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From the May 2023 issue of Car and Driver. WHAT IT ISDoes an electric muscle car still sound shocking? Well, Dodge appears to be making one. The next Charger is a muscular two-door with styling cues from its second-generation ’60s namesake and a powertrain from the future—or at least, the leading edge of the present. WHY IT MATTERSWe would have bet that Dodge would be the last gas-burning holdout, striping 11s on internal-combustion island as the automotive market quietly whirred and recharged around it. Instead, Dodge CEO Tim Kuniskis declared the “brotherhood of muscle,” going forward, will be battery-powered. PLATFORMBeneath the Charger’s bulked-up body is Stellantis’s STLA Large platform. POWERTRAINThe entry-level Charger 340 gets a 400-volt propulsion system and 455 horsepower, while the midrange 440 (the electric Scat Pack, if you will) boasts 590 horsepower. Both models can receive over-the-air horsepower bumps through Dodge Direct Connection, and a multi-speed transmission is promised. The top Banshee model will have an 800-volt architecture, and we predict that if the lesser models don’t have two motors, the Banshee will. The horsepower rating is a secret, but Dodge promises the Banshee will eclipse the gas-powered Hellcat in all performance metrics. That includes sound, with the Charger EV’s amplifying chamber “exhaust” tuned to 126 decibels. COMPETITIONNothing on the market hits the same pressure points as the Charger EV. The Mustang Mach-E is quick, domestic, and wears a muscle-car name, but its SUV body puts it in a different category. WHAT MIGHT GO WRONGThe Mopar faithful might come carrying pitchforks and torches and burn the Stellantis castle to the ground before they accept an electric muscle car. ESTIMATED ARRIVAL AND PRICEIf the stars align, we could see the Charger EV in 2024 with a starting price somewhere around that of a current 392 Hemi model; expect to pay at least $50K.Old and NewSenior Editor, Features
Like a sleeper agent activated late in the game, Elana Scherr didn’t know her calling at a young age. Like many girls, she planned to be a vet-astronaut-artist, and came closest to that last one by attending UCLA art school. She painted images of cars, but did not own one. Elana reluctantly got a driver’s license at age 21 and discovered that she not only loved cars and wanted to drive them, but that other people loved cars and wanted to read about them, which meant somebody had to write about them. Since receiving activation codes, Elana has written for numerous car magazines and websites, covering classics, car culture, technology, motorsports, and new-car reviews.    More

Last August, President Biden signed the Inflation Reduction Act. Among its hundreds of pages were measures to restructure the federal tax incentive for buying a plug-in vehicle and boost U.S. production of EVs and their batteries. Much confusion ensued.Final guidance was issued by the U.S. Treasury on March 31, meaning next Tuesday, April 18, is the day everything changes. That day, only battery-electric and plug-in-hybrid vehicles assembled in North America (U.S., Canada, or Mexico), with MSRPs less than $55,000 for cars and $80,000 for SUVs and light trucks, will qualify for purchase incentives up to $7500. Equally challenging, the sources of certain percentages of their battery minerals and components are restricted to a specific list of countries—one that notably does not include China, by far the world’s largest source of those components today.Regrettably, the EPA says it will not revise its list of eligible EVs until April 17—the day before the new rules come into effect. And note that commercial-fleet customers that lease their EVs can qualify for the full incentives regardless of the factors above.In a statement, Alliance for Automotive Innovation CEO John Bozzella told Reuters the requirement that EVs must be assembled in North America to qualify for any credit eliminated 70 percent of EV models on sale today. More DetailsCar and Driver reached out to automakers to ask whether their batteries and minerals were compliant with the new regulations as well. The short answer? It’s complicated.Looking at the EVs on the market for 2023, winners and losers in the incentives game start to emerge based on where they’re built. Here is our non-comprehensive list of where we stand for retail buyers a week before the new rules take effect.The Apparent Winners CHEVROLET, GMC, CADILLAC: General Motors not only plans to build all its future EVs in North America but has announced numerous mineral-sourcing contracts and is setting up at least three battery plants as joint ventures with its longtime cell partner LG Energy Solutions.Cadillac Lyriq.CadillacThe company gave Car and Driver a statement that read: “We expect a number of our Ultium-based EVs, including the Cadillac Lyriq and additional EVs launching this year like the Chevrolet Equinox EV SUV and Blazer EV SUV, to qualify for the full $7500 credit in 2023.” Of those, only the Lyriq is presently in production, albeit at low volumes thus far. Matthew Ybarra, GM senior manager of public policy communication, added that future versions of the upcoming Chevrolet Silverado EV pickup truck that are priced under $80,000 will also qualify.Left open is the question of whether the Chevrolet Bolt EV and EUV, built in Michigan, qualify for the full $7500. Ybarra told Car and Driver that the company expects both Bolts “to qualify for some level of credit even after the new rules go into effect on April 18” and promises to share an update “in the near future.” Lincoln Aviator Grand Touring hybrid.LincolnFORD, LINCOLN: Last Wednesday, Ford said all six of the vehicles with plugs it now sells will be eligible for at least partial IRA credits. The Detroit-built Ford F-150 Lightning EV pickup gets the full $7500, as does the Chicago-built Lincoln Aviator Grand Touring plug-in hybrid. The Mustang Mach-E (built in Mexico), the e-Transit commercial van (Kansas City), and the Ford Escape PHEV and Lincoln Corsair Grand Touring (both built in Louisville) get $3750 based on either location or the sources of their battery components and assembly.TESLA: By far the largest U.S. maker of EVs, the Silicon Valley startup is now almost two decades old and has sold more than 4 million vehicles. It builds all four of its models and most of its battery packs in California, Nevada, and Texas, but its larger Model S and Model X exceed the price caps. Tesla does not communicate with the press, but it said 10 days ago it expects the rear-wheel-drive Model 3 to receive a lower tax credit—likely because of its China-sourced iron-phosphate battery.We won’t know until the final list of eligible vehicles drops, but perhaps compensating for more incentive cuts, earlier this month the company cut $5000 off the prices of Model S and Model X, $2000 off Model Y prices, and $1000 off the Model 3 sticker.Genesis Electrified GV70.GenesisGENESIS: This month, the Korean luxury brand is launching the Genesis Electrified GV70, a battery-electric version of its popular GV70 compact crossover. That version, and only that version, is now assembled in the Hyundai plant in Montgomery, Alabama. As of Monday, said Jarred Pellat, the brand’s senior manager for PR and communications, Genesis is “in the process of determining what, if any, portion of the EV tax credit the U.S. assembled Electrified GV70 qualifies for after the April 18 effective date.”Jeep Wrangler 4xe Sahara.StellantisSTELLANTIS (Jeep, Ram, Dodge, Chrysler): The Chrysler Pacifica (plug-in) Hybrid minivan and the Jeep Wrangler 4xe and Grand Cherokee 4xe plug-in hybrids are built in North America. The Pacifica will keep the full credit of $7500, but the plug-in hybrid Jeeps will fall to $3750 each. The upcoming Dodge Hornet R/T plug-in hybrid is built in Italy, so it won’t qualify. Stellantis sells no battery-electric vehicles in North America today.Contenders HYUNDAI and KIA: Given these brands’ aggressive plans to launch a full array of EV models and the good reviews received by their newest models, it is undoubtedly a blow to their U.S. arms that all tax incentives will vanish on April 18. However, last May the company announced it will build a dedicated EV assembly plant in Georgia. Those plans have likely accelerated—meaning the first U.S.-built Hyundais and/or Kias might qualify for credits as soon as the end of next year.Nissan Leaf.Jay K. McNally/NissanNISSAN: The company has built Leaf battery-electric hatchbacks at its Smyrna, Tennessee, plant since 2013, with battery cells assembled in an adjacent facility. Ted Kreder, its senior manager of EV sales and strategy, told Car and Driver the company is still checking whether the Leaf—which he confirmed will continue into the 2024 model year—will qualify for incentives. The company’s new Ariya EV crossover, however, will not qualify.Volkswagen ID.4.VolkswagenVOLKSWAGEN, AUDI, other brands: The company started assembling its ID.4 electric compact SUV in Tennessee last July. But it is still assessing whether it qualifies for incentives. VW rep Mark Gillies told Car and Driver, “We are carefully reviewing the draft guidance and are consulting with our supply-chain partners to evaluate the Section 30D battery component and critical mineral requirements.”Longer term, VW feels it is well positioned. By 2030, it says it will offer 25 separate EV models in the U.S. among its stable of brands—not only VW but also Audi, Bentley, and Lamborghini. Last week, Volkswagen Group of American CEO Pablo Di Si told Bloomberg Television it expects all of those to qualify for the maximum $7500 in incentives.Honda Prologue.hondaHONDA and ACURA: The Japanese maker will launch the Honda Prologue and Acura ZDX battery-electric SUVs in 2024. Both vehicles will be assembled in North America by GM on the company’s Ultium platform. Based on GM’s responses above, that should qualify both vehicles for full incentives.Will These Brands Miss Out? AUDI, BMW, MERCEDES-BENZ: Many of these brands’ several EVs currently exceed the price caps of $55,000 for passenger cars and $80,000 for SUVs. And lower-priced models like the Audi Q4 e-tron and Mercedes-Benz EQB SUV are not currently built in North America. Business leases to those who qualify may help significantly, but until they start building EVs in North America, the German luxury trio is out of luck.Toyota bZ4X.toyotaTOYOTA, LEXUS: The world’s most profitable mass-market carmaker has also been among the most reluctant to launch vehicles that plug in. It sells only four in the U.S. among its two brands, of which only the Toyota RAV4 Prime and Prius Prime plug-in hybrids do any significant volume. Those are both built in Japan (unlike all other RAV4s, which are assembled in North America). Its bZ4X crossover, launched and then recalled due to a problem in which the wheels might fall off, is built in Japan—no incentives. Ditto for the Lexus NX450h+ plug-in hybrid, the only variant of its NX not built in North America. In February, Toyota said it would build EVs at a plant in Kentucky, powered by batteries made in North Carolina. By the end of 2025, it hopes to build roughly 10,000 electric SUVs a month, selling as many as 200,000 EVs a year in the U.S. starting in 2026.Subaru Crosstrek.SubaruSUBARU: Its Solterra electric crossover is a rebadged Toyota bZ4X built in Japan, making it ineligible. The latest 2024 Crosstrek has just been released, and the company has stayed mum on whether it will add the (plug-in) hybrid version it offered for the previous generation. But Crosstrek production has now moved from Japan to Indiana, so there’s at least a theoretical chance Subaru might get some credits for a U.S.-built Crosstrek PHEV. Stay tuned.MAZDA: The company sells the MX-30 EV strictly in California. The small EV is built in Japan and would not qualify for any federal incentives. The new CX-90 SUV offers a PHEV option, but it’s built in Japan. Like Subaru, it would be likely to get any future battery-electric technology via its Toyota connection. Shop AroundContributing 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

A new world record has been achieved for the title of most expensive license plate at 55 million dirhams ($15 million).The license was sold in a government-run charity auction in Dubai.Proceeds from the auction will go to Sheikh Mohammed bin Rashid’s global food aid initiative, the 1 Billion Meals Endowment.As the great poet (don’t fight us on this) Kendrick Lamar rapped in his 2017 song Humble, “It’s levels to it, you and I know.” He may not have been referencing levels of wealth, but we are. The level of wealth maintained by unnamed oil tycoons is more than most of us can even fathom. What can oil-tycoon money buy you? We hear you ask. How about a world-record-breaking $15 million license plate?Articles to Quench Your Expensive TasteAccording to a report by Bloomberg, at 55 million dirhams, the equivalent of $15 million, that’s exactly what one unnamed wealthy bidder in Dubai recently paid for the license plate P 7. The plate was sold on Saturday in an auction put on by the Emirates Auction. Proceeds will go to Dubai ruler Sheikh Mohammed bin Rashid’s global food aid initiative, the 1 Billion Meals Endowment. According to the same Bloomberg article, Saturday’s bid takes down a record set in 2008 by Saeed Abdul Ghaffar Khouri, who paid the equivalent of $14.2 million for a plate bearing the number 1 in Abu Dhabi. The identity of the most recent winner will not be disclosed, and the plate can reportedly be transferred to any car registered in the emirate. If you happen to be in Dubai any time soon, make sure to keep an eye out for license plate P 7, or any other unusually short plate names. Chances are it went for big money at auction. 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

Rivian’s CEO RJ Scaringe hinted at the future expansion of the EV lineup into R2 and R3 vehicles.He suggested that future Rivians will be smaller and cheaper, but he claims they’ll stay true to what he called Rivian’s “adventure” essence.The new info came from an interview on the WVFRM YouTube podcast hosted by Marques Brownlee.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.Rivian CEO, RJ Scaringe, talks R1S and the Future of RivianWatch onYouTube IconYouTube IconSeeing any Rivian out in the wild is still a rare thing in most communities, but despite not yet achieving mass proliferation of its R1T and R1S EVs, the company is already looking ahead to future products. Rivian CEO RJ Scaringe recently sat down with YouTube personality Marques Brownlee on his WVFRM podcast to talk about Rivian’s current lineup and potential future products. The conversation started with Brownlee asking Scaringe for some background on the EV startup. Scaringe revealed that when Rivian was first created (13 years ago), it was largely focused on creating a sports car. Sound familiar to any Tesla fans? Setting a Course for Adventure Eventually, of course, the company switched its perspective and began targeting a different kind of sporting EV buyer with the R1T pickup and R1S SUV. According to Scaringe, the core idea was to build a brand that enables and inspires adventure. “We identified the flagship products to do that, with R1S and R1T intended to be truly a flagship,” said Scaringe. “Following those, we have a smaller set of products creatively we call R2, R3, but they move in different form factors and obviously different sizes.” If the R1S and R1T are the flagship models for the brand, it follows that any vehicles in the R2 lineup can be expected to be priced lower. Scaringe confirmed that, explaining how different development of a vehicle with a target price is than development of flagship models. “For the R2 product lineup, we have less dollars to spend, and so things that we didn’t have to debate as much on a flagship product we really are debating heavily,” Scaringe said. RivianScaringe noted that the company is deep in debate about which aspects of the R2 are vital and core to the identity of the brand, and which aspects are more frivolous. How capable does it have to be off-road while maintaining on-road driving dynamics? What about Easter-egg items like the Bluetooth speaker and the flashlight in the door? They’re the sort of questions that century old manufacturers have nailed down, while younger companies like Rivian are still finding a brand identity. “The goal with these is to continue to take the essence of what we’ve done here, but in different packages and smaller form factors,” Scaringe said.Smaller-Picture ItemsScaringe also focused in on some nearer-term information that Rivian watchers want to hear about: for instance, software and the lack of Apple CarPlay support in the R1S and R1T. On this topic, Scaringer compared in-house control of the software to fine cuisine:”A lot of the things we do, whether it’s music or mapping, we have to make sure we integrate with the best-in-class platforms, but controlling the systems just allows us to be the arbiter . . . or the head chef of the experience you get.” Sounds as though Apple CarPlay and Android Auto support won’t be coming to the Rivian lineup any time soon. RivianBut Scaringe did reveal two new options on the way: one being a small storage container in place of the Bluetooth speaker that lives beneath the front seats. It will use the same latch as the speaker to keep it from the danger of becoming a projectile in a moving vehicle. He also said an updated version of the camp kitchen is in development for the gear tunnel. The discontinued version of the camp kitchen took up practically the entire gear tunnel, but Scaringe promises the updated version will be a more reasonable size.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.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

This 1991 BMW 325i convertible includes the rare Sport Appearance package.It’s currently up for auction on Bring a Trailer with no reserve.Bidding ends early on Friday, April 14.If you were a yuppie attempting to survive in the decade of M.C. Hammer time, then you likely yearned for an E30 BMW 3-series convertible like this 1991 example currently up for auction on Bring a Trailer, which like Car and Driver, is part of Hearst Autos. Related StoriesIt’s a 325i, which means its original owner shelled out the extra coin to skip over the entry-level 318i’s wheezy four-cylinder in order to enjoy the smooth operation of BMW’s legendary inline-six engine. It’s also equipped with the Special Appearance package, which combined the racy M3-inspired looks of the M-Technic package but kept the tamer suspension and smaller wheel and tire package of the standard 325i convertible. In other words, Special Appearance package-equipped 325i convertibles were for those who favored form over function. It’s why we actually dig the fact this example is not one of the rarer five-speed models. Sure, BMW’s four-speed automatic neuters the 168-hp 2.5-liter six-cylinder’s straight-line acceleration, but it also completely jives with this car’s ethos of strictly looking sportier than the average 325i ’vert.Bring a TrailerYes, the run-of-the-mill 325i convertible was also available with a five-speed manual, but if you’re a yuppie trying to make it in the ’90s, then you need your right hand free to hold your built-in car phone. Manually swapping cogs just isn’t in the cards.These 325i convertibles with the Special Appearance package are a rare breed. BMW reportedly produced fewer than 1000 examples of its compact convertible with this option. All wore either white or black paint.Bring a TrailerAlthough this E30 droptop’s relative rarity adds value, it’s still no E30 M3. Whereas solid examples of E30 M3s typically sell for north of $50,000, the last 325i convertible with the Special Appearance package to cross Bring a Trailer’s virtual auction block sold for $23,100 in October of last year. That prior car also showed nearly 30,000 fewer miles on its odometer and didn’t appear to suffer from any notable rust, unlike this 325i, which reportedly has rust in its left door jamb. A number of repainted areas, a top that’s slow to close, and wear on the seats are other issues that affect this 3-series.Bring a TrailerStill, this car still seems to be in good shape for its age, even if it’s not exactly in concours condition. Plus, the seller includes plenty of service documentation, indicating this 3-series was mechanically well-cared for. E30 325i convertibles with the Special Appearance package may not be the most sought-after variants of that 3-series. However, if you’re looking to cosplay as a yuppie in a low-mileage, ready-to-drive late-1980s or early-1990s BMW 3-series, then this rare example is likely an affordable and interesting way to do so.Senior EditorDespite their shared last name, Greg Fink is not related to Ed “Big Daddy” Roth’s infamous Rat Fink. Both Finks, however, are known for their love of cars, car culture, and—strangely—monogrammed one-piece bathing suits. Greg’s career in the media industry goes back more than a decade. His previous experience includes stints as an editor at publications such as U.S. News & World Report, The Huffington Post, Motor1.com, and MotorTrend. More

From the May 2023 Issue of Car and Driver.When the eighth-generation Corvette Stingray arrived for the 2020 model year with its engine behind the passengers and the proportions of a mid-engine Ferrari, a host of rumors rumbled down the road behind it. The Stingray, we heard, would ultimately go for the throat of Lamborghinis, McLarens, or anything with the word “hypercar” or “exotic” in its dating profile. Those whispers will become a reality in the next couple of years with the arrival of two ultra-high-performance Corvettes: the ZR-1 and the Zora.The foundational elements of both cars are currently hiding in plain sight in the 2023 Z06 and the upcoming 2024 E-Ray hybrid. The ZR-1 and Zora both use much of the brilliant Z06 as a starting point, including a majority of its structure and its flatplane-crank V-8, wider body, huge tires, and carbon-ceramic brakes. Beyond that, though, the powertrains, performance, and purpose of the ZR-1 and Zora diverge.The ZR-1The ZR-1, which we expect to see as a ’25 model, takes those basics and adds firepower in the form of a twin-turbo version of the Z06’s 5.5-liter V-8, supposedly a stonker that belts out well over 800 horsepower.Much More CorvetteLike the Z06, the ZR-1 will remain a rear-driver. It will probably incorporate active aerodynamic elements, such as a rear wing and a front splitter, and offer a Z07-style track package. Though its weight will presumably rise by about 200 pounds over a Z06 due to its new turbo componentry and greater powertrain-cooling requirements, we predict that the additional sting in its tail will enable it to lunge to 60 mph in about 2.5 seconds or less. It will be the quickest Corvette around a racetrack while remaining as comfortable on the street as a Z06. Its performance will put it in contention with everything from the McLaren 750S to the Porsche 911 Turbo S. But its base price—we estimate it at $150,000—will undercut competitors by tens or even hundreds of thousands.The New Top DogFittingly, Chevy will name its new top-dog Corvette the Zora, after its most famous chief engineer, Zora Arkus-Duntov. He was pivotal in dragging the Corvette out of the dark ages in the ’50s by blending high-tech features of the day—disc brakes, fuel injection, an independent rear suspension—with red-blooded American V-8 power. That’s exactly what the Zora will do.The all-wheel-drive Zora targets acceleration records.Illustration By BradBuilds|Car and DriverToday’s new tech is electrification, and the Zora is a mashup of the ZR-1’s mechanicals and the 160-hp electric motor snuggled under the E-Ray’s nose. Add the E-Ray’s electric power to the ZR-1 engine’s output, and the Zora will be flirting with 1000 horsepower. It could weigh 4200 pounds, but with all-wheel drive aiding the launch, it’ll be the Top Fuel dragster of the Corvette lineup; we expect it to hit 60 mph in about 1.9 seconds and blaze through the quarter-mile in under 10 seconds at about 150 mph.The Zora won’t be aimed at tearing around road courses, though; it’ll be a smartly dressed speed demon with a full complement of luxury features and a ride comfy enough for cross-country treks. It’ll deliver typical-for-Corvette value, starting at around $200,000. Its power and performance, however, will have it soaring in the hypercar stratosphere with more expensive hybrid rockets like the forthcoming electrified Lamborghini Aventador replacement and the Ferrari SF90 Stradale. A fine way to honor the real Zora’s legacy.The LegendGetty ImagesZora Arkus-Duntov is often credited with making the Corvette a world-class sports car. In his 22 years with GM, he worked almost exclusively on the Corvette, becoming the car’s chief engineer in 1967. Arkus-Duntov brought the independent rear suspension, disc brakes, and limited-slip differential to the Corvette. An avid racer, Arkus-Duntov won his class at Le Mans in 1954 and ’55 and set a Pikes Peak record that stood for 13 years in a pre-production ’56 Chevy four-door hardtop.Director, Buyer’s GuideRich Ceppos has evaluated automobiles and automotive technology during a career that has encompassed 10 years at General Motors, two stints at Car and Driver totaling 19 years, and thousands of miles logged in racing cars. He was in music school when he realized what he really wanted to do in life and, somehow, it’s worked out. In between his two C/D postings he served as executive editor of Automobile Magazine; was an executive vice president at Campbell Marketing & Communications; worked in GM’s product-development area; and became publisher of Autoweek. He has raced continuously since college, held SCCA and IMSA pro racing licenses, and has competed in the 24 Hours of Daytona. He currently ministers to a 1999 Miata and a 1965 Corvette convertible and appreciates that none of his younger colleagues have yet uttered “Okay, Boomer” when he tells one of his stories about the crazy old days at C/D. More

From the May 2023 issue of Car and Driver.After decades of epic sports-car battles between Chevrolet Corvettes and Porsche 911s, Chevy is queuing up a new rivalry against Stuttgart’s highest-performing SUVs. Rather than expend resources to designate a new lineup of high-test sport-utility vehicles, Chevrolet will call its subbrand a name synonymous with performance: Corvette. It’s shocking General Motors took this long to add a true performance SUV to one of its model lines. After all, Porsche’s high-roof five-seaters—the Macan and Cayenne—continue to be its bestsellers year after year. Their high profit margins fund insanity such as the 718 GT4 RS and the 911 GT3 RS.General Motors designed its Alpha platform to underpin the best driving machines around. To date, the only model of the five built on it not to make our 10Best list at least once is the Cadillac ATS.Remove any previous expectations that the Corvette SUV will be electrified, at least not at first. The SUV will be built on the celebrated Alpha platform that underpins the Camaro and the spectacular Cadillac CT4-V and CT5-V Blackwings. The platform alone suggests the Corvette SUV will be both entertaining to drive and potentially sold in two sizes. Again, think Macan and Cayenne. The Alpha platform allows access to GM’s vast powertrain catalog. If Chevy builds a Macan competitor, we’d expect a 300-plus-hp turbo four to serve as the base engine and a twin-turbo V-6 with 400 or so horsepower at the top. To challenge the Cayenne, the larger SUV will get that twin-turbo V-6, while the nearly 500-hp 6.2-liter V-8 will belt out its American song in the higher trims. Expect the Vette SUV to come standard with all-wheel drive and a 10-speed automatic across the board, with magnetorheological dampers an optional extra.Illustration By BradBuilds|Car and DriverAt the top of the Corvette SUV lineup is where things should get very interesting. After the initial launch, and to no one’s surprise, the SUV will receive the Z0-something treatment to put the most exotic utility vehicles directly in Chevrolet’s crosshairs. The Cadillac Escalade V’s supercharged 682-hp 6.2-liter V-8 should do it, along with carbon-ceramic brakes and tires as wide as the Mississippi. All of this while still undercutting the competition by tens of thousands of dollars.We expect Chevy to reveal the Corvette SUV later this year and for it to arrive at dealerships in the latter half of 2024 with a starting price of around $60,000.To the FutureSenior Testing EditorDavid Beard studies and reviews automotive related things and pushes fossil-fuel and electric-powered stuff to their limits. His passion for the Ford Pinto began at his conception, which took place in a Pinto. More

The 2024 BMW XM Label Red debuts with a 738-hp plug-in-hybrid powertrain, making it the brand’s mightiest M-badged model. Along with a claimed 60-mph time of 3.7 seconds, the Label Red has an estimated electric driving range of around 30 miles. While BMW hasn’t released pricing, we expect it to cost around $186K after production starts this August. The 2024 BMW XM Label Red is unlike any M car before. Partly because it’s a mammoth plug-in-hybrid SUV, but mostly because it packs more power than any previous M-badged BMW that could legally be driven on the street.Big Bad BimmerWhile similar to the regular 644-hp XM model, the Label Red’s electrified powertrain is beefed up to produce 738 horsepower and 738 pound-feet of torque. Those peak figures are derived from a twin-turbocharged 4.4-liter V-8 and an electric motor sandwiched between the engine and the eight-speed automatic transmission. That drivetrain combines with a variable, rear-biased all-wheel-drive system, and BMW claims the XM Label Red will hit 60 mph in 3.7 seconds. That’s four-tenths quicker than its counterpart’s estimate. The Label Red’s top speed is limited to 155 mph, but that cap can be lifted to 175 mph with the optional M Driver’s package.Every version comes standard with adaptive dampers, active anti-roll bars, an electronically controlled limited-slip rear differential, and M compound brakes with fixed six-piston front calipers and floating single-piston rear clampers. While a set of 23-inch wheels are standard, a set of 22-inchers can be swapped for free. Since the regular XM only comes with summer tires, we expect the Label Red to do the same. Electrified and ExtrovertedBMW isn’t yet discussing fuel-economy estimates, but it has released details about the Label Red’s electrical system, which predictably is identical to the lesser XM’s. There’s a 19.2-kWh lithium-ion battery pack under the floor that provides an estimated electric driving range of 30 miles. Connect the 7.4-kW onboard charger and a fully replenished battery is said to take three hours and 15 minutes.Whether plugged in at home or at a Level 2 public charger, the XM Label Red will draw the attention of anyone who walks within shouting distance. Perhaps its the enormous, alien-like front end, which looks especially extroverted with the red rings around its cartoonish kidney grille. Additional red exterior accents are found on its gigantic wheels. The stripe stretching along its flanks and up around its side windows can also be had in Toronto Red. Are we the only ones picking up heavy vibes from the A-Team van?Inside, the Bimmer’s red details continue, albeit on a more traditional canvas. The color can be seen on the dashboard HVAC vents as well as on stitched surfaces throughout the cabin. Standout features include BMW’s curved glass panel that combines a 12.3-inch digital gauge cluster and a 14.9-inch touchscreen with iDrive 8.5 infotainment software.The interior also features a head-up display, a three-dimensional headliner, and myriad M-specific controls. Customers can opt for a 1475-watt Bowers & Wilkins surround-sound system too, if the standard Harman Kardon stereo won’t suffice. Of course, an SUV this luxurious wouldn’t be complete without an array of driver assists that include BMW’s semi-autonomous drive mode that allows hands-free driving at speeds up to 85 mph on certain thoroughfares.The 2024 BMW XM Label Red is slated to start production at the automaker’s Spartanburg, South Carolina, plant this August. Although BMW says it’ll announce pricing closer to that date, we’d wager the highest-performance XM will start around $186K.Extra BMW XM 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