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Not only did the 2023 Toyota Tundra drop the V-8 engine from its lineup, but it also switched from a leaf-spring rear suspension to a coil-spring setup. Toyota is only the second major truck manufacturer to do so across its entire line of full-size pickups, following only the Ram 1500. (While Ford offers coil springs on the F-150 Raptor, the regular F-150s have leaf springs.) If you’re wondering what this suspension change means from both a design and ride and handling perspective, this suspension test video explains all the details in unabashedly nerdy glory. The video also demonstrates how much suspension flex the TRD Pro offers through our Ramp Travel Index test and compares its result to other off-road trucks on the market. play iconThe triangle icon that indicates to playDuring our suspension deep dive, we see that the rear suspension isn’t the only thing that’s changed. Among other differences, the front suspension features beefier looking anti-roll bar mounts and no shortage of red paint. We also highlight the advantages of the rear coil-spring suspension, especially the increase in ride comfort. That all being said, it’s clear the TRD Pro hasn’t gone as far down the off-road path as the more expensive F-150 Raptor or Ram TRX. For example, its rear shocks aren’t inverted to reduce unsprung mass, and nor does it come with all-terrain tires from the factory. Also consider the TRD Pro’s lower RTI score versus those other off-road monsters. What other cars and trucks would you like to see undergo a suspension deep drive? Let us know in the comments below. Technical EditorDan Edmunds was born into the world of automobiles, but not how you might think. His father was a retired racing driver who opened Autoresearch, a race-car-building shop, where Dan cut his teeth as a metal fabricator. Engineering school followed, then SCCA Showroom Stock racing, and that combination landed him suspension development jobs at two different automakers. His writing career began when he was picked up by Edmunds.com (no relation) to build a testing department. More

It took nearly half an hour on an ice lake to realize we could see behind ourselves in the 2024 Hyundai Ioniq 5 N prototype. That may not seem extraordinary, but considering every Ioniq 5 thus far lacked a rear windshield wiper—a constant point of frustration for any reviewer who lives where there’s weather—it’s a bigger deal than you might think.Hyundai declined to confirm anything on the record, but sources close to Hyundai have told us that the Ioniq 5 lineup will finally receive a rear windshield wiper. It’s unclear if it will be standard or an option, but it’ll be available, and that’s what matters.HyundaiFor those of you living under perpetual sun, it may be hard to figure out why this is a big deal. And for many cars with rear ends of various slopes, a missing wiper is hardly a major transgression. But there’s something about the Ioniq 5’s hatch that makes the rear glass accumulate snow, rain, dust, and dirt like nobody’s business. After a few trips, it’s generally dirty enough to require a stop at a gas station (quelle horreur!) to squeegee that glass and restore rear visibility. A wiper will likely cause a bit of additional drag, which can eat into the Ioniq 5’s overall range, but the benefits outweigh the drawbacks here.Full Details and SpecsIt’s not yet clear if the Ioniq 5 will receive the rear wiper at the same time as the Ioniq 5 N, and there is no confirmation whether this will come as part of a greater product refresh for the 2024 model year. That’s what our sources said, but Hyundai declined to confirm our sources’ claims. Considering the 5 N will head to the Goodwood Festival of Speed—albeit in the same prototype form seen here—perhaps we’ll get more information about the rear wiper then.Car and driverCar and driver Lettermark logoSenior EditorCars are Andrew Krok’s jam, along with boysenberry. After graduating with a degree in English from the University of Illinois at Urbana-Champaign in 2009, Andrew cut his teeth writing freelance magazine features, and now he has a decade of full-time review experience under his belt. A Chicagoan by birth, he has been a Detroit resident since 2015. Maybe one day he’ll do something about that half-finished engineering degree. More

Dodge wasn’t bashful about promoting the 710-hp 2021 Durango Hellcat SUV, telling potential customers they had only “one shot” at getting behind the wheel of the fastest team bus idling in the dropoff lane.Buyers were understandably frustrated when Dodge said last year that it would bring the Durango Hellcat back as a 2023 model.Seven original customers have now filed a class-action lawsuit against the company, asking for damages in excess of $5 million.A class-action lawsuit was filed last week against the idea of the 2023 Dodge Durango Hellcat. Okay, technically, the lawsuit alleges that Dodge used “false and deceptive advertising and marketing” back in 2020 when it told potential buyers that the 2021 Durango Hellcat would see the only year of production but then reversed course in late 2022 when it announced the 2023 Durango Hellcat with nearly identical specs. The lawsuit is asking for in excess of $5 million in damages, citing a few instances where Dodge representatives made claims that sounded like there wouldn’t be any more after that year. The big one? Dodge CEO Tim Kuniskis said in a Dodge promotional video that “the Hellcat Durango will be a single-model-year run. When we turn the order books over to the ’22 model year, the Durango Hellcat will be gone. So you’ve only got one shot [to buy one].”Hellcat of the Recent PastThe lawsuit also quotes from a Dodge press release that attributes this to Kuniskis: “The 2021 Durango Hellcat is only a single-model-year run, ensuring that it will be a very special, sought-after performance SUV for years to come. Based on anticipated demand, all dealer allocations have already been reserved, but there is still some time to secure an unsold dealer order.”2023 Dodge Durango SRT Hellcat.DodgeMad Enough to SueBased on those quotes, the case appears to have at least some merit. Dodge promoted this as a limited-edition, power-mad SUV, and some people paid out the nose for them. The lawsuit says some paid almost $115,000 for their Hellcats. Now, all of a sudden, Dodge is making more of what’s basically the same vehicle, and those people are litigiously angry. Of course, there’s another side to this: why Dodge said it would only build a year’s worth of Durango Hellcats. Let’s start with a brief timeline. The “one shot” video mentioned above was part of the Hellcat Durango’s introduction in July 2020. That same month, Kuniskis told Muscle Cars and Trucks that the Durango Hellcat would not be a serialized, limited-edition vehicle. Instead, Dodge was only building a small number because of the pandemic:”With all of the changes we made in the plant to come back up [to production] post-COVID with the sequencing and spacing in the plant, it’s changed the number we can build . . . I don’t have an actual number but it will be less than 2000. I don’t know how much less than 2000. It will be determined by customer demand and how much we can build in that six-month period,” he was quoted as saying.No Limit on 2023 Production?COVID was part of the problem, but it became part of the solution. The global chip shortage allowed Dodge to make more Durango Hellcats by adjusting the production of other models. The final nail in the coffin was that the fuel-gulping Hellcats were not helping Stellantis meet its emissions targets. COVID-related disruptions are on the decline, and Dodge engineers were able to meet emissions regulations by changing the fuel tank, fuel filler and carbon canister, according to Motor Authority, which also cited a Dodge spokesperson as saying the 2023 Durango Hellcat will not be a volume-limited model. Dodge did not respond to Car and Driver’s request for comment before publication. The company did tell other media outlets it does not comment on pending litigation. Contributing EditorSebastian Blanco has been writing about electric vehicles, hybrids, and hydrogen cars since 2006. His articles and car reviews have appeared in the New York Times, Automotive News, Reuters, SAE, Autoblog, InsideEVs, Trucks.com, Car Talk, and other outlets. His first green-car media event was the launch of the Tesla Roadster, and since then he has been tracking the shift away from gasoline-powered vehicles and discovering the new technology’s importance not just for the auto industry, but for the world as a whole. Throw in the recent shift to autonomous vehicles, and there are more interesting changes happening now than most people can wrap their heads around. You can find him on Twitter or, on good days, behind the wheel of a new EV.  More

Lightship’s L1 integrates an electric drivetrain and a large-capacity battery pack.Integrated solar panels help the L1’s battery pack maintain a charge.Deliveries of the approximately $125,000 L1 begin at the end of 2024.There are many questions that keep us up at night. Does extraterrestrial life exist? Is peace on earth possible? How will we be able to tow a camper long distances with an electric vehicle?Related StoriesThe latter question is one that may soon have a solution, as various recreational vehicle manufacturers work to integrate battery-electric propulsion into their products. The latest company to throw its hat into this ring is a startup called Lightship. LightshipFounded by Ben Parker and Toby Kraus, both of whom spent a half-decade working at Tesla, Lightship intends to kick off production of its solar-powered battery-electric L1 camper trailer in late 2024. With an available 80.0-kWh battery pack (that’s usable capacity, per Lightship), the L1 can motor itself about without taxing the electric motor(s) or internal combustion engine of the vehicle it’s attached to. In theory, this means the EV or ICE vehicle the L1’s hitched to would see no reduction in energy efficiency or driving range. We won’t truly know how this plays out in the real world until we get our hands on an L1 of our own.LightshipRegardless, Lightship estimates the L1’s large-capacity battery pack holds enough energy to push this camper an estimated 300 miles on a full charge at “highway speed” (we suspect this estimate assumes towing speeds of 55 mph or so, and at 70 mph that figure will likely come in at 180 miles). The company also plans to equip the L1 with a number of solar panels, which Lightship claims can generate up to 3 kW of power. Although the solar panels can charge the battery pack, we suspect most L1 buyers will either charge the rig’s battery at home on a Level 1 or Level 2 charger or on the road at a DC fast charger. Those towing an L1 with their EV may find it difficult to charge both their tow vehicle and L1 simultaneously—or one after the other, given most chargers only stretch so far—at a fast charger, and doing so may result in some glares from other EV drivers looking for a charge. Nonetheless, it’s nice to know L1 owners will not need to wait hours on end to charge this camper on a slower AC charger or via its solar panels on long road trips.LightshipThe L1’s electric drivetrain may benefit gas-, diesel-, and battery-powered tow vehicles alike, but America’s nascent electric charging infrastructure means this low-slung sleeper will likely court a bit of extra interest from EV drivers looking to travel far distances with their camper in tow. As we discovered in our testing, hitching a 6100-pound camper to a Ford F-150 Lightning, GMC Hummer EV pickup, and Rivian R1T, respectively, resulted in each electric truck’s driving range falling by more than 50 percent relative to their unladen results on our 75-mph highway test.If the solar-powered L1’s sleek looks and accompanying electric drivetrain are a combination that appeals to you, then this camper can be yours for approximately $125,000—and that’s not including the $6600 tax credit that Lightship claims the L1 qualifies for. Tax credit or not, the L1 is no small purchase. LightshipOn the plus side, interested buyers only have to put $500 down to secure a reservation for an L1. Given that deliveries are still more than a year away, reservation holders have some time to figure out a way to come up with the rest of the money needed to purchase an L1.This content is imported from poll. You may be able to find the same content in another format, or you may be able to find more information, at their web site.Senior EditorDespite 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

The VW ID.2all concept previews features and styling of an upcoming electric hatchback.The production version of the EV hatch will be priced under €25,000—the equivalent of about $26,300—but it likely won’t be sold in America.The front-drive concept has a single 223-hp electric motor and about 280 miles of estimated range based on the European WLTP cycle.Volkswagen likes to think that it’s going back to its roots—as “the people’s car”—with this latest concept, called the ID.2all. This tiny hatchback portends a new electric model that will almost surely be called the ID.2. Production PreviewThe production version is slated to go on sale in Europe in 2025, with a price starting under €25,000—or around $26,300, at current exchange rates. Since we don’t even get the ID.3 in the U.S., we doubt the ID.2 will come to America, but we’re digging its simplistic, nicely proportioned styling that’s meant to recall the Mk1 Golf. We also hope Volkswagen figures out a way to bring something like this to our shores.More on VW EVsThe ID.2 will use an updated version of the MEB platform that underpins all the existing ID models. Unlike the rear-driven ID.3 and ID.4, it will have front-wheel drive, with the concept boasting a front-mounted electric motor producing 223 horsepower—a fair bit more than the base RWD ID.4’s 201 hp. VW isn’t sharing battery size but estimates a 280-mile range on the optimistic WLTP cycle. Of course, the actual €25,000 base model will surely have less power and less range than that, with VW likely to offer multiple battery sizes and output configurations.Golf ComparisonsAt 159.4 inches long, it’s almost 10 inches shorter than the current Mk8 Golf, but its wheelbase is just over one inch shorter than the Golf’s. This makes for fantastic-looking hatchback proportions, with the GTI-style wheels pushed out to the corners and short overhangs that create a sporty stance.Due to the more space-efficient packaging of an electric platform, VW promises that it’s nearly as spacious inside as the Golf despite having a smaller footprint. The concept has a sharp-looking interior, with a sporty steering wheel shape, a prominent center console, and dual screens serving as a digital gauge cluster and a large central screen. We can only hope that VW improves its subpar infotainment software by the time it launches this new model.It makes sense that Europe will be the primary market for the ID.2, as buyers there are already immersed in small hatchbacks like this. Unfortunately, the subcompact segment has all but disappeared in the U.S., and we think VW would struggle to make a business case for such a car in America.Still, we really like the idea of an affordable EV that looks like this, and we think many other Americans would too. We doubt we’ll be able to change VW’s mind, but at the very least, we can hope the ID.2all’s great design previews the future of other electric VWs that will make their way to our shores.This content is imported from poll. You may be able to find the same content in another format, or you may be able to find more information, at their web site.Senior EditorDespite being raised on a steady diet of base-model Hondas and Toyotas—or perhaps because of it—Joey Capparella nonetheless cultivated an obsession for the automotive industry throughout his childhood in Nashville, Tennessee. He found a way to write about cars for the school newspaper during his college years at Rice University, which eventually led him to move to Ann Arbor, Michigan, for his first professional auto-writing gig at Automobile Magazine. He has been part of the Car and Driver team since 2016 and now lives in New York City.   More

As you may be aware, drought-ravaged California has lately received so much precipitation that they’ll be skiing in Tahoe till August and the lower elevations are starting to look like Louisiana bayou. Systems calibrated to deal with a predictable amount of rain (read: not much) are failing, as exemplified by a particular levee in Tulare Lake Basin, a farming region in the San Joaquin Valley.The problem with long-drained Tulare Lake is that it periodically likes to reappear after heavy rains, which thoroughly bonks the intricate water-delivery systems that feed the farmland. And yesterday, after a levee failed, local farmers came up with a quick and inspired solution: Drive a couple trucks into the breach. Don’t Try This at HomeThis idea immediately raises number of questions, most notably whether two of the area’s least-favorite half-ton trucks would be heavy enough to stop up raging floodwaters. To get ahead of that problem, our dam-building maestros filled the beds of the trucks—a Chevrolet Silverado and a Ford F-150—with an amount of dirt surely beyond their rated payload, an insult that would look trivial compared to what happened next.In this video posted on Twitter by farmer Cannon Michael, we see the F-150 already sunk in the levee gap, its bed and roof covered in dense-looking soil. “How did they do that?” you might ask. Well, we see exactly how they did that a moment later as the Silverado makes the ultimate sacrifice and joins the Ford for a quick dip.This content is imported from twitter. 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.Less safety-conscious fellows might attempt some kind of stuntman drop-and-roll out the driver’s-side door as the truck headed for its watery demise, but these guys seem to have had a different (and surprisingly effective) plan: put something heavy on the accelerator, drop the transmission into gear, and stand back.The Chevy appears to have a column shifter, making this gambit slightly less dangerous, but our muddy protagonist still needs to step lively once the LS V-8 goes into drive. Which he does, stepping back to admire the temporarily autonomous Silverado make its short trip from atop the levee to down into it, where it lodges against the F-150 and indeed seems to mostly impede the floodwaters from reaching the orchard on the opposite side. The guys in the video seem pleased with the outcome, anyway. Given more time and heavy equipment, they might’ve gone a slightly different route. According to a 1997 story in the Los Angeles Times, Tulare Lake levees were reinforced with crushed cars during floods in 1969. But those presumably weren’t driven in under their own power. That, we can all agree, is the innovation here. We hope the plan worked out and the truck-based dam held up. But if, a few months from now, you see a blue Silverado or an extended-cab F-150 4×4 for sale real cheap in the San Joaquin Valley, maybe be extra thorough on that pre-purchase inspection.Senior EditorEzra Dyer is a Car and Driver senior editor and columnist. He’s now based in North Carolina but still remembers how to turn right. He owns a 2009 GEM e4 and once drove 206 mph. Those facts are mutually exclusive. More

The 2023 Audi RS e-tron GT project_513/2 is a limited-production version of Audi’s 637-hp EV sedan, with only 75 units headed exclusively to the U.S. market.The project_513/2 is decked out in a special livery that mimics the look worn by test cars, with a dazzling array of lines and lowercase e’s printed on the muscular bodywork.At $181,990, the project_513/2 costs over $36,000 more than the standard RS e-tron GT.Some owners like to debadge their cars for a subtle look, but others want to turn as many heads as possible. With the new limited-edition 2023 Audi RS e-tron GT project_513/2, attention-seekers are in luck. The project_513/2 is exclusive to the United States market and sees Audi’s 637-hp flagship EV wrapped in graphics meant to resemble the camouflage used on prototypes when testing on public roads. The project_513/2—using the original internal code name—is the first Audi to offer a wrap with a graphic package from the factory. The gray livery is applied directly to Mythos Black metallic paint and is accented by splashes of red, including the Audi logos on the front and rear, and the black 21-inch wheels cloak red brake pads. The dazzling wrap is covered in stripes and stylized lowercase e’s, with “project_513/2” etched into the rear quarter glass. The eye-catching graphics carry over into the cabin, with red decorating the air vents, floor mats, steering wheel, and Nappa leather seats. The dashboard features carbon fiber with a gray “e” design like the exterior, and the center armrest features an embossed “project_513/2” logo. Even the display on the 10.1-inch infotainment screen receives a logo as a reminder that this is not your ordinary RS e-tron GT.More Electric AudisOnly 75 examples of the RS e-tron GT will receive the project_513/2 treatment, and the special EV carries a hefty premium over the normal RS e-tron GT’s $145,395 starting price at a whopping $181,990. Sales of the flashy limited edition will kick off this spring.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 EditorCaleb 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

These are the first photos and video of the production 2024 Kia EV9, an electric three-row SUV.Its bluff and blocky looks stay true to the EV9 concept from 2021.Although we sat in each of the EV9’s three spacious rows, Kia won’t yet confirm any details on its powertrain, battery pack, range, or even dimensions. We expect those details to be announced at the EV9’s official debut in early April.In both size and mission, you can think of the 2024 Kia EV9 as an electric Telluride, and we’re sure Kia would love for its latest EV to have the breakout success of that gas-powered SUV. The EV9’s debut is an especially big deal because it’s the first electric entry in the popular mid-size, three-row SUV segment, where vehicles such as the Ford Explorer, Chevy Traverse, Toyota Highlander, and, of course, Kia Telluride sell by the hundreds of thousands a year in the U.S. Sure, there are a couple three-row EVs available, such as the Rivian R1S or the Tesla Model X, but both of those are way more expensive. And the Model Y can be had with an optional third row, but it’s tiny. These first photos of the production EV9, one of 15 EVs Kia has promised by 2027, show that it adheres pretty closely to the concept that was shown at the Los Angeles show back in 2021. The Kia design team, led by Karim Habib, describes the EV9’s exterior as “refined boxiness,” a mix of sharp edges—such as the triangle shapes that jut out from the rear doors, a less dramatic version than was on the concept—but also many rounded forms. It has presence, with high shoulders but a low beltline for good visibility. Expect to see these vertical head- and taillight designs on future Kias. This early build prototype is wearing 21-inch wheels, but 19s and 20s also will be offered. The wheel inserts are also very sharp edged, with both square and triangle options on display at the event we attended in Seoul to get up close with the EV9.Everything’s Big but the FrunkKia has yet to confirm the EV9’s powertrain, battery capacity, range, or even dimensions, but we can say from standing next to it that it adheres closely to the dimensions of the EV9 concept, which are similar to those of the Telluride but with an eight-inch wheelbase stretch. This is no teardrop-shaped EV, and the tall and flat roofline makes for excellent headroom in the second and third rows, even for extremely tall adults. The only thing small about the EV9 is its tiny frunk. But of course aerodynamics are especially important on EVs, and small details such as the rear spoiler that extends from the roofline is alone responsible for a considerable improvement—0.006 to 0.007 according to Habib—to the EV9’s coefficient of drag. Again, Kia isn’t talking dimensions yet, but compared with the Telluride, the second row is at least as spacious—with generous fore-aft adjustability—and the third row has more legroom and especially headroom. Second-row seats also swivel to face the rear—remember Chrysler’s Swivel ‘n Go launched on its 2008 minivan?—but the space remaining between them in this configuration is tight. The EV9 will come in either six- or seven-passenger variants, depending on whether the second row has buckets or a bench. In uplevel models, the third row is power folding.A Spacious Interior with Details That Make it Feel Even More SoIn addition to actual spaciousness, Jochen Paesen, the VP of interior design, describes the deliberate choices to make the EV9’s interior feel even airier than it is. For example, they chose not to do a dash design that wraps around into the doors, as that can lead to an impression of feeling closed in. For the same reason, the headrests on the front seats are mesh so rear passengers can see past them. The dash is horizontal and minimalist, and what looks like one giant screen protruding from it is two 12.3-inch screens—one for the gauge cluster and a second for infotainment—with a dedicated HVAC readout between them. Physical knobs and buttons are reduced compared to Kia’s current lineup, with just a few key HVAC controls and a volume knob remaining, along with touch-sensitive controls embedded in the dash to jump to different menus. This is an entirely new generation of infotainment, but Kia isn’t yet talking details or features of this new system just yet. Based on information from a survey Kia ran, we expect the EV9 to come with either a single rear motor or one at each axle for all-wheel drive and to be priced in the $50,000 to $70,000 neighborhood. The EV9 concept claimed 300 miles of range, and that jibes with the readout in the display of this early prototype, which showed 91 percent battery and 436 km (271 miles) to empty. The concept also promises even faster charging than the EV6, which is already one of the quickest we’ve tested.We expect many of these questions to be answered very soon at the EV9’s official debut in late March, and Kia says it will be on sale by the very end of 2023 or early 2024.Director, Vehicle TestingDave VanderWerp has spent more than 20 years in the automotive industry, in varied roles from engineering to product consulting, and now leading Car and Driver’s vehicle-testing efforts. Dave got his very lucky start at C/D by happening to submit an unsolicited resume at just the right time to land a part-time road warrior job when he was a student at the University of Michigan, where he immediately became enthralled with the world of automotive journalism. More