Aurelia Butler

Volvo continues to tease information about the electric ES90 sedan ahead of its reveal next week, this time detailing its range estimate and charging info. Volvo claims the ES90 has 435 miles of range based on the optimistic European WLTP cycle; we expect its EPA figure to be closer to 369 miles. The ES90 will also be the first Volvo EV with an 800-volt architecture, which helps it charge from 10 to 80 percent in a claimed 20 minutes.The IV drip of information about the upcoming Volvo ES90 continues. Following last week’s teaser, the automaker has released more information, this time focused on the mid-size luxury sedan’s electric architecture and range. Volvo claims the ES90 with dual motors and all-wheel drive can travel 435 miles on a full charge. However, that’s based on the more optimistic WLTP cycle. We expect its EPA estimate will be closer to 369 miles. Unfortunately, we’ll have to wait a bit longer for the official U.S. figures. Either way, the sedan’s estimated range is notably longer than the EX90 SUV, Volvo’s other new all-electric model, which is EPA-rated to travel up to 310 miles.VolvoThe EX90’s battery has a usable capacity of 107.0 kWh, while the ES90 has a slightly smaller pack that we estimate will have about 101.0 kWh on tap. Despite the size difference, the sedan’s extra range is partly attributed to its 800-volt architecture. Along with providing considerably faster charging speeds, the ES90’s platform uses lighter e-motors, which Volvo says help reduce overall weight and improve acceleration, efficiency, and range.The value of the 800-volt system is evident as the battery’s state of charge shrinks. Volvo claims the ES90 can charge from 10 to 80 percent in 20 minutes when connected to a 350-kW DC fast-charger. The automaker also says the sedan will be able to add 186 miles of range in 10 minutes.When it comes to the construction of the ES90, Volvo says that 29 percent of the aluminum used in the car is recycled, as is 18 percent of the steel and 16 percent of the polymers. We’ll learn even more about the first Volvo EV to feature an 800-volt architecture when it’s revealed via livestream next Wednesday, March 5.More on the Volvo ES90Jack 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

Hennessey’s latest over-the-top Mustang, the Super Venom, is based on the Mustang GT and Dark Horse models and limited to 91 examples in total.The tuner claims a 10.9-second quarter-mile time, shaving 1.1 seconds off the standard Mustang Dark Horse’s time. The Super Venom is on sale now and includes the full Ford factory warranty, plus an additional three-year/36,000-mile Hennessey warranty. Hennessey Performance, the brazen Texas-based tuner, modifier, and manufacturer of high-performance vehicles, has added a new weapon to its arsenal of offerings: The Super Venom Mustang. Intended to commemorate Hennessey’s 1991 founding date, production is limited to 91 examples. Unsurprisingly, the modifications begin under the hood, where the Hennessey horsepower gurus conjure up an additional 350 horsepower for a total of 850, a 70 percent increase over the factory engine’s 500 ponies. Torque is up too, to 650 pound-feet, an increase of 55 percent over the stock Dark Horse’s 418, though both hit peak torque at 4900 rpm. Buyers can choose between 10-speed automatic or six-speed manual transmissions.HennesseyHennessey doesn’t offer too many specific data points detailing the components fitted to extract this newfound performance. But it does note that it has added a high-performance supercharger fed by a high-flow air induction system, upgraded the fuel injectors and fuel pump, and that it manages it all with a proprietary Hennessey engine management system. In other words, they done cranked the boost up, which should come as little surprise to anyone familiar with the shop. The exterior wears a unique ’91 Icon livery in tribute to Hennessey’s 1991 founding date. (Get it?) The ’91 package is available in black, silver, and red hues, intended to contrast and complement the factory paint options. The carbon-fiber “VenomAero” kit includes a functional hood vent, front fender louvers, a more aggressive front splitter, side skirts, an integrated duck bill on the carbon-fiber deck lid, and an imposing fixed rear track wing. There are also 20-inch lightweight wheels and Hennessey “H” fender badges and signature script on the deck lid. Carbon-fiber engine cover bits, complete with a plaque bearing the car’s serial number, adorn the engine bay. Hennessey also claims to have improved cooling, which is beneficial to any track-focused vehicle.HennesseyInterior mods include tailor-made Hennessey leather and Alcantara seat upholstery in blue or black—with the requisite Hennessey logo embossing, natch—built on your choice of the Recaro sports seats or the standard “comfort” seats. The center console gets retrimmed and includes a plaque displaying your Super Venom Mustang’s serial number. (There’s one on the dash too, for people with short memories.) Hennessey all-weather floor mats complete the package. Hennessey says the Super Venom Mustang package is available built on the Mustang Dark Horse for $163,950 or the Mustang GT for $149,950. At this price point, it seems almost silly to go for the GT, but variety is the spice of life, right? The Super Venom Mustang is on sale now and available directly from Hennessey or authorized Hennessey Ford dealers. Hennessey’s Greatest Hits from the C/D ArchiveAndrew Wendler brings decades of wrenching, writing, and editorial experience with numerous outlets to Car and Driver. His work has appeared in numerous publications, including Car and Driver, Esquire, Forbes, Hot Rod, Motor Trend, MPH, MSN, and Popular Mechanics, among others. A Rust Belt native and tireless supporter of the region, he grew up immersed in automotive, marine, and aviation culture. A lifetime of hands-on experience and a healthy dose of skepticism provide him the tools to deliver honest and informative news, reviews, and editorial perspective. Of note, he once won a $5 bet by walking the entire length of the elevated People Mover up track that encircles downtown Detroit. More

Ram’s gas-powered pickup trucks were, collectively, the sixth bestselling vehicle in the United States last year, racking up 373,120 sales. While Ram ditched the thumping V-8 heart for its latest half-ton truck, the automaker hopes to increase the 1500’s popularity by expanding its powertrain arsenal. First up is the Ramcharger, a new plug-in-hybrid pickup utilizing a gas-fed V-6 as a generator to recharge the battery. It will be followed by the fully electric 1500 REV, which was originally scheduled to start production before the PHEV, but they’ve since flip-flopped.The 2026 Ram 1500 Ramcharger has also faced delays, but it’s finally supposed to hit dealerships sometime in the second half of this year. With its arrival imminent, Ram has released full technical details for the plug-in truck, allowing us to see how it stacks up against its popular gas-only counterpart.Similar DimensionsAlthough the Ramcharger is constructed around the new STLA Frame platform—designed to support a variety of powertrains, from gas to hybrid to EV—the plug-in truck matches the dimensions of the gas-only 1500. However, the Ramcharger will come only in a single configuration, pairing a crew-cab body style with a five-foot, seven-inch bed. The standard 1500, meanwhile, is sold in both extended “Quad” cab and crew cab setups. The Quad Cab comes exclusively with a six-foot, four-inch bed, and the crew cab is available with both bed sizes. RamWhen comparing identical configurations, the Ramcharger and standard 1500 are dimensionally identical. The Ramcharger’s 144.6-inch wheelbase and 232.4-inch overall length match that of the 1500 crew cab (the Quad cab is four inches shorter in both metrics). The overall width and height are also identical at 81.2 and 77.4 inches, respectively. The approach angle, however, is a bit better in the Ramcharger at 19.9 degrees. The 4×4 crew-cab version of the gas-only 1500 has an approach angle of 18.8 degrees, although the gas truck’s 20.6-degree departure angle is about 1 degree better than the Ramcharger’s. The dune-jumping 1500 RHO—a replacement for the V-8-powered TRX—takes the gas-powered truck to the extreme with extra ground clearance and a reworked front bumper, which supplies an impressive 31-degree approach angle and 25.2-degree departure angle.A Variety of PowertrainsRam’s full-size trucks pack six-cylinder power these days, with the Hemi V-8 departing after the 2024 model year. While the 1500 is offered with the Pentastar 3.6-liter V-6—featuring a 48-volt hybrid system—we’re focusing on the more potent Hurricane twin-turbocharged 3.0-liter inline-six. It comes in two intensities. More affordable models, such as the base Tradesman, Big Horn, and off-road-ready Rebel, feature the standard-output engine that churns out 420 horsepower and 469 pound-feet of torque. The pricier models—the Longhorn, Limited, Tungsten, and RHO—have a high-output version that turns up the wick to 540 ponies and 521 pound-feet. Every Hurricane engine is mated to an eight-speed automatic transmission and offers rear- or all-wheel drive; the Ramcharger’s dual electric motors provide standard four-wheel traction.While the Ramcharger does feature the Pentastar 3.6-liter V-6 under its hood, the gas engine doesn’t power the wheels. Instead, the V-6’s 271 horses and 226 pound-feet generate energy for the battery, a 400-volt unit with a usable capacity of 69.7 kWh. This pack feeds two electric motors, one mounted on each axle. The front motor produces 335 hp, while the rear unit is a tad lower at 333 hp; both motors are rated at 310 pound-feet of torque. The combined output is 647 hp and 610 pound-feet, making the Ramcharger significantly more potent than the mightiest gas-only 1500.Performance and Driving RangeDespite the Ramcharger’s power advantage, its battery alone adds substantial heft. Ram says it contributes 1216 pounds to the truck’s claimed curb weight of 7507 pounds. Still, it’s estimated to go from zero to 60 mph in 4.5 seconds. Meanwhile, when we tested a 2025 Ram 1500 Limited crew cab 4×4 with the 540-hp Hurricane engine, it tipped our scales at 5967 pounds and hit 60 mph in 4.2 seconds. For a true comparison, though, we’ll need to wait to strap our test equipment to a Ramcharger. When you’re not mashing the accelerator, the Ramcharger’s hybrid setup should help you travel a bit farther. Ram claims its battery is good for 145 miles of range on electricity alone, and once the gas generator kicks in, it’s estimated to go 690 miles between fill-ups. The gas-only truck comes with either a 26- or 36-gallon fuel tank. Four-wheel-drive versions with the H/O Hurricane have an EPA estimate of 17 mpg combined, so paired with the larger tank, it has a theoretical range of about 610 miles.While many people use their pickups as daily drivers, both Rams are equipped to do traditional “truck stuff.” The Ramcharger out-trucks the standard gas-powered 1500. Ram claims the plug-in-hybrid model has a max payload of 2625 pounds and a towing capacity of 14,000 pounds. This outdoes the gas-fed 1500’s ratings, which peak at 2300 pounds of payload and 11,580 pounds of towing capacity. Plus, the Ram 1500 Limited Crew Cab 4×4 we tested has a similar bed and body style as the Ramcharger, but its max payload and towing capabilities are considerably lower at 1340 and 9740 pounds, respectively.High-Class CabinsInside, Ram’s PHEV and gas-only trucks are virtually identical. The small differences include buttons around the gear selector for unique drive modes tailored to the Ramcharger’s hybrid system. Both trucks feature a large 12.0-inch touchscreen that can be upgraded to an even bigger 14.5-inch unit with a 12.3-inch digital gauge cluster. An optional 10.3-inch touchscreen for the front passenger is also available, and the cabin can be wrapped in rich leather and specced with upgrades such as heated, ventilated, and massaging seats, depending on the trim.RamPrice and AvailabilityThe one crucial detail we’re still missing regarding the Ramcharger is pricing. The gas-only 1500 starts at $42,270 for the base Tradesman trim, while the Limited trim we tested starts at $77,150. The top-of-the-line Tungsten model commands an $89,150 starting price. Ram hasn’t revealed the entire Ramcharger lineup, but we expect the most affordable examples to start around $60K. At the top end, the Ramcharger could easily spill over the $100,000 mark. More specifics regarding pricing should be released later this year ahead of deliveries in the second half.More on Ram TrucksCaleb Miller began blogging about cars at 13 years old, and he realized his dream of writing for a car magazine after graduating from Carnegie Mellon University and joining the Car and Driver team. He loves quirky and obscure autos, aiming to one day own something bizarre like a Nissan S-Cargo, and is an avid motorsports fan. More

The 2025 Audi A5 replaces the outgoing A4 sedan, and the company has now released its starting price.While we’re still waiting on complete pricing, Audi confirmed the new A5 will start at $48,995, making it $3600 more than the A4 it replaces.Both the A5 and the sportier S5 are slated to arrive at U.S. dealerships before the end of this year’s second quarter. Audi’s lineup has been reshuffled and renamed so many times during the past couple of years that most people need an automotive Rosetta Stone to decipher it. Be it the odd-versus-even naming structure or the demarcation between sedans and what Audi calls Sportbacks, you’re forgiven for being confused. At least the new 2025 Audi A5’s pricing is easy to understand. Audi has announced that the new four-door A5, which looks like a sedan but features a discreet hatchback, starts at $48,995. That’s $3600 more than the A4 sedan it’s replacing, which is priced at $45,395 to start. We’re still waiting for Audi release pricing for the rest of the 2025 Audi A5 lineup as well as its sportier counterpart, the S5.The new A5 is pricier than the A4, but the extra cash gets you more car in terms of power and space. The A5 is longer, wider, and taller than the outgoing sedan, and the wheelbase has been stretched by roughly three inches for extra legroom. Under its hood, the new A5 features a 268-hp turbocharged 2.0-liter four-cylinder that’s assisted by a 48-volt hybrid system. Meanwhile, the S5 is motivated by a turbocharged 3.0-liter V-6 that packs 362 horses. Both the new A5 and S5 are scheduled to arrive in U.S. dealerships before the end of the second quarter of this year. We expect Audi to release a more detailed pricing breakdown before they arrive. More on the Audi A5Jack 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

“You can’t always get what you want,” exclaimed Mick Jagger on the Rolling Stones’ 1969 hit of the same title. That lyric rings true for many American car enthusiasts, who longingly look to Europe’s hatchback- and wagon-saturated market. Normally liftback lovers must admire from afar, but we recently got a rare chance to sample some of Volkswagen’s European models on an ice-covered lake in Arvidsjaur, Sweden. Unfortunately, after playing in the snow we must report back that our country is missing out on some excellent VWs that blend sensibility with driving aptitude. The latter is largely thanks to VW’s 4Motion all-wheel-drive system, which luckily is still found in VW’s American SUV offerings.Station-Wagon HeavenThe Passat name is still familiar in America, having only departed after the 2022 model year. Europe received a new generation in 2023, sold exclusively as a wagon. This author grew up in the back seat of a B5-generation Passat wagon, which boasted a handsome design, a spacious cargo hold, a leather-lined interior, and a mix of dynamic competence and structural solidity due in part to a platform shared with the Audi A4.Volkswagen2025 Volkswagen Passat Variant.The modern Passat Variant (that’s European for “wagon”) struck many similar notes in our limited on-road and extensive on-ice driving. Not only does the liftgate rise to reveal a capacious cargo area, but the rear seats are vastly roomy, with plenty of stretch-out space for this 5-foot 11-inch author. The cabin is wrapped in high-quality materials, and while there is an overreliance on touchscreen controls, the screens themselves were large and fairly straightforward to navigate.The Variant we drove was motivated by a turbocharged 2.0-liter diesel four-cylinder producing 190 horsepower, and while not especially zippy, it felt capable on the road. But it was on ice where we were most impressed by the Passat. With stability control off, the 4Motion system deftly divvied up power through the rear axle’s multiplate clutch. The throttle wasn’t incredibly responsive, but it wasn’t hard to get the Passat sideways, and once there it exhibited a graceful balance, allowing for long slides. Most wagon owners won’t drift their family cars en route to the school drop-off line, but the balance implies a reassuring sense of control that any parent would want with such precious cargo on board.Volkswagen2025 Volkswagen ID.7 Tourer GTX.We also drove the Passat’s battery-electric counterpart, the ID.7 Tourer GTX. VW initially aimed to sell the ID.7 stateside in sedan form before canceling those plans in January. On public roads, the ID.7 Tourer matched the Passat’s quiet, comfortable operation, albeit with more punch from the 335-hp dual-motor setup. The roomy cabin had lush materials and unique touches like a small gauge cluster screen showing only the most crucial information for a cleaner look.The ID.7’s higher curb weight made it trickier to control on the icy lake, however. The AWD system is rear-biased, with a 282-hp motor on the rear axle in the GTX. With stability control off—a function not yet available in VW’s EVs but which the company said it was developing for production use—the ID.7 was the easiest car to get sideways, a light blip of the reactive accelerator shooting a jolt of power to the rear wheels. Volkswagen2025 Volkswagen ID.7 Tourer GTX.But the car’s heft, touchy pedal, and vague steering also made it the most challenging car to keep sideways, exhibiting a propensity for a pendulum effect where the rear end quickly swung out of control. Most owners will probably never encounter such circumstances, but it speaks to how the added weight of electric platforms detracts from driving dynamics. Still, the ID.7 Tourer, one of the few electric wagons available worldwide, is a competent alternative to the sea of electric SUVs. It would’ve been a unique proposition in the U.S. had it ever come here.Hatchbacks GaloreVolkswagenCaleb Miller|Car and DriverDespite the event’s focus on the 4Motion system, we took a spin in the wee front-wheel-drive Polo GTI. The baby brother to the Golf GTI measures around eight inches shorter and packs a 204-hp turbocharged 2.0-liter four-cylinder. While not particularly quick, the Polo stood out for its approachability. It has just enough power to be fun, but it was easy to recover from mistakes given the hatch’s propensity for understeer. The Polo GTI seems like a great beginner’s hot hatch. Returning to all-wheel drive, we hopped into a prototype for the Golf 4Motion, which goes on sale in Europe this summer. Powered by a 201-hp four-cylinder, the 4Motion uses a similar rear multiplate clutch setup as the Passat along with XDS+, VW’s simulated, brake-based limited-slip differential. The Golf 4Motion can send nearly 100 percent of the torque to the rear axle and proved to be incredibly well behaved on the ice, both easy to slide and easy to catch. Sadly, non-GTI or Golf R versions of VW’s hatch likely won’t return to our shores.Volkswagen2025 Volkswagen Golf R.While we can’t always get what we want, Jagger reminds us that, sometimes, you get what you need, and the best car to whip around VW’s ice course was the Golf R, which has been refreshed for 2025 and will continue to be sold in the U.S. While it’s sad to see the manual transmission depart, the seven-speed dual-clutch is among the best automatic transmissions, and the paddles responded quickly as we slid across the frozen lake. The direct steering inspired confidence, and the electronically controlled clutch packs nimbly distributed the torque between the wheels to keep the car traveling in a straight line, even when we were pointed sideways. The Golf R felt incredibly intuitive on ice, the sort of car you don’t need to think to drive—you just drive. We look forward to a more extended, on-road drive of the 2025 Golf R soon, but we won’t stop dreaming about VW’s enticing European wagons and hatchbacks.More on VW’s Hot HatchesCaleb Miller began blogging about cars at 13 years old, and he realized his dream of writing for a car magazine after graduating from Carnegie Mellon University and joining the Car and Driver team. He loves quirky and obscure autos, aiming to one day own something bizarre like a Nissan S-Cargo, and is an avid motorsports fan. More