Motor News

EV startup Fisker, which recently began delivering its Ocean SUV, has released additional information about the Rōnin halo car first revealed last week.Production of the Rōnin will be limited to just 999 units, with prices starting at a whopping $385,000.The 1000-horsepower powertrain will shoot the Rōnin in a claimed 2.0-seconds while also providing a targeted range of around 600 miles. Last week, California-based startup Fisker unveiled three electric vehicles that will join the Ocean crossover in its lineup over the coming years. Along with a subcompact crossover called the Pear and a pickup truck called the Alaska, Fisker showed off a flashy four-door sports car, dubbed the Rōnin after the eponymous John Frankenheimer film famous for its thrilling car chase scenes. Now Fisker has released additional information on the Rōnin, including the price and expected arrival date.FiskerFisker will only build 999 examples of the Rōnin, with the startup automaker aiming to begin deliveries in the second half of 2025. According to CEO Henrik Fisker, the Rōnin is meant to serve as a modern version of the “classic grand touring car” for “people who love to drive.” But the Rōnin is still supposed to be practical—despite the slinky body, the convertible sports car has seating for five people and is said to “provide exceptional cargo capacity.” Fisker pitches the Rōnin as a response to the trend of high-performance SUVs from iconic brands, with the electric platform allowing for a capacious cabin but smaller overall dimensions. The Rōnin will offer blistering performance, with a claimed 1000 horsepower from the three-motor powertrain and all-wheel drive contributing to a claimed 2.0-second run to 60 mph. Fisker also claims the Rōnin will be capable of a 170-mph top speed, and the automaker is targeting a 600-mile range. The Rōnin is based around a lightweight aluminum space frame and rides on carbon-fiber 23-inch wheels.FiskerThere are plenty of flamboyant supercar touches such as front and rear butterfly doors and a carbon-fiber hardtop that retracts into the trunk to provide open-air driving. There is also only one set of door handles on the rear doors—the front doors are opened by swiping the handle or using your phone. The cabin is said to be decked out in sustainable, recycled materials and will center around a 17.1-inch screen, although the shadowy image of the interior doesn’t give a detailed look at the design. Order books for the Rōnin are already open, and Fisker says the 1000-horsepower grand tourer will cost $385,000. Although the targeted delivery date is only around two years away, Fisker did not say where the Rōnin will be built. The company doesn’t own any factories, contracting assembly of the Ocean out to Magna Steyr in Austria and planning to have the Pear built by Foxconn in Lordstown, Ohio. The model shown at Fisker’s product launch last week did not look production-ready—it was the only vehicle that didn’t move under its own power and didn’t have a visible interior—so we wouldn’t be surprised if the Rōnin gets delayed.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

The movie Gran Turismo opens today for “sneak preview” in many theaters and nationwide on August 25.Based on the PlayStation video game of the same name, it also takes its story from the real-life adventures of racer Jann Mardenborough, who got his start via PlayStation’s GT Academy.Watch for spoilers ahead, but we confess we enjoyed this movie. At this point, hating on motorsports movies is a required activity to retain car-guy cred. You drive stick, you went to Radwood before Hagerty bought it, and you can name every automotive inaccuracy in every racing movie from Barney Oldfield’s Race for a Life in 1913—real racing almost never involves having to rescue a lady tied to the railroad tracks—to the recent Ford v. Ferrari in 2019—The Corvette hood! It’s wrong!Sony PicturesWe’re certainly not immune, having hated on our share of vehicular cinema. So we went into the screening of Sony Pictures’ video-game docudrama Gran Turismo with a ready serving of jaded irritation in our hearts. Know what? It’s not that bad. Initially, hearing Sony was making a Gran Turismo movie, we assumed it would be a cartoonish fictional piece; an empty-headed, bang-shifted, action movie at best, a chaotic two-hour commercial for the PlayStation Gran Turismo video game (sorry, driving simulator) at worst. While there is plenty of product placement in Gran Turismo, the plot is based on a true story and has some genuinely thought-provoking and heart-pounding moments among the crashes and clichés. If You Keep Going, Watch for SPOILERS AHEAD Gran Turismo is more than loosely based on the story of a racer who got his start in Nissan PlayStation’s GT Academy, which was a marketing move by Nissan and Sony to take high-performing drivers from the virtual world of online Gran Turismo competition to real-life race cars. Many of the participants did go on to race in GT and endurance classes. The movie follows Jann Mardenborough, the 2011 winner, who went on to a class podium at the 24 Hours of Le Mans, although it makes free with what years and in which cars events occurred. Sony PicturesYes,Gran Turismo does stupid movie things like, my personal peeve, constantly have the drivers glare at each other through the side window.Right off the bat, yes, Gran Turismo does stupid movie motorsports things like have the driver put their foot down mid-straightaway and suddenly have more speed, or send crashing cars skyward in balls of flame, or—a personal peeve—constantly have the drivers glare at each other through the side window as if they aren’t locked in neck restraints and hopefully paying attention to their racing lines. It also compresses years into months, invents people who didn’t exist, and rearranges Mardenborough’s timeline in multiple ways to make for uninterrupted drama. We’re not going to list every instance, because we’d be here all day, but know that if you’re writing a school paper on Mardenborough, Gran Turismo is not a reliable source for your facts. 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.Now, if you just want to spend some time in a nice air-conditioned theatre with the sound of racing cars and some pleasant-faced actors to look at, you could do far worse than a ticket for Gran Turismo. Archie Madekwe plays Mardenborough with an earnest sweetness. It’s refreshing to have a racing main character whose primary personality characteristic isn’t aggressive confidence. Madekwe, who grew up in London, not only didn’t have any racing experience going in, but didn’t even have a driver’s license when he accepted the role. “I would get home from this other job I was filming, and take a driving lesson that night. The producers kept on phoning me. ‘Have you passed yet? Have you passed yet?’ and as soon as I did, they sent me a simulator, and then I had to learn to drive in the game too.” The real Mardenborough does much of the on-track stunt driving in the film, but Madekwe is proud to say that all the gaming scenes in the film are his driving.Stranger Things’ David Harbour Is a StandoutThe scene stealer is Stranger Things’ David Harbour, again playing a gruff adoptive father figure. Harbour plays fictional driving coach Jack Salter, who battles his own failures as he attempts to ready Mardenborough to face off against snobs in Porsches and rich, mean boys in golden Lamborghinis. This seems to involve a lot of dropping heavy emotional stuff on Mardenborough as he’s on track, which we would argue is a poor approach to coaching, but their relationship in the movie is the most developed and engaging of the movie. Some Weak PointsMost of the other characters are supporting at best, the bad guy being a bad guy just because we need one, the girl invented because it’s 2023 so we need one. Two, really: Mardenborough’s fictional love interest is played by Maeve Courtier-Lilley, and his scrappy fellow GT Academy participant will be a familiar face to Corvette racing fans, Emelia Hartford. Both are pleasant; neither is necessary to the story. Sony PicturesOne wishes for more detailed character development of either of Mardenborough’s parents, who travel the typical movie arc from lovingly disgusted with his gaming ambitions to supportive once he proves it’s a possible career—or the Nissan marketing executive based on Darren Cox. In the movie he’s reimagined as Danny Moore, played by Orlando Bloom with such bad hair that the real Cox should be offended. Moore’s character bounces between heroic out-of-the-box thinking in coming up with the GT Academy and an intriguing, but never followed up on, moment of villainy when he attempts to rig the academy results in favor of the more polished and more white second-place finisher. Visually, Gran Turismo is torn between director Neill Blomkamp’s gritty realism and an obvious Sony push for pandering to video-game fans. The occasional game graphics that overlay the action could be funny or expository if they happened more regularly, but as it is, they take the viewer out of the story without adding much but a reminder as to who paid for the movie. Otherwise, the shots are wide and exciting, the cars dice it up with a sense of physicality, and it’s a pleasure to see endurance racing and scenes of contemporary Le Mans on the big screen. Trivia moment: The final Le Mans scenes were shot in Hungary, at the Hungaroring F1 track, which was dressed up to look like France. The first half of Gran Turismo is slow, so eat your popcorn and take your bathroom breaks then. The second half, which follows Mardenborough’s push to qualify for a license and the 24 Hours of Le Mans, is much more energetic. It may be unrealistic in its superfast leap from gamer chair to GT qualifying, but it’s interesting to see depictions of multiple race losses on screen. These days, when fans bemoan even a momentary slump in a favorite driver’s performance, it’s good to get a reminder that the real world involves a lot of backmarker moments. Sony PicturesThe slough of Mardenborough’s despond comes towards the end of the film when a crash at the Nürburgring results in the death of a spectator. This is based on a real event in Mardenborough’s career, although one that happened several years after Le Mans. In interviews, Mardenborough says that including the incident was important to him. “It’s part of my life. It is my life . . . It’s a very dark moment in my career and in my life as a person,” he told the Daily Express. We were surprised to see it depicted, not just because it’s a shocking moment in the story, but because it takes the plot somewhere much darker and sadder than the rest of the movie seems to be leading. In the end, there’s plenty to hate on in Gran Turismo, if you desire to keep the tradition alive, but there’s also a lot to like, from the unusual hero to the detailed pit boxes and track backgrounds. If nothing else, you’ll come out with a desire for a PlayStation setup, which is likely Sony’s main goal. FilmographySenior 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

The original Smokey and the Bandit was so popular, the studio couldn’t stop at just one.Smokey and the Bandit II reprised Burt Reynolds in the titular role, again costarring with a black-and-gold Pontiac Trans Am, this time a Turbo model.This 1980 Turbo Trans Am wears that same livery and is signed by Reynolds himself.Car and DriverForty-six years ago, audiences cheered on a cowboy-hatted ne’er do-well as he headed eastbound and down, loaded up and trucking. Equipped with little more than a CB radio, a total lack of respect for the law, one heck of a mustache, and a screaming quick Pontiac Firebird Trans Am, the man they called Bandit stole our hearts. Now you too can roll like the Bandit in a car literally bearing his signature.Bring a TrailerUp for auction on Bring A Trailer—which, like Car and Driver, is part of Hearst Autos—is this 1980 Pontiac Firebird Turbo Trans Am with just 9000 miles on the odometer. Apart from the model year, it’s an identical match for the car Burt Reynolds drove in 1980’s Smokey and the Bandit II, complete with gold accents and that iconic screaming chicken on the hood.Iconic is a word that gets a bit overworked in the automotive world, but a Bandit Trans Am deserves it. When it rolled onto screens in the original 1977 movie, Firebird sales skyrocketed. The second-generation Firebird was late in its run, but Pontiac was so overwhelmed with demand that it actually pushed off the development of the third-gen model a few years.Bring a TrailerThe original first Bandit car was a 1976 model with snowflake-style wheels and a “6.6 Litre” sticker on the hood. The cars were fitted with the front clip from the ’77 model, and only one of the four survived filming.Bandit II saw both Burt Reynolds and Jackie Gleason (as the memorable Sheriff Buford T. Justice) reprising their roles, but a new Pontiac for the Bandit to drive. Pontiac knew getting its latest product in front of Bandit fans was key, especially as emissions restrictions had seen its larger displacement engine options taken off the table. Thus, Bandit would now drive a Turbo Trans Am, with a 4.9-liter V-8 equipped with a Garrett TB305 turbocharger. A three-speed automatic was the only transmission option.Bring a TrailerWhen new, stock power levels were rated at a modest 210 horsepower, but a stout 345 pound-feet of torque gave the Bandit plenty of grunt to spin those BFGoodrich tires. This example has the desired Y84 Special Edition package, which includes those glass T-tops, 15-inch gold Turbo wheels, and quad exhaust pipes—everything you need.Bring a TrailerBest of all, this car bears the gold signature of Burt Reynolds himself, written on the dashboard. Reynolds died in 2018, and back when the Bandit films were entertaining crowds, he was one of the biggest box office draws of them all.Related StoriesHe’d have other roles of course, but the one that went the distance was as everyone’s favorite Bandit. A black-and-gold Pontiac Firebird Trans Am was a big part of that character, and this one looks like a great way to relive the magic. Just keep an eye out for those smokeys. The auction ends August 15.Contributing EditorBrendan McAleer is a freelance writer and photographer based in North Vancouver, B.C., Canada. He grew up splitting his knuckles on British automobiles, came of age in the golden era of Japanese sport-compact performance, and began writing about cars and people in 2008. His particular interest is the intersection between humanity and machinery, whether it is the racing career of Walter Cronkite or Japanese animator Hayao Miyazaki’s half-century obsession with the Citroën 2CV. He has taught both of his young daughters how to shift a manual transmission and is grateful for the excuse they provide to be perpetually buying Hot Wheels. More

On Wednesday in New York City, the wraps came off the 2025 Cadillac Escalade IQ.The new Escalade is a full-size battery-electric SUV with three rows of seats, all the luxury Cadillac can offer (for under $340,000, anyway), and a projected 450 miles of range.At the unveiling event, several Cadillac executives and GM president Mark Reuss spoke with Car and Driver about the car’s technology and its place in the market. Here’s what we learned.play iconThe triangle icon that indicates to playThe 2025 Cadillac Escalade IQ does carry Cadillac badges and have its own sheetmetal, shape, and interior, but the underpinnings of the Escalade IQ are actually straight from the GMC Hummer EV. To be fair, both are from GM’s Ultium modular battery architecture, which comes in a remarkable variety of sizes and formats—from the hulking, absurdly fast Hummer EV all the way down to a future generation of Chevrolet Bolt EV. The same platform used by the IQ also underpins the Chevy Silverado EV pickup truck and its counterpart, the GMC Sierra EV.Get the Full Details and SpecsThe electric Escalade’s specifications will sound awfully familiar to any Hummer EV owner, though. It has the same 24 battery modules as the Hummer EV pickup, providing more than 200 kilowatt-hours of energy, front and rear motor units, rear-wheel steering, and 800-volt charging (but not operating) capability as the electric off-roader. Wheelbases of the electric Hummer pickup and the Escalade differ by less than an inch, but that Hummer offers quicker acceleration: 3.0 seconds to 60 mph using the special “Watts to Freedom” (WTF) mode, while the Cadillac’s zero-to-60 time is quoted at “less than five seconds” with its own special mode, which has the more dignified name of Velocity Max. Second Escalade IQ Version?GM president Mark Reuss very briefly teased the idea that in the future, a second variant of the Escalade IQ might appear, “for those buyers who want more room.” Asked if he meant a stretch version like today’s Escalade ESV, Reuss grinned. “I didn’t say bigger,” he said. Then he changed the subject. Different Proportions, Less IntimidatingThe IQ that debuted on Wednesday is visually more different than you might expect compared with the current Escalade, although the dimensions are similar. Its overall length of 224.3 inches is between that of today’s standard model and the stretched ESV (at 211.9 and 227.0 inches), while its 76.1-inch height is a fraction of an inch shorter and its 94.0-inch width (with mirrors extended) is more than a foot wider.On the other hand, the IQ’s 136.2-inch wheelbase exceeds those of both the standard and ESV versions (120.9 and 134.1 inches, respectively), pushing the wheels to the corners as much as possible to allow more length for the battery between the two axles. We didn’t get a chance to see the present and future Escalades side by side, where the differences in dimensions might have been more visible. But aerodynamics is a tough discipline; any EV must push aside as little air as possible to minimize the turbulence that causes drag and eats energy. GM claims the Escalade IQ is 15 percent more aerodynamic than any previous full-size SUV.Importantly, in an era where the height of large trucks blocks drivers’ views of people outside the vehicles, the IQ’s cowl height of 54.0 inches above the ground equals that of the gasoline/diesel Escalade (by our rough measurements of each vehicle at the event). It should feel familiar to existing Escalade drivers, though the roofline falls toward the angled rear window.Perceptually, it’s still a very large and imposing SUV. But the raked liftgate and the beveled nose with its smaller grille or shield make it somewhat less intimidating than the gasoline Escalade with a flatter hood and more bluff front end with its huge radiator intake. And the IQ certainly doesn’t have the long, square tail and upright liftgate of the gasoline versions.Charging Ports In the gallery of press images provided to reporters, there’s a shot of a fast-charging cord plugged into the Escalade IQ’s charging port. It’s very clearly the CCS standard that GM has used for eight years now. Wait, you say, didn’t General Motors announce in June it will switch over to the Tesla connector (known as NACS) and give its drivers access to the Tesla Supercharger network, following Ford’s similar groundbreaking announcement of the same thing the month before? Well, yes. But, didn’t GM also announce it is among the seven automakers who have jointly committed to funding their own nationwide DC fast-charging network of 30,000 charging stations, starting next year—one that will use the CCS standard as well as the Tesla connector? Yes, that too.To make matters even more confusing, one day before the Escalade IQ broke cover, GM said all Ultium vehicles will offer vehicle-to-home (V2H) backup-power capability, more formally known as bidirectional charging, by 2026. This ability is built into the spec for the CCS connector, but not the Tesla connector. While the Tesla plug is electrically capable of feeding power out, the company hasn’t implemented it, perhaps because Tesla sells PowerWall backup batteries to homeowners—and enabling its cars to serve the same function could damage that business. Nonetheless, the Escalade IQ promises V2H capability via an over-the-air software update during the 2025 model year. Know Your EVsWe asked GM president Reuss about the state of the charging landscape today, and how we should sort all this out. He confirmed the adoption of the Tesla connector—”We’re doing it as fast as we can”—but also “compatibility with the SAE standard” (the Tesla connector is not actually a technical standard as yet). He did add the qualifier “for now” to CCS compatibility.Okay, so does that mean future GM Ultium EVs will switch over from one connector to the other, or could they have both? “That will change with time,” Reuss said. “We don’t have a definitive answer today, on where it goes, what the ultimate [arrangement] is. We have to be able to do both.”We surmise GM’s battery and charging engineers are digging into the Tesla plug and connector and software right now—trying to understand how it works, its safety margins, and how to make it compatible with vehicles that don’t run on Tesla OS software. Stay tuned on this one.GM’s own Mobile Phone InterfaceIf you expect Android Auto or Apple CarPlay capability as a standard feature in any new car you consider, you’re out of luck for any of the upcoming GM vehicles on the Ultium architecture—including the Escalade IQ. GM will discontinue the standard phone mirroring capability starting with the 2024 Chevrolet Blazer EV, for which deliveries should start this quarter or next.Car and Driver asked Reuss what will replace those functions. Under GM’s replacement systems, he said, drivers and passengers will be able to do everything they can do now using either of those two connectivity protocols. And he acknowledged the skepticism among reporters and vehicle shoppers on hearing the familiar Android Auto and Apple CarPlay would no longer work.When reporters get access to the Blazer EV, sometime this fall, we’ll see how it works in practice. Until then, the jury is clearly out.Tough Timing for GMThe Escalade IQ debut came at a tough time for GM. It has struggled to get its first high-volume Ultium cell plant, in Ohio, up to full-scale production to provide the volumes of cells needed to supply the tens of thousands of Ultium vehicles a month it projects it will sell by the end of the year. In the words of one battle-scarred battery engineer, getting a new cell chemistry, in a new plant, with new staff, up and running at sufficient volume and acceptable yields, is “really, really, really, really, really, really, really hard”—and GM is doing that twice in one year. Reuss said the company is now “fully capacitized” at its first cell plant, with the second one in Spring Hill, Tennessee, following closely behind. If so, the company’s EV sales figures for the third and fourth quarters of this year had better reflect it. For the first half of the year, the bulk of GM’s electric-car sales were the two-car lineup of aging Bolt EV and EUV models, both compact hatchbacks using a seven-year-old battery architecture. The Cadillac Lyriq and GMC Hummer EVs are already in production (though Hummer sales halted due to a months-long battery recall), and the Chevy Silverado EV, Blazer EV, and Equinox EV, plus the GMC Sierra EV, are hot on their heels—with the electric Escalade now added on top of that.GM Goes Traditional, Follows TeslaWhen GM developed the EV1 almost 30 years ago, it was a highly aerodynamic two-seater by necessity. The lead-acid battery technology of the time simply didn’t hold enough energy for its weight to propel a conventional four-seat vehicle. Then came the Toyota Prius, in several generations of increasingly odd-looking vehicles—and the Nissan Leaf which followed in 2010 was blatantly, distinctively unusual looking. It was also a compact hatchback, then the most popular vehicle type globally, if not in North America. GM’s own Chevrolet Volt was also a compact hatchback, with the additional complication of being a plug-in hybrid—a powertrain that to this day salespeople and shoppers don’t necessarily understand.But throughout automotive history, new and advanced technologies have come in at the high end, either in luxury or sporting vehicles. From the first electric self-starter in 1912—on a Cadillac—to automatic transmissions, disc brakes, turbochargers, and all the rest, high-end vehicles offered more profit margin to offset the costs of the new technologies.Tesla understood this; it started with a high-performance Roadster, at a six-figure price, then followed it with the mass-produced Model S at prices of $50,000 and above. Now GM, with its emphasis on the Hummer EV and Escalade IQ, plus their Silverado and Sierra EV pickup siblings, is putting its EV technology first into high-end vehicles as well. Get the Full Story on the Escalade IQContributing 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

Ford revealed a new “Code Orange” styling package for the 2024 Bronco Raptor. The visual package adds orange accents throughout the interior and exterior of the Bronco.Order banks for the 2024 Bronco lineup are officially scheduled to open on August 16.Ford is adding some additional visual flair to the 2024 Bronco Raptor. The company revealed a new styling package dubbed Code Orange, and—yep—it adds a bunch of orange accents throughout the car. FordThe exterior of Code Orange–ified Braptors displays a tasteful amount of orange paint. The tow hooks and beadlock rings are finished in the color, and the rear half of the car is plastered with a digital graphic. Unfortunately, the package seems to add a bit more orange to the exterior of the car than the interior. Ford didn’t release interior photos, but the only mention of orange accents in the interior refers to pairing orange seatbelts with a black interior. We would’ve loved to see something a bit more daring like orange carpeting or orange cloth seats throughout the cabin.FordStarting in 2024, customers will also be able to order the Bronco Raptor with paint-matched fenders, something Ford says fulfills a consumer demand for a more customizable exterior. To that end, the Bronco Raptor adds two more paint colors in addition to the Code Orange package. Velocity Blue was previously offered on the standard Bronco and Bronco Sport, and now joins the Raptor lineup, as does Shelter Green, which Ford says is meant to recall its history of building off-road vehicles for the U.S. Army during World War II (Jeep, are you listening?). FordMore on the BraptorIn an attempt to the avoid long wait times that have impacted the Bronco in the past, Ford is reducing production complexity in an attempt to shorten manufacturing time, so certain equipment combinations might no longer be available. All 2024 Bronco models now come standard with a 12.0-inch touchscreen infotainment system, replacing the previous 8.0-inch screen on lower trims, and the Badlands trim now comes standard with the upgraded modular front bumper. Order books for the 2024 Bronco lineup are scheduled to open on August 16, and Ford plans to announce pricing specifics then. 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

C/D testing data shows a difference between Tesla and other EVs in how the car displays the estimated range remaining.Tesla’s displays appear to operate on a simple calculation of EPA range multiplied by the battery’s state of charge, while other EVs continuously adjust to account for driving conditions. We compared test results from our 75-mph real-world highway range test to uncover this disparity between Tesla and EVs from other automakers including Lucid, BMW, and Hyundai.A recent report from Reuters alleges that Tesla “rigged” the software in its cars to overestimate the estimated range remaining, leaving drivers disappointed when their vehicles couldn’t travel as far on a charge as advertised. A few California owners have now filed a proposed class-action lawsuit seeking unspecified damages.In Car and Driver range testing, we found distinct differences in the way that Tesla EVs’ in-dash range displays operate compared with those from other automakers’ EV models. Put simply, Teslas don’t adjust the numbers on their range display to account for recent driving conditions in the same way that other EVs do.Range display in a Tesla Model 3Michael Simari|Car and DriverWe analyzed test results for several different models in our real-world 75-mph highway range test, in which we measure, every 5 miles, the indicated battery state of charge percentage remaining, the number of miles traveled, and the car’s estimated range remaining.Because highway driving is less efficient than city driving, many EVs experience fluctuations in the car’s estimated range remaining, or distance to empty (DTE). The estimated range remaining often drops precipitously, and also inconsistently, as the car takes into account the higher speeds and lower efficiency of highway driving. That’s not the case with Tesla vehicles.In a 2021 Tesla Model S Plaid, for instance, the car’s displayed range estimate falls at a remarkably consistent rate throughout the test. It starts off with an indicated 100 percent charge and an estimated range of 350 miles. For every 5 miles traveled, the predicted range drops by more than 5 miles at a time, but it does so at a rate consistent with a very simple formula: the battery’s state of charge multiplied by the EPA-estimated range of 348 miles. Throughout the test, the indicated range never deviates more than 2 miles in either direction from this calculation. We’ve noted a similarly linear pattern in our tests of other Tesla models including a Model 3 and a Model Y. However, with a destination entered, the predicted battery state-of-charge shown in the navigation system is more realistic, but it doesn’t affect the miles-to-empty readout. 2023 Lucid Air Pure AWDMarc Urbano|Car and DriverOther electric vehicles show far more deviation in their DTE displays. In a 2023 Lucid Air Pure AWD, the display shows a 100 percent charge and an indicated range of 376 miles at the beginning of the test, against an EPA-rated range of 384 miles. The deviation between the indicated range and the expected EPA range fluctuates widely through the test, sometimes indicating a difference of just 1 mile below the expected EPA range but at another point growing to a difference of over 12 miles. This indicates that the car’s computer is adjusting the range estimate both upward and downward to account for differences in driving style, temperature, and other drive-cycle factors. Our test results for vehicles from other automakers including GM, Hyundai-Kia, and BMW show a similar pattern.Of course, there are also inconsistencies in EPA range estimates to begin with, and there’s no perfect formula for estimating a vehicle’s range. (See our previous story on the secret adjustment factor that Tesla uses for more details on how the company gets such big range ratings to begin with.) But while Tesla isn’t the only automaker that is aggressive with EPA labeling, this difference in how its cars estimate the displayed range in the vehicle is at best optimistic and at worst misleading.More on EV RangeSenior 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 2024 Hyundai Santa Fe was first revealed last month, but now we have more details about the mid-size SUV.The new Santa Fe’s wild design transformation accompanies larger overall dimensions and a longer wheelbase. Its stretched proportions help increase interior space, and U.S. models see the return of a three-row configuration.The 2024 Hyundai Santa Fe’s shocking makeover was revealed to the world last month. While that spoils some of the surprise, Hyundai has now revealed more specific details about the new wildly styled mid-size SUV. Not only is the fifth-generation Santa Fe bigger than its predecessor in almost every way, but it introduces fresh features, including U.S. models regaining a third row of seats.Bigger and Bolder Than BeforeIf it wasn’t still called the Santa Fe, no one would know the Minecraft-looking ute seen in these photos has any relation to the outgoing generation, which debuted for the 2019 model year and received a facelift for 2021. To better ensure that onlookers will recognize the new Santa Fe is, in fact, a Hyundai, the company incorporates H-shaped front and rear lighting elements that complete the in-your-face design. Compared with the previous Santa Fe, the 2024 version grows front to back, up and down, and between its axles. It now measures 190.2 inches long, which is 1.8 inches more than before. That’s still about a half-foot shorter than the three-row Hyundai Palisade, but the distance between the Santa Fe’s axles has been extended by 1.9 inches. Its 110.8-inch wheelbase now provides more passenger space, specifically for the third row. Previously, the outgoing generation that was sold in other markets offered the extra row, but those sold on our shores were only offered with two rows.Full Details and SpecsWhile the new Santa Fe is just as wide as before, it’s now between about an inch or two taller (not counting the prominent roof rails that are available). Unlike before, it’s now available with giant 21-inch wheels—previously 20s were the largest set. Hyundai also says there’s more room for hauling people’s stuff, with cargo space behind the far-back row growing by a few cubes to 26 cubic feet. A larger liftgate aperture is supposed to make moving things in and out easier.A More Open Concept InsideWhen people climb into the redesigned Santa Fe, it’s possible they’ll confuse it for a Land Rover. That might not make Land Rover owners happy, but it’ll likely appeal to everyone else. We think the new dashboard design, with its upright layout and subtle H-shaped elements, looks handsome. We also appreciate the new column-mounted shifter and the inclusion of physical knobs for the audio system as well as some HVAC controls, which sandwich a 6.6-inch touch panel.The dash’s centerpiece is the single curved panel that houses dual 12.3-inch screens, one for the gauge cluster and the other for the infotainment system. The steering wheel looks upscale too—and it could’ve easily been pulled directly from a Defender. The center console is touted as being accessible for those in the front seats and the second row, and it features a pair of wireless charging pads above a hollowed-out section. Other unique features include a tray on top of the glovebox that sanitizes small items using ultraviolet light.Much More about the Santa FeFront-seat passengers looking to kick their feet up can deploy footrests, although it’s unclear if they’re standard or optional. The second-row captain’s chairs are available with power adjustments, and the third row can be reclined up to 10 degrees. Hyundai says second- and third-row passengers have more space to stretch out, with legroom measuring up to 42.3 and 30 inches, respectively. Compared with outgoing three-row models, that’s an increase of 2.7 inches in the far-back seats.The 2024 Santa Fe has a host of driver-assistance technology that ranges from automated emergency braking, automatic high-beams, blind-spot monitoring, and lane-keeping assist to semi-autonomous drive modes. Along with safety features that lock the doors so people don’t accidentally step into traffic, there’s a new driver-attention monitor and a radar-based reminder to check the rear seats.Powertrains and PricingThe Santa Fe’s powertrain options aren’t as radically different as its appearance. In fact, they’re essentially unchanged. While the base 2.5-liter four-cylinder will no longer be offered in North America, the 2.5-liter turbo four carries on with 277 horsepower and 311 pound-feet of torque. It again pairs with an eight-speed dual-clutch automatic transmission and front- or all-wheel drive.The plug-in-hybrid powertrain also loses its U.S. citizenship, but the hybrid variant—a turbocharged 1.6-liter four-pot paired with an electric motor—carries on. The setup includes a six-speed automatic and all-wheel drive and is expected to make the same 226 horsepower combined. We’ll have to wait to find out fuel-economy estimates, though, as those figures have yet to be certified by the EPA.Hyundai says the 2024 Santa Fe will reach U.S. dealerships sometime in the first half of next year. While the company hasn’t yet released pricing, we expect the entry-level model will start just under $40K now that the hybrid powertrain appears to be the standard setup. The mightier 2.5-liter turbo four paired with the top-spec Calligraphy model will likely put the Santa Fe’s price tag in the neighborhood of $50,000.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 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

While Hyundai was once known for inexpensive, drab economy cars, the Korean automaker’s lineup now features some of the most distinctive designs on the market. The shift, led by design chief SangYup Lee, is perfectly encapsulated by the 2024 Santa Fe. Just a few years ago, the Santa Fe was a fine-looking but unimaginative crossover, but a facelift for 2021 brought an unorthodox, catfish-like face that helped it stand out. Now the 2024 Santa Fe distinguishes itself even more within the crowded mid-size-SUV segment with a bold, boxy look that fits into Hyundai’s design language while still looking different than the rest of the lineup.Much More about the Santa FeCompared with the smoothly styled outgoing Santa Fe, the 2024 model is all hard edges and straight lines, with a rectangular body shape and an assertive stance thanks to trapezoidal wheel arches. The 2024 Santa Fe’s length has grown by 1.8 inches, and the boxy profile helps it appear bigger and more imposing than before. A nearly 2.0-inch-longer wheelbase also gives it a more planted look.The sharper styling falls in line with many recent Hyundai products, but the Korean automaker has impressively avoided the Russian-nesting-doll strategy employed by many other companies. Mercedes-Benz, for example, is particularly egregious with its “same sausage, different sizes” philosophy, with the CLA-, C-, and S-class sedans virtually indistinguishable to the average person outside of their overall dimensions. Hyundai, meanwhile, has managed to keep a common design theme while giving each car a unique look. The Santa Fe shares its razor-edged creases with the smaller Tucson crossover and electric Ioniq 5 but keeps the lines straight and horizontal. The other two cars create triangular indentations that give a more dynamic, sporting appearance versus the butch, tough look of the Santa Fe. Even the Ioniq 6, with its curvier profile and smoother surfaces, looks like it is part of the same family as the Santa Fe thanks to its sleek, unorthodox design and expressive lighting and trim pieces.It certainly appears that Hyundai cribbed some design features from other automakers, but the end product still looks distinct. The overall boxy shape and the body-colored trim on the rear side windows recall the current Land Rover Defender, but the front and rear fascias make it clear that this SUV hails from Seoul, South Korea, not Coventry, England. The squared-off body also gives hints of the Ford Flex, although we doubt Hyundai looked to that deceased crossover/station wagon mashup for inspiration.Along with sharp surface treatments, Hyundai has set itself apart from other automakers with its striking lighting elements. The current Tucson, Santa Cruz pickup, and Palisade feature a shield-like array of lights that blend into the grille, while Hyundai’s Ioniq electric vehicles have adopted an ’80s-themed pixel lighting style that recalls old 8-bit video games. The Santa Fe straddles that boundary—the headlights are integrated into the grille with a thin light bar connecting the two main units, which feature a blocky “H” graphic that looks similar to the pixel lights on the Ioniq lineup. That “H” motif also appears in the front bumper and the taillights, which are particularly unusual for how low they sit in the bumper.Styling is, of course, subjective, and not everyone will love the look of the 2024 Santa Fe. But there is no denying that Hyundai has created a distinctive-looking crossover and has crafted a family of vehicles that share common traits without all looking the same. Even if you’re not a fan of the styling risks the Korean automaker is taking, Hyundai has undoubtedly come a long way since the days of bland, A-to-B transport in the early 2000s.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