Aurelia Butler

Maybach could be ramping up its efforts to produce even more high-end, ultra-exclusive models.A wide-ranging list of “Myth” and “Legend” cars are under consideration, including variants of the G-wagen and even a possible supercar.The subbrand’s aim is to close the gap with ultra-luxury brands such as Bentley and Rolls-Royce.Maybach is no doubt the most prestigious name in the Mercedes portfolio, but we hear that it’s about to go even higher into the ultra-luxury echelon. The Maybach lineup currently includes high-end versions of the S-class, EQS SUV, and GLS, and in the near future it will expand with additional examples of the brand’s so-called “Myth” or “Legend” cars. These extra-special models are either very expensive limited-run vehicles or even more exclusive one-offs commissioned by wealthy collectors.In addition to the already launched Mercedes-Maybach S-class and GLS, we expect to see a new Mercedes-Maybach SL (illustrated below), which will boast more bling per square inch of sheetmetal than any other passenger car this side of a Kahn or Mansory conversion. But it takes more than extreme ornamentation to elevate the next-generation portfolio to the narrow gap between Bentley and Rolls-Royce the marque seems to aim at.Illustration by Christian Schulte|Car and Driver”That’s why we are going to turn Maybach into kind of a coachbuilt super-Mercedes which lifts personalization to a whole new level,” a senior decision-maker told C/D. The main means to this end are unique body panels and ultimately a made-to-measure body in white. BMW is also apparently exploring something similar for its upmarket Alpina brand. Although the current Maybach range has no expiration date attached to it, the next flagship sedan derived from Mercedes’ upcoming MB.EA-L matrix will reportedly not only get its own livery but also feature a bespoke cockpit complete with an individualized hyperscreen and virtual-reality trim. The “Legend” cars roam an even more prestigious and illustrious orbit. The pricing can easily stretch into seven figures, as absolute rarity, outstanding performance, and exquisite execution are of the essence here. There is no limit to the imagination, either. Just look at some of the proposals currently under review:Reborn Gullwing: A 2+2 sports car with W198 300SL genes and a potential roadster spinoffThe Ultimate SEC-Class: A pillarless four-door, four-seater luxury coupePanamericana Cruiser: A low-roof all-terrain SUV based on new electric G-wagenC111 Reimagined: The working title for the recently released orange Vision One-Eleven (pictured below)GLR Slantback: A coupe-like stripped G-class with canvas-top pickup rear endAMG EQR Two: An electric follow-up to the complex F1-inspired AMG One hypercarEQS Shooting Brake: The ultimate luxury wagon featuring a multi-functional roofEQS SUV Streamliner: Squaring the circle with the world’s lowest-drag crossoverMaybach Vision 2: A long-wheelbase super-luxury two-door coupe and convertibleThere is no doubt about it: inside the Maybach think tank, “anything goes” is not an empty phrase. Ask Mercedes execs to name the key elements of luxury, and they will invariably name space, privacy and exclusivity as undisputed top priorities. Also high up on their list are extraordinary quality and craftsmanship, world-class safety and comfort, autonomous- ready software and hardware, and EV fast charging in five minutes or less. Other brand shapers are the emotional appeal luxury cars can provide, the special feel-good experience of a unique interior, and the automobile as a high-end mobile retreat which combines the creature comforts of a living room with a totally relaxed driving and riding experience. According to the CTO Markus Schäfer, luxury is not an end in itself but a message and a mission wrapped in a second-to-none cocoon: “At the end of the day, the marque’s understanding of luxury is to be the ultimate purveyor of quality time on the go—CO2-neutral, stress-negative, response-positive and totally unique in execution.”More Maybach CreationsContributing EditorAlthough I was born the only son of an ornithologist and a postal clerk, it was clear from the beginning that birdwatching and stamp collecting were not my thing. Had I known that God wanted me to grow to 6’8”, I also would have ruled out anything to do with cars, which are to blame for a couple of slipped discs, a torn ligament, and that stupid stooped posture behind the wheel. While working as a keeper in the Aberdeen Zoo, smuggling cheap cigarettes from Yugoslavia to Germany, and an embarrassing interlude with an amateur drama group also failed to yield fulfillment, driving and writing about cars became a much better option. And it still is now, many years later, as I approach my 70th birthday. I love every aspect of my job except long-haul travel on lousy airlines, and I hope it shows. More

The 2024 Nissan Z’s pricing appears to have leaked in the online forum NissanZClub.Both the Sport and Performance models jump by $1220, while pricing for the new NISMO starts over $65,000.We reached out to Nissan for confirmation on the prices, but we’ve yet to hear back. We got our first real look at the 2024 Nissan Z NISMO back in July, but we’ve been in the dark on how much it’ll cost—until now. Pricing for the 2024 lineup appears to have been leaked online in the NissanZClub forum, which includes figures for the upcoming NISMO variant. According to the forum posting, the entry Sport trim jumps $1220 and now carries a starting price of $43,305. Like last year, the middle-of-the-pack Performance trim adds a sportier suspension tune, a limited-slip differential, and upgraded brakes. For 2024, pricing for the Performance trim rises by the same rate as the Sport and now starts at $53,305 (including the $1095 destination charge applicable to all Zs). NissanThose figures are pretty unsurprising, but the big question mark up to this point has been the NISMO model. According to the forum, the NISMO will carry a starting price of $66,085, though it also mentions that floor mats, illuminated kick plates, and door guards are required options that add an additional $1120 over the standard MSRP.That’s a sizable step up in price when compared to the Performance trim. Under the hood, Nissan fiddled with the twin-turbo 3.0-liter V-6. The changes include a redesigned wastegate, better cooling, and performance-enhancing ignition timing that brings power figures up to 420 horsepower and 384 pound-feet of torque. Unfortunately, the NISMO is only offered with a nine-speed automatic transmission. Nissan claims retuned engine-management software provides quicker downshifts. We reached out to Nissan for confirmation on the 2024 Z’s pricing, but we haven’t yet heard back. We’ll update this story if the company does respond.More on the Z CoupeThis content is imported from poll. You may be able to find the same content in another format, or you may be able to find more information, at their web site.Associate News EditorJack Fitzgerald’s love for cars stems from his as yet unshakable addiction to Formula 1. After a brief stint as a detailer for a local dealership group in college, he knew he needed a more permanent way to drive all the new cars he couldn’t afford and decided to pursue a career in auto writing. By hounding his college professors at the University of Wisconsin-Milwaukee, he was able to travel Wisconsin seeking out stories in the auto world before landing his dream job at Car and Driver. His new goal is to delay the inevitable demise of his 2010 Volkswagen Golf. More

BMW has confirmed specs and pricing for the upcoming plug-in-hybrid version of the 2024 5-series.Called the 550e xDrive, it has a six-cylinder gasoline engine, a 19.4-kWh battery pack, and an electric motor integrated into the eight-speed automatic transmission.The 550e xDrive will start at $74,795 and will go on sale in the U.S. in spring 2024.Although it has now spawned a new electric variant called the i5, the latest generation of the BMW 5-series luxury sedan will continue to offer a plug-in-hybrid powertrain. We now have specs and pricing for the new 2024 BMW 550e xDrive, along with confirmation that it will arrive in the U.S. in the spring of 2024.As you might guess from its badging, this new hybrid model is considerably more powerful than the previous-generation BMW 530e PHEV. It uses a six-cylinder gasoline engine instead of a four-cylinder, which means it produces a total of 483 horsepower. The electric motor is integrated into the eight-speed automatic transmission, and the battery pack is significantly larger than before, at 19.4 kWh. We don’t have EPA ratings yet, but based on global WLTP range estimates, this bigger battery should enable a far longer electric range of around 40 miles on the EPA cycle, or nearly double what the old 530e offered.More on the 5-seriesBMWWe don’t yet have photos of the 550e, so we’ve pictured the Europe-spec 530e hybrid here. BMW will continue to offer this four-cylinder PHEV setup in other markets; it has 295 horsepower and the same battery pack. The U.S. will only get the 550e, and it may look different from the model pictured here, possibly sporting an M Sport body kit and larger wheels.BMWWith a starting price of $74,795, the 550e will be positioned above either of the 5-series’ gasoline models, the 530i and 540i. At least until the new M5 arrives, the hybrid will be the second most powerful 5-series, behind only the electric 593-hp i5 M60 xDrive which starts at $85,095. Look for the 550e to arrive at U.S. dealerships starting in the spring of 2024.This content is imported from poll. You may be able to find the same content in another format, or you may be able to find more information, at their web site.Senior EditorDespite being raised on a steady diet of base-model Hondas and Toyotas—or perhaps because of it—Joey Capparella nonetheless cultivated an obsession for the automotive industry throughout his childhood in Nashville, Tennessee. He found a way to write about cars for the school newspaper during his college years at Rice University, which eventually led him to move to Ann Arbor, Michigan, for his first professional auto-writing gig at Automobile Magazine. He has been part of the Car and Driver team since 2016 and now lives in New York City.   More

Calculating the cost of charging an electric vehicle, at home and on the road, can be complicated. For the four out of five new-car buyers who can charge at home, often overnight, the cost per mile is virtually always cheaper than the cost of gasoline for a similar vehicle. It’s tougher for apartment dwellers, who may pay a variety of rates to companies that operate charging stations in shared parking areas. For DC fast-charging, which a driver will likely want to use on road trips that are longer than an EV’s range, prices vary, but are often roughly in line with gasoline prices.Because of these factors, the price of a full charge can vary considerably. For a Tesla Model Y, currently the bestselling EV, it could cost as little as $9 or as much as $40, depending on whether you’re charging at home or at a far more expensive Level 3 fast-charger.To look at best and worst cases, we picked 3 EVs that span a range: from small to large, from relatively efficient to huge and power hungry. And we looked at the highest and lowest home-charging rates, which can vary among states by a factor of almost four. Finally, we calculated the cost of DC fast-charging for a road trip.Calculating Real Cost—It’s ComplicatedHere’s a question to ponder: Do you know what you pay at home for a kilowatt-hour of electricity? Few people can answer that question without doing some research. (The average U.S. cost is now about 16 cents per kilowatt-hour; 1 kWh can move most EVs two to three miles.) EV drivers can often benefit from reduced rates from their electric utility that encourage charging when demand is lowest, say, from 11 p.m. to 6 a.m. As for DC fast-charging for road trips, the pricing is complicated. It varies among networks, may be lower at night, and may or may not require a session fee for each charging connection. Most networks also have membership plans with a monthly fee but lower per-kWh rates.Let’s Start with Cost per 100 MilesTo make the calculations easier and let us compare directly to similar gasoline vehicles, we looked at the cost of driving 100 miles in each EV. For home charging, we used the EPA-rated range, determined using a mix of local and highway use. For DC fast-charging, we assumed those are all highway miles and used our own highway-range tests. Home charging was always much cheaper for 100 miles than paying for gasoline in a comparable vehicle—as little as one-quarter the price.Overall, home charging was always much cheaper for 100 miles than paying for gasoline in a comparable vehicle—as little as one-quarter the price. On the other hand, DC fast-charging used for road trips was generally pricier than gasoline. But very inefficient vehicles driven in places where gasoline is very expensive may still come out slightly ahead for highway charging.Most EVs today cover the bulk of their miles using charging at home or work, so the weighted average gives EVs a decisive advantage—though this may not apply to apartment dwellers without the ability to install their own charging equipment.(Note: We added 5 percent to the recharge energy in all our calculations to account for losses during charging.)Know Your Charging OptionsBest Case: 2023 Chevrolet Bolt EVThe CostsIn Louisiana, for a Bolt EV, 100 miles of home charging is $2.81, and 100 miles of EVgo fast-charging is $11.82; 100 miles in a 33-mpg small SUV would cost about $10.Chevrolet Bolt EV.ChevroletSure, it’s not available for 2024, but the Chevy Bolt EV has found more than 100,000 buyers during its run—and it’s a more modern vehicle than the aged Nissan Leaf it competes with. It’s also the only one with a starting price below $30,000.This is our most optimistic case, looking at what a relatively efficient EV costs to recharge in a state with very low electricity rates. We picked Lousiana, fractions of a cent lower than Utah, both at $0.11/kWh.At HomeIn the case of the Bolt, 100 miles is 38.6 percent of its EPA-rated range of 259 miles. That percentage of its 63-kWh battery pack is 25.5 kWh. In Louisiana, the cost of that 25.5 kWh is $2.81 in electricity to drive 100 miles, when charged at home. Compare that with a 33-mpg gasoline vehicle that would require three gallons of gasoline at the Louisiana price of $3.36 per gallon. That’s about $10, meaning 100 miles in a fairly efficient comparable gasoline vehicle is almost four times as expensive as 100 miles in that Bolt EV.On the RoadDuring our 75-mph real-world highway range test, the Bolt went 220 miles, so that’s the number we’ll use. (During an unorthodox range test in California’s Death Valley, we were able to exceed the EPA’s 259-mile estimated driving range in the real world.) Doing the same calculations, we need 30.1 kWh to cover 100 miles. GM partners with charging network EVgo, which charges a $1 session fee plus $0.36/kWh on its Pay as You Go plan. That amount of electricity will cost the driver $11.82—or nearly 20 percent more than gasoline. ConclusionHome charging is much cheaper; highway travel costs more per mile.Full Details and Specs2023 Tesla Model Y Long RangeThe CostsFor a Tesla Model Y at U.S. average costs, 100 miles of home charging is $3.82, 100 miles of Supercharging fast-charging is $10 to $19; 100 miles in a 28-mpg compact SUV would cost about $13.70.Tesla Model Y Long Range.Marc Urbano|Car and DriverWe picked the Model Y because it’s currently the bestselling electric vehicle in North America. About half the EVs on roads in the U.S. are Teslas, and the company’s compact SUV hits the sweet spot in the light-truck utility segment families have shifted to in great numbers.This is our average case, looking at what the most popular EV in the U.S. costs to recharge at the average U.S. electricity rate of $0.16/kWh. The Model Y Long Range is EPA rated at 330 miles of range in mixed local and highway use, though EV advocates and our range tests suggest Tesla’s range estimates are optimistic. At HomeSticking with our methodology, that’s 30.3 percent of the 75-kWh battery, or 23.9 kWh needed. At a home electric rate of $0.16, that’s $3.82. Compare that to, say, a 28-mpg compact crossover, traveling 100 miles at the average U.S. gasoline price of $3.80. It requires 3.6 gallons, costing $13.70. Again, the EV wins by a factor of almost 4 to 1 when charged at home.On the Road Highway travel is a different story. The Tesla Model Y Long Range model we tested on our highway test route delivered just 220 miles. So we need 35.8 kWh to cover 100 miles. The Tesla Supercharger network has variable costs for charging, from $0.25 to $0.50 per kilowatt-hour depending on how much power the station can deliver, time of day (nights are cheaper), and where you’re located (California is often pricier). In the best-case Supercharging scenario, the Model Y costs $9.95 at a Supercharger to travel 100 miles; in the worst case, it’s double that. Those are respectively lower and higher than the gasoline you’d use, so . . . it depends.Conclusion Home charging is much cheaper; for highway travel, it depends.Full Details and Specs2024 GMC Hummer EV PickupThe CostsFor a GMC Hummer EV in Hawaii, 100 miles of home charging is $27.48, and 100 miles of highway fast charging is $37.11 or more; 100 miles in a Hummer gasoline vehicle at 10 mpg would cost $47.90.GMC Hummer EV Edition 1 pickup.Bring a TrailerThe electric Hummer has already fulfilled its mission: to make EVs badass. Its off-road capabilities, four-wheel steering, and stupefying acceleration (to 60 mph in 3.3 seconds) make it the pinnacle of . . . something. Its gigantic battery pack is needed not only to provide that acceleration, but to overcome the aerodynamic drag of a vehicle the size of a small municipal building.This is our most pessimistic case: a huge, inefficient EV recharged in a state with the highest electricity rates in the nation. That would be Hawaii, at $0.42/kWh—since only one-third of that electricity comes from the state’s abundant sun and wind. The other two-thirds comes from burning fossil fuels shipped to the islands. (Gasoline is pricey in Hawaii too, averaging almost $5 per gallon lately—though not as high as California’s $5.35.) The Hummer EV has a truly massive battery pack, with a total usable capacity of 205.0 kWh. At HomeCovering 100 miles would use 30.4 percent of the battery capacity, or 65.4 kWh. In Hawaii, that’d run you $27.48. But what kind of gas mileage would a 4.5-ton truck shaped like a Hummer get? Let’s be generous and say 10 mpg. (Its gasoline predecessor, the Hummer H1, got 7 to 9 mpg at a relatively svelte 3.75 tons.) At Hawaii’s gas price, that would be $47.90—close to double the cost of home charging.On the RoadThe Hummer EV impressed with a 290-mile result on our 75-mph highway loop, much better than expected. To cover 100 highway miles would require about 34 percent of the 205.0-kWh battery, or 74.2 kWh.Hawaii does have some DC fast-charging stations (although its highway speed limit statewide is also 60 mph). Rates vary from $0.49 to $0.66 per kWh, depending on time of day and location. To make the math easy, let’s call it 50 cents per kWh—so 100 highway miles would cost $37.11. And, yes, that means it’s possible to spend more than $100 filling a Hummer EV.On gasoline, even using the same 10-mpg fuel efficiency, 100 highway miles would again cost $47.90. In this case, even pricey DC fast-charging was slightly cheaper in a hugely inefficient vehicle driven in a state where gasoline is extremely expensive.Conclusion The Hummer EV is an anomaly among EVs, though GM’s full-size EV pickups and SUVs use the same underpinnings—so it may be the extreme among huge, heavy EVs with giant batteries. On the other hand, Hawaii is an anomaly too, with very expensive gasoline. We hadn’t expected DC fast-charging to be cheaper than the Hummer’s gasoline equivalent, but it was. Full Details and SpecsContributing EditorJohn Voelcker edited Green Car Reports for nine years, publishing more than 12,000 articles on hybrids, electric cars, and other low- and zero-emission vehicles and the energy ecosystem around them. He now covers advanced auto technologies and energy policy as a reporter and analyst. His work has appeared in print, online, and radio outlets that include Wired, Popular Science, Tech Review, IEEE Spectrum, and NPR’s “All Things Considered.” He splits his time between the Catskill Mountains and New York City and still has hopes of one day becoming an international man of mystery. More

Do you think modern RVs provide too much Vehicle and not enough Recreation? Here’s a tiny JDM camper for big adventures.With a thrifty diesel engine, this little camper will go the distance on a budget, albeit very, very slowly.This 1996 Isuzu Elf was imported to the United States in July. Car and DriverThe RV lifestyle experienced a huge boom in the past few years, but the industry arguably has a bloat problem. These massive homes on wheels rumble up to the campsite, expand their sides hydraulically, and sprawl out like the mobile headquarters from Universal Soldier. This is back to nature? Hardly. But here’s a pint-sized solution straight from Japan.Bring a TrailerFor wanderers who don’t feel the need to bring every dang thing along with them, there’s this 1996 Isuzu Elf camper. It’s absolutely adorable, sized like a Tokyo apartment but carefully packaged and ready for adventure. It’s up for auction on Bring A Trailer—which, like Car and Driver, is part of Hearst Autos. Bring a TrailerThis wee RV is right-hand-drive, but that shouldn’t be too much of a drawback. Toll booths and drive-thrus may require the help of your passenger, but small JDM trucks and vans are very narrow, so reaching out the passenger-side window isn’t out of the question. The other problem with right-hand drive in a left-hand-drive country is seeing around the car in front of you to safely make a pass on a two-lane road. Rest assured that you will not be passing anything in this RV, given its 133-hp 3.1-liter four-cylinder diesel.Bring a TrailerWant to get there quickly? Pack a tent in the trunk of your Nissan Skyline GT-R. This Elf is all about wandering the backroads like a company of Hobbits, taking the time to actually enjoy the scenery. With such a small, it should be no harder to find an overnight spot than it would be in something like a Honda CR-V, except here you have a nicely outfitted sleeping area and a small kitchen. Bring a TrailerOf course, buying a vehicle that was never officially sold in the U.S. comes with some concerns about parts availability and servicing. Depending on where you’re located, finding a JDM specialist may not actually be that tricky, especially on the West Coast. If you live in Seattle, Portland, or Northern California, you will not be the only peripatetic soul with a JDM camper. You might even be able to find a local club. Bring a TrailerWith just 67,000 miles (in kilometer equivalent, naturally) on its durable diesel engine, this bento box of an RV has just barely started its adventure. Apply the Marie Kondo method to your camping gear, and get packing for a less-is-more RV lifestyle.Contributing EditorBrendan McAleer is a freelance writer and photographer based in North Vancouver, B.C., Canada. He grew up splitting his knuckles on British automobiles, came of age in the golden era of Japanese sport-compact performance, and began writing about cars and people in 2008. His particular interest is the intersection between humanity and machinery, whether it is the racing career of Walter Cronkite or Japanese animator Hayao Miyazaki’s half-century obsession with the Citroën 2CV. He has taught both of his young daughters how to shift a manual transmission and is grateful for the excuse they provide to be perpetually buying Hot Wheels. More

Mini-pickups were often used as motorcycle haulers, and that’s the two-piece setup we have here.This Datsun 620 pickup is paired with a Yamaha CT3 Enduro, both 1973 models.The Datsun has some custom touches outside and even more inside.Car and DriverIn 1973, the Arab oil embargo resulted in a spike in gas prices and even gas shortages. For car enthusiasts, there was the sense that a golden age was coming to an end (American Graffiti’s nostalgic pining for early-‘60s California was released that summer). But you could still have plenty of fun with a few gallons of fuel in the early 1970s, and here’s just the pairing to prove it. Bring a TrailerThis 1973 Datsun 620 pickup plus Yamaha motorcycle combo is up for auction on Bring a Trailer—which, like Car and Driver, is part of Hearst Autos. The pair are both painted the colors of a California summer sunset, and together they make you want to head out into the desert for some fun ripping around in the dirt, and then listening to The Doobie Brothers as the stars come out.Bring a TrailerThe Datsun is the star of the show, fitted as it is with some seriously groovy exterior artwork, yet a modern interior upgrade that looks straight out of Minecraft. It wears a BRE front lip spoiler with “the Night Stalker” emblazoned on it, but with a three-speed automatic transmission and a four-cylinder engine, it’s more of an Evening Cruiser.Mind you, that four-cylinder is a blend of Datsun L16 and L18 parts, with a displacement of 1.7 liters and twin Hitachi carburetors. The claimed output is 133 horsepower at 8000 rpm, which is plenty feisty for a little 1970s pickup truck. Hopped-up Datsuns were all the rage at the time, and this truck has a whiff of BRE 510 about it. The automatic transmission isn’t the most performance-oriented option, but after riding motorcycles in the dunes until your legs turn to jelly, would probably make for an easier trip home.Bring a TrailerThe motorcycle is a Yamaha CT3 Enduro, also of 1973 vintage. It’s intended for offroad use only and doesn’t actually run, so it’s more of a project. Repairing a single-cylinder two-stroke Japanese motorcycle of this era is about as difficult as assembling a Duplo set. Or you could cruise up to your local car meet and just talk about your plans for the Yamaha—this is also an accepted convention of project-motorcycle ownership. Bring a TrailerThis auction for this pure-1970s combo ends September 21. Contributing EditorBrendan McAleer is a freelance writer and photographer based in North Vancouver, B.C., Canada. He grew up splitting his knuckles on British automobiles, came of age in the golden era of Japanese sport-compact performance, and began writing about cars and people in 2008. His particular interest is the intersection between humanity and machinery, whether it is the racing career of Walter Cronkite or Japanese animator Hayao Miyazaki’s half-century obsession with the Citroën 2CV. He has taught both of his young daughters how to shift a manual transmission and is grateful for the excuse they provide to be perpetually buying Hot Wheels. More