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The 2025 Ram 1500 is set to arrive with a refreshed look and two new engine options under the hood.The Hemi V-8s are gone from the full-size pickup, with a pair of Hurricane twin-turbocharged 3.0-liter inline-sixes arriving to take their place. The new top-of-the-line Tungsten model initially announced for the Ram 1500 REV becomes the new top trim for the 2025 gas-only lineup. The Venn diagram of Ram 1500 fans who are also fans of a good old-fashioned Hemi V-8 is probably just one circle. Unfortunately for those fans, the brand announced today that the 2025 Ram 1500 will arrive without a V-8 option. Along with major changes coming to the engine room, there are some minor changes to the interior and exterior for the latest model year.Changing Powertrain for Changing TimesLet’s face it, times are changing in the auto world, and Ram—like so many other automakers—is rethinking some things. In real-world terms, that means that the days of half-ton pickup trucks powered by thundering V-8s are numbered. For the Ram 1500, that means losing the optional 5.7-liter Hemi V-8 from under the hood. As the truck enters its next phase, the Pentastar V-6 remains the base engine, along with two optional inline-six engines. The Hurricane—as the six-cylinder engines are called—is the same engine found in the Jeep Wagoneer and Grand Wagoneer (where it produces 420 or 510 horsepower). The twin-turbocharged 3.0-liter inline-six produces 420 horsepower and 469 pound-feet of torque in its base format, while the high-output version of the engine is rated at 540 horsepower and 521 pound-feet of torque. Ram claims the additional 30 horsepower over the Grand Wagoneer comes by way of a slight increase in engine speed over the Jeep’s.No matter the engine option, all three are fitted with an eight-speed automatic transmission. The maximum towing capacity is now 11,580 pounds, while maximum payload moves to 2300 pounds.New Faces with Jeweled Taillights The 2025 trucks show off their modestly redesigned front end. The grille has grown slightly, and some of their old trim pieces are gone. New LED headlamps come standard on the Limited trim and up. Ram also adds an optional headlight package called “Adaptive Front Lighting System (AFS)” that includes twin projector headlamps with up to 15 degrees of movement based on steering input. At the back of the truck, the power tailgate, which can be controlled via key fob, adds the capability to detect obstacles. Changes to the interior of the truck are nearly all cosmetic and vary based on trim level. The Big Horn and Lone Star trims earn new laser etching for the dashboard, doors, and console, along with new embossing on the seats. The Rebel gets a new red-and-black mesh insert for the standard cloth and vinyl seats, and the Limited Longhorn gets a new open-pore real wood veneer. As for tech, the 2025 1500 will run the new Uconnect 5 system on either an improved 12.0-inch or new 14.5-inch central touchscreen. There’s also a new 10.3-inch passenger screen with features including navigation and device management as well as displaying exterior camera angles. RHO Coming in Late 2024In addition to the standard 1500 lineup, Ram promises that a new truck called the Ram 1500 RHO will arrive during the third quarter of 2024. That truck will essentially arrive as the new TRX, though it won’t feature the same snarling 6.2-liter Hemi V-8 from a Hellcat. Instead, it will feature the the high-output Hurricane with 540 horses—which is why the company didn’t call it a TRX. However, it will have all the hardcore off-road hardware that made the V-8-powered truck such a beast.The bulk of the 2025 lineup is expected launch sometime in the middle of next year, with pricing to be announced closer to that date. In addition to the RHO coming online in the third quarter, the electric Ram REV is slated to go on sale in the fourth quarter of 2024, and the last piece of the 2025 Ram puzzle, the 663-hp Ramcharger plug-in hybrid to launch after that.Extra Ram Trucks ReadingAssociate 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

Dual electric motors give the Ram 1500 Ramcharger full-size pickup truck 663 combined horsepower and a maximum tow rating of 14,000 pounds. Power comes from a 70.8-kWh battery that delivers 145 miles of unladen range, plus a Pentastar 3.6-liter V-6 hooked to a generator that boosts combined range to 690 miles. This makes the Ramcharger a plug-in hybrid, but because the engine only generates electricity, this is a series hybrid with pure electric motor propulsion.Pure electric pickup trucks have a problem: They’re not particularly good at the towing and hauling missions that are the usual reasons people buy pickups. It’s not the act of towing itself that’s the problem, because the steady seamless pull of electric motors makes towing and hauling feel effortless. What’s more, there’s no transmission that must downshift to climb grades, no resulting high-rpm wail accompanied by loud cooling fans. What’s the problem? Bad things happen when a load is added, particularly the load of a trailer. Tow range is cut in half, or worse. Recharge times are double to triple the usual wait because you’ll arrive close to empty and feel the need to fill to the brim because of the diminished range. When charging, you’ll likely have to disconnect your trailer because pull-through fast charge stations are rare. Furthermore, fast-chargers are mainly sprinkled along interstate corridors, so options are limited if you want to tow your Airstream to some secluded off-the-grid campsite.Ramcharger to the RescueThe Ramcharger is designed to neatly circumvent all of this because it is not a pure electric vehicle. Not quite, anyway. Yes, it is propelled exclusively by a pair of electric motors: a 335-hp one powering the front axle and a 319-hp unit out back. When both are running at full chat, they combine to produce 663 horses of peak power and 615 pound-feet of maximum torque. In that sense, the Ramcharger is a pure electrically powered truck, and that brings with it all of the effortless towing smoothness of pure electrics such as a Ford F-150 Lightning or a Rivian R1T. (We pointed out to Ram that 335 hp + 319 hp is 9 hp shy of 663, but company reps insist that 663 is the correct maximum output.)The difference is how those motors are powered. Up to 145 miles of pure electric range comes from a liquid-cooled lithium battery with 92 kilowatt-hours of gross capacity and 70.8 kWh of usable capacity. When the usable portion runs down and the system goes into what is known a “charge sustaining” mode, the necessary electricity then comes from a 3.6-liter gasoline V-6 engine that is hooked solely to a generator. This configuration makes the Ramcharger a plug-in hybrid, but the fact that the engine never directly turns the wheels and only runs the generator makes it a rarer bird: a plug-in series hybrid. This is a good thing because it operates like your average diesel-electric locomotive when running on gasoline. Last time we checked, train engines are particularly good at towing.Flat Ground, No LoadThe 70.8-kWh battery is said to be good for 145 miles of combined driving. But electrically driven vehicles tend to deliver more range in the city and less on the highway because their powertrains are direct-drive and operate in just one gear. Expect highway range to be lower, city range to be better. The same applies to the 690 miles of total range, which is still subject to the same effects because the Ramcharger is always electrically driven.Specs, Details, Comparison ShoppingThose numbers (which are development targets and not confirmed ratings) work out to 545 miles of gasoline-fueled electric driving, although Ram has not revealed expected gasoline fuel economy. But we can make an educated guess, because they do say the fuel tank holds 27 gallons. The math says 20 mpg combined is likely if they hit their targets, with city mpg being slightly better and highway mpg slightly worse.Flat-Ground TowingThose 145 miles of battery range will likely drop to less than half that when towing, but the generator keeps the rig rolling after that. The generator in question is rated at 174 horsepower of continuous output. That doesn’t sound like any way to keep up while towing 14,000 pounds, but a Ram powertrain engineer we spoke to says this is plenty. On generator power, you can cruise a flat interstate at 65 mph with a max load trailer until the fuel tank needs to be refilled. Tow something like 7000 pounds, and it only gets better.The ups and downs of rolling terrain are covered by dipping into the unused portion of the battery on the upslope, then shuffling some power back into the battery when easing off and regenerating on the downslope. If the load gets more intense, the system can run the generator up to its peak output of 255 horsepower. But there’s always battery power standing behind that, so the occasional short bursts that need more power than that should always be possible.Mountainous TowingHeaded for the mountains? Select Tow mode, and the charge-sustaining set-aside percentage is increased to 35 percent, up from the normal 16 percent. The V-6 engine and generator set will come online earlier, and the generator will run closer to peak output more of the time. Between that and the enlarged Tow mode battery reserve, Ram says the Ramcharger should be more than able to tackle the kind of long, steep grades found in the mountain West. That checks out, because we’ve towed up long western grades with EVs, and the upslopes don’t last nearly as long as you imagine. Electricity use certainly spikes up, but we’re not talking dozens of miles at a time with no letup. There are always ups and downs, and there’s always more left at the summit than we expected. Here an engine and generator have your back, and you’ll gain a lot back on the way down the other side.The Reality of OwnershipLike many personal pickups, towing and hauling is an activity that buyers plan for but don’t often do—particularly at the extremes of maximum payload and towing. They’re air haulers much of the time, and in that sense 145 miles of battery range will make this a smooth-driving electric truck most of the time. Road trips that don’t involve towing won’t be any issue because the V-6 generator, which is sized for 14,000 pounds-worth of trailer, won’t have to work hard at all.How will towing work out in reality? The underlying drive feeling will remain smooth, steady, and shift-free because of the pure electric propulsion, but how will the sound of a hard-working V-6 generator affect the aural experience? That remains to be seen, and it’s one of the biggest unknowns that will have to wait until we get our hands on a production-ready sample next year. But that’s small potatoes compared to the Ramcharger’s biggest towing benefit: You’ll never have to go searching for a charger on a road trip whether you’re towing or not. All you need is a gas pump that peddles 87 octane. Extra Ram Trucks ReadingTechnical 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

The 2025 Ram 1500 Ramcharger is the brand’s first plug-in-hybrid full-size pickup truck. It shares a platform with the electric Ram 1500 REV.A 70.8-kWh battery provides an estimated 145 miles of electric range and feeds a 663-hp all-wheel-drive powertrain, with a V-6 spinning a generator as a backup.With a full battery and fuel tank, Ram is targeting up to 690 miles of combined driving range; it can also tow 14,000 pounds and handle a 2625-pound payload.Electric trucks are great for avoiding gas stations and providing huge torque and performance. However, when EV pickups are pressed into duty to haul a hefty payload or tow something sizable, their driving range and efficiency plummet while their owners’ anxiety usually skyrockets. Well, Ram thinks it has a fix for folks who want a full-size truck that offers the best of both electric and internal-combustion worlds. Enter the new plug-in-hybrid Ramcharger.A Plug-in-Hybrid PickupThe 2025 Ram 1500 Ramcharger is basically a bridge between the refreshed gas-powered Ram 1500 and the upcoming electric Ram 1500 REV. The new Ramcharger—an apt moniker last seen on Dodge’s large body-on-frame SUV, which was sold in the U.S. from 1974 to 1993—is a plug-in hybrid, except it’s not like most current PHEVs.Unlike the majority of plug-in hybrids, the Ramcharger’s gasoline engine is only used to make electricity rather than directly power the wheels too. The Pentastar 3.6-liter V-6 under the hood powers a generator that can be used to power the truck or recharge the 70.8-kWh battery, which is huge compared with typical PHEV batteries. Ram estimates a full charge will provide 145 miles of pure electric driving range, and when the battery’s state of charge dips below a certain percentage, the gas engine provides a security blanket by extending the range. A trio of selectable EV modes (Electric+, E-Save, and Eco) as well as separate drive modes such as Off-Road, Snow, Sport, and Tow, dictate how early the ICE intervenes.Plugged into a DC fast-charger, the Ramcharger’s 400-volt electrical architecture can charge at a rate of up to 145 kilowatts, which Ram says can add 50 miles of range in 10 minutes. At home, most people will use the truck’s Level 2 (240V) charger that’s rated up to 11 kilowatts.The Ramcharger also lives up to its namesake by being a mobile charging station, with bi-directional capabilities that allow its 7.2-kW max output to power a home or recharge a stranded EV. Accessible through the charge port or the power panel in the cargo bed, the Ram’s onboard generator is like those found on the Ford F-150 hybrid and F-150 Lightning pickups.A Mighty, Long-Range RamFeaturing front and rear electric motors that combine for 663 horsepower and 615 pound-feet of torque, the all-wheel-drive Ramcharger boasts an estimated time of 4.4 seconds to 60 mph. When it’s not racing between stoplights or when dual-axle traction isn’t needed, the truck’s front motor automatically disconnects from the wheels for improved efficiency. The rear axle also offers an electronic locking differential for better traction when needed.With the 27-gallon gas tank and battery full, Ram claims the Ramcharger can travel up to 690 miles without a pit stop. Of course, that nearly 700-mile estimate probably isn’t based on sustained highway speeds, where electric-powered vehicles aren’t nearly as efficient as they are in stop-and-go traffic. The same caveat obviously applies to towing, especially when the Ramcharger is hitched to anything approaching its 14,000-pound max capacity. Not only does that match the Ram EV’s rating, but it’s also about 2400 pounds higher than the gas-only trucks’. The Ramcharger also one-ups its ICE counterpart with a payload capacity of up to 2625 pounds (up from 2300). Body-on-STLA FrameThe Ramcharger, just like its electric sibling, uses a specific body-on-frame platform called STLA Frame. Made of steel, it has wider frame rails that make room for and help protect the battery and fuel tank. Along with an independent rear suspension, every Ramcharger has standard air springs at all four corners that allow for adjustable ride height. Despite the differences underneath, the Ramcharger looks more like its facelifted nonhybrid siblings than the Ram 1500 REV. The easiest way to identify the PHEV version is by the “RAM” badges on its bodywork, which have an exclusive design that’s only shared with the EV truck. Otherwise, most Ramchargers can be distinguished by unique body-color bits and taillights that branch into the tailgate.RamRamWhile the Ram’s plug-in-hybrid pickup will likely only be offered with a crew cab and a single bed length, the lineup will include a luxurious trims such as the Tungsten and Limited to humbler models such as the Laramie, Big Horn, and even a workman-like Tradesman. We don’t yet have a detailed list of standard features for the lower-spec Ramchargers, but we do know the fanciest examples will live up to the brand’s lavish reputation. Inside the RamchargerThe Ramcharger’s interior is virtually identical to other full-size Rams, which have long boasted premium fit and finish. The dashboard plays host to a fully digital gauge cluster and a 12.0- or 14.5-inch touchscreen with Uconnect 5 software, meaning wireless Apple CarPlay and Android Auto.The Ramcharger can also be outfitted with a 10.3-inch touchscreen facing the front passenger, a camera-fed rearview mirror, dual wireless charging pads, and a head-up display. Along with an array of common active safety features, the Ramcharger offers a Level 2 hands-free driver-assist system similar to GM’s Super Cruise and Ford’s BlueCruise. Anyone looking for a plug-in-hybrid pickup truck that’s almost as luxurious as the Mercedes-Benz S80e PHEV, the Ramcharger’s top-of-the-line Tungsten model might just meet their expectations. Its interior covered in rich leather, including quilted front seats with 24-way adjustments and massage functions. Additionally, it has a two-tone Indigo and Sea Salt color scheme, a microsuede headliner, and metal accents with diamond knurling. The 2025 Ram 1500 Ramcharger isn’t expected to go on sale until sometime near the end of 2024. However, Ram says for a limited time it’s taking reservations to pre-order the truck at RamRev.com. While pricing likely won’t be revealed for a while, we expect the plug-in hybrid to cost less than the EV version, which has a considerably bigger battery pack.Extra Ram Trucks 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 journalism 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

The electric 2025 Ram 1500 REV and plug-in-hybrid Ramcharger pickup trucks can be identified by their unique “RAM” logo. Unlike the gas-only Ram 1500, the EV and PHEV’s logo has a different font that even glows in some instances. Ram’s alternate logo originated as a scribble during a design exercise before becoming the brand’s signal of electrification.For those who haven’t been paying attention, there are some big changes coming to Ram trucks. Not only has the brand introduced a refreshed version of its traditional half-ton lineup, but it also has now pulled the covers off its first electric pickup with the Ram 1500 REV as well as its first plug-in-hybrid pickup with the Ram 1500 Ramcharger. With both trucks signaling the start of Ram’s move towards electrification, they debut an exclusive logo that identifies their uniqueness.A New Kind of RamCompared with the regular trucks, the EV and PHEV’s logo has a different font where the letters R-A-M are all connected. The badge on their grilles is also illuminated, and it pulsates when they’re charging. Even lower-spec models like the Ramcharger Tradesman have the glowing emblem. The other exterior badges on the side of the front doors and on the tailgate match the one on the nose, but none of them light up.Speaking to one of Ram’s lead exterior designers, he told Car and Driver that the initial concept for the alternate “RAM” logo was based on something one of the team members scribbled out during a design exercise. It was ultimately chosen because the precise, technical characteristics convey a contemporary look that fits the new electrified trucks.Extra Ram Trucks 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 journalism 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

The strike-ending agreement between Stellantis and the UAW produced a document revealing the automaker’s plans for its American factories, giving an insight into upcoming models.The Jeep Wrangler is set to go electric in 2028 but will offer a hybrid model that uses a gas engine as a generator to replenish the battery on the go.New mid-size truck models are expected to join the Dodge and Jeep lineups in 2027, which could possibly see the return of the Dakota name.Stellantis and the UAW recently reached a tentative agreement to end the weeks-long strike that had halted production at several factories across the country. While the details are still being ironed out, the ratification process resulted in a document leaking on social media that reveals Stellantis’s production plans for the next several years, showing the automaker’s road map for how it plans to transition its truck-heavy lineup to electric power.The electric Jeep Magneto 3.0 concept.JeepThe document divulges that Jeep’s most iconic model, the Wrangler, will continue in its current JL generation at the Toledo Assembly Complex into 2028, with the popular 4xe plug-in-hybrid model receiving an upgrade in 2025. The next-generation Wrangler, dubbed J70, arrives in 2028, but is listed exclusively as an electric or plug-in-hybrid off-roader. That plug-in setup will differ from the current 4xe, instead functioning as a series hybrid where the motor serves a generator to recharge the battery rather than power the wheels.The related Jeep Gladiator pickup is on a similar path, with an upgraded plug-in hybrid in 2025 as the current JT generation carries on into 2028. But a next-generation Gladiator isn’t listed at the Toledo plant. Instead, it appears Stellantis will invest $1.5 billion into the Belvidere, Illinois factory to build new midsize trucks in 2027. The use of plural and lack of brand specificity implies that this plan includes both Jeep and Dodge–branded models, possibly reviving the Dakota nameplate. No powertrain details were given, but the document projects a production run of 80,000 to 100,000 units annually. A new battery plant will also be built in Belvidere, amounting to a $3.2 billion investment.The 2025 Ram 1500 REV.RamIn 2025 the gigantic Wagoneer and Grand Wagoneer models will receive a refresh, with a second update planned for 2027. Meanwhile, a new variant of the Wagoneer and Grand Wagoneer will join the Warren Truck Assembly in 2025 riding on the STLA Frame platform that underpins the upcoming RAM 1500 REV. Initially this model will feature a range-extender plug-in-hybrid setup, with an electric model entering the mix on the same platform in 2027.The electric Ram 1500 REV will start rolling off the line at the Sterling Heights factory in 2024, and the document indicates there will also be a range-extender model, previously confirmed by the company’s CEO. The gas-powered truck will also receive an update in 2024.The Jeep Wagoneer S concept.JeepAt the Detroit Assembly Complex, the Jeep Grand Cherokee—both the two-row and three-row L models—will continue in the current generation through 2027, with a refresh planned for 2024. A next-generation model launches in 2027, with the document indicating both gas-powered and EV models are on the way. But first the Grand Cherokee’s corporate cousin, the Dodge Durango, will receive a new generation in 2026 with internal-combustion and battery-powered models, likely sharing powertrains with the Jeep.Several models weren’t included in this list since they aren’t built in America: the Jeep Compass, Jeep Renegade, Dodge Hornet, Chrysler Pacifica, and Ram ProMaster van. The Jeep Cherokee, meanwhile, dies off after the 2023 model year, freeing up space in Belvidere and Toledo. There was no mention of the Recon concept shown last year that was expected to arrive for 2024, with the Wagoneer S concept revealed at the same time expected to morph into the Grand Cherokee EV, albeit on a delayed timeframe from the original plan. New Vehicles from StellantisThe successors to the Canadian-built Dodge Charger and Challenger are also absent from the document, as is the South American–market Ram Rampage compact truck, which had been theorized as U.S.-bound after prototypes were seen stateside. While the document doesn’t provide a complete picture of what’s to come from Stellantis before 2030, it gives a pretty good lay of the land for the automaker’s planned transition towards electric vehicles.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

When we started our campaign to Save the Manuals in 2010, we never imagined a future like this—a psuedo-manual gearbox for an EV. Toyota’s prototype features both an H-pattern gear shifter and a clutch pedal, but although the idea might sound like a spoof, the effort that has already been put into it proves that Toyota is serious about making a production version.The idea of a manual-transmission EV is, from a functionality point of view, completely pointless. The flat torque curves of electric motors, especially their ability to produce peak output from a standstill, is key to the drivability of electric cars. Imposing artificial limits on output is always going to reduce overall performance.Toyota’s logic is that an artificial manual gearbox will bring back some of the engagement that is lost in the electric driving experience. Other automakers have had similar ideas, as Hyundai already let us experience the production-ready Ioniq 5 N’s e-shift system. But the Hyundai system uses steering-wheel paddles to control its synthesized ratios. Toyota has gone one better, with both an H-gate shifter and a clutch pedal.More on EV ManualsHow It WorksThe prototype system has been fitted, somewhat improbably, to a Lexus UX300e, an electric version of the small UX crossover. It is able to switch between its conventional drive modes and the manual mode by pressing a new “engine start” button. The new hardware consists of a six-speed shifter with microswitches at each position rather than any physical connection, plus a clutch pedal with an extra-strong return spring to give natural weighting. The clutch is connected to nothing more than a potentiometer. Everything else is done by software.Lexus UX300e.ToyotaOur drive was limited to the test track at Toyota’s vast Shimoyama Engineering Center in Japan. It was enough to prove that an EV can give an impressively close impression of a manual gearbox working with a combustion engine, but not an exact one—at least not yet. The manual EV has a control map that basically replicates the characteristics of a high-output four-cylinder engine. It gives a maximum value at a given engine “speed”—which is simulated by software, and relayed (in the prototype) by both an aftermarket tachometer and a synthesized engine note. The gear selected determines engine speed at given road speed. Once the peak simulated revs are reached, the system cuts power progressively, doing a convincing impression of a rev limiter.ToyotaToyotaThe use of the clutch pedal is another complicating factor. Pressing the clutch pedal simultaneously with the gas pedal pressed in the prototype progressively cuts acceleration, as it would on a real manual, with engine revs rising as the load diminishes. However, there were no simulated burning smells.Simulating the Feel of a ManualThe prototype was convincing even when we tried to fool it. De-clutching leaves the car coasting, and selecting lower gears increases the regenerative braking, simulating the feeling of engine braking. When downshifting, it’s possible to rev match by blipping the accelerator in the brief moment when the clutch is fully depressed. The penalty for letting the clutch up too abruptly when selecting a low gear is a bump of shift shock—momentarily over-revving the electric motors—and a similar lack of finesse when trying to pull away without sufficient revs results in a virtual stall. It can also simulate the effect of laboring an engine in a too-low gear, with the combination of sixth, full accelerator, and an indicated 1500 rpm resulting in glacial acceleration and low-frequency noise through the speakers doing a convincing impression of an engine juddering on its mounts. ToyotaDon’t worry: It was still possible to spot the virtual nature of this new reality. The prototype’s gearshift mechanism was too light, clicking between its positions like a video-game controller rather than a real selector. (The engineering team admits it needs more spring weighting.) The simulated engine sounds responded to both revs and throttle position but were too loud under gentle acceleration to be truly convincing. The engineering team admitted the prototype was actually using a commercially acquired sound map of a Volkswagen Golf. Nor is there any penalty for getting things wrong. We quickly realized that the clutch pedal is purely optional, with the chance to shift instantly between ratios (even at full throttle) without it. It was also possible to select any gear at any speed, a point made with a deliberate “money shift” into first at 60 mph. This sent the prototype’s rev counter all the way to 10,000 rpm but didn’t bring any simulation of a real engine exploding into oily shards. Will It Become a Reality?To give due credit, the idea of the manual EV felt much less silly after we had experienced it. It is hard to imagine a world where people would choose to psuedo-shift an electric car while grinding through urban traffic or sitting in a freeway jam, but it is possible to see the appeal on a canyon road or a racetrack. Toyota’s engineers echoed the claims made by Hyundai: the need to choose gears can actually help drivers to orient themselves to the different speeds required for each of a circuit’s corners.Toyota is also working on the idea of offering multiple dynamic characters for EVs, with the ability to not just change soundtrack but also potentially to download different engine and gearbox profiles. So a future EV could have a GR86 mode and a Lexus LFA mode and even a Toyota Tundra mode. The more practical issue with fitting the system to a production car is the need to accommodate a physical shifter. It’s hard to imagine this happening in anything but the most driver-focused cars, despite using a Lexus compact SUV as a prototype. The most obvious candidate to receive the faux manual would be the production version of the slinky FT-Se sports car concept that was shown in Tokyo last week. 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 European CorrespondentOur man on the other side of the pond, Mike Duff lives in Britain but reports from across Europe, sometimes beyond. He has previously held staff roles on U.K. titles including CAR, Autocar, and evo, but his own automotive tastes tend toward the Germanic: he owns both a troublesome 987-generation Porsche Cayman S and a Mercedes 190E 2.5-16. More

The 2024 Honda Ridgeline now comes in four trims, including an off-road directed TrailSport model. All-terrain General Grabber A/T Sport tires add a little height and a lot more grip to the Ridgeline TrailSport. On-road comfort is improved in all models with a redesigned console and larger, faster infotainment system.The press materials for the 2024 Honda Ridgeline pickup truck use the word “rugged” nine times, three in the first two paragraphs, so it’s clear that Honda’s main marketing push on the refreshed Ridgeline is the dirt-scrabbling new TrailSport trim. The TrailSport has the most goodies to showcase, but all the 2024 models have some new design cues, and increased in-cabin features. For 2024, Ridgeline will be offered in four trim levels, the entry Sport, the midrange RTL, the new TrailSport with its skidplates and all-terrain rubber, and the top-of-the-line Black Edition. All models have a new grille design, with the TrailSport getting its own version, with larger mesh, as well as the underbody protection, pewter-gray 18-inch wheels wearing General Grabber A/T Sport tires, power-folding mirrors, and a special sky blue paint option. Around the back, everyone will know what truck you’re repping, as the tailgate now has “Ridgeline” stamped proud from edge to edge. The Ridgeline’s back end isn’t just for displaying the truck’s name. Honda’s “Dual Action” tailgate opens either in the traditional hinge-down format or swings wide like a door, for easier access to the bed. Tailgaters will make use of the bed’s molded-in seating and 7.3-cubic-inch underfloor cooler, while folks who want a truck for actual truck reasons, like hauling materials, will be pleased to know that the wide bed can carry a four-foot piece of plywood flat across. It won’t be easily damaged by cargo, either, with eight tie-down points and a composite material construction that doesn’t require a bedliner. Inside, the Ridgeline is a comfortable truck with plenty of room for passengers. Heated seats and steering wheel add luxury, and rear seats with hidden storage and a 60/40 split offer utility. The biggest physical change inside is the new console, with a bigger, padded armrest, cupholders deep enough to hold two buckets full of cold brew, and space for a tablet or a small laptop inside. The 7.0-inch digital gauge cluster is standard, and you still get a physical needle sweeping the speedometer. To the right, a 9.0-inch infotainment screen, with a small ledge for resting your hand against while swiping, features fewer menus and a faster processor for promised zippy response. Both Android and Apple users can pair phones as a standard feature, and the phone tray at the front of the console is big enough to set two phones side by side, although only one can use the wireless charging. For Black Edition buyers, the sound system gets a bump with better speakers in the premium audio system. Under the hood all Ridgelines use the 3.5-liter V-6 making 280 horsepower and 262 pound-feet of torque, backed by a nine-speed transmission. Honda hasn’t made any major changes to the chassis it’s still a unibody construction offering a 1583-pound payload and towing capability of up to 5000 pounds. The TrailSport uses the same chassis but bolts on a metal skid plate across the front of the frame to protect the V-6’s oil pan from sharp rocks off-road and retunes the springs, dampers, and stabilizer bars for a more capable, pliant, off-pavement experience. All Ridgelines are all-wheel-drive and use Honda’s i-VTM4 torque-vectoring system to move up to 70 percent of the truck’s power to the rear wheel, or wheels, as needed. The TrailSport also offers several terrain modes with modified throttle and traction management programs for better performance in sand, snow, mud, or on the road. In addition to the TrailSport trim, the 2024 Ridgeline lineup also offers the HPD package, which includes a different grille treatment, black fender flares, unique wheels, and HPD graphics. All Ridgeline models come with the Honda Sensing suite of driver-assist features standard, and new models should go on sale in early December 2023. 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 Editor, FeaturesLike 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

During the 2022 Velocity Invitational at Weathertech Raceway Laguna Seca, I was passed in the corkscrew by Pato O’Ward in Ayrton Senna’s 1990 championship-winning McLaren MP4/5B Formula 1 car while I was in the (left-hand) passenger seat of a McLaren F1 GTR being driven by racer and stuntman Tanner Foust. It’s an experience that defied my ability to describe it, but if forced to try, I’d say it was something like: Whooosh, Slide, Squeal (tire), Squeal (me), Squeal (Foust), Vroom, Giggle, Cheerful Cussing, Hard Breathing, Total Blackout from Joy. I can’t promise that you’ll get passed by an F1 car while in an F1 at the 2023 Velocity Invitational, but if it’s going to happen anywhere, this is the place. This is what you might have seen had you been losing to Ayrton Senna in 1990. Elana Scherr|Car and DriverThe Velocity Invitational is everything that’s good about Monterey Car Week for those of us who most like the historic racing, with a side of hypercars. In 2022 we loaned Mario Andretti a Sharpie, saw a Zenvo active wing in full tilt on track, and got a walkaround of the championship-winning BRE Datsun from its driver, John Morton. We also got to sit overlooking Turn 2 at Laguna, enjoying a wine tasting while Ferraris and Cobras diced it up below. It’s an action-packed weekend.John Morton receiving the respect he deserves as a championship driver and all-around wonderful person. Elana Scherr|Car and DriverFor 2023, Velocity goes north to Sonoma Raceway during the weekend of November 10–12. McLaren will be back with cars from Zak Brown’s personal collection as well as heritage cars to celebrate its 60th anniversary. O’Ward will be driving again, along with other IndyCar drivers, Brown himself, and F1 pilot Lando Norris. We’ve got interview plans for Norris, so leave your suggestions for questions in the comments.Mario Andretti signs autographs with my pen. Elana Scherr|Car and DriverMcLaren isn’t the only manufacturer whose top executive will be on track. Ford will be in attendance as well, with plans to showcase the track-only GT Mk IV, mostly likely with Jim Farley behind the wheel. It’s not the first time Ford has brought cars out to the event. “The Ford GT and the GT40 predecessor have had great representation at Velocity,” says Ford’s global sports car marketing manager Scott Bartlett. “In 2021 Velocity Invitational hosted a reunion of seven Ford GT GTE race cars, alongside our Ford GT MkIV driven by Ford CEO Jim Farley.” He says his team appreciates the enthusiastic audience plus the opportunity to show the racing GT in action. All ready for the Ford v Ferrari remake. Genevieve DavisThe rally school DirtFish is bringing out some of its collection of cars, and offering ridealongs, and the show-car paddock is sure to be overflowing with Ferrari F40s, 918 Spyders, McLaren Sennas, and bespoke brands you’ve never seen in person. Can we beat our 2022 experience? Only if Pato O’Ward can squeeze us inside the actual F1 car. Either way, at $175 for the full weekend, it’s an easier ticket to get than the Vegas GP, and you don’t have to be a celebrity to get in the paddock. Senior Editor, FeaturesLike 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