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Minivans are awesome. They’re vastly more space efficient than the three-row SUVs Americans have flocked to, and their lower ride height tends to both impart dynamic advantages and ease ingress and egress. But imagine how much stretch-out space there would be if you replaced a minivan’s second and third rows with just two princely seats.You don’t have to imagine if you travel to Asia, where the van as executive shuttle is alive and well in countries such as South Korea, China, and Japan. Lexus debuted its new top-dog van, the LM, for luxury mover, earlier this year, and we just got a chance to take the short step up into its rear cabin at an event Lexus hosted at Fuji Speedway for a brief ride (and drive).More on Luxury MinivansLexusLexusNaturally, the rear-seat occupants are kings of the castle, with myriad controls at their disposal. There’s a glass divider between front and back that can be powered up and down as well as turned opaque at the touch of a button. Just below that spanning most of the width of the cabin is a mammoth, 48.0-inch screen. The display has screen-mirroring functionality and can function as two separate halves if two occupants want to display different things. There’s a refrigerated compartment ahead of the rear-seat occupants, and tray tables fold out of the armrests.Almost everything is power-operated: side shades, a separate sunroof shade for each side, and of course numerous seat adjustments. For the first time, both the arm- and leg rests are heated, and an infrared sensor scans occupants’ body temperature in four specific areas and then adjusts the HVAC and seat heating and ventilation accordingly.Although the LM is many inches taller than the minivans sold in the U.S., it’s actually a couple inches shorter in length and wheelbase than, say, a Honda Odyssey. Nevertheless, motor the seat all the way back to nearly flat and extend the leg rest and even this lanky six-foot-five executive wannabe has enough room to fully extend his legs, something not remotely possible in even the most stretched variants of Mercedes S-class. The tunes are enhanced by a 23-speaker Mark Levinson stereo, and the entire rear area is impeccably trimmed in leather and suede.There’s also a new Rear Comfort mode, which dials back throttle response, shifts the brake distribution more rearward, and softens the dampers in an attempt to help the driver keep the boss in back happy. From the driver’s seat, the LM feels bigger than it is because its steeply angled windshield makes for about three feet of dash between gauge cluster and glass.Dave VanderWerp|Car and DriverDave VanderWerp|Car and DriverAll LMs are hybrids, either a LM350h that’s available in either front- or all-wheel-drive that uses the naturally aspirated 2.5-liter inline-4 and familiar planetary hybrid arrangement that makes for a CVT, as in the Toyota RAV4 Hybrid. The LM500h gets the turbocharged 2.4-liter and six-speed setup, which in the RX500h makes 366 hp, and comes only with all-wheel drive. If buyers want more passenger flexibility, the LM has a third-row option. Even the more powerful LM500h doesn’t feel terribly fleet, but the ride quality is creamy.Already on sale in China, the LM starts at the equivalent of roughly $200,000, but that outrageous price seems like a Chinese-market anomaly. In Japan, where the LM will be sold for the first time alongside its Toyota Alphard platform-mate, the Alphard’s price range is $36,500 to about $60,000.But no chance it’s coming to the U.S., where not enough people understand how great the minivan can be. 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.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

The IIHS announced that none of the four minivans it tested achieved better than a Marginal rating for overall vehicle safety.The poor results are due to new testing regiments from the IIHS that put a focus on rear-passenger safety.The test included the Honda Odyssey, Chrysler Pacifica, Kia Carnival, and Toyota Sienna.The IIHS released updated crash-test results that show all four minivans on sale in the United States today fail to adequately protect rear-seat passengers in front-end collisions. The results are particularly embarrassing for a segment so sought after by many families. Between the Honda Odyssey, Chrysler Pacifica, Kia Carnival, and Toyota Sienna, none received the top “Good” rating, or even the second tier “Acceptable” from the IIHS. The updated results come as the IIHS implements a new crash test that shines a spotlight on rear-occupant safety. The new test includes an additional dummy seated in the rear seat on the driver’s side. While the driver dummy is the size of an average adult man, the rear dummy is the size of a small woman or 12-year-old child. According to the IIHS report, researchers also developed new metrics that focus on the injuries most frequently seen in back-seat passengers.According to the IIHS, all four minivans provide good protection for front-seat occupants, but each has multiple issues when it comes to safety for the second row. In the Odyssey, which received the worst overall score of the four vans tested, the rear dummy experienced significant forces on the head and neck, and the crash-test video shows that the rear seatbelt allowed the dummy’s head to come too close to the front seatback, further increasing risk of head injuries.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.The IIHS safety crash test rankings are broken down into four categories. The Good rating being the highest, followed by Acceptable, Marginal, and Poor. Of the four minivans tested, the Odyssey scored the worst with an overall “Poor” rating, while the other three vehicles earned a “Marginal” overall score.IIHSThe less-than-stellar results are similar to the mid-size-truck segment that the IIHS released in June, where three of the five trucks tested earned “Poor” rankings. The subpar results for both classes of vehicles stem from a lack of protection for rear occupants. “The restraint systems in all four vehicles leave the second-row occupant vulnerable to chest injuries, either because of excessive belt forces or poor belt positioning,” said Jessica Jermakian, IIHS vice president of vehicle research, in a statement. “That’s concerning because those injuries can be life-threatening.”More on Vehicle SafetyAssociate 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

VW has revealed the new Tiguan for the European market, including a new plug-in-hybrid model.The compact SUV’s latest generation has a new look and many new features.The U.S. version of the Tiguan will likely be a long-wheelbase model, and we’ll get more details soon.A new generation of the Volkswagen Tiguan has landed, and while the model shown here is the Europe-spec version, it offers a preview of what the upcoming U.S.-bound Tiguan will look like. The third generation of VW’s compact crossover promises upgraded tech inside, a new plug-in-hybrid powertrain, and more cargo space.VW says that the new Tiguan is slightly longer than before, and it’s based on a newer version of the VW Group’s MQB platform. The version we’ll get in the U.S. will likely be a long-wheelbase variant, as the current U.S.-spec model is known as the Tiguan Allspace in other markets and offers a third row of seats. It also may have some styling and trim differences inside and out.As far as powertrains go, the Euro-spec model gets a wide range of turbocharged engines including gasoline and turbo-diesel options, plus a new plug-in-hybrid setup with a claimed 62 miles of electric range on the WLTP cycle and DC fast-charging capacity—a rarity for plug-in hybrids. We think we’ll get a turbocharged 2.0-liter inline-four and the plug-in hybrid in the U.S., as many of VW’s competitors including the Toyota RAV4 and Hyundai Tucson now offer PHEV options.Newly available features for the 2025 Tiguan include massaging seats, a huge 15.0-inch infotainment screen, a head-up display, and adaptive dampers. The gear shifter is now a column-mounted unit like in VW’s ID. models, and there’s also a new rotary controller on the center console with its own small screen that can switch drive modes, adjust the volume, or change the color of the ambient lighting.Stay tuned for more information to come on the 2025 Volkswagen Tiguan, as the U.S. model will likely debut within the next few months before going on sale at some point in 2024. This European model is slated to go on sale early next year.More on the TiguanThis 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

The 2025 Ford Ranger plug-in hybrid is on the way, but it’s not destined for the U.S. market.The Ranger’s PHEV powertrain will likely make over 443 pound-feet of torque and provide about 28 miles of electric driving range.Ford says Americans who want an electrified truck can choose between the hybrid Maverick, the plug-in-hybrid F-150, and the F-150 Lightning EV.The new Ford Ranger is adding a plug-in-hybrid powertrain, it just won’t be available in the United States. Instead, the PHEV variant will be offered in Australia, Europe, and New Zealand, with production set to start at the end of next year before the first models hit driveways sometime in early 2025.Chart-Topping TorqueThe plug-in Ranger features a turbocharged 2.3-liter four-cylinder with an electric motor and the obligatory battery pack. While Ford doesn’t give specific details about the e-motor, the battery capacity, or the combined system output, the company does claim that the PHEV configuration will provide more torque than any other Ranger. Since the diesel 3.0-liter V-6 that’s available overseas is the current leader with 443 pound-feet, we expect the electrically assisted setup to exceed that figure.FordThose who want drive the PHEV Ranger on electricity alone can expect to go 28 miles on a full charge. Of course, that estimate is based on the optimistic European WLTP test cycle. Ford also says the electrified mid-size truck offers four-wheel drive and can tow as much as its internal-combustion counterparts, with a max capacity around 7700 pounds. The plug-in-hybrid model also offers something those other versions don’t—Pro Power Onboard, which means the truck can function as a generator to run everything from power tools to appliances.FordWhat about U.S. Customers?The U.S. version of the 2024 Ford Ranger is available with multiple powertrains: a 270-hp turbo 2.3-liter four-cylinder and a 315-hp 2.7-liter turbo four. There’s also the might 405-hp twin-turbo 3.0-liter V-6 that’s exclusive to the off-road-focused, widebody Ranger Raptor. So what about folks who want an electrified pickup truck that wears the new-look Blue Oval badge? A Ford spokesperson told Car and Driver that the company believes it offers alternatives with the Maverick hybrid as well as the F-150 plug-in hybrid and F-150 Lightning EV.More Ranger 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

Maybach could be ramping up its efforts to produce even more high-end, ultra-exclusive models.A wide-ranging list of “Myth” and “Legend” cars are under consideration, including variants of the G-wagen and even a possible supercar.The subbrand’s aim is to close the gap with ultra-luxury brands such as Bentley and Rolls-Royce.Maybach is no doubt the most prestigious name in the Mercedes portfolio, but we hear that it’s about to go even higher into the ultra-luxury echelon. The Maybach lineup currently includes high-end versions of the S-class, EQS SUV, and GLS, and in the near future it will expand with additional examples of the brand’s so-called “Myth” or “Legend” cars. These extra-special models are either very expensive limited-run vehicles or even more exclusive one-offs commissioned by wealthy collectors.In addition to the already launched Mercedes-Maybach S-class and GLS, we expect to see a new Mercedes-Maybach SL (illustrated below), which will boast more bling per square inch of sheetmetal than any other passenger car this side of a Kahn or Mansory conversion. But it takes more than extreme ornamentation to elevate the next-generation portfolio to the narrow gap between Bentley and Rolls-Royce the marque seems to aim at.Illustration by Christian Schulte|Car and Driver”That’s why we are going to turn Maybach into kind of a coachbuilt super-Mercedes which lifts personalization to a whole new level,” a senior decision-maker told C/D. The main means to this end are unique body panels and ultimately a made-to-measure body in white. BMW is also apparently exploring something similar for its upmarket Alpina brand. Although the current Maybach range has no expiration date attached to it, the next flagship sedan derived from Mercedes’ upcoming MB.EA-L matrix will reportedly not only get its own livery but also feature a bespoke cockpit complete with an individualized hyperscreen and virtual-reality trim. The “Legend” cars roam an even more prestigious and illustrious orbit. The pricing can easily stretch into seven figures, as absolute rarity, outstanding performance, and exquisite execution are of the essence here. There is no limit to the imagination, either. Just look at some of the proposals currently under review:Reborn Gullwing: A 2+2 sports car with W198 300SL genes and a potential roadster spinoffThe Ultimate SEC-Class: A pillarless four-door, four-seater luxury coupePanamericana Cruiser: A low-roof all-terrain SUV based on new electric G-wagenC111 Reimagined: The working title for the recently released orange Vision One-Eleven (pictured below)GLR Slantback: A coupe-like stripped G-class with canvas-top pickup rear endAMG EQR Two: An electric follow-up to the complex F1-inspired AMG One hypercarEQS Shooting Brake: The ultimate luxury wagon featuring a multi-functional roofEQS SUV Streamliner: Squaring the circle with the world’s lowest-drag crossoverMaybach Vision 2: A long-wheelbase super-luxury two-door coupe and convertibleThere is no doubt about it: inside the Maybach think tank, “anything goes” is not an empty phrase. Ask Mercedes execs to name the key elements of luxury, and they will invariably name space, privacy and exclusivity as undisputed top priorities. Also high up on their list are extraordinary quality and craftsmanship, world-class safety and comfort, autonomous- ready software and hardware, and EV fast charging in five minutes or less. Other brand shapers are the emotional appeal luxury cars can provide, the special feel-good experience of a unique interior, and the automobile as a high-end mobile retreat which combines the creature comforts of a living room with a totally relaxed driving and riding experience. According to the CTO Markus Schäfer, luxury is not an end in itself but a message and a mission wrapped in a second-to-none cocoon: “At the end of the day, the marque’s understanding of luxury is to be the ultimate purveyor of quality time on the go—CO2-neutral, stress-negative, response-positive and totally unique in execution.”More Maybach CreationsContributing EditorAlthough I was born the only son of an ornithologist and a postal clerk, it was clear from the beginning that birdwatching and stamp collecting were not my thing. Had I known that God wanted me to grow to 6’8”, I also would have ruled out anything to do with cars, which are to blame for a couple of slipped discs, a torn ligament, and that stupid stooped posture behind the wheel. While working as a keeper in the Aberdeen Zoo, smuggling cheap cigarettes from Yugoslavia to Germany, and an embarrassing interlude with an amateur drama group also failed to yield fulfillment, driving and writing about cars became a much better option. And it still is now, many years later, as I approach my 70th birthday. I love every aspect of my job except long-haul travel on lousy airlines, and I hope it shows. More

The 2024 Nissan Z’s pricing appears to have leaked in the online forum NissanZClub.Both the Sport and Performance models jump by $1220, while pricing for the new NISMO starts over $65,000.We reached out to Nissan for confirmation on the prices, but we’ve yet to hear back. We got our first real look at the 2024 Nissan Z NISMO back in July, but we’ve been in the dark on how much it’ll cost—until now. Pricing for the 2024 lineup appears to have been leaked online in the NissanZClub forum, which includes figures for the upcoming NISMO variant. According to the forum posting, the entry Sport trim jumps $1220 and now carries a starting price of $43,305. Like last year, the middle-of-the-pack Performance trim adds a sportier suspension tune, a limited-slip differential, and upgraded brakes. For 2024, pricing for the Performance trim rises by the same rate as the Sport and now starts at $53,305 (including the $1095 destination charge applicable to all Zs). NissanThose figures are pretty unsurprising, but the big question mark up to this point has been the NISMO model. According to the forum, the NISMO will carry a starting price of $66,085, though it also mentions that floor mats, illuminated kick plates, and door guards are required options that add an additional $1120 over the standard MSRP.That’s a sizable step up in price when compared to the Performance trim. Under the hood, Nissan fiddled with the twin-turbo 3.0-liter V-6. The changes include a redesigned wastegate, better cooling, and performance-enhancing ignition timing that brings power figures up to 420 horsepower and 384 pound-feet of torque. Unfortunately, the NISMO is only offered with a nine-speed automatic transmission. Nissan claims retuned engine-management software provides quicker downshifts. We reached out to Nissan for confirmation on the 2024 Z’s pricing, but we haven’t yet heard back. We’ll update this story if the company does respond.More on the Z CoupeThis 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

BMW has confirmed specs and pricing for the upcoming plug-in-hybrid version of the 2024 5-series.Called the 550e xDrive, it has a six-cylinder gasoline engine, a 19.4-kWh battery pack, and an electric motor integrated into the eight-speed automatic transmission.The 550e xDrive will start at $74,795 and will go on sale in the U.S. in spring 2024.Although it has now spawned a new electric variant called the i5, the latest generation of the BMW 5-series luxury sedan will continue to offer a plug-in-hybrid powertrain. We now have specs and pricing for the new 2024 BMW 550e xDrive, along with confirmation that it will arrive in the U.S. in the spring of 2024.As you might guess from its badging, this new hybrid model is considerably more powerful than the previous-generation BMW 530e PHEV. It uses a six-cylinder gasoline engine instead of a four-cylinder, which means it produces a total of 483 horsepower. The electric motor is integrated into the eight-speed automatic transmission, and the battery pack is significantly larger than before, at 19.4 kWh. We don’t have EPA ratings yet, but based on global WLTP range estimates, this bigger battery should enable a far longer electric range of around 40 miles on the EPA cycle, or nearly double what the old 530e offered.More on the 5-seriesBMWWe don’t yet have photos of the 550e, so we’ve pictured the Europe-spec 530e hybrid here. BMW will continue to offer this four-cylinder PHEV setup in other markets; it has 295 horsepower and the same battery pack. The U.S. will only get the 550e, and it may look different from the model pictured here, possibly sporting an M Sport body kit and larger wheels.BMWWith a starting price of $74,795, the 550e will be positioned above either of the 5-series’ gasoline models, the 530i and 540i. At least until the new M5 arrives, the hybrid will be the second most powerful 5-series, behind only the electric 593-hp i5 M60 xDrive which starts at $85,095. Look for the 550e to arrive at U.S. dealerships starting in the spring of 2024.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

Calculating the cost of charging an electric vehicle, at home and on the road, can be complicated. For the four out of five new-car buyers who can charge at home, often overnight, the cost per mile is virtually always cheaper than the cost of gasoline for a similar vehicle. It’s tougher for apartment dwellers, who may pay a variety of rates to companies that operate charging stations in shared parking areas. For DC fast-charging, which a driver will likely want to use on road trips that are longer than an EV’s range, prices vary, but are often roughly in line with gasoline prices.Because of these factors, the price of a full charge can vary considerably. For a Tesla Model Y, currently the bestselling EV, it could cost as little as $9 or as much as $40, depending on whether you’re charging at home or at a far more expensive Level 3 fast-charger.To look at best and worst cases, we picked 3 EVs that span a range: from small to large, from relatively efficient to huge and power hungry. And we looked at the highest and lowest home-charging rates, which can vary among states by a factor of almost four. Finally, we calculated the cost of DC fast-charging for a road trip.Calculating Real Cost—It’s ComplicatedHere’s a question to ponder: Do you know what you pay at home for a kilowatt-hour of electricity? Few people can answer that question without doing some research. (The average U.S. cost is now about 16 cents per kilowatt-hour; 1 kWh can move most EVs two to three miles.) EV drivers can often benefit from reduced rates from their electric utility that encourage charging when demand is lowest, say, from 11 p.m. to 6 a.m. As for DC fast-charging for road trips, the pricing is complicated. It varies among networks, may be lower at night, and may or may not require a session fee for each charging connection. Most networks also have membership plans with a monthly fee but lower per-kWh rates.Let’s Start with Cost per 100 MilesTo make the calculations easier and let us compare directly to similar gasoline vehicles, we looked at the cost of driving 100 miles in each EV. For home charging, we used the EPA-rated range, determined using a mix of local and highway use. For DC fast-charging, we assumed those are all highway miles and used our own highway-range tests. Home charging was always much cheaper for 100 miles than paying for gasoline in a comparable vehicle—as little as one-quarter the price.Overall, home charging was always much cheaper for 100 miles than paying for gasoline in a comparable vehicle—as little as one-quarter the price. On the other hand, DC fast-charging used for road trips was generally pricier than gasoline. But very inefficient vehicles driven in places where gasoline is very expensive may still come out slightly ahead for highway charging.Most EVs today cover the bulk of their miles using charging at home or work, so the weighted average gives EVs a decisive advantage—though this may not apply to apartment dwellers without the ability to install their own charging equipment.(Note: We added 5 percent to the recharge energy in all our calculations to account for losses during charging.)Know Your Charging OptionsBest Case: 2023 Chevrolet Bolt EVThe CostsIn Louisiana, for a Bolt EV, 100 miles of home charging is $2.81, and 100 miles of EVgo fast-charging is $11.82; 100 miles in a 33-mpg small SUV would cost about $10.Chevrolet Bolt EV.ChevroletSure, it’s not available for 2024, but the Chevy Bolt EV has found more than 100,000 buyers during its run—and it’s a more modern vehicle than the aged Nissan Leaf it competes with. It’s also the only one with a starting price below $30,000.This is our most optimistic case, looking at what a relatively efficient EV costs to recharge in a state with very low electricity rates. We picked Lousiana, fractions of a cent lower than Utah, both at $0.11/kWh.At HomeIn the case of the Bolt, 100 miles is 38.6 percent of its EPA-rated range of 259 miles. That percentage of its 63-kWh battery pack is 25.5 kWh. In Louisiana, the cost of that 25.5 kWh is $2.81 in electricity to drive 100 miles, when charged at home. Compare that with a 33-mpg gasoline vehicle that would require three gallons of gasoline at the Louisiana price of $3.36 per gallon. That’s about $10, meaning 100 miles in a fairly efficient comparable gasoline vehicle is almost four times as expensive as 100 miles in that Bolt EV.On the RoadDuring our 75-mph real-world highway range test, the Bolt went 220 miles, so that’s the number we’ll use. (During an unorthodox range test in California’s Death Valley, we were able to exceed the EPA’s 259-mile estimated driving range in the real world.) Doing the same calculations, we need 30.1 kWh to cover 100 miles. GM partners with charging network EVgo, which charges a $1 session fee plus $0.36/kWh on its Pay as You Go plan. That amount of electricity will cost the driver $11.82—or nearly 20 percent more than gasoline. ConclusionHome charging is much cheaper; highway travel costs more per mile.Full Details and Specs2023 Tesla Model Y Long RangeThe CostsFor a Tesla Model Y at U.S. average costs, 100 miles of home charging is $3.82, 100 miles of Supercharging fast-charging is $10 to $19; 100 miles in a 28-mpg compact SUV would cost about $13.70.Tesla Model Y Long Range.Marc Urbano|Car and DriverWe picked the Model Y because it’s currently the bestselling electric vehicle in North America. About half the EVs on roads in the U.S. are Teslas, and the company’s compact SUV hits the sweet spot in the light-truck utility segment families have shifted to in great numbers.This is our average case, looking at what the most popular EV in the U.S. costs to recharge at the average U.S. electricity rate of $0.16/kWh. The Model Y Long Range is EPA rated at 330 miles of range in mixed local and highway use, though EV advocates and our range tests suggest Tesla’s range estimates are optimistic. At HomeSticking with our methodology, that’s 30.3 percent of the 75-kWh battery, or 23.9 kWh needed. At a home electric rate of $0.16, that’s $3.82. Compare that to, say, a 28-mpg compact crossover, traveling 100 miles at the average U.S. gasoline price of $3.80. It requires 3.6 gallons, costing $13.70. Again, the EV wins by a factor of almost 4 to 1 when charged at home.On the Road Highway travel is a different story. The Tesla Model Y Long Range model we tested on our highway test route delivered just 220 miles. So we need 35.8 kWh to cover 100 miles. The Tesla Supercharger network has variable costs for charging, from $0.25 to $0.50 per kilowatt-hour depending on how much power the station can deliver, time of day (nights are cheaper), and where you’re located (California is often pricier). In the best-case Supercharging scenario, the Model Y costs $9.95 at a Supercharger to travel 100 miles; in the worst case, it’s double that. Those are respectively lower and higher than the gasoline you’d use, so . . . it depends.Conclusion Home charging is much cheaper; for highway travel, it depends.Full Details and Specs2024 GMC Hummer EV PickupThe CostsFor a GMC Hummer EV in Hawaii, 100 miles of home charging is $27.48, and 100 miles of highway fast charging is $37.11 or more; 100 miles in a Hummer gasoline vehicle at 10 mpg would cost $47.90.GMC Hummer EV Edition 1 pickup.Bring a TrailerThe electric Hummer has already fulfilled its mission: to make EVs badass. Its off-road capabilities, four-wheel steering, and stupefying acceleration (to 60 mph in 3.3 seconds) make it the pinnacle of . . . something. Its gigantic battery pack is needed not only to provide that acceleration, but to overcome the aerodynamic drag of a vehicle the size of a small municipal building.This is our most pessimistic case: a huge, inefficient EV recharged in a state with the highest electricity rates in the nation. That would be Hawaii, at $0.42/kWh—since only one-third of that electricity comes from the state’s abundant sun and wind. The other two-thirds comes from burning fossil fuels shipped to the islands. (Gasoline is pricey in Hawaii too, averaging almost $5 per gallon lately—though not as high as California’s $5.35.) The Hummer EV has a truly massive battery pack, with a total usable capacity of 205.0 kWh. At HomeCovering 100 miles would use 30.4 percent of the battery capacity, or 65.4 kWh. In Hawaii, that’d run you $27.48. But what kind of gas mileage would a 4.5-ton truck shaped like a Hummer get? Let’s be generous and say 10 mpg. (Its gasoline predecessor, the Hummer H1, got 7 to 9 mpg at a relatively svelte 3.75 tons.) At Hawaii’s gas price, that would be $47.90—close to double the cost of home charging.On the RoadThe Hummer EV impressed with a 290-mile result on our 75-mph highway loop, much better than expected. To cover 100 highway miles would require about 34 percent of the 205.0-kWh battery, or 74.2 kWh.Hawaii does have some DC fast-charging stations (although its highway speed limit statewide is also 60 mph). Rates vary from $0.49 to $0.66 per kWh, depending on time of day and location. To make the math easy, let’s call it 50 cents per kWh—so 100 highway miles would cost $37.11. And, yes, that means it’s possible to spend more than $100 filling a Hummer EV.On gasoline, even using the same 10-mpg fuel efficiency, 100 highway miles would again cost $47.90. In this case, even pricey DC fast-charging was slightly cheaper in a hugely inefficient vehicle driven in a state where gasoline is extremely expensive.Conclusion The Hummer EV is an anomaly among EVs, though GM’s full-size EV pickups and SUVs use the same underpinnings—so it may be the extreme among huge, heavy EVs with giant batteries. On the other hand, Hawaii is an anomaly too, with very expensive gasoline. We hadn’t expected DC fast-charging to be cheaper than the Hummer’s gasoline equivalent, but it was. Full Details and SpecsContributing 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