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From the July/August 2023 issue of Car and Driver.Car and DriverThis is only our third EV of the Year contest, and we’re already getting a bit jaded. Oh, your car offers 300 miles of range? Okay, but that’s no longer a big deal. Ditto with sub-five-second 60-mph times and crazy-fast DC charging speeds. While internal-combustion engines continue to evolve gradually after more than a century of incremental improvement, EVs make technological leaps annually—in battery chemistry, motor design, and charging capabilities. The tech is changing so fast that what’s groundbreaking one year is normal the next and outdated two years later.The WinnerThere are more players in the game, but lest you think the relatively simple EV powertrain—one moving part in the motor, no transmission—is the cheap avenue to develop a car, it isn’t. Billions are spent on ground-up projects, and every year, we’ve included at least one entry from a new brand, a list that includes Polestar, Rivian, and Lucid. This time we’re looking at Vietnam’s VinFast, with its VF8, here to face off against an electrified Hummer SUV, an imperious BMW 7-series, and an array of compelling cars from Kia, Hyundai, and Genesis. Nissan is back, parlaying its decade-plus of electric expertise into the all-wheel-drive Ariya. The Cadillac Lyriq returns with a second motor and significantly more power. The entries from Mercedes-Benz, Audi, and Lexus aim to make converts of internal-combustion stalwarts with familiar-feeling luxury, and even Toyota is in the mix after years of insisting that hybrids are the only rational way forward. You might notice that this is our first year without a Tesla on the ballot, and that’s because this is the first year Tesla had nothing new to offer. One thing we’ve learned in the short history of this contest: The EV space changes fast. A company that’s out front one year might be midpack the next. Or it might stay on a hot streak, continuing to reimagine mainstream transportation for an EV future. Audi Q4 e-tron • BMW i7 • Cadillac Lyriq AWD • Genesis Electrified GV70 • GMC Hummer EV • Kia EV6 GT • Kia Niro EV • Lexus RZ450e • Lucid Air Pure AWD • Mercedes-Benz EQE350 4Matic+ • Nissan Ariya • Toyota bZ4x • VinFast VF8Andi Hedrick|Car and DriverAudi Q4 e-tronFor brand loyalists who might find change scary, the Audi Q4 e-tron reassures.There are EVs that strive to reimagine the tenets of automotive design, and then there’s the Audi Q4 e-tron. It’s so conventional it may as well have a turbo 2.0-liter four under the hood, because electrification doesn’t bring any novelty or delight. You know those smiley-face feedback terminals in airport bathrooms? If the Q4 had one, nobody would push the green smiley button. Most everything is fine, but nothing is great.With dual motors and 295 total horsepower, the Q4 hits 60 mph in 5.6 seconds, which is perfectly acceptable. The ride is decent, but the 0.84 g of skidpad grip is middling. Inside, the Q4 presents angular Audi shapes and design cues without incorporating Audi-level materials, and in doing so exposes its Volkswagen ID.4 roots. One driver noted, “VW Group did the bare minimum turning the ID.4 into the Q4 to squeeze more profit out of the MEB platform.” The Q4 e-tron offers no surprises—unless you find a mere 190 miles of range at 75 mph surprising for a car with a $66,190 as-tested price. The Q4 does make a better case for itself at something closer to its $50,995 single-motor base price (the dual-motor starts at $56,395). But it would still come across as a token offering for a very particular customer, someone looking for continuity in brand experience while making the transition to EV ownership. In other words, if the lease is up on your Q5 and you’re ready for your first EV, the Q4 e-tron is the obvious nonthreatening choice: premium-cross-over comfort food for Audiphiles. For everyone else, there are more interesting ways to spend $60,000. —Ezra DyerSpecificationsBase/As Tested: $56,395/$66,190Combined Power: 295 hp Combined Torque: 339 lb-ft Battery: 77.0 kWh Onboard Charger: 11.5 kW Transmissions: direct-drive Curb Weight: 4974 lbC/D TEST RESULTS60 mph: 5.6 sec1/4-Mile: 14.3 sec @ 98 mph Results above omit 1-ft rollout of 0.3 sec.Top Speed (gov ltd): 113 mph Braking, 70–0 mph: 167 ft Roadholding, 300-ft Skidpad: 0.84 g EPA FUEL ECONOMY• Combined: 93 MPGe• Range: 236 miMichael Simari|Car and DriverBMW i7Sublime, substantial, and sybaritic, the new 7-series is also extremely well suited to battery power.The word “luxury” gets thrown around like a backyard football in automotive reviews, but if any car earns that descriptor, it’s the BMW i7 xDrive60. There are faceted-diamond details in the headlights, self-opening and -closing doors, rainbows in the cabin, and a cashmere interior so soft and plush that sinking into it feels like a hug from a Mongolian textile artist. The logbook for the i7 reads like a librarian’s admonishment: “Quiet, quiet, quiet.” It’s so hushed that one staffer complained it made his thoughts too loud. Flooring the accelerator won’t drown out those thoughts, as the i7’s two motors deliver their combined 536 horsepower without even a whine, and the big body rides smoothly at speeds well past legality. Drivers might find the touchscreen-heavy controls and deep menus overwhelming, and accountants may have quibbles with the $151,995 as-tested price of our i7, but back-seat passengers won’t notice a ripple in their lattes. Curves and rises slide beneath the i7 with nary a bobble. There’s drama aplenty in the i7’s appearance, but its on-road demeanor is stoically unflappable. The i7 also charges quickly, needing 47 minutes to get from 10 to 90 percent, and with 310 miles of range at 75 mph, one won’t have to stop too often. This is almost a disappointment, as a long wait at the station would give more time in the optional reclining Executive Lounge seats, enjoying a massage and the 31.3-inch Theatre Screen.—Elana ScherrSpecificationsBase/As Tested: $120,295/$151,995Combined Power: 536 hp Combined Torque: 549 lb-ft Battery: 101.7 kWhOnboard Charger: 11.0 kW Transmissions: direct-driveCurb Weight: 6084 lbC/D TEST RESULTS60 mph: 4.4 sec1/4-Mile: 12.7 sec @ 114 mphResults above omit 1-ft rollout of 0.3 sec.Top Speed (gov ltd): 150 mphBraking, 70–0 mph: 162 ftBraking, 100–0 mph: 331 ftRoadholding, 300-ft Skidpad: 0.92 gEPA FUEL ECONOMY• Combined: 87 MPGe• Range: 308 miMarc Urbano|Car and DriverCadillac Lyriq AWDThe dual motors’ big horsepower helps this new-age Caddy better live up to the brand’s traditional virtues.The two-motor Cadillac Lyriq is the double cheeseburger to the single-motor version’s cheeseburger. Like adding a patty, that second motor transforms things from good to yum. Horsepower jumps from 340 to 500. Sprints to 60 mph fall from 5.7 seconds to a droolworthy 4.6. Best of all, this double cheeseburger of a Cadillac remains on the value menu: The upgrade is a mere $2000.The second motor adds all-wheel drive to the Lyriq’s lengthy list of standard equipment. For $65,615, our test car came loaded with toppings—a 19-speaker stereo, huge screens, a head-up display, leather—although GM’s excellent hands-free driver-assist system Super Cruise requires a subscription. We mention money because the Lyriq looks and acts more expensive and refined than expected at this price point. A supple ride pampers, interior materials dazzle, and a quiet cabin means you’ll only hear your stomach grumbling.A look at the 102.0-kWh battery’s range gives the impression that the extra power comes without a penalty. The EPA says the two-motor Lyriq will go 307 miles, only five less than the rear-drive version. But in our 75-mph highway range test, the two-motor setup reduced range from the single-motor’s 270 miles to a disappointing 220. DC fast-charging speeds can’t quite match some competitors, but the 11.5-kW Level 2 hookup is competitive, although the 2023 single-motor Lyriq has standard 19.2-kW charging capability.While the additional motor does add some excitement to the driving experience, the overall feel is competence, not fun; isolation, not involvement. More DeVille than devil, the Lyriq’s fun-to-drive quotient held it back in scoring. But if you’re looking to be coddled by a luxurious and practical SUV with all-wheel drive and sub-13.0-second quarter-mile time, order up the two-motor Lyriq.—Tony QuirogaSpecificationsBase/As Tested: $64,990/$65,615Combined Power: 500 hp Combined Torque: 450 lb-ftBattery: 102.0 kWhOnboard Charger: 11.5 kWTransmissions: direct-driveCurb Weight: 5838 lbC/D TEST RESULTS60 mph: 4.6 sec1/4-Mile: 12.9 sec @ 113 mphResults above omit 1-ft rollout of 0.3 sec.Top Speed (gov ltd): 132 mphBraking, 70–0 mph: 182 ftBraking, 100–0 mph: 396 ftRoadholding, 300-ft Skidpad: 0.82 gEPA FUEL ECONOMY• Combined: 89 MPGe• Range: 307 miMichael Simari|Car and DriverGenesis Electrified GV70A battery-electric powertrain proves well suited to this impressive luxury SUV.If you don’t know to look for the closed-off grille, the Electrified GV70 could pass for one of the gas-burning models. They share the same design—a great one that helped earn the regular GV70 a 10Best spot this year—so the Electrified GV70 gets off to a good start. With the EV version of the GV70, you don’t give up anything except a little cash. Both variants share the same tight body control, coddling interior, and smooth ride. But the EV offers shenanigans in the form of Boost mode. Click the oddly placed button—about the only odd thing in the car—on the 6 o’clock steering-wheel spoke, and you’ll experience a 483-hp shot for up to 10 seconds (429 horses otherwise), provided the battery is charged up enough. Deactivate stability control, and you can leave a trail of rubber. Or roll into the accelerator judiciously, and 60 mph is 3.8 seconds away. The GV70’s biggest downside is range. This vehicle uses much of the same hardware as the GV60, but the GV70 carries extra mass. We measured 190 miles at 75 mph—10 fewer than the smaller and lighter GV60. At least it charges quickly: 24 minutes from 10 to 90 percent on a 350-kW DC charging unit. Still, less than 200 miles on a charge isn’t going to win EV awards, especially since this made-in-America model no longer qualifies for some of Uncle Sam’s incentives.—K.C. ColwellSpecificationsBase/As Tested: $67,550/$75,275Combined Power: 483 hp Combined Torque: 516 lb-ftBattery: 77.4 kWhOnboard Charger: 10.9 kWTransmissions: direct-driveCurb Weight: 5060 lbC/D TEST RESULTS60 mph: 3.8 sec1/4-Mile: 12.3 sec @ 111 mphResults above omit 1-ft rollout of 0.3 sec.Top Speed (C/D est): 150 mphBraking, 70–0 mph: 183 ftBraking, 100–0 mph: 363 ftRoadholding, 300-ft Skidpad: 0.85 gEPA FUEL ECONOMY• Combined: 91 MPGe• Range: 236 miMichael Simari|Car and DriverGMC Hummer EV SUVThe GMC Hummer EV SUV brings less wretched excess.To say we like the GMC Hummer EV SUV more than the pickup because there’s less of it sounds flippant, but it’s true. At “just” 4.3 tons, the SUV weighs 980 pounds less than the SUT, considerably improving its lot. Its three-motor propulsion system makes 830 horsepower instead of the pickup’s cool 1000 due to the less massive battery (170.0 kilowatt-hours instead of 205.0) imposed by its 8.9-inch-stubbier wheelbase. It’s just as quick, though, achieving 100 mph in a frightening 8.8 seconds. Less tonnage also means it (eventually) stops shorter and cuts a slightly less pitiful arc around the skidpad. But the squishy suspension exhibits more dive and squat than the Summer Olympics. The consumption meter regularly pegs at an alarmingly high figure, and there’s a drift meter. Dear God, no.We also prefer the SUV because the rear-mounted spare doesn’t impinge on cargo space like the tires within the truck’s bed. The 11.1-inch-shorter rear overhang does wonders for the EV’s departure angle, while the abbreviated wheelbase improves the break-over angle, wheel articulation, and turning diameter: an astonishing 35.4 feet with four-wheel steering.But this Hummer still comes across as a giant middle finger directed at a class of vehicles meant to be efficient. Its curb weight is so excessive it’s exempt from EPA labeling, like a heavy-duty pickup. Perhaps that’s what it takes to convince a certain crowd that EVs can be cool, but it’s not of-the-year material.—Dan EdmundsSpecificationsBase/As Tested: $105,595/$106,220Combined Power: 830 hp Combined Torque: 1200 lb-ftBattery: 170.0 kWhOnboard Charger: 19.2 kWTransmissions: direct-driveCurb Weight: 8660 lbC/D TEST RESULTS60 mph: 3.4 sec1/4-Mile: 11.9 sec @ 112 mphResults above omit 1-ft rollout of 0.2 sec.Top Speed (gov ltd): 112 mphBraking, 70–0 mph: 199 ftBraking, 100–0 mph: 459 ftRoadholding, 300-ft Skidpad: 0.76 gMichael Simari|Car and DriverKia EV6 GTThis modern muscle car was the quickest of all this year’s contenders.Of this year’s contestants, Kia’s 10Best-winning EV6 GT is easily the most entertaining. Sure, the GMC Hummer SUV has a CrabWalk mode, and the BMW i7 has a Theatre Screen to rival your local cineplex, but those are mere parlor tricks. Gimmicks get the likes on TikTok, but to reach the top pedestal in this competition, a vehicle must sidestep viral temptations and deliver an emotional driving experience. Kia’s hot-rotor GT has just that. It starts with dual motors and their ability to blur the surrounding landscape. With a nearly instantaneous arrival of 545 pound-feet of torque at the bottom end and 576 horsepower at the top, the GT blitzes to 60 mph in just 3.1 seconds and demolishes the quarter-mile in 11.4 seconds at 120 mph. Stick with it and 161 mph is possible, says Kia. For $62,925, that’s major-league performance. Need proof? That’s just 0.1 and 0.2 second, respectively, behind the 657-hp Lamborghini Urus Performante, making the EV6 GT the swiftest EV in this year’s field. When it’s not sucking you back into the amply bolstered seats, making you look like Colonel Stapp on a rocket sled, the GT boasts the ability to eat up apexes. It’s also the only vehicle in this year’s bunch with an electronically controlled limited-slip rear differential. Activate Drift mode, and you’ll be burning up more Goodyears than an NHRA Funny Car. When it comes to more civilized driving, the EV6 GT’s 190 miles of range at 75 mph isn’t noteworthy. But just like it accelerates, the GT charges at warp speed, needing only 26 minutes on a DC fast-charger to replenish from 10 to 90 percent. While the EV6 GT meets and exceeds its performance target, its focus is too narrow to take home the gold in this competition. Yet Kia’s thrill ride is good enough to earn a silver medal. Had the GT launched with the rest of the EV6 lineup last year, its presence would have likely pushed the EV6 past the Hyundai Ioniq 5 for our 2022 EV of the Year award.—David BeardSpecificationsBase/As Tested: $62,925/$63,100Combined Power: 576 hp Combined Torque: 545 lb-ftBattery: 77.4 kWhOnboard Charger: 10.9 kWTransmissions: direct-driveCurb Weight: 4817 lbC/D TEST RESULTS60 mph: 3.1 sec1/4-Mile: 11.4 sec @ 120 mphResults above omit 1-ft rollout of 0.3 sec.Top Speed (mfr’s claim): 161 mphBraking, 70–0 mph: 164 ftBraking, 100–0 mph: 331 ftRoadholding, 300-ft Skidpad: 0.88 gEPA FUEL ECONOMY• Combined: 79 MPGe• Range: 206 miMichael Simari|Car and DriverKia Niro EVRational in size and spec, the Kia Niro EV just needs a rational price.There should be more EVs like the Kia Niro. It’s small outside with a surprising amount of room inside, both for passengers and their stuff. We’re easily pleased by hidden dash shelves and underhood storage—even if the Niro’s front trunk is more suitable for a tool kit or a granola bar than any major cargo—so the Kia gets cred for compartments. With so many EVs crushing the scale and stuffing garages, the Niro stands out as the perfect size for a city car or college runabout, just the sort of low-mileage commuting that suits an electric vehicle. The Niro won’t be competing in the electric-car drags. It makes a sensible but not over-the-top 201 horsepower via a lone electric motor feeding the front wheels. It’s not winning the recharge races, either. Once you burn through most of the estimated 253-mile range, refilling the 64.8-kWh battery pack from 10 to 90 percent takes 63 minutes at a DC fast-charger. The Niro earns praise for its soft but well-controlled ride, reliable brake feel, and easily adjustable regeneration settings. The cockpit is a mix of touchscreen and hard controls, contemporary without forcing a buttonless experience onto drivers just yet. Phone connectivity is uncomplicated, and wireless charging is an option. Optional heated rear seats and a heat pump for the climate control are nice features for those in cold climates. There were some minor quibbles in our logbook about dull steering feel, but the biggest hang-up with this Niro was its price. We’d love to encourage more city-size electric runabouts, but for $40,875, you could buy a lot of gas for a hybrid Honda CR-V.—Elana ScherrSpecificationsBase/As Tested: $40,875/$47,940Power: 201 hp Torque: 188 lb-ftBattery: 64.8 kWhOnboard Charger: 11.0 kWTransmission: direct-driveCurb Weight: 3837 lbC/D TEST RESULTS60 mph: 6.6 sec1/4-Mile: 15.2 sec @ 94 mphResults above omit 1-ft rollout of 0.3 sec.Top Speed (gov ltd): 106 mphBraking, 70–0 mph: 175 ftRoadholding, 300-ft Skidpad: 0.87 gEPA FUEL ECONOMY• Combined: 113 MPGe• Range: 253 miMichael Simari|Car and DriverLexus RZ450eA pleasantly smooth SUV, but its limited range cuts the party short.A driving range of 120 miles in our 75-mph highway test (196 miles according to the EPA) doesn’t bode well for a $60K SUV with a name as mellifluous as a two-step verification code. It’s almost cruel for Lexus to make the pleasantly smooth RZ450e so enjoyable but only good for a short distance. The RZ is slightly smaller than the familiar RX and roughly the size of a Tesla Model Y. It shares its platform with the Subaru Solterra and the Toyota bZ4X, both of which are more than $13,000 less than the Lexus. Here’s why: The RZ’s interior is like upgrading to first class. There’s plenty of room, and the cabin materials are beautiful. The dash has a 14.0-inch touchscreen with text big enough for rear passengers to read. We expect therapists may start recommending the RZ as a cure for stress. While its sharp steering and dynamic handling make it fun for an SUV, it lacks a lot of what we’ve come to expect from EVs. There’s no frunk. Its 63.4-kWh battery is smaller than most, and the claimed 150-kW maximum DC fast-charging speed isn’t bad, but its competitors can charge more quickly. Charging at home on a 32-amp 240-volt connection, the RZ will need a claimed 9.5 hours to take the battery from empty to full. The RZ450e is a lovely SUV that seems to be only impersonating an electric vehicle.—Austin IrwinSpecificationsBase/As Tested: $59,650/$63,415Combined Power: 308 hp Combined Torque: 320 lb-ftBattery: 63.4 kWhOnboard Charger: 6.6 kWTransmissions: direct-driveCurb Weight: 4617 lbC/D TEST RESULTS60 mph: 4.6 sec1/4-Mile: 13.5 sec @ 99 mphResults above omit 1-ft rollout of 0.3 sec.Top Speed (gov ltd): 103 mphBraking, 70–0 mph: 171 ftRoadholding, 300-ft Skidpad: 0.83 gEPA FUEL ECONOMY• Combined: 95 MPGe• Range: 196 miMarc Urbano|Car and DriverLucid Air Pure AWDThe latest Lucid variant is still technically impressive but only slightly less rarefied.Lucid Motors continues to broaden its lineup at both ends, introducing more affordable, less powerful versions of the Air sedan that come in under six figures while also rolling out the wild, performance-oriented Sapphire, which tops $250K.After testing the Air Grand Touring for last year’s EV of the Year evaluation, we included the “base” Air Pure model this year. It starts under $90,000 in its 430-hp single-motor, rear-wheel-drive configuration, which puts it on even footing with the lowest-priced Tesla Model S. But that configuration isn’t quite ready yet, and our test car came equipped with the upgraded 480-hp dual-motor setup that tacks an extra $5500 onto the bottom line. Along with several options, including $10,000 for “future-ready” semi-autonomous hardware of unknown capability and a $4000 sound system, our Air’s as-tested price sat at a decidedly higher $111,550.This is hardly an entry-level car, and its execution continues to wow us in terms of build quality, interior materials, and refinement—and not just for a startup automaker. However, even if its performance and range figures are good for the money—3.5 seconds to 60 mph and real-world highway range of 310 miles—the Air was still too costly in our estimation to move the needle in terms of market relevance. Plus, newer luxury EVs, including the BMW i7, are beginning to show how far a bit of extra attention paid to design flair and extravagance can go. The Lucid could use some of this if it’s going to play in these spaces with established luxury brands.As a newer automaker, Lucid is already doing a lot of things right, but it still has room to grow as it continues to branch out into new territory.—Joey CapparellaSpecificationsBase/As Tested: $94,550/$111,550Combined Power: 480 hp Combined Torque: 686 lb-ftBattery: 92.0 kWhOnboard Charger: 19.2 kWTransmissions: direct-driveCurb Weight: 4951 lbC/D TEST RESULTS60 mph: 3.5 sec1/4-Mile: 11.7 sec @ 122 mphResults above omit 1-ft rollout of 0.2 sec.Top Speed (gov ltd): 140 mphBraking, 70–0 mph: 168 ftBraking, 100–0 mph: 324 ftRoadholding, 300-ft Skidpad: 0.90 gEPA FUEL ECONOMY• Combined: 121 MPGe• Range: 384 miMarc Urbano|Car and DriverMercedes-Benz EQE350 4Matic+A slippery sedan with impressive range, the Mercedes-Benz EQE350 4Matic+ otherwise seems less than an E-class.Without the Mercedes-Benz emblems on its front and rump, the EQE350 sedan could be a Jelly Belly Candy Company product. While its lozenge-like design defines anonymous, it delivers an incredibly low drag coefficient of 0.20. That and a conservative range estimate are reasons the EQE350 4Matic+ is among the few EVs to exceed its EPA figure in our 75-mph highway range test, traveling 10 miles past its 260-mile estimate. Hooked up to a DC fast-charger, the dual-motor EQE350’s 90.6-kWh battery goes from 10 to 90 percent in 42 minutes. Beyond that, the 288-hp electric sedan has little to brag about. For the handful of positive comments about its silky ride and snazzy interior, there are numerous complaints about its awkward brake pedal, compromised forward visibility, and frustrating MBUX infotainment interface. Our example featured the 12.8-inch “floating” center touchscreen, as the 56.0-inch Hyperscreen from the EQS is not yet available in the EQE.While the EQE350 isn’t intended to provide the verve of the AMG version, its loose body control and numb steering make it uninvolving to drive, although its available rear-axle steering greatly enhances maneuverability. With 564 pound-feet of instant torque, the 5488-pound sedan hit 60 mph in 5.2 seconds. The 402-hp EQE500 4Matic+ has more punch—or Mercedes offers a subscription-based Acceleration Increase, which ups the EQE350’s output to 348 horses via an over-the-air update. Charging extra to unlock built-in power feels like a money grab, as does the EQE350 4Matic+’s lofty $79,050 starting price. As tested, ours ballooned to $94,640, making this pill-shaped EV tough to swallow.—Eric StaffordSpecificationsBase/As Tested: $79,050/$94,640Combined Power: 288 hp Combined Torque: 564 lb-ftBattery: 90.6 kWhOnboard Charger: 9.6 kWTransmissions: direct-driveCurb Weight: 5488 lbC/D TEST RESULTS60 mph: 5.2 sec1/4-Mile: 13.9 sec @ 97 mphResults above omit 1-ft rollout of 0.3 sec.Top Speed (gov ltd): 130 mphBraking, 70–0 mph: 178 ftBraking, 100–0 mph: 358 ftRoadholding, 300-ft Skidpad: 0.86 gEPA FUEL ECONOMY• Combined: 86 MPGe• Range: 260 miMarc Urbano|Car and DriverNissan AriyaDual motors add undeniable urge, but Nissan’s Ariya still plays on the yacht-rock station.As a follow-up to the Leaf, the Nissan Ariya seemed primed for success, given Nissan’s years of experience building and marketing an affordable EV. Unfortunately, the Ariya has proved to be a somewhat middling choice in the electric-SUV segment, particularly when driven back to back with similarly priced EVs such as the Cadillac Lyriq. Granted, the recently introduced 389-hp dual-motor all-wheel-drive powertrain adds a noticeable punch to the Ariya’s performance, zipping the car to 60 mph in 5.0 seconds versus 7.5 seconds for the 238-hp single-motor front-wheel-drive model. The Ariya also rides smoothly and offers a cabin that’s luxury-car quiet during cruising. But its handling is forgettable, and the brake-pedal modulation is poor—an unfortunate failing given that the Ariya’s e-Pedal mode falls short of true one-pedal driving.The top-spec model we tested, a $62,770 e-4orce Platinum+, was quite posh, with blue faux-suede and leather upholstery, copper-colored accents, and a wood-trim panel with backlit haptic buttons for the climate controls. The upscale nature of the Ariya’s cabin leaves us wondering what more an Infiniti-branded version could possibly offer.We also might have expected Nissan’s extensive experience with modern EVs to result in class-leading range and faster charging capability for the Ariya, but that’s not the case. We managed 210 miles between charges on our 75-mph, real-world highway range test, and the Ariya’s maximum 130-kW charging rate means it takes longer to juice up its 87.0-kWh battery pack than either the Hyundai Ioniq 6 or the Kia EV6. Instead, the Ariya’s primary selling points are its hushed interior and easygoing demeanor, which may well be enough for casual drivers but aren’t enough to take the EV of the Year crown.—Drew DorianSpecificationsBase/As Tested: $61,525/$62,770Combined Power: 389 hp Combined Torque: 442 lb-ftBattery: 87.0 kWhOnboard Charger: 7.2 kWTransmissions: direct-driveCurb Weight: 5087 lbC/D TEST RESULTS60 mph: 5.0 sec1/4-Mile: 13.4 sec @ 108 mphResults above omit 1-ft rollout of 0.3 sec.Top Speed (gov ltd): 128 mphBraking, 70–0 mph: 176 ftBraking, 100–0 mph: 342 ftRoadholding, 300-ft Skidpad: 0.86 gEPA FUEL ECONOMY• Combined: 87 MPGe• Range: 257 miAndi Hedrick|Car and DriverToyota bZ4XThis Toyota brings back the compliance EV.Toyota has not been shy about its begrudging migration to EVs, saying limited raw materials for batteries should be used in smaller chunks in hybrids or plug-in hybrids. It’s clear the company isn’t looking to sell many bZ4Xs, as it took the same approach it did with the low-volume GR86 sports coupe, sharing development costs with Subaru, whose Solterra is a twin to this mid-size SUV.The bZ4X is unremarkable in every way, as though Toyota is architecting a self-fulfilling prophecy, proving that hybrids are better by delivering a mediocre EV. So-so applies equally to the bZ4X’s range and acceleration. Adding the optional second motor, as in our Limited AWD test car, ups horsepower by only 13, and EPA range is a maximum of 252 miles in front-drivers. Our 222-mile all-wheel-drive test car went just 160 miles in our 75-mph highway range test.Although the back seat is roomy for adults, and the cloth treatment on the dash is a cut above, the ride quality isn’t great, the driver’s area is cramped, and the steering wheel must sit unusually low for the driver to see the gauge display. Optional radiant heat that warms front occupants’ legs is the rare distinctive feature. Presumably, this lessens climate-control use, slightly extending the limited range.Early EVs that mainstream automakers created seemingly just to meet zero-emissions requirements and with marginal customer appeal are dismissively referred to as “compliance cars.” This is also a descriptor that fits the bZ4X quite well.—Dave VanderWerpSpecificationsBase/As Tested: $50,115/$52,439Combined Power: 214 hp Combined Torque: 248 lb-ftBattery: 65.6 kWhOnboard Charger: 6.6 kWTransmissions: direct-driveCurb Weight: 4436 lbC/D TEST RESULTS60 mph: 6.0 sec1/4-Mile: 14.6 sec @ 94 mphResults above omit 1-ft rollout of 0.3 sec.Top Speed (gov ltd): 105 mphBraking, 70–0 mph: 184 ftBraking, 100–0 mph: 342 ftRoadholding, 300-ft Skidpad: 0.80 gEPA FUEL ECONOMY• Combined: 102 MPGe• Range: 222 miMarc Urbano|Car and DriverVinfast VF8Ready or not, the Vietnamese EV upstart plunges into the U.S. market with its VF8 SUV.If you’re a powerful international conglomerate that wants to sell cars in the U.S., the easiest approach is to buy a company that already does that. Think Tata with Jaguar and Land Rover, Geely with Volvo, or whoever controls Lotus these days. It’s much more difficult, and smacks of a certain hubris, to forgo all incumbent brand awareness and institutional knowledge and just start building cars. But if any country loves blithe confidence, it’s America, so let’s give a warm welcome to the VinFast VF8, the latest answer to the question, “How hard can it be to build a car?”—Ezra Dyerread the full reviewSpecificationsBase/As Tested: $54,200/$55,190Combined Power: 402 hp Combined Torque: 457 lb-ftBattery: 82.0 kWhOnboard Charger: 11.0 kWTransmissions: direct-driveCurb Weight: 5771 lbC/D TEST RESULTS60 mph: 5.0 sec1/4-Mile: 13.9 sec @ 98 mphResults above omit 1-ft rollout of 0.4 sec.Top Speed (mfr’s claim): 124 mphBraking, 70–0 mph: 181 ftRoadholding, 300-ft Skidpad: 0.84 gEPA FUEL ECONOMY• Combined: 80 MPGe• Range: 191 miMore Stories Based on EV of the YearEditor-in-ChiefTony Quiroga is an 18-year-veteran Car and Driver editor, writer, and car reviewer and the 19th editor-in-chief for the magazine since its founding in 1955. He has subscribed to Car and Driver since age six. “Growing up, I read every issue of Car and Driver cover to cover, sometimes three or more times. It’s the place I wanted to work since I could read,” Quiroga says. He moved from Automobile Magazine to an associate editor position at Car and Driver in 2004. Over the years, he has held nearly every editorial position in print and digital, edited several special issues, and also helped produce C/D’s early YouTube efforts. He is also the longest-tenured test driver for Lightning Lap, having lapped Virginia International Raceway’s Grand Course more than 2000 times over 12 years.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.Executive EditorK.C. Colwell is Car and Driver’s executive editor, who covers new cars and technology with a keen eye for automotive nonsense and with what he considers to be great car sense, which is a humblebrag. On his first day at C/D in 2004, he was given the keys to a Porsche 911 by someone who didn’t even know if he had a driver’s license. He also is one of the drivers who set fast laps at C/D’s annual Lightning Lap track test. More

BMW is adding a performance model to the X1 lineup for 2024.It’s called the M35i and it has a turbocharged 2.0-liter inline-four with 312 hp and 295 pound-feet of torque.The 2024 X1 M35i will go on sale in October and starts at $50,895.BMW is turning up the wick on the little X1 crossover with a new M35i performance model for 2024. While it’s not a full X1 M, this treatment includes more than just M badges and brings on a more powerful engine, upgraded brakes, standard adaptive dampers, and sporty exterior add-ons.This marks the first time BMW has offered a sportier version of the X1 in the U.S., as the M35i model was previously reserved only for the sloped-roof X2. The X1 was redesigned for 2023, but we haven’t heard anything about a new X2 yet, so offering the M version on the X1 could suggest that the X2 spinoff won’t return to our shores for another generation.Standard equipment on the 2024 X1 M35i is a higher-output version of the base xDrive28i model’s turbocharged 2.0-liter inline-four. It runs the same Miller cycle as the standard engine but produces significantly more power: 312 horsepower and 295 pound-feet of torque, an increase of 71 hp. A seven-speed dual-clutch automatic transmission and all-wheel drive are standard, and the M35i also gains a limited-slip differential. Adaptive dampers are standard equipment, and BMW’s M compound brakes are optional.More on BMW CrossoversBMW claims that the X1 M35i will accelerate to 60 mph in 5.2 seconds, but we think that claim is conservative. The 241-hp base X1 achieved a 5.4 second result in our testing, and the previous 302-hp X2 M35i sprinted to that mark in 4.5 seconds, so we’re confident that the new model will easily slide in under 5.0 seconds. It also has a top speed of 155 mph.Quad exhaust tips are said to add some auditory drama to the turbo-four’s soundtrack and also contribute to the M35i’s aggressive look. It also gains different side skirts, larger air intakes up front, a rear diffuser, and, of course, lots of M logos. 19-inch wheels with all-season tires are standard, but 20-inch wheels with summer rubber are optional.Inside, the M model has faux-suede trim, blue stitching, and optional sport seats. BMW has also upgraded the X1’s iDrive infotainment to run the latest Operating System 9 software. This change will apply to all 2024 X1 models, not just the M35i, and it is said to reduce complexity by offering more shortcuts and better-organized menus.BMW has priced the M35i starting at $50,895, and that will rise significantly with added option packages such as the various driver-assistance packages, the M Sport Professional package, and the Premium package. The X1 M35i is slated to arrive at U.S. dealerships starting in October 2023.This content is imported from poll. You may be able to find the same content in another format, or you may be able to find more information, at their web site.Senior 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 Audi RS6 Avant and RS7 Performance editions just got even cooler.Audi announced a new Bronze Edition for the Performance trim of the RS6 Avant and RS7.The new trim will be limited to 125 units for the U.S. only, including 75 RS6 models and 50 RS7 models. Audi’s ultra-cool, ultra-fast, and ultra-expensive RS6 and RS7 just got even cooler with the addition of a new Bronze Edition. The special edition comes finished in an exclusive black paint that’s matched with matte-gold wheels, and it also raises the top speed. The Bronze Edition is available on both the RS6 Avant and RS7 Sportback and is based on the new Performance edition of each car, which were announced for the 2024 model year. The Bronze Edition is exclusive to the U.S. and only 125 will be made. According to Audi, the production breakdown comes out with 75 RS6 Avant Performance models and 50 RS7 Performance models. AudiThe Performance trim turns up the already powerful twin-turbocharged 4.0-liter V-8 to a monstrous 621 horsepower and 627 pound-feet of torque thanks to a larger pair of turbos and more boost. Those figures measure out to increases of 30 horsepower and 37 lb-ft compared to the standard model. According to Audi, the increased figures launch the newer models to 60 mph 0.2 second quicker than before. The Bronze Edition cars also earn a higher top-speed limiter of 174 mph, up from 155 mph in the Performance edition. In addition to the extra top-end speed, the Bronze Edition cars come in an exclusive Sebring Black crystal-effect paint (there are no other color options), paired with a set of 22-inch matte neodymium gold wheels. More on the RS6 and RS7The Bronze Edition also adds a suite of standard equipment, including a Bang & Olfusen sound system, black brake calipers, Valcona leather upholstery, a suede headliner, and a gloss carbon package for the exterior. The limited-edition package also adds a sport exhaust system with black exhaust tips and swaps the air suspension for Dynamic Ride Control, with three-way adjustable hydraulic dampers and steel springs. Audi hasn’t released pricing for the Bronze Edition, but with starting prices of $126,895 for the RS6 Avant Performance and $128,895 for the RS7 Sportback Performance, it follows that the limited-run version will be closer to the $140,000 mark. Deliveries for both models are scheduled to begin this fall. 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

Volvo has agreed to adopt Tesla’s proprietary charing port, which will provide access to the U.S. company’s extensive Supercharger network of fast-chargers. Called the North American Charging Standard, Volvo’s electric models will have a NACS port starting in 2025; an adapter for earlier models is coming next year. Volvo is the latest—and first foreign automaker—to announce switching to the NACS port, with Ford, GM, and Rivian already making the move.A seismic shift in how electric vehicles are charged is gaining momentum after more and more automakers are agreeing to adopt Tesla’s proprietary charging port known as the North American Charging Standard—or NACS, for short. Volvo becomes the latest automaker to make the shift, as today it announced an agreement with Tesla to use the U.S. company’s charging structure.Switching In 2025Volvo says that starting in 2025 all of its electric vehicles will be equipped with a NACS port. This will allow them to charge at Tesla’s far-reaching Supercharger network in Canada, Mexico, and the United States. The charging network is currently said to consist of 12,000-plus fast-chargers and is expected to continue to keep growing.“One major inhibitor to more people making the shift to electric driving, a key step in making transportation more sustainable, is access to easy and convenient charging infrastructure,” Volvo CEO Jim Rowan said in a press release. Adapters ComingWhat does this mean for the owners of Volvo models built before the NACS adoption? The company says its current lineup of EVs, which includes the XC40 Recharge, the C40 Recharge, the recently revealed EX30, and the new three-row EX90 SUV that are are currently equipped with CCS-type charge ports, will be able to use an adapter to connect to Tesla’s chargers.Volvo says the CCS-to-NACS adapter will be made available in the first half of next year, but what remains to be seen is how much it will cost, if anything. Also worth noting is that the automaker plans to offer a NACS-to-CCS adapter for future 2025 models for owners who wish to replenish their battery using that style charger.While Volvo is the first foreign brand to agree to adopt Tesla’s charging port, several U.S. automakers have already signed on. It was Ford who got the ball rolling, followed by GM signing on, and then most recently Rivian agreeing to a deal with Tesla. There’s also chatter that Hyundai and Stellantis could be next in line to implement NACS.Following the NACS Movement More

Lordstown Motors, which started producing the electric Endurance truck in limited quantities last fall, has filed for Chapter 11 bankruptcy protection.Foxconn, which was building the Endurance at a plant in Ohio, backed out of a $170 million investment in Lordstown earlier this year, putting the nascent electric carmaker in jeopardy.Lordstown is also filing a lawsuit against Foxconn, claiming that the electronics company broke the terms of the investment agreement.The Lordstown story may be coming to an end. The embattled automotive startup filed for Chapter 11 bankruptcy protection today and is offering its Endurance electric pickup and related assets for sale. Lordstown Motors was founded in 2018 and built a handful of trucks starting in September 2022 before pausing production to address quality issues in February.The bankruptcy filing comes just a couple of months after Lordstown Motors admitted there was “substantial doubt regarding our ability to continue as a going concern,” an ominous forecast prompted by a delisting warning from the Nasdaq in April. That warning—issued because the company’s share price had closed below $1 a couple of months earlier and had failed to recover—put Lordstown in apparent breach of its investment agreement with Taiwanese electronics company Foxconn. The Lordstown StoryFoxconn had purchased the Lordstown, Ohio, factory from the eponymous automaker in 2022, invested $50 million into the EV startup, and was building the Endurance under contract. Foxconn had agreed to another investment of $170 million in November 2022, but the delisting warning from the Nasdaq caused Foxconn to hesitate, threatening to back out of the agreement if Lordstown didn’t settle its stock listing situation. Lordstown countered that the terms of the contract didn’t allow Foxconn to exit the deal and that the claims of a breach in the agreement were unfounded. Along with filing for bankruptcy, Lordstown also announced today that it was filing a lawsuit against Hon Hai Technology Group, as Foxconn is known in China and Taiwan. The lawsuit focuses on “Foxconn’s fraud and willful and consistent failure to live up to its commercial and financial commitments to the company,” according to Lordstown. The startup claims that “Foxconn’s actions led to material damage to the Company as well as its future prospects.” Lordstown MotorsIts unclear what will happen to the few Endurances that were produced, and whether any are still in the hands of customers, with the February production pause also including a recall of 19 vehicles. Although Chapter 11 bankruptcy is usually structured as a reorganization that aims to keep the business alive, Lordstown’s plans to sell its Endurance truck assets leave the question of what will be left by the end of the process. Regardless if Lordstown comes out the other side intact, the bankruptcy filing serves as a stark reminder that, despite the boom of EV startups in recent years, it is incredibly hard to create an automaker from scratch and bring a car to market.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 Singer DLS Turbo is a modern-day reinterpretation of the Porsche 934/5 endurance racers from the 1970s.Based on 964-generation 911s, Singer’s latest custom-built cars boast a carbon-fiber widebody, a 700-hp twin-turbo 3.8-liter flat-six, and a manual gearbox. Singer offers the DLS Turbo with track- or road-oriented hardware, with the former featuring an enormous rear wing.Nearly every iteration of the Porsche 911 now comes with a turbocharger—in fact, you have to pay more for the ones that don’t—but the ones that wear the “Turbo” script out back remain very special. Porsche wasn’t the first company to adapt turbocharging for race and road, but it was perhaps the most successful. In 1977, the owner of a Porsche 930 could have driven their whale-tailed grand tourer to all eight races of the SCCA Trans American series and seen the racing version of the road car win a convincing six times. Singer, the vaunted Porsche restoration house, has now revealed a new creation that combines both into the essence of a 911 Turbo.A 934/5 RebornAs ever, Singer is very careful to point out that it is not a boutique manufacturer like RUF or Alpina, but it merely seeks to reimagine what the ideal of a Porsche 911 could be. Founded in 2009, the company now has multiple rivals but also possibly no real competition. In the classic 911 world where cost is no object, a Singerized Porsche is the standard which others attempt to achieve.Two new cars seek to raise an already high bar somewhere into the upper ionosphere. Built as tribute to the Porsche 934/5 racing machines that dominated in endurance racing, the “Dynamic and Lightweighting Study (DLS) – Turbo,” are a matched pair of rocketships, one built for the track, the other for the road. Dynamics and Lightweight Study sounds like a chapter out of an aeronautical engineering textbook, but the actual experience is more Top Gun: Maverick. The original DLS was created in 2008, infused with exotic composite materials and built around a naturally aspirated 4.0-liter flat-six built by Williams Advanced Engineering. That engine made 500 horsepower at 9300 rpm and was filled with excruciatingly painful details like each individual valve costing $30,000. The whole DLS cost $1.8 million, yet the limited number were almost immediately all spoken for.Singer also reimagined the 911 Turbo last year, slightly softened up versus the company’s previous projects. With a torque-rich and flexible turbocharged 3.8-liter flat-six good for 450 horsepower, both a coupe and later a 510-hp cabriolet variant were intended to be grand tourers in the same mold as the original 911 Turbo. A six-speed manual provided two more forward gears than customers got in the 1970s.Track or Road?The new DLS Turbo, which has a name like a gaming mouse, combines the hardcore engineering of the F1-style 911 rebuilt with the tremendous power available via forced induction. Both the Blood Orange track-focused car and the Moet Black road-oriented machine have a new twin-turbo 3.8-liter flat-six with electric wastegates and air-to-water intercooling. It makes an estimated 700 horsepower and revs to over 9000 rpm.If being around the earliest Singer restorations was all about noticing the subtle details, the two DLS Turbo models are as wild as it comes. Huge rear fenders balloon out like in a modern interpretation of the 1970s racers of IMSA and Le Mans. The road-going car has a duckbill spoiler rather than the box-wing of the track-focused machine, but both look completely insane.The closest comparison is the Kremer K3 Strasse commissioned by F1 team owner Walter Wolf in 1980. However, where that near-800 horsepower bit of lunacy ate a set of rear tires every hundred miles and only had air-conditioning for the driver, Singer’s DLS Turbo builds will doubtless be as flawlessly executed as each one of its former creations. It is therefore to be hoped that, despite the eye-watering, multi-million dollar cost of each one of these cars, they actually get driven. After all, while the 911 Turbo is now a highly collectible car, especially the racing version, Porsche differentiated itself from the Italian exotics by building cars that were intended to endure. One of the highest-mileage 911s in existence, a 1976 Canadian-market 930 owned by original-owner Bill MacEachern of Toronto, Ontario, now has more than 800,000 miles on its odometer.As a cross-pollination between endurance racer and road-car, these are the wildest Singer-restored Porsche 911s yet. The bar is raised, the standard reset.Related StoriesThis 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.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

Aston Martin and Lucid are partnering up, with Aston’s future EVs set to use Lucid’s next-gen electric motors.An SUV and three sports cars are part of Aston’s EV plans, and some models could offer up to 1500 horsepower.The first Aston Martin EV is set to arrive in 2025.The news surrounding Aston Martin over the last few years has often felt like an automotive soap opera. In the last five years, the British sports-car maker has gone through a poorly received IPO, parted ways with two CEOs, and gained an increasing number of co-owners. Both Mercedes-Benz and Chinese giant Geely acquired stakes alongside the consortium led by Canadian billionaire Lawrence Stroll, who is now also Aston’s executive chairman. But now Aston has gained another equity partner as it looks towards an electric future, signing a deal with Lucid that will see the U.S. EV maker supply much of the technology for Aston’s forthcoming range of fully electric models. The first is promised for as soon as 2025. In return, Lucid Motors will be paid $132 million in cash for its expertise and will also be given a 3.7 percent stake in Aston Martin worth another $100 million. It is also guaranteed that Aston will buy at least $225 million in powertrain components.More on LucidSpeaking to journalists at the company’s Gaydon HQ this afternoon, Stroll said that taking control of Aston proved proved to be the biggest challenge in his career. “Some of which I understood, some of which I clearly didn’t,” he admitted. The issues included dealing with excess inventory—shutting down production for nearly a year—and then raising the money required to develop new models, with this including a technology supply agreement with Mercedes. That deal included both the AMG-sourced V-8 engines and Mercedes electronic architecture that Aston is already using, but also made provisions for a deeper agreement that would see Aston’s future EV models being based on Mercedes expertise. That prospect has effectively ended with the new Lucid deal, although Stroll was quick to point out that the existing Mercedes partnership for pure combustion and hybrid powertrains will continue.Aston Martin RapidEAston MartinAston first tried to build an EV with the RapidE sedan nearly 10 years ago. This was intended for a limited production run, although only a single demonstrator was constructed. Subsequently the company planned to create a new EV platform to underpin Lagonda-branded models, although those were abandoned when it ran into its first financial crisis. But with luxury rivals including Bentley, Lamborghini, and Rolls-Royce working on electric models, Lucid’s expertise would seem to offer Aston a potential shortcut to what could be segment-leading performance.No electric Aston will be short on urge. The forthcoming triple-motor Lucid Air Sapphire is set to have more than 1200 horsepower, but Lucid Group CEO Peter Rawlinson confirmed at the Aston briefing that the deal is actually for the company’s next-generation electric-motor technology. Aston CTO Roberto Fedeli said that Aston is working on what will become its own scalable EV platform that is set to feature similar bonded aluminum construction to the technique that underpins the company’s combustion models. But Lucid will supply both the twin rear motors and the compact battery cell technology that will allow low packs to be created to suit Aston’s sleek designs. Lucid Air Sapphire motorLucidFedeli told journalists that Aston is working to develop its own front motors, with the EV set to use versions of the ones that will feature in the forthcoming mid-engined plug-in-hybrid Valhalla hypercar. He also said the company is working on an active drag reduction technique in collaboration with the Aston Martin Formula 1 team, one that sounds like the “streamline mode” of the GMA T.50. A quad-motor layout will allow torque vectoring at both ends, and the prospect of a peak power output beyond 1500 hp.Aston is also planning multiple EV models. The first of these will likely be a sleek SUV given the dynamics of the luxury market. Beyond that, Stroll confirms the plan is to create differently sized EVs similar to the brand’s three different front-engined sports cars. But, these won’t be electric versions of combustion models like the Maserati GranTurismo Folgore. It’s no wonder that Aston is also planning to radically revise its retail experience by opening company-owned flagship stores, the first in New York; they will need plenty of floor space just to show the full lineup.More on Aston and EVsBefore the arrival of the first EV in 2025, Aston has already confirmed it will have replaced all of its existing sports cars with fresh models; the already announced DB12 is set to be joined soon by replacements for both the current Vantage and DBS. We can also expect a revised DBX which will include the option of a plug-in hybrid, with the Valhalla set to arrive next year as well. Before that, we’re also set to see an ultra-limited model created to celebrate Aston’s 110th anniversary this year.Most important is the improving financial situation. Aston’s revenue has more than doubled between 2020 and 2022, with Stroll predicting that the company will become “cashflow positive” next year—bringing in more money than it is spending. Could Aston Martin’s roller-coaster fortunes be set for the biggest climb yet?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.European EditorMike Duff has been writing about the auto industry for two decades and calls the UK home, although he normally lives life on the road. He loves old cars and adventure in unlikely places, with career highlights including driving to Chernobyl in a Lada. More

For years, Apple fans have claimed a connection between the tech giant and Route 14 Investment Partners based on thin evidence.We visited Route 14’s Arizona proving ground and spotted a car with a sensor stack with a design like one Apple has been testing.We also uncovered paperwork that appears to connect at least one individual to both companies. In late 2005, DaimlerChrysler sold its proving ground in Wittmann, Arizona, to homebuilder Toll Brothers and its partners for $312 million. The new owners intended to use the 5500-acre property to develop a planned community with about 33,000 homes. It never materialized, and in 2010, the developers defaulted on their loan, leaving the proving ground in the possession of the project’s lender, iStar.Related StoriesAfter more than a decade of ownership, the commercial real-estate finance company finally unloaded the land, selling it to Route 14 Investment Partners LLC in July 2021 for $125 million. Route 14 Investment Partners was no stranger to the property. Approximately five years earlier, the New York–based iStar had begun leasing the proving ground to the little-known limited-liability company.Much about Route 14 Investment Partners remains unknown, as there’s minimal public information available about the presumably automotive-related company. However, rumors persist that Route 14 Investment Partners is a company related to Apple’s car project, once—and possibly still—known as “Project Titan.”© 2023 GoogleApple fans point to purported statements from unnamed sources confirming this, as well as the fact that Route 14 Investment Partners formed shortly after the tech giant’s rumored car project first came to light in early 2015. They also note that both Route 14 Investment Partners and Apple use CT Corporation’s Corporation Trust Company, which serves as a registered agent for companies that incorporate in Delaware, allowing businesses to take advantage of the First State’s tax benefits without setting up dedicated offices there. The fact that hundreds of thousands of other businesses, including Ford, Toyota, and Tesla, have used CT’s services only emphasizes the circumstantial nature of this thin connection between Apple and Route 14 Investment Partners. Autonomous in ArizonaLast month we flew to Arizona to visit Route 14 Investment Partners’ proving ground in Wittmann. With little precipitation and lots of sunshine, the sleepy unincorporated desert community, located approximately 35 miles northwest of Phoenix, is conducive to autonomous-vehicle testing. Greg S. Fink|Car and DriverBased on what we witnessed while staking out the proving ground, we can confirm the presence of self-driving-vehicle technology at Route 14 Investment Partners’ facility. We captured images of a white fourth-generation Lexus RX, sensor stack mounted to its roof, undergoing testing within the fenced-in perimeter of the proving ground.More telling is the design of the sensor stack, which matches those that Apple has fitted to multiple Lexus RXs photographed in California. Pictures of these vehicles are all over the web, and many include a clear view of each vehicle’s license tag—information we used to pull the vehicle identification number (VIN) for five of the California-registered Lexus SUVs. picture alliance|Getty ImagesWe then crosschecked each VIN against those listed within California’s 2022 Autonomous Mileage Reports. (The Golden State requires any autonomous-vehicle developer testing its technology on public roads to file data on system disengagements.) The result? All five VINs correlated with reports submitted by Apple. Admittedly, it’s possible that another company is toying with a similar sensor-pack design. Without any license plate or VIN information for the RX we spotted at the former DaimlerChrysler proving ground, our evidence, though stronger than a shared registered agent in Delaware, still seemed too weak on its own to convince a proverbial jury that this proves “beyond a reasonable doubt” that Route 14 Investment Partners is an Apple offshoot.Environmental ConnectionAlthough we saw nothing else of note while staking out the proving ground, we did stumble across a sign posted high up on a portion of the chain-link fence surrounding the property:Greg S. Fink|Car and DriverIn the months before our Arizona trip, we searched public-records databases for clues that might reveal additional details about Route 14 Investment Partners. In all that time, we’d never checked the Arizona Department of Environmental Quality (ADEQ) website. It was literally a sign from above. After leaving Wittmann and checking in to our hotel in nearby Surprise, Arizona, we hunted for records posted on ADEQ’s website, one of which was for the water system at the proving ground. The document lists the names and contact information of the system’s administrative contact and owner. Both phone numbers have Silicon Valley area codes, and the owner’s is shared with lines at Apple headquarters in Cupertino.Neither individual answered our calls. That said, our research gives us reason to believe that the listed owner, William Lynch, directly connects Route 14 Investment Partners to Apple.appleAs evidenced by Lynch’s Route 14 Investment Partners email address and the voicemail greeting of the phone number listed in the ADEQ document, Lynch does not typically go by the name William. Rather, he goes by Ken. A brief LinkedIn search brought up the profile of an Apple employee named Ken Lynch who has spent close to a decade working for the company in the field of environment, health, and safety. Not conclusive, but certainly interesting.Once again, we looked to public records for assistance, and we soon came across EPA documents that included contact information for an Apple-associated Ken Lynch.We called the number listed next to Ken Lynch’s name on these Apple-related EPA submissions and were sent to voicemail. A greeting nearly indistinguishable from the one associated with Lynch’s Route 14 Investment Partners phone number addressed us on this line as well. We recorded both greetings and listened to them back to back several times. We won’t declare with certainty that these two phone numbers belong to the same Ken Lynch until Lynch responds to our queries and puts this question to bed. For its part, Apple let us know that the company had nothing to share on the matters of its or its employees’ connections to Route 14 Investment Partners.Car and DriverIs Apple All In?For years, circumstantial evidence drove the narrative that linked Route 14 Investment Partners to Apple’s car project. Now we have harder evidence that more directly connects the two companies.If this is the case, then Route 14 Investment Partners’ $125 million purchase of the old DaimlerChrysler proving ground appears to indicate Apple’s financial commitment to creating a car of its own, presumably one with profitability in mind. After all, Apple did not become a multi-trillion-dollar company by haphazardly and needlessly spending hundreds of millions to develop financially futile products.Senior EditorDespite their shared last name, Greg Fink is not related to Ed “Big Daddy” Roth’s infamous Rat Fink. Both Finks, however, are known for their love of cars, car culture, and—strangely—monogrammed one-piece bathing suits. Greg’s career in the media industry goes back more than a decade. His previous experience includes stints as an editor at publications such as U.S. News & World Report, The Huffington Post, Motor1.com, and MotorTrend. More