitations from Optima Batteries to check out the Optima Oasis, an unexpected installation of solar and hydrogen-powered electric vehicle chargers built out to encourage EV acceptance among the marauding four-wheeler crowd. And Ford promised a few experiences that I knew I simply couldn’t pass up.

But the racing also caught my eye more than ever this year, after I spent the first weeks of last year in Saudi Arabia covering the Dakar Rally and then this past November pre-running much of the Baja 1000 racecourse. King of the Hammers presents a different challenge in every class, from the high-speed trophy trucks to race-prepped side-by-sides, King of the Motos, homebuilt “Every Man Challenge” entrants, and of course, the million-dollar-plus specialty builds known as Ultra4 cars.

But I should be right at home, right? After all, I did drive the course with Ford’s arch nemesis. 

2024 Chevrolet Colorado ZR2 Bison: Chevy’s mini Raptor can haul serious ass on the King of the Hammers course

Chevrolet Colorado: see prices at CarGurus

Day 1 at KoH

This year, newsworthy Southern California weather forecasts predicted heavy rain, and even some snow, for Johnson Valley over the KoH dates. So, for my first day in the desert, I packed accordingly, cramming all my recovery gear into an Audi Q8 e-Tron that I planned to drive out and charge up at the Optima Oasis. In went the Yankum rope, a pair of soft shackles, six different Maxtrax recover boards that I figured I might be able to test on heavy, mid-size, and lightweight off-road vehicles alike, and, of course, my automatic tire deflators and compressor bag for airing down and back up.

I’ll have a more detailed story about Audi’s performance driving 135 miles out to Johnson Valley coming soon here on Acceleramota, but to cut out a bit of nail-biting drama, high winds and thousands of vertical feet of elevation climb left me hypermiling behind semi trucks to save range for much of the drive. So when I pulled into the dirt, I made a bee-line straight to a Level 2 charger and plugged the Audi in for the rest of the day.

The Audi wouldn’t have fit in particularly well among the group of Ford Raptor enthusiasts that I then joined for a quick trail run to catch some more remote viewing spots of the trophy trucks racing. I climbed into a friend’s suspension-swapped Ford F-150, with the Coyote V8 instead of the factory Raptor’s twin-turbo V6. Surrounded by Broncos from the 1970s to the modern era, more brand-spanking-new Raptors and Raptor Rs, plus even an early production Ranger Raptor that Ford reps brought along for some fun, we jetted out into the vast expanse of Johnson Valley.

The modded F-150 ran well, keeping up pace even though the leaders never pushed particularly hard. But the Bronco Raptors and F-150 Raptor Rs on their 37-inch tires clearly rode more smoothly over some of the rougher portions. Catching sight of the classics barrelling through sagebrush and mud pits put a smile on everyone’s faces. After a couple of stops to watch young racer and social media personality, Christopher Polvoorde, blast by in a Mason Motorsports-built “Raptor” trophy truck at an entirely different level of speed, leading twice but in second place occasionally, too, we turned back to Hammertown to catch the finish line.

Ford F-150 Raptor: see prices at CarGurus

On the way, the F-150 caught sections of whoops a bit too aggressively, and soon enough, warning lights blared and steam started blistering out of the hood. Turns out the coolant line to the heater core had sheared right off, I figure because the Raptor might get different engine mounts that can handle a more hardcore beating. We fiddled for a bit but decided to get back to home base to scrounge up parts and more antifreeze rather than risk overheating again while crawling back.

And that’s how I ended up catching a ride with Tanner Foust on the way back to watch Polvoorde take first place in his first year driving his own Mason trophy truck. At the finish line, I chatted up the 23-year-old, who I met last year at the Pikes Peak International Hillclimb (and who I beat in a karting race while there, for those keeping score—whenever you beat a pro at anything, it’s always best practice to bring it up at every single opportunity). To my surprise, Polvoorde looked fresh after a hard few hours of racing. Had recent rainstorms smoothed out the course, as I’d experienced in Baja a few months ago? Not so much, apparently.

“King of the Hammers definitely threw a challenge at us this year, I mean, way different than Baja,” Polvoorde said. “The course was chewed up, I can tell you it was blowing my mind how rough it got. Even the first lap when we went out, I was like, ‘Holy cow, there’s some big holes.’ And then by the second time we came through, I was like, ‘Okay, let’s calm her down, slow her down.’”

“At Baja, we get a lot more variety,” he remembered. “Here just kind of beats you up for two, three hours and then spits you out… I used that to my advantage, I knew we weren’t getting the best time splits, and then I knew right here at the end it was pretty sandy. So with the four-wheel-drive, I was like, ‘Yeah, we’re just gonna pull up and put enough time on ‘em.’”

After a bit more celebrations that certainly involved zero beverages, we borrowed a hose clamp from Polvoorde’s team truck and headed back out to try and fix the F-150 before the sun went down. Playing mechanic’s helper, I struggled to pull off a stubborn clip—which, of course, popped right off easily in someone else’s hands—then we topped up the coolant, tightened down the borrowed hose clamp, and fired up that Coyote. Just a few drops of pink poured out of the jury-rigged connection at idle, so we slow-cruised back to the Optima Oasis, thinking that was a better bet than leaving a truck unattended all night in the desert. Next, I checked on the Audi, and after averaging 12 miles of range added per hour of charging, felt confident enough to blast home in the dark.

Returning to the desert

Four days later, and this time piloting a 2023 Ford Bronco Raptor, I blasted back out to Johnson Valley and arrived well after 11 PM. The next morning, feeling refreshed as a newborn baby (read: screaming, angry, and starving), I got to experience something much closer to Polvoorde’s job in the trophy truck. That Bronco Raptor simply rips, the perfect vehicle for exploring KoH, able to keep up with side-by-sides thanks to long-travel Fox dampers and all those 418 horsepowers—only with air conditioning, heated seats, and Apple CarPlay for keeping the OnX Offroad app pulled up on the big screen.

Ford Bronco Raptor: see prices at CarGurus

Once again, I brought my Maxtrax and recovery gear, just in case the weather prophets actually turned out correct for once. Guess again, since a bright blue sky and dry breeze graced the entirety of Johnson Valley, as usual. I spent some more time playing around with a Rivian and checking out the Optima Oasis charging setup, then went out to enjoy the Braptor at top speed. Jumping, roaring, sliding sideways, and repeatedly redlining up a sandy hillclimb, I may have pushed a little too hard—not that the Braptor minded, only because the Maxtrax mount popped off at some point.

Pulling a 180, I retraced my steps using OnX and—miracle of miracles—actually found one of the boards sitting at the center of a little brush clearing surrounded by 96,000 acres of godforsaken dirt. The other, it would seem, is lost to the elements (or, more likely, somebody spotted it and took home a souvenir). 

With dry sand and no precipitation looking likely, I never needed to test a recovery board in a truly dire situation, but a helpful Toyota Corolla Cross owner offered to let me try out the new Maxtrax Lite by using the board to dig a little hole, then dipping a tire in until it spun. Sure enough, the lighter plastic held up just fine, and the little hybrid just walked right up and out of the makeshift hole.

A ride in the real deal

On the very opposite end of the spectrum from a Toyota commuter car stuck in some sand. I next ventured out with Ford to catch a ride in a full-blown factory Bronco DR racecar. Baja legend Curt Leduc played wheelman for about 20 minutes of all gas and almost no brakes other than to avoid a few dirt bikers and those damned wayward side-by-sides. 

Once warmed up, the DR’s Multimatic suspension gobbles up terrain without disrupting chassis balance almost at all. I always find race suspension a little firm, and in this case, that impression arose again at first, but eventually, we settled into a rhythm, and with the unrestricted Coyote V8 absolutely barking, massive tires freewheeling in the air aplenty, Leduc showed me just how different a real racer is compared to a stock Bronco Raptor or suspension-swapped F-150. 

I even got an early ride in that Ranger Raptor on the way out and back to meet Leduc. Lighter, with a longer wheelbase supporting a less radical suspension and tire combo than the Bronco Raptor, the Ranger served perfectly as my glorified desert chauffeur. And Ford’s rep told me the truck actually rolled off the production line, so we can expect real media reviews sometime in the next couple of months… For now, this top-spec Ranger finally arriving in the US later this year might just take over my top slot of potential new trucks to actually buy.

Just kidding, I’ll never own a new car, but if I ever do, this might be the one.

Absolute chaos at Chocolate Thunder

Now’s as good a time as any to reveal that no matter how much everyone shit-talks side-by-sides, including me, there’s no doubt that nothing on the market can match these purpose-built carts in terms of sheer off-road pace for the money. I wanted to catch another chance to borrow a Can-Am Maverick R or a Polaris Rzr Pro R to test a bit out at KoH, too. But communication once again proved impossible, as seemingly everyone at Johnson Valley arrived with Starlink this year and completely overwhelmed any hope of wi-fi reception through satellites.

As night fell at KoH, I certainly appreciated my Braptor’s enclosed cabin and climate control system. Temps started to drop quickly and the party began to crank up. From Hammertown, everybody kept turning to check out the bright lights and bumping music emanating from the epic obstacle known as Chocolate Thunder. I fueled up on tacos and White Claws, changed into full cold-weather gear, including a face mask, and grimly faced the prospect of my first overnight at King of the Hammers. Time to get the full alt-right Coachella experience.

Drunk teenagers probably named the Hammers back in the day—there’s an easily distinguished theme to Backdoor, Chocolate Thunder, and Her Problem—but now the crowd at KoH varies from teens to full-grown adults addled by days of chugging beers (not Bud Light, I assure you) and the dehydration of spending all day watching desert racing.

But I quickly discovered that nothing compares to the nightlife.

At Chocolate Thunder for about four hours, as amateurs drove their insane rock-crawling rigs through a screaming mass of people, I witnessed one fistfight, two cars roll over, and one car driving fully over another. Beverages flowed, the occasional smell of skunk overwhelming the gasoline-powered campfires dotting the hill, and music echoing from various speaker setups varied from early-2000s hip hop to modern pop-country. Handheld fireworks launching amid the scrum lit up the entire valley, when the light pods and bars on every truck didn’t quite reveal every last nook and cranny. Flat tires, dirt bikers being pushed up the hill, and stuck trucks danced on by groups of 10 and 20 revelers—somehow, I saw nobody get flattened. 

The gnarliest moment came when an entire box of fireworks exploded on the ground, spectators diving to the sides to avoid any carnage. Meanwhile, the amateurs showed their amateur status, struggling to climb up Chocolate Thunder as the engine screamed and tires squealed, scrabbling on the rocks, spraying up sand and gravel. No wonder racers at King of the Hammers talk about pre-running being little more than shakedowns for the vehicles rather than sighting lines. The whole desert changes every night in the chaos!

I mentioned to Polvoorde how rowdy KoH gets at night and how many more people stayed out at Hammertown than I remembered from years past. 

“It’s pretty crazy,” he agreed. “Every year, it’s like how much bigger can it get? The lakebed is just filling up more and more, and then you see things like what Optima’s doing, building the Oasis where we have just this massive camp outside of Hammertown. It always blows my mind. But once you come here and experience it, it’s one of those things where you’re like I have to keep coming back ‘cus there’s something different every single day, and it kind of never disappoints.”

A rubberband cart takes on the Ultra4 racers

As if to unwittingly prove my point about side-by-sides, this year, I purposefully decided to make my schedule line up so that I could catch the Ultra4 cars running the rock race in the 4400 class. I caught the start line, then jetted up toward Backdoor in the Braptor just in time to watch the frontrunners pull through, jumping off six-foot shelves easier than I step off the stoop of my apartment. But right up there with the likes of Casey Currie, Loren Healey, and the Gomez Brothers sat Kyle Chaney, a Can-Am driver in a Maverick X3 riding on 37-inch tires.

Apparently, the 4400 class rules changed this year to make 37s the absolute minimum tire size, mostly to prevent budget side-by-sides from running against the world’s most extreme seven-figure off-roading vehicles. Because how embarrassing would it be if some guy in a Can-Am won the top race at King of the Hammers while dealing with both top-speed desert trails and obstacles like torn-up Chocolate Thunder alike?

Yep, you guessed it. Kyle Chaney did just that—or at least, we thought he did since he crossed the finish line first after starting well off the front. But then, on adjusted time, Raul Gomez actually took home the top spot and nudged Chaney down to second. Not bad for a side-by-side, though, and not even one of Can-Am’s top-of-the-line Maverick Rs since that innovative finger-knuckle design limits max tire sizing.

I actually watched Chaney go up Chocolate Thunder, a wild choice of lines always standing out compared to his competition. The morning after, some spectators clearly in recovery, the cheers for every truck ripping through sounded just as strong—to my ringing ears and searing eyeballs anyway. Three full days at King of the Hammers will do that, turns out, and some people stick around for 10 days or more!

The insane night culture that I caught for the first time this year will never fade from memory, even if I caught very little on camera. Maybe that’s for the best, though, in the vein of plausible deniability. Every year, I wonder whether I’ll take the time to do King of the Hammers again next year. This time around, the answer looks more solidly in the yes column than ever before.