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CES 2024 has fallen upon Las Vegas, drawing an international audience to come and see all the latest and greatest in techy goodness and electronic nerdery. Nowadays, much of that includes cars and mobility, especially as the former evolves more into supercomputers with every passing day and as the latter becomes a growing concern in a densely populated world. Poised as the next great car show for its showcase of future tech and mobility solutions, we owe CES our attention as motorists to see just what it has to offer us, and we’re happy to report CES 2024 didn’t disappoint. In fact, we’re actually quite bummed we didn’t take it that seriously if we’re being honest!

But we made it. We covered it. We shot it on our socials and on camera. So here’s our round-up of all the innovative future rides on display at CES, including some of the pens we unfortunately missed–and I’ll say this again: they really got to put up more signs in more places. I couldn’t find squat half the time!

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Sony Honda Mobility Afeela – New ADAS and specs announced

Ah, how refreshing it is to see a fancy new EV launch with relatively normal styling inside and out. The Afeela is as relatable and familiar as it is innovative and cutting-edge, and that’s why this is arguably the biggest star of CES 2024. The lovechild of Sony and Honda, the Afeela is poised to be one of the market’s hottest new EVs when it launches next year.

The Afeela isn’t totally a new thing, as it’s been circulating around headlines and internet discussions since its debut at last year’s CES. But now, the car takes the stage once again, sporting some updated tech and a fresh laundry list of specs. Boilerplate items? How about standard dual motor AWD with a 241-horsepower motor on each axle (combined output TBA)? Or what about a comprehensive ADAS system backed by lidar, radar, and cameras for added safety and better visualization of its environment in a variety of conditions?

On top of all that, go back to the styling and just look at it. The Afeela is a beauty, which is ironic, given how smooth and plain it is. But in an age where it seems companies try too hard to stand out with their design languages, it’s the Afeela’s inoffensiveness that makes it one of the more visually attractive choices.

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

XPENG AeroHT eVTOL Flying Car – The mobility solution for those whose net worths are measured in billions

Riiight. Because this will solve all of our problems. But man, it sure is cool!

If anyone remembers XPENG from that one earnable car from the Forza Horizon 5 playlists, well, they also built this in 2022, and it’s been making rounds around the world ever since. Go figure. With zero attempts at subtlety, this is exactly what it looks like: a freaking flying car… literally called “Flying Car.” 

Designed and built from XPENG’s AeroHT spin-off, it’s merely another one of their efforts at normalizing flight as an optional mode of transportation. Among other offerings include the X2 and X1 eVTOLS. However, the Flying Car differs by serving a dual purpose as a semi-practical supercar for shuttling oneself from the mansion to the country club before deploying the retractable quad rotors and departing for the office in the city.

Will it be a practical mobility solution should they ever put this into mass production? Ha. Not for us, it’s not.

VinFast Wild Concept – Vietnam’s take on cyberpunk Americarna

“Get in, choom. We’re going mud-bogging. Sound nova to you?”

Okay, so no one is really going mudding in an electric mid-size pickup, but the VinFast Wild Concept certainly looks the part. Bulging body lines and squared-off edges scream macho pickup, and the large wheels with all-terrain tires carry implications that it’s ready for overlanding excursions (within its range, of course). It’s mid-size, too. This means you waste no less space on the road as a Tacoma, Ranger, or Colorado. 

However, this is merely a concept and a vision of what to expect from a VinFast entry, so certain things definitely did not scream production-ready. There were no visible backup cameras or parking sensors. The seats were bolstered aggressively in a way you’d usually only see at Tokyo Auto Salon. And the pillarless suicide doors, while incredibly fun to adore, seemed a bit far-fetched for a company that prides itself on affordable, accessible EVs.

Should the Wild make it to production, expect it to challenge the lower tungs of Fisker Alaska and Rivian R1T, with anywhere between 230 to 321 miles as those trucks do. Dual motor all-wheel drive ought to be standard, as will street and off-road-oriented packages. If anything, don’t be surprised if production variants just rehash powertrains from the VF8 and VF9.

The next big question is: Will the Wild rectify the VinFast’s past controversies and missteps or perpetuate them?

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

Volkswagen ID.7 and Mk8 Golf GTI – ChatGPT voice commands

I’m not quite sure how to feel about this, really. On one hand, the kid in me thinks, “Wow, cool gizmos! Just like the sci-fi movies.” On the other hand, the cynical adult thinks, “Is that it? Is that really it? Alright then.” But who cares what I think because this entry will certainly enthrall legions of consumers all over the world, regardless if it serves them any practical use or not.

Partnered with Cerence, Volkswagen delivers ChatGPT-based voice controls for most of their ID electric cars, as well as the Golf, Tiguan, and Passat. That’s right. Volkswagen storms onto the scene at CES 2024 with… an AI chatbot-based voice command system for most of their future cars. Not the most groundbreaking thing at this year’s show, but whether you love or hate the idea, it’s certainly interesting enough to talk about it. 

As a traditional system does, you can use it to assist with infotainment functions and navigation, but the system can also be used to control in-car functions like the radio, climate controls, or ambient lighting. It can also be used to provide vehicle status updates, weather reports, general knowledge questions, assist with conversations, and more. Being an AI system, it could be capable of learning over time to better meet the needs of owners as their ownership tenure carries on, which one could infer from VW’s claims of its “continuously expanding abilities.”

Cool or gimmick? I’ll let you decide. But one can easily call it a fun, innovative evolution of a familiar, age-old convenience feature. 

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

Kia PBV Prototypes – Mix n’ match electric vans

I can see the SEMA maniacs clamoring for one to slam on its battery pack and turn it into an art van or a parts runner for their shop. And you know what? They’d have a hell of a van to do it in. Say hello to Kia’s “Platform Beyond Vehicle” concepts and peek at what they intend to be a production line of modular, customizable urban haulers.

The idea is fairly simple, and it’s an idea hinted at in previous EV concepts from auto shows of years past. Take a skateboard EV platform and make it do many things. In Kia’s case, their idea of “many things” is having niche cargo and people movers with swappable bodies that can be changed to suit a variety of tasks, from handicap-accessible transport to taxis to moving goods for small businesses. The driver’s cab would remain mostly the same, but the space behind the driver can be interchangeable for whatever purpose. 

Kia aims to launch their Transit-sized PV5 in 2025, followed by the larger, extended-wheelbase PV7, and the diminutive PV1. The latter is unique, positioned as an autonomous grunt intended for finishing those last-mile stints to the final destination, complete with four-wheel steering and a crab-walking mode for maximum urban mobility.

Brilliant idea for Kia to possibly steal shares of the market from Rivian or whoever makes those new postal service vans, but one can only imagine the potential and practicality of a privately-owned PV5. Party van or camper, anyone?

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

Hyundai’s Ease The Way plan – Revitalizing interest in hydrogen cars 

Kia packed the van. Hyundai has the plan. 

Although Hyundai had little vehicular presence outside of an Ioniq demo car here and there, they still managed to make waves for their bold and optimistic plan to revitalize interest in hydrogen power as the first half of their Ease The Way plan. The latter half focuses on software and connectivity to improve mobility, but for the sake of not making this a whole essay, we’ll focus on their hydrogen game plan. 

Key boilerplate items for the hydrogen half? Deploy the means of generating hydrogen, not only from the traditional method of electrolysis but also through recycling waste. Any waste. From sewage slop to plastics and garbage. From there, they aim to build an abundance of regional hydrogen production and distribution plants around the world, including several across the United States and with Georgia plants already under construction. Such a move would give us the much-needed infrastructure boost to adopt more clean energy for not only our cities and homes but also our vehicles, as Hyundai was also eager to tease its upcoming NEXO fuel cell car, due in 2025, and mention its XCIENT fuel cell semi-trucks.

No, this CES announcement was not related to any specific car. But it is related to a clean, green future, where commuters can potentially fuel themselves on clean energy, and gearheads can feel a little less guilty about installing high-flow cats on their two-decade-old muscle car. So, hats off to Hyundai for reinvigorating interest in something other than your traditional battery electric vehicle. 

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

This gargantuan John Deere tractor thing – I got a little sidetracked

I don’t know why this was here. There was no panel or spec sheet anywhere detailing what it was or what new-fangled tech it was sporting. Apparently, John Deere was present to showcase autonomous farming equipment and remote-controlled tractors. But I didn’t know that at the time. My small ape brain sees big giant machine. My big monkey brain says climb inside of big giant machine.

To our agricultural trade workers who get to whip these suckers on a regular basis, I envy you. 

Honorable mentions we missed out on…

Honda 0 Series

Separate from the Sony Afeela collab, Honda launches their own headline-grabbing EV pucked straight from video game and sci-fi fantasies. Enter the 0 Series of EVs, wildly outlandish and alien-looking electric cars that Honda insists will enter production within the next few years. Seriously, these concepts look like they belong in Blade Runner. 

The Saloon flagship and the Space Hub minivan thingamajig are mere concepts, and it’s too early to hit anyone with any sort of range estimates, power figures, or powertrain details. Honda does promise superb aerodynamics, a new generation of ADAS, and great battery efficiency. We’re willing to bet a company like that could make it happen. Honda states that a production Saloon based on the concept should debut in 2026, so by then, perhaps we can expect 800V architecture and 400 miles of range as standard. Maybe. Expect the Space Hub to follow not long after.

In addition to these hot new concepts, Honda has also announced a simplified “H” logo for all EVs going forward, reminiscent of old Honda logos without the squared surround. Certainly, these cars can earn that callback to CVCCs of old if they turn out just as innovative today as that car was back then. 

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

Mercedes-Benz CLA Concept

Nothing too earth-shattering here, although it is exciting to see a legacy automaker like Mercedes dive into the realm of 800V architectures. This vision of a next-generation CLA-Class rides on a rear-drive, single-motor, 800V platform with faux-Maybach styling and a proposed 466-mile range. More specifically, it’s Mercedes Modular Architecture or MMA. Should such a vehicle make it into production with the same specs, it’d handily keep up with the very best in the market and blow most rival EVs way out of the water, all with the efficiency of an 800V system. 

The CLA Concept is not all that new, having debuted in the Fall of last year, but it’s nice to see it making rounds at auto and tech shows like CES. Following the lukewarm reception to the EQ family, something like a production CLA Concept could be just what Mercedes needs to launch the brand right towards the front of the pack for dependable, high-performing, far-driving luxury EVs. Perhaps this concept serves as a test bed for future EQs, which will reportedly upgrade to 800V architectures starting in 2025.

Indy Autonomous Challenge

For Sheilah, if she was a robot.

The Indy Autonomous Challenge is exactly what it sounds like. Take Indy cars, or scaled-down clones of them in this case, and tell them to drive themselves around a track and compete to see who’s the fastest Level-4-autonomous supercomputer. It’s a program for colleges to assemble teams of young brainiacs to see who can develop the fastest robo-racer AI.
CES 2024 marks the debut of a faster race car, the AV-24, complete with radar by Continental and lidar by Luminar, the same company that demoed their lidar systems on the Polestar 3 and AMG GT Black Series from our social media. And while it currently sits as a test bed for college students’ brains, it’d be a whimsical spectacle to see OEMs get in on the fun. After all, they say competition improves the breed.

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

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

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

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

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

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

Honda 0 Saloon

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

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

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

Honda 0 Space Hub 

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

Honda H mark Logo

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

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

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

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

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

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

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

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

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

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

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

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

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

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

At CES 2024, Sony and Honda unveiled the prototype Afeela electric car. Sony Honda Mobility (SHM) revealed details at the 2023 Japan Mobility Show, but finally, we have a real car on our hands! Well, not in our hands, but in the media’s hands in general. And wow, it’s quite the stunner in person.

This variant of the Afeela is the first time we see more than an announcement, so even though SHM was founded in September 2022, it’s now more than lip slap. These two industry behemoths are more than capable of delivering an excellent electric car; judging by the gorgeous exterior, tastefully premium interior, and a big dollop of fresh specs, the Afeela hits that spot. 

Specs overview

After much waiting, specs for the Afeela have now trickled out, from dimensions to motor power output and tire sizing! Check out what’s now known below.

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Length	4,915mm (16.14 ft.)
Width	1,900mm (6.23 ft.)
Height	1,460mm (4.78 ft.)
Wheelbase	3,000mm (9.84 ft.)
Drivetrain	AWD
Front Motor Type	Interior Permanent Magnet Synchronous Motor
Front Motor Power	180kW
Rear Motor Type	Interior Permanent Magnet Synchronous Motor
Rear Motor Power	180kW
Battery	Lithium-Ion
Battery Capacity	91kWh
DC charging	150kW
AC charging	11kW
Front Suspension	Double Wishbone
Rear Suspension	Multi-Link
Suspension type	Air Suspension
Front Tires	245/40R21
Rear Tires	275/35R21

Afeela AI and ADAS

SHM calls this “mobility intelligence.” Revealed at CES 2024, the company plans to combine sensors and ADAS technology to deliver a car that redefines the relationship between people and mobility.

Sensors and Cameras — 360º Vigilance

No blind spots. 360º Vigilance is not new in a car. Still, to implement some of the mentioned features and an authentic next-level driving experience for Afeela drivers, a crazy camera setup is needed. The Afeela will park upon arriving at a parking space. It will also open the door when you approach and display your destination if this is a regular trip.

Advanced Driving Assistance 

With great software comes excellent hardware (Uncle Ben). Lidar, radar, and cameras band together to feed information to a litany of driving aids, with each adding a level of redundancy to one another for maximum safety netting and adaptability to a wide variety of conditions and obstacles. To support these features, the Afeela will partner with Qualcomm to achieve Level 2 /2+ and, under certain conditions, Level 3 driving autonomy. They will also use Vision Transformer (ViT) to capture and detect objects. Essentially, it’s the God of image detection for AI. 

SHM and Epic Games

Stemming from a newly-minted partnership with Epic Games (sigh, yes, that Epic Games) SHM will use Unreal Engine 5.3, real-time sensing, and vehicle data to simulate external environmental conditions. This system will give drivers information about other vehicles, pedestrians, terrain, and weather, providing an immersive experience with a real purpose — safety. 

Conversational personal agent

A conversational, personal agent is also in development, using the Microsoft Azure OpenAI Service. So you will have your own personal Delamain in the future!

AI plays an essential role in achieving our goal to redefining the relationship between people and mobility, enhancing emotional user experience. Microsoft is a key partner to provide conversational personal agent. We are pleased to be working with Microsoft to realize our vision.

Izumi Kawanishi, Representative Director, President and COO, Sony Honda Mobility

SHM and Polyphony Digital

SHM and Polyphony Digital (the developers of the Gran Turismo series) will work together to share information. This collaboration will improve player experiences in future GT games. Still, arguably more importantly, it will bring sim data, experience, intuitive operating systems, and more to the Afeela and future vehicles. SHM wants to fuse the virtual and the real, mainly in the area of human senses and emotions.

The announcement at CES 2024 also brought great news for Gran Turismo 7 fans, as the Afeela will be included in a patch update for GT7 later this year (release date TBA.)

Afeela Co-Creation Program

SHM’s Afeela Co-Creation Program will allow developers and creators to work on applications and services running on the Afeela. Android Automotive OS will be the operating environment for apps.

• Contents of Media Bar
• Themes on panoramic screens
• e Motor sound
• Additional information on maps
• Any application

Spatial audio 

Of course, it wouldn’t be a Sony car without spatial audio. Honda’s mobility audio environment expertise with Sony’s renowned spatial audio craftsmanship maximizes multiple speakers throughout the vehicle for an unimaginably immersive experience.

Afeela production model

And a production model is coming! SHM plans to start taking pre-orders in the first half of 2025, begin sales at the end of 2025, and deliver from spring in 2026 in North America and by the end of 2026 in Japan.

After a couple of failed attempts to sell the Toyota Mirai and the Honda Clarity, it’s safe to say the hydrogen-based fuel cell electric vehicle (FCEV) hasn’t taken off here in the U.S. It doesn’t help that the only fueling stations are in California, where both the Mirai and the more recent Hyundai Nexo are exclusively sold, and that the infrastructure is otherwise nonexistent in the rest of the country. Still, Hyundai has big plans for hydrogen, including using it to power homes and businesses.

The Korean automaker said its hydrogen solutions include commercial trucks and buses, trams, heavy equipment, ships, generators, and air mobility. FCEVs use the element to generate electricity, which can then power an electric motor. Where burning fossil fuels creates carbon and all sorts of nasty emissions, water is the only byproduct of using hydrogen to generate electricity.

As part of its growth strategy, the automaker will bolster its supply chains and expand its control over “production, storage, transportation, and utilization.” Hyundai said it has affiliates across the supply chain, which gives it the ability to develop more tailored hydrogen solutions. It believes this structure will accelerate hydrogen adoption and improve technology. Hyundai is also working on capturing hydrogen from environmental pollutants, utilizing plastics that can’t be recycled as well as organic materials like food waste, livestock manure, and more. 

While Hyundai is testing its hydrogen ambitions in other countries, in the States, it’s using the technology to help build its next EV factory. The Hyundai Motor Group Metaplant America in Georgia is under construction and will employ the automaker’s Clean Logistics Project, which focuses on building hydrogen infrastructure and supply chains. Once it’s up and running, the factory will also use Xcient Fuel Cell tractors to manage logistics as it heads toward its goal of producing 300,000 EVs annually.

If you’ve tried chatting online with your bank or almost any other business lately, there’s a great chance you’ve been talking with a robot – more specifically, artificial intelligence. The rise of AI has been rapid, as companies like OpenAI released their technology. The potential and possible dangers are almost endless, and Volkswagen feels the time is right to give your car a dose of AI, just in case the massive touchscreen and digital gauge cluster didn’t distract you enough already.

VW introduced its ChatGPT integration at CES 2024 in Las Vegas, saying that it will eventually make its way into all of the automaker’s vehicles equipped with the IDA voice assistant system, starting in the second quarter of this year. For now, the list includes the Tiguan, the upcoming new Golf and Passat, ID.7, ID.4, ID.5, and ID.3. 

The technology will enable deeper control of the infotainment, navigation, and climate control systems, and users can ask general questions. VW envisions a world where owners can get help “enriching conversations, clearing up questions, interacting in intuitive language, receiving vehicle-specific information, and more – purely hands-free.”

We already know our vehicles are spying on us, but VW said its AI system does not access vehicle data and noted that it deletes questions and answers immediately to protect privacy. The technology is backed by Cerence Inc., a Massachusetts-based company focused on automotive virtual assistants, which will be responsible for updating and maintaining the system, as well as ensuring its security. 

While VW said it’s the first automaker to develop such technology, it won’t be the last. Companies like Cerence and major automotive OEMs are working to integrate AI with several vehicle systems, including safety and semi-autonomous driving assistants.  

Over the past few weeks in Los Angeles, Elon Musk’s long-anticipated Tesla Cybertruck fever dream finally became an objectively verifiable reality. And not just on popular car-spotting Instagram posts, either. In early December, I actually witnessed a Cybertruck driving down the Pacific Coast Highway one morning. Then, a few days later, I cruised by one stuck in traffic on the 405. And unless someone got a quick wrap job done, I can also confirm that these first two sightings were, in fact, different Cybertrucks: one finished in that famous brushed stainless and the other in matte black.

Then, a few days later, the Petersen Automotive Museum invited select media for the debut of a new Cybertruck exhibit in the entry hall, complete with an exoskeleton sitting out in the open, as well as the truck that got shot by a Tommy Gun, and even a quick look at the original prototype downstairs in the museum’s Vault. Tesla designer Franz von Holzhausen actually owns the production Cybertruck on display bearing VIN #002—almost certainly the matte black one I saw on the 405—and even volunteered as tribute to answer questions from an almost certainly skeptical crowd.

But Musk and von Holzhausen are very busy people trying to change the world (maybe worlds if the Mars plan works out), so I felt absolutely zero surprise when I received a last-minute text bumping up the schedule. Then, when I arrived at the Petersen early, the poor PR pros on hand let me know that von Holzhausen never showed up. Interviews with lowly automotive journalists might not cut the mustard at Tesla, as it turns out, setting off a little warning bell dinging in my mind before I turned for a closer look at the angular hulking masses of metal making up the exhibit.

I wanted to pester von Holzhausen about why the production version shrank by a few percentage points, how the design iteration process began originally, and whether he also believed Tesla dug its own grave with the Cybertruck, as Musk admitted earlier this year. Instead, without a need to keep my game face (or audio recording) switched on, I spent the next hour-plus getting up close and personal with one of the strangest, most perplexing vehicles ever built.

I investigate to see if the Tesla Cybertruck is really that safe

First impressions of the angular Cybertruck

First off, outside on the Petersen parking garage’s first floor, I took a quick pic of a guy taking a pic of a Tesla Semi—full Christopher Nolan Inception soundtrack playing in my head, of course. In contrast to the Cybertruck, the Semi builds on von Holzhausen’s formerly smooth and aerodynamically efficient designs for the Models S, 3, X, and Y (and, supposedly, the forthcoming Roadster, but more on that later). 

Not so much for the Cybertruck, an undeniable exercise in angular excess that attracted even more attention inside the Petersen’s entry hall. The black wrap and black exoskeleton only accentuated the presence of a bulky, boxy shape. The overall size surprised me, too, possibly attributable to the differences between seeing Cybertrucks out and about surrounded by other large cars as I rolled by on motorcycles.

Riding motorcycles in LA traffic is sketchy enough without stopping to rubberneck a controversial new electric pickup truck, so those early impressions only piqued my interest in taking a closer look at the Petersen. And the first thoughts to flit through my bedraggled pre-holiday mind ran the gamut from “gross!” to “gargantuan” because the angular peak sat higher than expected, even with the adjustable air suspension at its normal ride height. The cab looked bigger than in my mind’s eye, and the bed looked smaller. I began to wish I’d brought a tape measure.

Trying to get a better bearing on the actual adjustability of that air suspension system, I ducked into the wheel arch—if we can call it that since it’s squared off. The design somewhat resembled the finger knuckle A-arm of my old Type 955 Porsche Cayenne, except that where Porsche overengineered the Cayenne’s suspension, Tesla appears to have stamped the Cybertruck’s upper A-arm out of sheet metal. Not ideal for an electric truck that weighs north of 6,600 pounds, I thought. And in fact, von Holzhausen’s truck qualifies as the top-spec “Cyberbeast” (because, of course), so it should weigh closer to 3,800 pounds thanks to three electric motors.

Would the rest of the so-called “exoskeleton” continue that beefy theme? Well, in reality, Tesla calls the cage on display a “Body-in-white,” and the exoskeleton itself is made up of the body side panels that connect the front and rear structures, while the roof and rear wall connect the left and right sides. Obviously, we’ve come a long way from the by-now “traditional” skateboard battery layout. But the purpose here, other than general aspirations of badassery, actually involves reducing the number of parts required in what Tesla now calls a “Gigacasting” (because, again, of course).

In all honesty, the body-in-white impressed me more than the actual stainless steel exterior (albeit wrapped) of the finished product. But here, engineers probably received more control over the process rather than being forced to bring Musk’s vision of a slab-everything body to life. Tesla obviously needs to hit all the rigidity targets, accurate mounting points for subassemblies, and crash structure capabilities required by rules and regulations in order to bring the truck to market. Right?

Easy fodder for the critics (a.k.a. me)

Meanwhile, the visible flat panels of the finished truck do absolutely nothing to hide flaws. Even subtle curves or flowing lines on a normal—read: boring—car can help move eyeballs along without drawing awareness to peculiar or mismatched details. Flat planes make mistakes stand out, so Musk’s vision only made the production of Cybertrucks all that much more of a challenge (even beyond the sheer engineering requirements of cranking out an electric pickup with the aerodynamics of a brick).

To that end, the slightly rounded front panel might look the best, while the flat sides, angled inward up top with a flat windscreen that transitions to a roof, all seem somewhat cockeyed from almost every perspective. Is my mind playing tricks on me? Again, should have brought the tape measure. And maybe an eight-foot level to check those straight lines.

No straight line on the whole Cybertruck looks more egregious than the enormous combined hood and front windshield and its single wiper arm. Approximately 48 inches long, based on measurements compared to my wingspan, the arm pivots only from the driver’s side and will almost certainly struggle to keep the passenger’s side of the windshield clear. And will owners need to source wiper blades for semi trucks or road graders to fit? The blade almost reminds me of an early-2000s Mercedes-Benz CLK, but that wiper arm swung from the center with a strange hump in the pivot point to help cover more of the rectangular windshield (still not nearly as rectangular as the Cybertruck’s, though).

Then I glanced down through the windshield and noticed tiny openings at the base of the expansive, flat dash. Maybe for speakers, defroster vents, or both, these little openings looked entirely insufficient for either purpose. And I thought my mom’s second-gen Toyota Prius had a long dash—then again, maybe the low, raked windshield angle requires less air to prevent steaming up. On the other hand, that long dash reveals a major surprise about the Cybertruck that runs almost entirely counter to most other EV designs: Namely, the interior of such a large vehicle doesn’t even feel very spacious. The sharp edges and isolated lines of such a stark profile simply don’t allow for the kind of efficient packaging that made the Model S, 3, X, and Y so revolutionary when they each debuted.

Dino guts burnt to produce the plasticine era

Meanwhile, out in the front, that full-width plastic light bar sits below expansive panel gaps leading down from the windshield along the frunk hood. And below those gaps, through which I could probably sneak an HB #2 pencil, the plasticine fender flares around plastic and rubber wheel covers, simply put, look nearer to a child’s toy than a production pickup. Carved tires, a la most bold concept cars? Maybe on the original Cybertruck, but also a major surprise on von Holzhausen’s personal daily driver. Non-branded other than “Goodyear” and “Load Range D,” the tires themselves measure 285 millimeters in width at all four corners, though, as a recent scandalous video showed, perhaps lack the true kind of all-terrain or mud-terrain compound that such aggressive blocks and sipes might more regularly indicate.

The irony of using dinosaur guts to produce the plastic on an electric car entirely notwithstanding, the theme continues in the truck bed, too. There, a Petersen rep helpfully pushed the rubber buttons on the left side to roll up the shuttered bed cover and drop the tailgate—the latter worked but required a bit of a helping hand from me, too. (That rolling shutter, by the way, almost entirely kills any semblance of rear visibility.) But more importantly, because the buttons live out in the elements, they are made out of another plasticky-rubberized material reminiscent of jet ski controls or, somewhat hilariously, the Polaris Slingshot’s infotainment buttons.

In the rear bed, a light strip of similar material to the front brightens up all the black plastic on von Holzhausen’s truck. A real outlet in the bed reportedly powers 120-volt appliances, though I left my espresso machine at home, so I cannot confirm whether it functions—I see no reason why not, but here we are looking at a Cybertruck, after all. The thick bed walls funnel back towards the squared rear bumper, huge panel gaps continuing throughout. Of course, seals below the surface and a watertight battery pack for the skateboard might help, but the thought of this vehicle being able to drive as a boat across rivers and calm seas, as Musk claimed, seems unlikely.

And that’s not to mention the sharp edges at the end of each gap, especially noticeable up front with the frunk hood lifted. Not only will such sharp edges—made of stainless steel thick enough to inspire machine gun testing, remember—undoubtedly wreak havoc on any other cars in the case of accidents, but imagine a child jumping out of the frunk bench seat and hitting their head on the corner. Ouch!

Spartan to the point Of austerity

The questionable angularity continues on the Cybertruck’s interior, where if you thought the S3XY were Spartan, guess again. The steering wheel even gets a squared-off treatment, not quite a yoke but nearer to a racecar design (or a C8 Corvette but wider). As on the Model 3 and Model Y, the Cybertruck’s massive single touchscreen sits horizontally, as is the trend with Tesla, including the recently-revised Model S that now sports the same style of touchscreen. However, the dash also seems to lack climate control vents, too, unless there are tiny openings on the dash to do the trick, like in Model 3s. Controls on the steering wheel seem a step beyond the strict rollerballs and stalks of previous Teslas, but just about everything still requires diving into text-heavy menus on the main touchscreen, including apps, music, and suspension settings.

Selecting different ride heights elicits a noticeable increase or decrease in the wheel arch clearances, though the process of rising and lowering takes about as long as my 2006 Cayenne while the air compressor noticeably charges up pressures. Other options on the touchscreen include playing with the LED mood lighting, which von Holzhausen’s Cybertruck perhaps had set to a karaoke bar theme. I never counted the cupholders since I’m apparently the world’s worst automotive journalist (I blame the distraction factor of that huge dash, large enough to house a Winston Churchill war game).

Flat plastic door panels, flat plastic window switches, flat plastic on the center console, flat metal pedals, and then “Cybertruck” script welded into the foot sill—everything seems utilitarian to the point of no return. Will the remaining customer base who placed early pre-orders and now faces a price tag about half again as high as Musk promised to appreciate the cheaping out? Or do the diehards stick with their deposits and not care? Maybe they even love the austerity? Even the new car smell, still present despite von Holzhausen’s daily driving, smelled plasticky to the point of nearly Airstream-level formaldehyde. And smells are probably even more important in non-internal-combustion cars, believe it or not!

Machine gun testing, because of course

At least we know the Cybertruck truly can take a beating, if not a bowling ball, to the window. The next truck I wandered over to proved as much, riddled with dents and a few small metal tears after being shot with a series of 9mm and .45 caliber bullets. I brushed my hand up against some of the markings and can confirm that none appeared to pierce the metal entirely. Not bad, though, as a friend later suggested, some malcontents may relish the invitation to open fire on a famously bulletproof truck.

This early Cybertruck also gave me a chance to compare some of the differences that always emerge as concept cars progress through development on the way to production. Different fender flares and bumper designs stood out, and I started to wonder whether the design looked better in a matte wrap or exposed stainless. At the very least, wrapping flat stainless probably requires less effort than curved body panels. Or does it? Does it prevent any wrinkles and air bubbles? Maybe a wrap shop with experience working on DeLoreans can get the job done.

To wrap up the visit—pun fully intended—I headed down into the Petersen’s Vault, where the original Cybertruck concept sat charging. Again, the design differences stood out quickly. I spotted an earlier charge port, a cleaner rear bumper, and then a real steering yoke on the interior. Three semi-bucket bench seats made up the front row here, rather than the production version’s center console—the slight shrinkage in overall size might have made a third seat too narrow. If only von Holzhausen had shown up to confirm such speculation.

The concept truck also featured an even more radically squared-off dash design, so my skull naturally winced again at the thought of passenger impacts in the case of an accident. And better lenses on the light bar up front also stood out, even if a ton of fingerprints on the stainless steel distracted me once more. Keeping the raw metal clean looks like a nightmare task, so maybe the wrap is the way to go after all.

A sharply angled misdirection

Once I left the Cybertrucks and the Petersen behind, my mind kept wandering. At the very least, nobody can say Tesla built a radical concept car into a production vehicle without provoking serious thought about the state of the automotive industry. Bold and aggressive, the design sparks off a new stylistic generation for Tesla—but that’s exactly what the formerly S3XY Models need more than anything, and what buyers need more than an electric pickup truck that borders on gimmick status.

In a surprising moment of self-reflection, Musk all but admitted that perhaps the Cybertruck went a step too far. Not that such a startling truth prevented him from pushing forward into production. We’re far too far into billionaire celebrity-dom to admit certain levels of error or hand the naysayers any kind of victory. And everyone who’s an automotive nerd remembers a certain John DeLorean’s similar drug-fueled stainless-steel fiasco. 

The fact that Tesla still plans to build the Cybertruck at all represents keeping a promise of sorts, which I suppose is a good thing. And something I always have to keep in mind while critiquing any running, driving car is that actually building a running, driving a car requires a miraculous combination of hard work and a fair amount of luck. But as the Cybertruck finally emerges from delay after delay, the end result still seems like something of a misdirection for the company’s efforts and resources. How about dedicating that work and luck to the cars more people will actually drive? What happened to the Roadster and promises of 600-plus miles of range? 

Meanwhile, Tesla also desperately needs to direct more time and effort into parts and service for cars already on the road while continuing to press forward on the infrastructure change that Musk’s electric revolution requires here on Earth. Yes, Tesla is an automobile manufacturer. But the grandiose vision almost centers more around energy solutions than the cars themselves. And in the Cybertruck, all that energy focuses in the wrong direction.

This is a psyop. Go buy flex fuel.

But wait, how does this crap even work? Isn’t this just alcoholic corn juice? Isn’t a high alcohol content bad for engines? Well, I have the answers: Works well enough. Yes, it’s just corn. And kinda-sorta-maybe, but not really.

Frankly, I’ve been a skeptic about high-ethanol-blended gas after hearing debates about its usefulness and possible detriments throughout high school auto shop classes. But more and more over the years, I see people preach its gospel, highlighting a niche where high-ethanol fuels shine: high performance. Or, more specifically, high horsepower! 

I recently purchased a track-built Subaru BRZ (more on the car itself below!) from an old work friend with the intent of “finishing” the build and attending more HPDE events. Friends, colleagues, and YouTubers alike have all incessantly hammered on the benefits of ethanol, like sleeper agent brainwashing. And now that I actually have a popular candidate for such a modification, why not give it a try? So, I am. Starting with installing the hardware itself. 

But first! Some nerdery to help folks better understand what any of these doohickeys even are.

You should daily drive your track car

Flex fuel and E85 explained

E85 is basically a higher-ethanol-blended variant of regular gasoline. E stands for ethanol, while the numeric value after it represents the percentage mix of ethanol, typically made by fermenting and distilling starchy crops. While barley and wheat can be used, the most common ingredient in the U.S. is corn. Yes, like the kind best served on the COBB. See what I did there? The blend can vary, but the most commonly used blend in performance applications is E85 or 85% ethanol and 15% gasoline.

Flex fuel simply refers to a fuel system that runs on both standard gasoline and high-ethanol fuels, capable of adjusting its tune on the fly and adapting to the ethanol percentage. Nowadays, swathes of vehicles feature flex fuel from the factory, known as flexible fuel vehicles (FFV), from rugged work trucks to million-dollar hypercars. My dad’s old F-150 with the Triton V8 was flex fuel, as do many GM pickups and SUVs. Perhaps most prominently are Koenigsegg hypercars, who advertise their very best power and performance figures on E85.

How flex fuel and E85 work

The physical form of flex fuel in modern cars is nothing more than a sensor system attached to the car’s fuel system. In the case of my BRZ, it’s a mere sensor half the size of a credit card that mounts to the strut tower, plus some fuel lines to redirect fuel into the sensor and a Bluetooth module for feeding ethanol readings to a companion phone app. Generally speaking, for all kits, the sensor reads the ethanol content of the car’s fuel and adjusts the ECU’s tuning to compensate for more or less ethanol. It typically does so on the fly, meaning you fill the car up and go without the need to bust out ye ol’ laptop or Accessport to change tune files like some troglodyte (i.e. me, I have no Bluetooth tuner or phone app).

E85 has become favorable among tuners and weekend warriors for its ability to yield higher horsepower ratings without forcing you to shell out big time on normal race gas. In fact, the E85 actually has a higher octane rating, equal to anywhere between 100 and 105, and features a faster, more efficient burn and flame propagation. E85’s traits carry a whole heap of performance buffs, such as burning cooler, reducing engine temperatures to mitigate knock (premature detonation), allowing compression ratios to be increased thanks to the lessened likelihood of knock, and allowing turbocharged cars to spool marginally faster due to faster burns creating exhaust gases sooner.

All that jargon sounds like a win, win, win! And it should, theoretically, be a win for those running E85. Or at least on dyno days, like the videos embedded at the end.

Debunking flex fuel myths and explaining real cons

Yes, it was very much a concern that E85 was bad for fuel systems, and it’s very much the truth that it’s not the most practical fuel out there for a number of reasons. So, let’s take a quick dive into what’s actually wrong with E85 and what old-timey myths we can dispel to irrelevancy.

First, the real cons:

• It’s not as widespread at gas stations. Yes, you’re right. Not every gas station has it, and E85 is more common in some states and cities than others. In some places, it’s as easy as traveling to a nearby pump, whereas in others, it’s probably better to buy what you need and store it as you probably won’t find another E85 pump after that. Speaking of storing it.

• It’s hard to store long-term, as ethanol can attract water, not only diluting the fuel but posing serious risks of rust and water vapors damaging fuel system components if left to sit. J.D. Power also notes that E85 can sit for anywhere between one to three months due to the fuel being likely to oxidize and lose combustibility over time. Compare that to three to six months for regular gasoline and roughly a year or more for diesel.

• Old cars don’t really like it. There’s a reason some gas stations, such as Maverick, offer totally pure, ethanol-free gasoline. It’s friendlier to classic rides. Ethanol, being an alcohol, is an anti-lubricant and can dry out and damage materials in older fuel systems. On top of all that, they’re trickier to tune for E85 if the car is carbureted, as the carb has to be rejetted every time you swap fuel types.

• While it’s a cleaner, cooler burning fuel, it’s actually not as power-dense as gasoline, meaning you need to use more of it to make meaningful gains. Sources range from 10% to 33% loss in power density, meaning your fuel economy dips down just as much to compensate since your ECU will adjust to expend more fuel. Colleagues who ran flex fuel in their tuned Scion FR-Ss and Toyota 86s did indeed see power gains at the expense of 3 to 4 mpg during regular driving. 

Now, the myths: 

Perhaps this is one big overarching myth. The notion that E85 is a dangerously corrosive and volatile fuel is a load of crap. Sort of. The alcohol content can dry out suboptimal materials in older or ill-equipped cars and leave a varnish on metal components, but it’s not going to eat away at your fuel system, cause it to blow up, or suddenly chew a hole in your tank. High-ethanol fuel is frequently confused with ethanol race fuels, which can have corrosive additives in them, relegating them to only short-term uses such as racing, or methanol, which actually is far more corrosive than ethanol.

While ethanol may not have been as safe in older vehicles, it’s widely regarded that most modern cars are more than capable of handling higher-ethanol blends. There’s at least a 10% blend of ethanol in regular pump gas, anyway. The high alcohol content can even function as a fuel cleaner, clearing out deposits from lines and injectors, similar to SeaFoam, which also has a high alcohol content. Now, that doesn’t mean go run E85 in your car right now, as you still need a tune for your computer to know what to do with the higher octane rating.

Make sure your car is tuned. Make sure your vehicle is equipped to handle it with the right sensors and modern, resilient components. And if you’re still concerned, the popular safeguard for peace of mind is typically one or two tanks of regular, top-quality pump gas a month.

Another fun fact. It’s also been noted that OEM flex fuel systems are less than stellar at running on E85. Introducing flex fuel into their mainstream cars was a bit of an afterthought and a way for manufacturers to get federal credits following the passage of the Alternative Motor Fuels Act in 1988. Interestingly, it’s akin to how late 2000s and early 2010s EVs were nothing more than mere “compliance cars” whose sole purpose of existing was to literally just exist for the company’s benefit in the wake of strict regional emissions and fuel economy laws.

Installing the hardware

After a quick stop at a speed shop I used to work at to snag a flex fuel kit for a bargain, I was on my way to meet a friend, who reassuringly performed these installs numerous times before. It was my off day over an extended New Year’s holiday weekend. I was on my merry way to see a friend for a quick garage hangout/install job. What could go wrong?

See, I can say that because it already happened. So there’s nothing to jinx. Right?

Thankfully, the BRZ/GR86 platform is as spacious inside as ever, with a wide-open engine bay allowing for easy access for damn near anything (except spark plugs). As my mechanic friend explained to me, all the work needed for the hardware would take place solely near the driver-side shock tower. So, as for what the installation entails.

I kid you not. It was as quick as letting the fuel system sit so it could depressurize a bit, opening the lines so we could install the new lines from the kit, and feeding those new lines into the flex fuel sensor that sat nice and pretty beneath the base of the strut tower brace.

Bam. Easy. And we only spilled a little bit of fuel after impatiently starting before the system could depressurize further. Oh, and when removing the strut tower brace to install the flex fuel sensor beneath it, we may have dropped a piece of hardware that braces against the master cylinder to keep it from moving under hard braking. It doesn’t thread into anything. It simply sits atop a threaded stud, and the pressure of threading the stud into the strut tower brace pins it against the master cylinder. When you relieve the pressure to remove the brace, it simply falls into the abyss of the engine bay, never to escape because there’s a skid plate underneath from the factory.

Thank you, Cusco, and thank you, Subaru. Very cool. So now what would’ve been a 20-minute install extended to nearly 45 as we busted out ye ol’ jack and a magnet tool to fish for this piece of the Cusco master cylinder brace from under and on top of the car. It was a humorously stupid and frustrating endeavor that finally ended in success after shaking a car a bunch, then jacking up one side with the wheel cranked to full lock so we could reach from inside the wheel well. 

Hey, we did it, didn’t we? And in the end, we installed the kit. Er, actually, my friend did. Thanks, Kaleb. A Bluetooth module included with the kit mounts near the firewall and lets me read the current ethanol level via a phone app, which, on pump gas, was a whopping, dyno-breaking, tire-shredding…

7%. I’ll take it!

Tune coming soon!

No. There’s no tune at the time of writing. But there will be! And you bet I’ll be back to report on my findings once I get this sucker all pumped up with corn juice. Most tuners expect gains of anywhere between 20 to 30 horsepower on this FA24 flat-four engine with E85 alone, and there are plenty of dyno videos that can back those claims. Will I count myself lucky? We shall see.

Knowing my luck, I wouldn’t be surprised if a piano falls on this car a day after the tune file comes in my email inbox. But fingers crossed. May the Car Gods, please, for the love of all that’s internally combustible, bless me with the same power gains these lucky lads below have experienced.

As we patiently wait for all the new seasons of racing to start, there are plenty of amazing car nerd documentaries and racing docuseries to get you revved up. Call it the Drive to Survive effect, but more and more areas of racing are following this model. Now, that is in no way a bad thing. Putting these series in front of more people is a good thing. I’m selfish, so I applaud this because I’d love to talk about Formula E without getting met with a blank look. If you’ve ever been curious about any of these types of racing, January is a great time to jump.

Brawn: The Impossible Formula 1 Story

Yes, I have to start here, and I’m not sorry. Aside from being an amazing docuseries about a time in F1 that isn’t likely to happen again, it features my one true love, Jenson Button. Sorry, World Champion Jenson Button. Not to sound like Stefan from SNL, but this docuseries has everything: a cheating scandal, financial ruin, infighting, betrayals, defeats, and triumphs. This was such an amazing series, especially to see a snapshot of this very significant time in F1 from the perspectives of so many of our favorite former drivers. It’s also wild to see young Christian Horner and young James Vowels.

Keanu Reeves is excellent, perfectly creating drama, tension, and humor in the interviews. Jenson is as charming as you would expect. With his return to racing at full capacity this year, I hope this creates more Button fans. This series is well worth watching; each episode leaves you wanting more.

Michael Fassbender: Road to Le Mans

I spent a lot of last years talking about Le Mans; I mean, it was the centennial of the race, so it was only fitting. I got to speak with Parick Long, a long-time Porsche driver at Le Mans, and got some real insider knowledge. We talked specifically about the influx of actors turned drivers as he trained and raced with Patrick Dempsey. We touched on Micheal Fassbender, who was participating for the second time with Proton and driving a Porsche 911. This is a great look into the craziness that goes into getting the mind, body, soul, and car ready for the legendary 24-hour race. Fassbender, in no way, is just another pretty face or arrogant actor thinking they can just hop in and command a car of this caliber. LeMans requires so much more than grit and money. It takes tenacity, heart, and a little luck. This documentary perfectly encapsulates that. If you know nothing about Le Mans, this is an excellent place to start. Mark your calendars for June 15th and pop on MotorTrend, where you can watch the entire race. There is nothing in the world like it; it is truly unique.

Formula E Unplugged Season 3

In less than two weeks Formula E starts its 10th season in Mexico City. Aside from being a decade old now, this is the biggest calendar season they have ever had, with 17 races scheduled. If you aren’t familiar with Formula E, it is the top level of electric single-seater racing. It’s just as fast, fun, and aggressive as Formula 1. If you’ve never been to a race, I highly recommend you catch on this season. I recommend London; it’s indoors and unlike anything you’ll ever experience. But I digress. There is more than enough time to catch up on seasons one and two of Unplugged on Paramount +. Season 3’s first episode just dropped on YouTube. New episodes will launch every Monday and Wednesday until February 5th. You will get an in-depth look at the previous season and understand the personalities and intensity of this series. Keep an eye on our site this season. I’ll be happy to walk you all through this celebratory year. If you want a little more on Formula E and the science behind EV racing, check out Racing Green. It’s a book I recommend a lot.

PS. Justice for Nyck de Vries, if you know, you know.

500 Days to Indy

This six-episode series is about the preparations for the Indy 500 and is the most ideal introduction to IndyCar. As I’ve mentioned in other articles, I have loved seeing the trickle of interest from F1 into the other series, specifically IndyCar. It is a more palatable type of driving/system for Formula 1 fans to digest. Because everyone wants a DTS hit, IndyCar came together with the CW for this production. Without any prior knowledge, you can jump into this and get a feel for how special this race is, but also how significant it is to motorsports history. It’s one of the most famous races in the world. Also, Fast Friday is one of my absolute favorite ‘holidays’ in motorsports. Don’t worry, you’ll know what I’m talking about soon. IndyCar’s new season kicks off in St. Petersburg on March 10th.

(Full disclosure: I love every single one of the McLaren drivers in this series. )

Drive to Survive: Season 6

Honestly, the DTS hate has to stop. Is it as spectacular now as in the earlier seasons? No. Netflix picking and choosing what to show, how to show it, and how to edit is their prerogative. All reality TV knows you have to create villains and storylines to keep audiences engaged. The DTS producers are no different. You do have a special advantage if you watched the previous seasons of knowing the truths and real drama. But hey, for someone who has no idea about F1, it’s not a bad thing to me if people learn about Fernando Alonso or Guenther Steiner through this show. This should be an interesting season, I’m hoping to see more behind the scenes of Vegas, because my god. Season Six will air in its entirety on February 23rd, with the first race of the season following on March 2nd.

Keep an eye out for…

NASCAR Full Speed

Not to be outdone, NASCAR has tossed their hats into the DTS ring. I will say Netflix is getting better with each of these shows, in how they cover sports and live events. Will lightning strike twice for them? Perhaps. Rather than focus on a whole season, this show will solely focus on the Cup Series playoffs and Championship race from this past year. (Again, of which I had feelings.) This series is expected to be five episodes at 45 minutes each. They teased an early 2024 release, and it will drop on January 30th, just a few weeks before the 66th running of the Daytona 500 takes place. This kicks off the new season officially.

Logan Sargeant: The Step Up

Williams Racing has teased this as something longer, but if not, this is a nice look inside the experiences of a rookie. I am glad James Vowels is giving Logan another shot to prove himself in F1. Yes, he is the first American to score points in the series this century, but there is definitely something special about him. You don’t get to Formula 1 without being talented and having a heck of a lot of potential. Really hoping for a better season for him and Williams in 2024.

The Lionheart

All my fingers are crossed that this documentary on Dan Wheldon gets major distribution/released this year. It made the festival circuit rounds to very positive reviews. Dan was an absolute legend of IndyCar. Over a decade after his passing at the Las Vegas Motor Speedway, his story certainly has a place in Indy history. Dan was an absolute force, loved both on and off the track. This is his story as it is now his two sons, Sebastian and Oliver, who are racers as well. It is a tribute, and it is part of coping after a life-changing loss. HBO is said to still have the rights, so I’m praying it gets a Max release this year.

Honorable Mention: Win The Weekend

This came out last year, but it is perfect for those who are IMSA curious. It’s eight episodes and is a great way to spend a weekend. Get a first-hand look at the dashes of Acura, BMW, Cadillac, and Porsche. Last season, IMSA also introduced an electrified hybrid GT Prototype, pushing the tech of the sport forward in a fast-paced way only they could cook up. The 2024 IMSA starts January 19th with the 24 hours of Daytona.