Aurelia Butler

Hennessey presents the roadster version of its Venom F5, targeting it to be the fastest cabriolet in the world.Its lift-off carbon-fiber targa panel means minimal weight penalty.The price will be a not-so-light $3 million each, with production limited to just 30 examples.Monterey Car Week has long been famous for the chance to see some of the world’s most historic and exclusive cars. But the series of car-themed events in northern California serves another purpose: that of being an auto show for billionaires. A place where they can see new, unobtainium-grade models before anybody else, and also buy them.
One of this year’s debuts is the Hennessey Venom F5 roadster, freshly unveiled at The Quail Motorsport Gathering. As its name suggests, this is a decapitated version of the existing F5, which the Texan manufacturer says is going to be the world’s fastest and most powerful open-topped road car in the world. Only 30 will be built, with each one selling for a cool $3 million. By the ludicrous standards of Pebble Beach hypercar unveilings, the price isn’t actually that excessive. The roadster is based on the F5 Venom coupe and shares an identical mechanical package. This is a 6.6-liter twin-turbocharged V-8 claimed to produce an astonishing 1817 horsepower and driving the rear wheels through an automated single-clutch transmission. Hennessey says the roadster has a dry weight of just 3098 pounds—just 45 pounds more than the coupe—and that it is designed to deliver a top speed of more than 300 mph, although maximum velocity will be limited when the roof panel is removed.Top Gets Special TreatmentThe open-topped F5 is a targa rather than a full cabriolet, with a lift-out section between the windshield rail and the raised rollover structure behind the seats. The panel is made from carbon fiber and weighs just under 40 pounds, meaning it should be simple for one person to remove or install it. Once decapitated, the roof can be either transported in an ultrasoft merino wool travel bag or alternatively displayed on a pedestal that will be come with the car. The roadster also gets a new viewing window in its engine cover to show off the “Fury” V-8; it sits beneath a carbon-fiber panel in the coupe.
Other visual changes over the fixed-roof F5 include new forged seven-spoke aluminum wheels for the roadster, available in either silver finish or polished aluminum and secured by titanium bolts. But use of the same carbon monocoque as the coupe, which weighs just 190 pounds naked, means that structural strength should be almost exactly the same, even with the roof removed. And as with the coupe, the roadster does without any active aerodynamic elements, unusual in this part of the market; downforce levels are adjusted by tweaking ride height to alter the angle of airflow over the body. The unanswered question, for now, is just how fast the F5 Venom roadster will be capable of going. Hennessey is still working to prove what the coupe is capable of, the most recent publicly released figure is 271 mph on a 3.2-mile runway in Florida. (You can see the video of that run here.) Can It Beat the Bugatti?While that is still short of the targeted 300-mph-plus top speed, physics suggests that both the F5 Venom coupe and roadster may well be capable of breaking that milestone given they have more power and less weight than the Bugatti Chiron Super Sport 300+, which currently holds the production car speed record, having been driven to nearly 305 mph by British sports-car racing legend Andy Wallace in 2019. We look forward to discovering what the Hennessey is truly capable of.While the F5 Venom roadster is set to be more expensive than the coupe, which cost $2.1 million when it was announced in 2020, the open-topped car is also going to be less exclusive—presuming Hennessey manages to sell out its full proposed run of 30 cars, against just 24 coupes. Production of the roadster is set to begin by the end of the year. But compared to the Texan company’s planned six-wheeled 2400-hp four-seat EV, it looks pretty sensible. More

• It could cost more than $100 to fill the GMC Hummer EV’s big battery pack at a fast-charging station.• We performed our charging test at an Electrify America station, which costs $0.43 per kilowatt-hour.• The Hummer maxed out at an impressive 287-kW charging rate, second only to the Lucid Air in this year’s field of EV of the Year contenders. Welcome to Car and Driver’s Testing Hub, where we zoom in on the test numbers. We’ve been pushing vehicles to their limits since 1956 to provide objective data to bolster our subjective impressions (you can see how we test here).It costs a lot of money to fill up a big pickup truck’s gas tank—especially these days. But what if we told you that even an electric pickup truck could crest the $100 mark when it comes time to replenish the battery? That’s what we found when we plugged the 2022 GMC Hummer EV in for a fast-charge session.

For our charging test, we plugged the Hummer in at an Electrify America station to go from 10 percent charge to 90 percent charge. At current rates of $0.43 per kWh, adding 80 percent charge cost us $81, including sales tax. Extrapolating from that, to go from 0 percent to 100 percent charge at a DC fast-charging station would cost over $100. The Hummer did hit an impressive 287-kW peak charge rate, second only to the Lucid Air among the 20 competitors in this year’s field of EV of the Year contenders. But its average between 10 and 90 percent state of charge was a less wowing 98 kW and, partially because the pack is so large, it took an hour an 49 minutes to add that 80-percent charge.

Now, you might notice that multiplying the Hummer EV’s total battery capacity of 212.7 kWh by $0.43 doesn’t quite come to $100. But there are charging losses, as evidenced by our 80 percent fill that took 177.9 kWh, about five percent more than what made it into the pack (80 percent of the total capacity is 170.2 kWh). And our session in Michigan added a 6 percent sales tax, which of course varies by state.Charging costs can also vary by state, and by charging provider. But the point remains: although GM has attempted to recast the Hummer for the electrified era, that doesn’t mean it’s cheap to fuel. It is, after all, a 9640-pound, 1000-horsepower, four-wheel-drive pickup truck that costs six figures, no matter what it’s powered by. More

• In our charging test, the Hyundai Ioniq 5, Kia EV6, and Genesis GV60 all matched their claimed charging rates of 10 to 80 percent in 18 minutes, while the Genesis Electrified G80 also equaled its advertised time of 10 to 80 percent in 22 minutes.• With average charging rates between 117 kW and 135 kW over the entirety of our test from 10 to 90 percent, the Korean EVs are among the fastest-charging sub-$100K electrics.• The time required to add 100 miles of real-world highway range was 11 minutes for the Ioniq 5, EV6, and GV60, while the G80 needed an extra minute to meet the mark.Welcome to Car and Driver’s Testing Hub, where we zoom in on the test numbers. We’ve been pushing vehicles to their limits since 1956 to provide objective data to bolster our subjective impressions (you can see how we test here). Automakers often make lofty claims for their products, ranging from acceleration times to fuel efficiency, driving range, and a more recent metric, charging rate. For decades, we’ve tested these kinds of assertions for ourselves, and in 2021 began testing fast-charging capabilities of new EVs. For those of us more familiar with pumping liquid fuels than visiting a charging station–which is pretty much all of us–the metrics to judge these vehicles by can be complicated. For our test, we charge every EV on the highest speed equipment it can handle from a 10 percent to 90 percent state of charge. In our testing, the Hyundai Ioniq 5, Kia EV6, and both the Genesis GV60 and Electrified G80 exactly matched their charging estimates, placing them among the fastest charging EVs at any price.There are a few different metrics that we look at when talking about how quickly an EV can replenish its battery. There’s the peak charging rate, although more relevant is the average rate over the entire 10 to 90 percent charge, as the rate falls off considerably at higher states of charge. Also, we consider how long it takes to add miles of real-world highway range, based on the range testing we do at 75 mph. Not surprisingly, the Ioniq 5, EV6, and GV60—which are all underpinned by the same E-GMP platform—share near identical peak rates of 230–231 kW. The G80 lags behind slightly with a 180-kW maximum, however it is ahead of the pack with an average rate of 135 kW over its 32 minute stint at an Electrify America charging station. The E-GMP siblings also had exceptional showings, returning 117–118kW averages in 33 minutes of total charging time.Charging Time as AdvertisedHyundai, Kia, and Genesis share claimed charging figures for their respective E-GMP variants: 10–80 percent in 18 minutes. In our testing, all three iterations exactly matched that claim. The G80 also met Genesis’ prospective charging speed, sliding the battery gauge from 10 to 80 percent in just 22 minutes. To put a slight damper on things, these are relatively small battery packs at 77.4 kWh and 87.2 kWh respectively (for comparison’s sake the larger of the two packs on the Ford F-150 Lightning is 131.0 kWh, which is 69-percent and 50-percent larger, respectively), meaning they’re not taking in massive amounts of juice, but what they are receiving comes quickly.

To make these statistics more user-friendly in the real world, we took to our TI-85 calculator and calculated the time required for each of these EVs to add 100 miles of range. Using our highway range results as an indicator, we found the Ioniq 5, EV6, and GV60 to need a minuscule 11 minutes to add enough juice for 100 miles of driving when plugged in at a 10-percent state of charge, while the second hand needed only one more trip around the dial for the G80 to finish the job. In this metric, only the Lucid Air and Porsche Taycan CrossTurismo from this year’s EV of the Year field were quicker.Only one EV has matched the Electrified G80’s average charging rate of 135 kW, the Lucid Air, and the Mercedes-Benz EQS580 sits alone atop the leaderboard, a single tick higher at 136 kW. Resting between the G80 and the E-GMP group are only two others, a 2020 Porsche Taycan 4S (127 kW), and 2021 Tesla Model S Plaid (125 kW). But that doesn’t tell the whole story, so let’s talk price. We don’t have official pricing for the G80 as of this writing, however we expect it to start right around $80,000. Our Ioniq 5 Limited and EV6 Wind were well optioned all-wheel-drive models, with price tags of $57,490 and $54,190 respectively, and our GV60 Performance rang in at $69,560. The Lucid Air Grand Touring now requires at least a $155,650 check for purchase, the cheapest EQS crests six-figures at $103,360, tack on another $28k for a base Model S Plaid, and a base Taycan starts at $84,050, making it the only competitor-in-charging to the newcomers under $100k.The smallest differential between the Koreans and the competition is $4050 between the Taycan and G80 (assuming our G80 price estimate is dead on), and the largest difference, a whopping–drumroll, please–$101,460, is between our EV6 test car and a base Lucid Air Grand Touring. All of this is to say that cost doesn’t directly correlate to performance. And when it comes to charging the newest generation of Kia, Hyundai, and Genesis EVs, that couldn’t be more true. More

Today, Dodge unveiled what it’s calling “the future of electrified muscle.” The Charger Daytona SRT is an electric performance coupe meant to carry the torch passed by the outgoing Charger and Challenger. The Daytona SRT will have an 800-volt electrical architecture called Banshee. Powertrain specs aren’t available, but Dodge claims it will be faster than a Hellcat. Other features meant to enhance the muscle-car experience include a multi-speed transmission, a temporary horsepower boost button, and an “exhaust” system meant to make the Daytona SRT just as loud as a Hellcat. It seems like the days of proud American muscle cars with forceful V-8 engines and growling exhausts will soon slip gracefully into the past. Dodge’s Charger and Challenger models will take their final bow after 2023, and electric models are encroaching on classic nameplates such as the Chevy Camaro and the Ford Mustang, too.Still, Dodge doesn’t want you to mourn the muscle car just yet. The new Dodge Charger Daytona SRT Concept is an electric performance coupe set to carry Dodge’s brash legacy forward and become “the future of electrified muscle.”
The heart of the Daytona SRT is its 800-volt electrical architecture christened Banshee. This is double the voltage of the 400-volt architecture used by many other EVs and allows for faster charging, better cooling for the electric motors, and lighter wiring. The Porsche Taycan, Audi e-tron GT, Hyundai Ioniq 5, and Kia EV6 also use 800-volt architectures.Though Dodge hasn’t yet shared any performance or powertrain details for the concept, it claims that the Daytona SRT will be faster than its Hellcat V-8–powered cousins “in all key performance measures.” We assume this means both acceleration and top speed. For reference, the 2023 Charger SRT Hellcat Redeye with the Jailbreak package has a monstrous 807 horsepower, and the Redeye we tested raced to 60 mph in 3.5 seconds. A push-to-pass button called PowerShot will provide a temporary power boost. Unlike its ICE-powered, rear-wheel-drive predecessor, the Daytona SRT is all-wheel drive, demonstrated in true Dodge fashion with a four-wheel burnout from a teaser video posted in July of last year. It will also get six-piston brakes, and regenerative braking will surely be incorporated as well.
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To give drivers the feeling of “distinctive shift points”, Dodge has bestowed the Daytona SRT with a multi-speed transmission. Not many details are available beyond that, but a look at a concept image for the interior tells us it’s likely an automatic. The Daytona SRT is also not the first electric car to depart from traditional direct-drive systems; the Taycan and e-tron GT both utilize a two-speed automatic gearbox. Though we can’t say for sure, it seems likely that the Daytona SRT will use a two-speed transmission for improved acceleration and efficiency.
However, the most unique aspect of the Daytona SRT—and the most brazenly gratuitous—is its exhaust. No, Dodge hasn’t found a way for an electric car to pump equal parts engine noise and CO2 into the air, but it did design its Fratzonic Chambered Exhaust to amplify the electric motors’ near silent hum into a 126-decibel cacophony worthy of the SRT badge. The name “Fratzonic” is a variation on Fratzog, the moniker given to the logo featured on Dodge muscle cars in the ’60s and ’70s. That logo makes its return on the Daytona SRT, one of the many ways Dodge has tried to instill the concept with the brand’s history.
Inspired by the tall wing of the original 1969 Charger Daytona, the first NASCAR vehicle to hit 200 mph, the Daytona SRT has a front opening called the R-Wing. The R-Wing is meant to provide better aerodynamics and enhance downforce, assisted by four intakes on the car’s front and rear. The rest of the exterior, evocative of the original Charger’s shapely silhouette, builds on smooth lines and an athletic stance, though the Daytona SRT’s front and rear lights and overall profile are clearly still an evolution of the current Charger and Challenger.
Despite an unmistakable emphasis on performance and muscle, the Daytona SRT aims to be somewhat practical, too. The interior mockups look sleek and modern, and a hatchback design with fold-flat rear seats should provide ample cargo space. Paddle shifters on either side of the squared-off steering wheel control the PowerShot feature and select one of the Daytona SRT’s multiple drive modes.
The Daytona SRT is an ambitious concept, but whether it can live up to all the missions it claims to fulfill remains to be seen. A production version of the car could come as early as 2024, and only then will we know whether an electric car can also be a muscle car.
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• A Canada-built equivalent to the DeLorean DMC-12, the Bricklin SV-1 has many parallels to that legendary car, both in terms of audacity and eventual financial failure.• The name SV-1 stands for Safety Vehicle, and this classic has a number of safety innovations that were quite advanced for its day.• Slightly fewer than 3000 SV-1s were built over a three-year period, but fewer than 150 of them came with the four-speed manual like this example currently up for auction on the Bring a Trailer website.It is said that Icarus, out of pride, flew so close to the sun that his waxen wings melted and he plummeted to his doom. The same fate seems to happen to gullwinged sports cars about once a decade, whether the wings in question are stainless steel (the DeLorean DMC-12) or bonded acrylic resin (as here). But from the financial ashes, a phoenix emerges, ready to be the center of attention at the next car show its new owner might attend.

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And that’s the Bricklin SV-1, a rare and mostly forgotten 1970s sports coupe. The company folded almost 50 years ago, but the cars still have a small but eager fan base. This one’s currently up for auction on Bring a Trailer, which—like Car and Driver—is part of Hearst Autos. With five days to go, bidding sits at just $3500. Malcolm Bricklin was a serial automotive entrepreneur with a shoot-from-the-hip attitude and shoot-from-the-hip accuracy to match. He brought Subaru to America in 1968, and now you can’t visit a hiking trailhead without tripping over a Crosstrek. But he also founded Yugo, and when’s the last time you saw one of those? Or wanted to?

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Between launching these two endeavors, Bricklin launched the SV-1, drawing on the financial assistance of the Canadian government. A factory was built in New Brunswick, the area then economically depressed by the collapse of the local fishing industry, and the car was designed by ArtCenter College graduate Herb Grasse, who had contributed to the original Dodge Challenger.

The idea behind the SV-1 was to embrace incoming U.S. safety regulations wholeheartedly, creating a car fit for modern roads. And not just any car, but a V-8–powered grand tourer capable of going toe to toe with the Chevrolet Corvette. Bricklin’s creation would be striking-looking, with gullwing doors and a sharply sloping nose. It would feature futuristic construction materials and have integrated bumpers and a crash structure to protect its occupants.Launched in 1974 with an AMC-supplied 360-cubic-inch (5.9-liter) V-8 and either a four-speed manual or three-speed automatic transmission, the SV-1 was a decent performer. There were teething troubles with overheating, but these were soon solved with a radiator upgrade. Bigger issues were the new factory and inexperienced workforce, cost overruns, and problematic quality control. Six years later, pretty much the exact same problems would kill the DeLorean DMC-12. They did in Bricklin in three.Bricklins can have all kinds of issues to work through, and there are a few with this example. The radio doesn’t work, the A/C isn’t blowing cold, and the windows stick. This last is a pain to address with the heavy gullwing doors, which weigh about 100 pounds each.Signed by the AuthorHowever, this SV-1 has the four-speed manual paired with the 220-hp 5.9-liter AMC V-8. That makes it 10 times rarer than your average Bricklin, and also quite a bit more fun to drive. Provenance is also improved by the signatures of both Malcolm Bricklin and the late Herb Grasse.

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With its conventional, U.S.-sourced powertrain, a Bricklin is a bit tougher than a DeLorean, and easier to keep on the road in terms of mechanical issues. This example also benefits from an upgraded Edelbrock intake manifold and a stainless steel exhaust system.The SV-1 drives far better than you expect it to, and with the exhaust upgrade this version probably honks like an angry Canada goose—they look cute, but Canadians call those birds cobra chickens for a reason. A sense of humor is required for ownership, as there’s a good chance you’ll be propping open one of those gullwing doors with a broom handle at some point. But just think of the stares as you rumble into your local Sunday morning car meet-up.There’s a great deal to be said for a car that was a failure in its day but seems quirky and cool now. Best of all, unlike owning a DeLorean DMC-12, you won’t have to put up with people cracking wise about flux capacitors and hitting 88 miles per hour. Just finish your coffee, pop open the doors, and fly off down the road, 93 million miles away from the sun, a V-8 underfoot, and not a care in the world. The auction ends on Monday, August 22. More

Cadillac has shown off a prototype of the upcoming Celestiq.The new electric hatchback is shown going for its first engineering drive at GM’s Technical Center in Warren, Michigan.We don’t have word on when the Celestiq will reach dealerships. This morning Cadillac shared photos on its social platforms of its new EV flagship, the Celestiq, beginning its road testing in prototype form. As it takes its first drive at GM’s Global Technical Center in Warren, Michigan, we can see that the production model should look very close to the concept photos released just over a month ago. The Celestiq is expected to reach customers sometime in 2024.

The Celestiq pictured here is wearing blue and white camouflage with hundreds of Cadillac badges in all different orientations meant to create an optical illusion. But the camouflage can’t hide how massive the car is, and its silhouette is remarkably dramatic on the road. The main difference we can tell from the concept is that this prototype has real side-view mirrors.

The electric hatchback is on track to arrive as a 2025 model, although Cadillac hasn’t yet announced exactly when deliveries will begin. We also don’t have any information on how many vehicles Cadillac plans to build, but production will be kept at low volume to ensure exclusivity. The Celestiq EV uses GM’s Ultium battery technology, and we expect it to offer a large battery pack that should be good for at least 300 miles of driving range per charge. Its competitors such as the Tesla Model S and the Lucid Air offer more than 400 and 500 miles of range, respectively. The slinky electric hatchback’s base MSRP has yet to be announced, but we expect it to start in the high-$200,000 to low-$300,000 range. The Celestiq will be hand-built, and customers will be able to customize their car to a large degree. Look for more details on the 2025 Celestiq as Cadillac prepares this new electric hatchback for production and works with customers to spec and build their cars before finally handing them over. More