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The 2023 Ram 1500 Rebel and the widebody TRX model will be offered as an extremely limited Lunar Edition.The Lunar Editions feature exclusive Ceramic Gray paint as well as an interior with blue contrast stitching.The Rebel Lunar Edition starts at $72,205, and the TRX Lunar Edition starts at $108,340.Earlier this week, Ram released a short video teasing a new pickup truck. While it was thought today’s reveal might see the Ram 1500 adopt a version of the Hurricane twin-turbocharged 3.0-liter inline-six with up to 510 horsepower, instead it’s another limited-production model with exclusive paint called the Lunar Edition.While Ram didn’t mention any production numbers, the brand did say the Lunar Edition will be extremely limited when it becomes available later this spring. It’ll be offered on the off-road-oriented Ram 1500 Rebel as well as the more extreme 702-hp Ram 1500 TRX.Rebel Lunar Edition.RamAs with the limited-production Havoc Edition, with its brightly colored Baja Yellow paint, that was revealed late last year, the Lunar Edition also comes with exclusive Ceramic Gray paint. The new special edition also brings Surf Blue interior accents that color the contrast stitching throughout the cabin and can be seen tracing the “TRX” logos embroidered into the back of the seats.RamThe 2023 Ram 1500 Rebel 4×4 with the Hemi V-8 powertrain starts at $59,085, but the Lunar Edition costs $72,205. A large chunk of that surcharge comes from curated add-ons, especially the loaded Level 2 package. The latter includes a 12.0-inch touchscreen, a 19-speaker Harman Kardon sound system, heated seats, a heated steering wheel, a power-adjustable driver’s seat, and myriad driver assists. A set of black-pained wheels and body decals also contribute to the higher price.TRX Lunar EditionRamThe widebody ’23 Ram 1500 TRX starts at $86,450, which includes the 702-hp supercharged 6.2-liter V-8 and other beefed-up bits for maximum off-road action. However, those who want the exclusiveness of the Lunar Edition will have to shell out a more astronomical $108,340. Like the Rebel variant, the TRX’s hefty surcharge is largely the result of only coming with the equally loaded Level 2 package as well as beadlock wheels, body decals, the carbon-fiber interior package, and a panoramic sunroof.Extra Ram ReadingThis 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 EditorEric Stafford’s automobile addiction began before he could walk, and it has fueled his passion to write news, reviews, and more for Car and Driver since 2016. His aspiration growing up was to become a millionaire with a Jay Leno–like car collection. Apparently, getting rich is harder than social-media influencers make it seem, so he avoided financial success entirely to become an automotive journalist and drive new cars for a living. After earning a degree at Central Michigan University and working at a daily newspaper, the years of basically burning money on failed project cars and lemon-flavored jalopies finally paid off when Car and Driver hired him. His garage currently includes a 2010 Acura RDX, a manual ’97 Chevy Camaro Z/28, and a ’90 Honda CRX Si. More

Most new-car buyers are unfamiliar with subscription-based options, although they’re interested in learning, according to a study by Cox Automotive.Of the 2000 surveyed shoppers, most said they prefer the ability to try out on-demand features before making a long-term commitment.The study suggests there’s skepticism about subscription services when they’re mandatory or appear to be money grabs.New-car buyers have long had to pay extra for certain options, from cold-weather packages that add heated seats and steering wheels to driver-assist suites that bring blind-spot monitoring and other similar tech. But what do shoppers think about the trend of subscription-based options that some automakers are trying? A new study conducted by Cox Automotive suggests a majority of new-car buyers are unaware but interested in on-demand features.Unfamiliar Yet CuriousFor the folks who are unfamiliar with what’s going on, some automakers in recent years have started asking shoppers to pay monthly or yearly subscription fees for various features. Most recently, Mercedes allows owners of select EV models to pay for an “Acceleration Increase” subscription; the upgrade is also offered for a one-time fee. However, other instances have been more restrictive—like when BMW tried charging $80 per month for Apple CarPlay in 2019. In that case, BMW eventually made it standard (a.k.a. free) after facing negative feedback.Marc Urbano|Car and DriverWith the goal of better understanding what consumers think about these types of subscription services, which are also referred to as features on demand, Cox Automotive says it surveyed 2000 shoppers currently in the market for a new vehicle. Although 79 percent said they’re not familiar with the features, 41 percent said they’re interested in them.A majority of surveyed shoppers said they see some benefits to on-demand options, with the biggest perk being the ability to try out certain features before making a long-term commitment. Other top benefits according to the study include the ability to upgrade or downgrade a vehicle anytime, if the vehicle’s base price is lower as a result, and if free trials are offered. Interestingly, the study suggests those who are most open to on-demand options are those considering Ford, Dodge, Jeep, and Tesla models.Curious Yet SkepticalDespite interest from the new-car buyers who were surveyed, the study also suggests there’s skepticism. For example, people said they would be put off by on-demand features that are either too expensive or required.”To gain consumer acceptance, automakers must ensure consumers perceive subscription-based features as a good value and not just a money grab,” said Cox’s Vanessa Ton.Along with not being a good value, the study suggests new-car buyers’ are also concerned about data security and privacy.What Do Buyers Want?Current on-demand options that surveyed shoppers are most interested in are remote start, vehicle locator, heated seats, a dash cam, and a digital key. Future features that draw the most interest are streaming services, virtual assistant, driver-awareness monitoring, vehicle usage alert, and facial-recognition software.Considering not that long ago we discovered subscription menus in a 2023 BMW X1 we were testing, plus the myriad past and present examples, it appears inevitable that automakers will continue to try to implement these on-demand options. The question that remains is whether the majority of consumers will be open to it.About On-Demand OptionsThis 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 EditorEric Stafford’s automobile addiction began before he could walk, and it has fueled his passion to write news, reviews, and more for Car and Driver since 2016. His aspiration growing up was to become a millionaire with a Jay Leno–like car collection. Apparently, getting rich is harder than social-media influencers make it seem, so he avoided financial success entirely to become an automotive journalist and drive new cars for a living. After earning a degree at Central Michigan University and working at a daily newspaper, the years of basically burning money on failed project cars and lemon-flavored jalopies finally paid off when Car and Driver hired him. His garage currently includes a 2010 Acura RDX, a manual ’97 Chevy Camaro Z/28, and a ’90 Honda CRX Si. More

Traditionalists will have plenty to grumble about when Mercedes electrifies its G-class SUV next year, possibly as a 2025 model. As always, though, the survival of this iconoclastic off-roader depends on it evolving in line with modern technology. The brand’s recent EQG concept reveals that the production version will closely resemble today’s gas-burning G-wagens, meaning it will look like a glitzy box on wheels and should go like stink on any terrain. Expect up to 600 HPDetails remain limited, but we know the EV will feature a body-on-frame layout with an independent front suspension and a live rear axle. Videos of a development mule spinning around its center axis on dirt—what Mercedes calls a G-turn—indicate that an electric motor will power each wheel, which together also should be able to mimic the action of front, center, and rear locking differentials. A combined output of 500 to 600 horsepower is a safe bet, along with at least 250 miles of range, despite an additional few hundred pounds of mass. For reference, the last 577-hp G63 model we tested weighed close to 5800 pounds yet shot to 60 mph in 3.8 seconds. Sadly, the current G’s intoxicating V-8 rumble will be lost in the electric conversion. Mercedes BenzScreens—and Maybe a New NameA slightly less chiseled face should help this blocky SUV move through the air more efficiently. Expansive screens for Mercedes’s latest infotainment system will surely dominate the EQG’s five-seat interior.The company will soon begin phasing out its EQ-based names, so the electric G-wagen may not be called EQG, but we expect to see both Benz- and AMG-branded models, with starting prices in the $150,000 to $200,000 ballpark. We’ll be among those hoping a burlier model with portal axles is also planned.Technical EditorMike Sutton is an editor, writer, test driver, and general car nerd who has contributed to Car and Driver’s reverent and irreverent passion for the automobile since 2008. A native Michigander from suburban Detroit, he enjoys the outdoors and complaining about the weather, has an affection for off-road vehicles, and believes in federal protection for naturally aspirated engines. More

The 2024 Ford Ranger grows in width, interior quality, engine choices, and storage space. $58,555 Ranger Raptor gains a 405-hp twin-turbo 3.0-liter V-6, 33-inch tires, and similar hardware as the Bronco Raptor. Both trucks are assembled in Michigan and will be available near the end of summer 2023.The 2024 Ford Ranger and 2024 Ford Ranger Raptor continue the much-needed revitalization of the mid-size-truck segment. One might argue they were first to the party, having been revealed globally a few years ago. While we knew we weren’t getting the turbo-diesel engine or manual transmission, we wondered how otherwise the U.S.-spec truck would shape up. Now we’ve now been up close, sat inside, and learned more about the inner workings of both trucks.Adios, Extended Cab and Long Bed Like the Jeep Gladiator and new Chevrolet Colorado, the 2024 Ranger has eschewed different cab and bed sizes, as it’s available only with a four-door crew cab and a five-foot bed. Riding on an upgraded version of Ford T6 platform that also underpins the Bronco, the wheelbase has grown 1.9 inches, but overall length is basically unchanged (technically, it shrunk by 0.2 inch). In effect the front wheels have moved closer to the front bumper, reducing its overhang by 1.9 inches and improving approach angle. The rear suspension remains leaf springs on the Ranger (see Raptor details below), but the shocks have moved outboard closer to the wheels, making them less prone to encountering trail debris. Overall width is up 2.3 inches, netting improvements in cab space and bed storage, which can now accommodate a four-foot sheet of drywall between the wheelhouses. More Speed, Please We don’t recall complaining about the previous generation’s powertrain. Last we tested it, the turbo-four and 10-speed automatic pairing netted 60 mph acceleration in 6.4 seconds. Apparently, Ford thinks that simply isn’t good enough, and we can’t argue with that kind of thinking. While the entry-level XL ($35,755) retains the 2.3-liter four with 270 horsepower and 310 pound-feet of torque, the XLT and Lariat offer the twin-turbo 2.7-liter V-6 from the Bronco and F-150. Here, the V-6 is good for 315 horsepower and 400 pound-feet of torque, which is similar to the Bronco’s rating on regular fuel. Regardless of the engine, the transmission remains a 10-speed automatic. Two- and four-wheel drive systems are available, but the latter doesn’t come with a locking rear differential. We wouldn’t be surprised to see that offered on an upcoming, yet unannounced, Tremor variant. Big Storage, Bigger Screens The 2024 Ranger’s interior introduces welcome improvements and upgrades. The size of the base center screen has increased from eight inches to 10.1 inches, and a large, vertically orientated 12.4-inch screen is available. The instrument cluster is digital as well, sized at either 8.0 inches, like the Bronco, or 12.4 inches. While we had little time to use the screens, they looked attractive and responded quickly. The large center touchscreen even had games, like Sudoku. Increases in height and width have netted larger interior dimensions, as total passenger volume has increased 0.7 cubic feet. There’s generally more headroom, legroom, and shoulder room in both rows than last year. While most Rangers have a mechanical shifter, the Lariat 4×4 and Raptor have a small and short-throw electronic shifter that enables driver aids including trailer backup and an automated parallel and perpendicular parking system. Also available are a 360-degree exterior camera, over-the-air updates, wireless Android Auto and Apple CarPlay, and Ford’s Zone Lighting system that lets owners selectively illuminate exterior lighting when parked. Rangers equipped with the FX4 off-road package gain Ford’s Trail Control off-road cruise control system. Storage options are more plentiful. There’s a spot under the touchscreen that can hold a phone, and that area becomes a wireless charger on XLT and above. A shelf above the glove box can fit a phone or a wallet, and above that is a small secondary glovebox. A significant improvement over the previous generation is the addition of functional storage space in the rear seats. Lifting the seat bottoms reveals two small cubbies that could fit items like jumper cables or a first-aid kit. The rear seatback also folds down flat, creating an even load surface for larger items you don’t want to put in the bed. Tow the Line The max tow rating remains 7500 pounds with the available Trailer Tow package, which also includes an integrated trailer brake controller. As with the F-150, owners can check trailer lights using a phone app. The damped tailgate drops softly and, similar to the F-150, features a ruler that stretches end to end and pockets for C-clamps. For tailgating, there’s a bottle opener on the passenger side along with 12-volt and 120-volt outlets in the bed that can supply 400 watts of power. Maximum payload has increased versus the previous-generation crew cab to 1805 pounds for two-wheel-drive Rangers and 1711 pounds for four-wheel-drive models. The Ranger Raptor While one might think of the 2024 Ford Ranger Raptor as a downsized F-150 Raptor, a more accurate description would be a Bronco Raptor without the 37-inch tires. The Ranger Raptor employs a slightly less powerful version of the twin-turbo 3.0-liter V-6 from that Bronco, at 405 horsepower and 430 pound-feet of torque. And as with the Bronco, the engine is connected to a 10-speed automatic transmission and a four-wheel-drive system that features locking front rear differentials as well as a low range and 4A all-wheel-drive mode. Even the crawl ratio is the same, at 67.88:1. But instead of the 37s, the Ranger uses 33-inch BFGoodrich All-Terrain KO3s wrapped around 17-inch wheels that will accept a beadlock ring from Ford’s accessory department. While not wide enough to mandate marker lamps like the Bronco, the Ranger Raptor’s wheel and tire combo increases track width by 3.5 inches while the enlarged fenders swell overall width by 4.3 inches versus the regular Ranger. Exterior clearances improve throughout, though the Raptor’s 33-degree approach angle is unlikely to generate envy among owners of the Jeep Gladiator Mojave (44.7 degrees) or Chevrolet Colorado ZR2 (38.7 degrees). Ditto for its 10.7-inch ground clearance, which is 0.9 inch less than the Mojave and matches the ZR2’s. But, at 26.4 degrees, the Raptor has a stronger departure angle than the other trucks (25.1 and 25.5 degrees, respectively). Sizing Up the CompetitionThe Raptor’s desert racing intentions bias it more toward suspension control than clearances demanded by rock crawlers. To that end, underneath the Raptor’s enlarged fenders are coil-overs with adaptive Fox Live Valve dampers sized 2.5 inches up front. Joining the adaptive Fox dampers and coil-overs in the back are trailing arms and a Watts-link setup that replaces the regular Ranger’s leaf springs. Right behind the beefy-looking rear-axle is a full-size spare. The Ranger Raptor otherwise offers similar hardware as the Bronco, from the exhaust’s X-pipe and dual outlets to the suite of off-road driving equipment, including a plethora of drive modes along with Ford’s Trail Control and Trail Turn Assist, which brakes the inside rear wheel during a turn at low speeds to tighten the turning radius. Unlike the standard Bronco, the Ranger Raptor is not available with a bumper that supports a winch. Interior upgrades include seats with improved lateral bolstering, upfitter switches near the rearview mirror that make satisfying clicks when you flip them, and plenty of brightly colored details. As with the Bronco Raptor, switches on the steering wheel adjust dampers, steering, and exhaust separately from the drive mode. You’ll find large shift paddles, too. The exhaust, by the way, tops out in Baja mode, a setting that’s paired with a warning in the gauge cluster that reads “off-road use only”—uh-huh, sure. As with the Bronco Raptor, this setting keeps the turbos spinning for a few seconds after the driver releases pressure from the gas pedal so that boost remains available when it’s time to accelerate again. Versus the regular Ranger, the changes reduce max payload to 1411 pounds, which is still 211 to 260 pounds more than the Gladiator Mojave and Colorado ZR2, respectively. But the 5150-pound max tow rating falls just under the 6000-pound max ratings of the other trucks. The Raptor’s starting price, at $58,555 with destination, also stretches higher than the Gladiator Mojave and Colorado ZR2. Neither of which, as Raptor fans will surely point out, have more than 400 horsepower. Deputy Editor, VideoFrom selling them to testing them, Carlos Lago has spent his entire adult life consumed by cars. He currently drives the creative behind Car and Driver video. More

This content is imported from youTube. 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.Porsche confirmed in 2021 that the next-generation 718 would be fully electric. Since then we’ve seen plenty of spy shots of the engine-less roadster out testing. Now, we get to see it on the move for the first time thanks to this spy video from the Nürburgring. CarSpyMedia on YouTube caught this 718 Boxster prototype lapping the Nordschleife during a recent industry test pool session. As with previous test mules, we can see updated front and rear fascias and a lack of side air intakes, indicating this is very likely the upcoming electric 718 under wraps. Another obvious indicator is the sound, or lack thereof. There’s no engine noise coming from this prototype, only the desperate squeals from the tires as the test driver pushes the car to its limits around the Green Hell. Any engine noise heard in the video above comes from other vehicles passing by the camera. Open GalleryPorsche has yet to release any data or performance specs on its upcoming electric 718, so there’s no telling how much heavier the batteries will make the car, or how much the electric motors will improve performance. The company says it plans to unleash the car in the “middle of the decade,” so we shouldn’t have to wait long to learn more. More Details and SpecsRoad & Track staff writer with a taste for high-mileage, rusted-out projects and amateur endurance racing. More

Porsche revealed the 718 Spyder RS, the most aggressive Boxster model to date. The new Spyder RS will share the illustrious 4.0-liter six-cylinder from the 911 GT3 and 718 Cayman GT4 RS and will produce 493 horsepower and 331 pound-feet of torque.The Spyder RS will carry a starting price tag of $162,150 when it begins arriving at dealerships in the spring of 2024.Get your earplugs ready, then think better and throw them out, because Porsche has just announced the 2024 718 Spyder RS, the most aggressive Boxster model ever. Sourcing its 4.0-liter flat-six engine straight out of the 911 GT3 and 718 Cayman GT4 RS, the Spyder RS will be a naturally aspirated symphony. Open Air, 9000 RPM, 493 HPWe’ve been hearing rumors about a GT4 RS equivalent for some time, but now Porsche has confirmed it. In addition to the Spyder RS being a droptop, there are a few key differences, but Porsche assures in its press materials that the powertrains are identical. The 4.0-liter six-cylinder revs up to 9000 rpm and produces 493 horsepower and 331 pound-feet of torque. That gives it a 79-hp advantage over the already powerful 718 Spyder. Like every other modern Porsche with the RS designation, the Spyder RS will only be available with Porsche’s seven-speed PDK automatic transmission. Just like in the Cayman, the ratios have been shortened to improve acceleration. According to Porsche, the new RS will match the Cayman’s on-paper claim of a 3.2-second time to 60 mph. We reckon those are conservative estimates and think the new RS will manage closer to the 2.8-second time we recorded in our testing of the GT4 RS last spring. The chassis of the new RS is a blend between the Cayman GT4 RS and the 718 Spyder. It comes standard with Porsche Active Suspension Management along with sport calibration, and has been lowered by 1.2 inches. It features a mechanical limited-slip differential at the rear, as well as ball-jointed suspension mountings and 20-inch center locking forged alloy wheels. Compared to the GT4 RS, the spring and damper rates have been reduced, something that will likely hurt lap times, but it’s also what Porsche describes as “a more relaxed, characteristically convertible-style setup.”More Porsche RSThe front end of the new RS is designed to be nearly identical to the front of the GT4 RS with a slightly shorter carbon-fiber-reinforced plastic splitter at the front to account for the lack of a wing at the rear. Instead, an enlarged and reshaped ducktail spoiler helps with downforce at the rear. Upgrading to the Weissach package leads to even more weight savings. The front hood, door mirror caps, upper and lower side air intakes, and Gurney flap on the duckbill are all swapped for carbon-fiber replacements. The Weissach package also includes a titanium exhaust Porsche says is inspired by the limited-edition 935 from 2018. Intentional Weight Savings As this is an RS model, Porsche was keenly focused on saving weight. That means fabric door straps instead of interior handles. Furthermore, when the weather gets nice and drivers want to enjoy their Spyder RS correctly (with the top down), they need to manually lower the soft top. Of course, weather non-permitting, that means getting out of the car and scurrying to and fro to get it secured in place again. The whole top weighs just over 40 pounds and shaves 16 pounds compared with the weight of the standard Spyder. Once it begins arriving at dealerships in spring 2024, the new Spyder RS will carry a starting price tag of $162,150. Porsche plans to hold the public premiere for the car at a celebration in June before it makes an appearance at the Goodwood Festival of Speed. That’s a roughly $20,000 premium over the starting price of the Cayman GT4 RS equivalent, though Porsche has always been good at getting customers to pay more for less. 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.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