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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

Hyundai is showing a concept version of the new 2024 Santa Fe with many off-road tweaks.Called the XRT concept, we think this will eventually become a production trim level, though perhaps with less extreme changes.The XRT has all-terrain tires, a lifted suspension, and many accessories.With the new 2024 Hyundai Santa Fe sporting a newly boxy shape, it’s only natural that Hyundai would seek to amplify the mid-size SUV’s outdoorsy image. That’s exactly what this highly accessorized concept version of the Santa Fe called the XRT is for.XRT is already a rugged trim level that Hyundai offers for numerous models in its lineup, including the outgoing Santa Fe, the Tucson, the Palisade, and the Santa Cruz. But this XRT concept goes many steps further, suggesting that an eventual production off-road trim level for the new Santa Fe could offer more than the current XRT trim’s appearance tweaks. More on XRTWhile Hyundai isn’t releasing details about exactly what modifications it made, we can tell that the XRT concept has a raised ride height, chunky BF Goodrich all-terrain tires, and what look to be significantly improved approach and departure angles thanks to underbody changes. It’s also festooned with all manner of add-ons including a beefed-up roof rack with a cargo carrier and a spare tire, a ladder on the rear tailgate, and cargo boxes mounted on the rearmost side windows that look very reminiscent of what Land Rover offers on the Defender. The Santa Fe XRT concept doesn’t appear to have an interior yet.Full DetailsWe’d expect Hyundai to offer a production-ready XRT model soon, although it may not be quite as extreme as this concept. Still, we’re hoping that it offers some real mechanical upgrades compared with the standard model such as a raised suspension and off-road tires. Full details on the U.S.-spec 2024 Santa Fe lineup will be released later this year, so we’ll have to wait see what’s in store.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

The first-generation Hyundai Santa Fe launched nearly a quarter-century ago in 2000. The introduction of the ute was Hyundai’s first voyage into building and selling SUVs. The Santa Fe debuted to immediate success, quickly becoming the Korean brand’s best-selling car. Naturally, in the intervening years, the Santa Fe has undergone numerous mechanical and styling changes, entering its fourth generation in 2019. For the 2024 model year, the fifth-generation Santa Fe looks as different from the fourth as a square does to a circle. In fact, the new version looks more like a Land Rover Defender than it does its predecessor. Full Details and SpecsBecause they’re so visually divergent, we’ve compared the new Santa Fe to the old one to better understand the differences.Dimensions and DesignWhen it debuted, the fourth-generation Santa Fe brought handsome changes to the mid-size SUV. The grille’s polygonal design delivered a more modern look, while the interior had a simple, straightforward layout. While the inside wasn’t luxurious, it was comfortable and ergonomically friendly. It also brought rear glass that was more vertical than its predecessor, improving rear-seat headroom and cargo space. The new fifth-generation Santa Fe brings a much more in-your-face design that we find handsome. The rear window that became more vertical between the last two generations is once again more vertical. Hyundai claims the change helps improve rear-seat headroom and cargo space. The H-shaped elements in the Santa Fe’s headlights and taillights correspond with its boxy body, practically shouting “HYUNDAI!” Lest you forget what you’re looking at. HyundaiThe 2024 Santa Fe is 1.8 inches longer than the outgoing model and now measures 190.2 inches from tip to tail. The new version’s wheelbase also grows by 1.9 inches to 110.8 inches. Hyundai claims the longer wheelbase and squared-off rear end help provide better passenger space and cargo capacity. The redesigned tailgate is nearly perpendicular to the ground and provides a bigger opening than before.Both the new and old Santa Fe measure 74.8 inches wide, though the 2024 model measures between 1.1 and 1.8 inches taller. Adding roof rails adds an additional 2 inches of height. Inside, second-row legroom has improved too, growing by 0.8 inch for the hybrid model and 1.4 inches for the gas-only model. InteriorIf the new Santa Fe’s exterior looks like it was created by someone working from their memory of a Land Rover Defender, the interior looks like it was designed by someone sitting in an actual Defender. The Hyundai’s cabin is considerably more upscale than before, with a redesigned three-spoke steering wheel that looks like it may have been pulled straight off the Land Rover production line. Perhaps the most important distinction between the new Santa Fe and the last version is the inclusion of third-row seating. While models in other markets were offered with the extra row, those sold in the U.S. only had two rows of seats. With the new second- and third-row seats folded flat, there’s a continuous space for storage behind the front seatsHyundaiThe dash of the ’24 brings dual 12.3-inch screens under the same curved piece, matching other recent Hyundai models. The “H” design from the headlights and taillights is borrowed for the dashboard air vents and divides new upper and lower gloveboxes. The new Santa Fe also gets dual wireless charging pads for smartphones and a UV-C Sanitizer tray on top of the glovebox. Powertrain OptionsBoth the standard 2.5-liter four-cylinder engine that produced 191 horsepower as well as the 260-hp plug-in-hybrid powertrain have been dropped in the U.S. in the transition to the new generation. Instead, the new Santa Fe that’s sold on our shores comes with two powertrain choices. There’s a turbocharged 2.5-liter four-cylinder that produces 277 horses and 311 pound-feet of torque. It mates to an eight-speed dual-clutch automatic transmission and either front- or all-wheel drive. If that doesn’t sound suitable, Hyundai also ports over the hybrid powertrain with the turbo 1.6-liter four-cylinder and six-speed automatic transmission. The company hasn’t revealed the official combined power output, but we were told to expect similar figures to the last version. That setup featured an electric motor working with the four-pot to generate a combined 226 horsepower.Expected PriceUnfortunately, the loss of the base engine, increased cabin flair, and growth of the vehicle conjure up a recipe for a more expensive mid-size SUV. The last model started a hair over $30,000, with the cheapest hybrid option starting in the $37,000 range. Our expectation is that the new version will start somewhere in that same ballpark, possibly around $38K. We think the rest of the trim options will follow up-market as well, topping out with the top-of-the-line Calligraphy trim likely starting somewhere near the $50,000 mark, which is about $6K more than that version of the outgoing Santa Fe. Hyundai says the 2024 Santa Fe will reach U.S. dealerships sometime in the first half of next year.This content is imported from poll. You may be able to find the same content in another format, or you may be able to find more information, at their web site.Associate News EditorJack Fitzgerald’s love for cars stems from his as yet unshakable addiction to Formula 1. After a brief stint as a detailer for a local dealership group in college, he knew he needed a more permanent way to drive all the new cars he couldn’t afford and decided to pursue a career in auto writing. By hounding his college professors at the University of Wisconsin-Milwaukee, he was able to travel Wisconsin seeking out stories in the auto world before landing his dream job at Car and Driver. His new goal is to delay the inevitable demise of his 2010 Volkswagen Golf. More

Bugatti has revealed this ornate one-off Chiron Super Sport ahead of Monterey Car Week called the “Golden Era.”The Golden Era is a celebration of Bugatti’s greatest hits as the company winds down production of the W-16 engine and transitions to an electrified future under new parent company Rimac.Hand-drawn sketches of legendary Bugattis cover the car’s sides; they took more than 400 hours to produce.It’s become a cliché to call a sleek supercar a “work of art,” but in the case of the Bugatti Chiron Super Sport “Golden Era,” that title is particularly apt. This exquisite machine has been revealed ahead of its official in-person debut at the upcoming Monterey Car Week, sporting beautiful murals on the car’s flanks that celebrate Bugatti’s heritage.The one-off creation emerged from Bugatti’s Sur Mesure division, which handles the most outlandish and creative customization projects ordered by Bugatti’s ultra-wealthy clientele. This project began when a passionate Bugatti collector approached the company with the idea to honor Bugatti and its W-16 engine, which will end production after the final 2024 Mistral roadster leaves the factory. The process of designing the Golden Era took two years, with the company describing it as “the most challenging bespoke project that Bugatti has ever undertaken.”The Golden Era uses a Bugatti Chiron Super Sport as its base, which packs an 1578-horsepower version of the quad-turbocharged 8.0-liter W-16 and the special long-tailed carbon-fiber bodywork from the 300-mph Super Sport 300+. In our hands, the Super Sport shot to 60 mph in a blistering 2.2 seconds and only needed 14.8 seconds to crest the 200-mph mark.While the W-16 that has been Bugatti’s hallmark only arrived in 2005 with the record-breaking Veyron, the customer wanted his masterpiece to feature important vehicles from throughout the brand’s 100-plus-year history. The images emerge on the front fenders and doors as the paint fades from the metallic Nocturne Black color to a light golden hue called “Doré” that is unique to this vehicle. On the passenger side, the 26 hand-drawn sketches include iconic cars like the Type 41 Royale and Type 57 SC Atlantic. There are also depictions of planes, a train, the company’s chateau headquarters in Molsheim, and signatures from Jean and Ettore Bugatti.The driver’s side displays 19 sketches detailing Bugatti’s history since its revival by Romano Artioli in 1987 and subsequent purchase by the Volkswagen Group in 1998. Here we see stunning hypercars from the EB110 to the Veyron and Chiron, as well as the side profile of the one-off La Voiture Noire and the W-16 engine. The limited-production Divo, Centodieci, and Mistral, as well as the track-only Bolide, also make appearances. Bugatti says the drawings were made using the same pens used for sketching designs on paper and were applied directly onto the body by hand. The painstaking process took more than 400 hours, and Bugatti described the procedure of hand-drawing on a one-off bespoke Chiron as “intimidating.”Museum-Quality InteriorThe interior mirrors the look of the body panels, with three legendary Bugattis emblazoned on each leather door panel. The driver’s side focuses on the modern Bugatti hypercars—the EB110, Veyron, and Chiron—while the passengers side features iconic pre-war cars, the Type 35, Type 57SC Atlantic, and Type 41 Royale. The hand-painted images are accompanied by stitching reading “Golden Era” on the headrests (with the same phrase appearing on the underside of the rear wing) and a “One-of-One” badge on the center console. The driver’s-side doorsill marks the modern era of Bugattis with the dates “1987–2023” while the passenger’s side sill reads “1909–1956” for the life span of the original Bugatti company.The Bugatti Chiron Super Sport already costs nearly $4 million, and while Bugatti didn’t detail the price for the Golden Era, we imagine its dedicated owner paid a significant amount more for this special Super Sport. The owner will pick up his unique Chiron at Monterey Car Week, and while we hope the Golden Era gets driven, this is one hypercar that would be just as much at home in a museum as it would on track. 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